ranger j class sailing yacht

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In total nine J Class yachts are currently active, including three original surviving Js - Velsheda, Shamrock and Endeavour - and six replicas that have been built since 2003; Ranger, Rainbow, Hanuman, Lionheart, Topaz and Svea.

Endeavour, JK4

Velsheda, JK7

Rainbow, JKZ1

Shamrock V, JK3

Hanuman JK6

Lionheart, JH1

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• Yachting World
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Ranger J5 – the first completely new J Class yacht

• February 8, 2015

'The super J'

Designed by Starling Burgess and Olin Stephens. Re-worked by Studio Scanu, Reichel-Pugh, and Fred Elliott

Build: Danish Yacht Boatyard in 2002/3

Identifying features: White hull, barrel bow

Odds: She has the most racing experience (along with Velsheda ), , and goes well in flat water.

Regular rockstar: Erle Williams race helm, Murray Jones tactics

As the first completely new J, Ranger is the forerunner of the new breed and interest in new replica J Class yachts. Her owner got hooked on J Class racing whilst watching Endeavour and Velsheda battle for spoils at Antigua Classics in 1998. He chartered Endeavour the following year to race the same regatta.

The formation of the J Class Association followed and class rules were set which allowed for replicas of original J designs to race, heralding the birth of the modern fleet.

Ranger is the original ‘Super J’. Starling Burgess and Olin J Stephens designed her for Harold Vanderbilt’s 1937 Cup defence against Sir Thomas Sopwith’s Endeavour II . ‘Super J’ refers to a J being built to the maximum waterline length governed by the rule (87ft). One reason it hadn’t been tried before Ranger, was that it brought with it the added concern of being able to keep the correspondingly high mast in one piece.

The original Ranger had the best record of all: she started 34 races and won 32. At 8.5ft longer than the previous defender Rainbow , and sporting a very distinct snub-nosed barrel bow, the scientific approach of the young Stephens influenced Ranger’s success. It was the first year tank tests were carried out on the models – arguably the reason Ranger defended the cup so imperiously.

Despite her ungainly flattened stern and unusual bow, model 77C was selected from eight Ranger designs as the best all rounder in 6-8 knots. The tank tests gave the designers the confidence to build such an unusual hull, and the need to keep it and the Duralumin rig as fare as possible. It was the first time a mast, boom and spinnaker booms were all built in aluminium.

Again Ranger was principally helmed and funded by Vanderbilt. She dominated the trials (averaging 11.01 knots). And once unanimously selected as the defender, Ranger went on to completely outclass Endeavour II , winning by over 17 and 18 minutes in the first two races .

Recent developments

Today’s Ranger is a seasoned competitor. Unlike the rest of the newbuilds, she has a steel hull (as per the original) – she is incredibly strong but comparatively heavy for the modern fleet. She sports a central cockpit wheelhouse largely made from carbon fibre, as well as weight-saving materials throughout her mahogany-veneered interior.

Ranger has been based in Antigua and campaigned impressively and exhaustively since her launch. She still remains with her original owner who has consistently updated her and kept longterm race and boat crews who know how to get the best out of her.

Essential figures: Specs: LOA 41.6m Beam:  6.4m Built in steel Draught: 4.9 m Manufacturer: Danish Yachts, Skagen Construction: Aluminium

Story of the J-Class Yachts:

The J-Class was adopted for America's Cup competition in 1928, looking forward to the next regatta in 1930.  The Class itself, though, dated back to the turn of the century when the Universal Rule was adopted though no J-Class yachts had yet been built.

The Rule used a yacht's various dimensions to calculate an equivalent rating in feet.  Boats of equal rated lengths could then race against each other directly without making other allowances for time or distance sailed.  Even though one yacht might have a longer length or another yacht a larger sail area, their overall configurations had to produce a rated length that met the Universal Rule for that class. Boats in Class J, more commonly today termed J-Class yachts, were the largest constructed under the Universal Rule.  The Rule actually includes provisions for an even larger type of boat, the I Class, though none were ever built.  Inquiries made in the 1930s for a Defense in the smaller K Class were rejected.

The J-Class were the first yachts in an America's Cup match to be governed by a formal design rule.  Previous defenders and challengers were only restricted by minimum and maximum lengths set forth in the Deed of Gift.  Sir Thomas Lipton, challenging in 1930 for the fifth time, had held earlier discussions with the New York Yacht Club in hopes of adopting the Universal Rule for the previous America's Cup match, intended for 1914 but delayed until 1920.  Though an agreement to use the rule was not reached for that match, the 1914 US boats, Vanitie and Resolute, still roughly followed J-Class parameters.

Building Program:

There were only 10 J-class yachts designed and built.  Additionally, several yachts of closely related dimensions, mostly 23-Meter International Rule boats, were converted after their construction to meet the rating rules of the J-Class. 

Only the purpose-built Cup yachts, though, could compete in the America's Cup.  The "converted" J-Class yachts, while acceptable for Class racing events, were not admissible for America's Cup competition.  Responding to issues that surfaced in earlier defenses, the America's Cup rules required that all boats had to be sailed to the event on their own bottom.  Some critics pointed out the possibility that the challenger might, as a result, be disadvantaged by  being of heavier construction than the defender.  In order to avoid a situation that could be perceived as an undue advantage, the NYYC eventually agreed that all America's Cup J-Class yachts would be built to Lloyds A1 standards, ensuring that defender and challenger met the same minimum construction specifications (the nautical term is "scantlings").  Most existing yachts were not built to such standards, so the Cup-eligible boats thus ended up heavier than the ineligible J's.

(The issue of challengers having to build heavier boats due to the ocean crossing was a popular, if uncertain, explanation in the British press for the long string of American victories.  In practice, a number of challengers added internal bracing for the crossing, which was then removed before racing.  And on a few occasions defenders subsequently made the crossing in reverse in search of competition following their successful defense.  The rule requiring that the challenger sail to the event on her own bottom was actually instituted in response to a super-lightweight challenger towed to the match through canals and rivers from Canada.

The J-Class Yachts

Disposition:

Conceived at the height of the affluent 1920's, the J-boats arrived during the Great Depression.  They required enormous crews, and, despite expert attention to their technical details, still broke an astonishing number of masts.  While they were in most regards the most advanced sailing yachts yet built, and they were  indeed powerful sailing thoroughbreds formed in sleek lines that can race the pulse of almost every viewer, the glorious J's proved too extravagant for their own good.  Most had very limited sailing careers outside of America's Cup.  Ranger , whose 1937 cost was upwards of $500,000, was laid-up at the end of her debut season and never sailed again.  All of the American J's were scrapped between 1935 and 1941. Most of the British J's were either abandoned or scrapped.

When NYYC sought to revive the America's Cup in the 1950s, there was a faction that favored returning to the J-Class.  Mike Vanderbilt even stated that not only would he like to see the Cup contested in the large boats, but that if so he would consider rebuilding a new Range r to the design of the original.  Still, another faction hoped for smaller dual-use yachts that could be used in offshore racing when the Cup year was ended.  With cost estimates for a 1958-era J starting around three million dollars, the impulse for a J-Class defense faded away in the face of economic pressures and a compromise was reached to sail the America's Cup in International Rule 12-Meters.

The J-Class Resurgent

J-Class rigs today are no longer built of wood or dur-alumin, but with modern lightweight composites.  Their sail technology is long past being canvas duck, and many other subtle changes have been made to make the ongoing maintenance and operation of these yachts a realistic proposition.  Still, the J-Class owners have gone to great lengths to insure the integrity of the boats.  The J-Class is self-administered, rather than governed by an outside organization as is the case with almost all other classes.  This allows the members to more easily adapt the rules in order to serve the needs of these uniquely historic yachts.

Most of the surviving J's are available for charter.  Cambria was reportedly for sale in 2000.  Endeavour changed hands in 2006 for a reported $13.1 million USD, though as her former owner Dennis Kozlowski said, "No one truly owns Endeavour .  She's a part of yachting history.''

Recreations, Replicas, and a Tender:

For decades, most yachting fans thought that we would never again see the likes of these boats again, the few survivors would sooner or later fade away, and the whole history would be reserved for books and fading photographs, but following the restoration of the surviving hulls rumors grew throughout the late 1990's and early 2000's about building "new" J's.  In 2001, all of this dock talk began to become reality:

Ranger Wooden Boat magazine, March/April 2001, described a "Dutchman" who had commissioned a new Ranger built to the original's plan.  This incredible rumor came true, and a piece of lost sailing history was brought back to life.  The new version of this "Superboat", as Mike Vanderbilt once called her, was officially launched in October, 2003. 

Designed by Studio Scanu and Reichel-Pugh, and built by Danish Yachts, Skagen, Denmark, she is not an exact replica of the original. Some would term her a re-interpretation, as a number of changes were made including greater freeboard, and Ranger 's original designers did not participate in the project.  The new Ranger first competed head-to-head against other J's in Antigua, Spring, 2004.  It took some additional adjustment after launch by her owners and designers to seek the proper trim that would make her float on her lines, an essential step in the process of being officially rated a J-Class yacht.  Visit the Ranger Website for more info.  J-Class Management is also at work on a restoration of Bystander, tender to the original Ranger .

Endeavour II An Endeavour II replica is being built at Royal Huisman Shipyard, with a planned 2008 launch date.  Gerard Dykstra and Partners is leading the project, which features a lightweight Alustar (aluminum alloy) hull and carbon-fiber mast.  See additional photo at Yachtspotter

Lionheart Based on an unbuilt alternate design by Starling Burgess and Olin Stephens II that was considered for 1937's America's Cup defender Ranger , this new boat is being built at yards in the Netherlands for an expected 2008 launch.  Lionheart will be the longest J-Class yacht when completed. See more including photos of the completed hull at the Lionheart Website and the story of sailing onboard including photos and videos Cruising J-Class Style Aboard Lionheart at Yachting World Designer:  Hoek Design Builders: Bloemsma Aluminiumbouw and Claasen Jachtbouw BV

Svea Tore Holm's unbuilt 1937 design, said by some to be faster in the test tank than any of the original boats, is being pursued by Hoek Design

Name To Be Announced In late March 2008, reports of another replica about to begin construction appeared on the Classic Boat website .  Whether this is one of the known projects, such as Svea , above, or yet another replica about to become reality, such as Rainbow , below, should become known shortly.

Rainbow In late May, 2008, Dykstra and Partners announced that a new build of the 1934 America's Cup Defender Rainbow was underway, with an expected launch date of 2010.  Read the Press Release

Other projects: Hoek Design is also studying replicas of 1930's Enterprise and another boat from Yankee designer Frank Paine.  Yankee herself has also been rumored as a new project, as well.  Earlier reports of a Ranger alternate-design carrying the name of Seawolf may have been referring to the project that has become Lionheart , see above.  Whirlwind and Weetamoe are the only two designs of the original ten J's that aren't known to be sailing, building, or under serious consideration as of 2008.  The J-Class website points out that there are 10 unbuilt J designs from the 1930's, so the possibilities for more J-Class yachts are intriguing.

Yachting World reported in May, 2003 , that construction was underway on a yacht replicating the famous G.L Watson design Britannia .  Photos showed a nearly completed hull at Solombala Shipyard, in Arkhangel, Russia, and included interviews with the yacht's owner Sigurd Coates of Norway.  The design was adapted by Cesil Stephansen from published plans.  The original designer's modern descendent company, G.L.Watson & Co., Ltd., has no involvement with the Arkhangel boat.  Little was been heard of this ambitious project for years, until the yacht was finally launched only to become subject of a financial dispute, trapping her in Russia until 2009, when she "escaped" to Norway. 

In the Spirit

A similar project to return elegant yachts to competitive racing, the W-class, was set in motion by Donald Tofias, an American enthusiast.  He commissioned naval architect Joel White to design a new class with lines evocative of famous racing yachts like the New York 50's and the J-Class.  The first two boats, Wild Horses and White Wings , were built in Maine of modern cold-molded wood construction and launched in 1998.  It is Tofias' aim that there will eventually be a whole fleet of the beautiful W-class to regularly compete against each other.  The one-design W-76 is actually similar to the New York 50's.  Tofias' long-range plans involve a range of classes including 46, 62, 76, 105, and 130.  The 130's would be nearly identical in basic dimensions to the J-class. See the W-Class Websit e .  

Additional Links: Chris Cameron onboard Ranger at Maxi Yacht Rolex Cup, 2010: Photo Gallery

Web Sites of Particular Interest: The J-Class Association J-Class Management, Inc.  

Further Notes:

K-Class: The Royal London Yacht Club made and withdrew its inquiry for a K-Class challenge in 1935.  The intent had been to reduce costs, not the least of which was hoped to be a lower velocity of mast replacement, but the K-Class line of thought was rejected for several reasons.  For one, the K-Class wasn't so much smaller than the J-Class as to have clearly led to significant savings.  Additionally, no K-Class yachts existed on either side of the Atlantic while several J's of various pedigree were available for testing, training, and racing in 1935.  Also a factor was that the NYYC was already actively considering another challenge at the time the RLYC began their communication  about the K-Class and it was the NYYC's policy to consider only one challenge at a time, in keeping with the Deed of Gift.

Sailing to the Event on Own Bottom: This provision of the Deed of Gift was at times strictly interpreted to the the degree of making sure that the challenging yacht actually was under her own sail while traveling to the match, not towed by another boat.  Challengers returning across the Atlantic after Cup matches concluded were sometimes towed for convenience. Eventually the NYYC agreed at various times to permit towing the yachts to the match, particularly when conditions were light, and in 1956, for the coming of the 12-meter yachts in 1958, the Deed of Gift was amended to eliminate the requirement.

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Ranger - A Queen is back in her element

The majestic j-class sailing yacht ranger had an extensive refit at vitters shipyard in the netherlands. now she is back in the water and almost ready for regattas., history of the j-class ranger.

The original RANGER, aka J5, was built in 1937 for Mr. Harold Stirling Vanderbilt to defend the legendary America’s Cup. With a length of 41,15m (LOA), she was the biggest J-Class yacht. In 1941 she was scrapped for munition production in World War II. The yacht was designed by Olin Stephens of Sparkman & Stephens and Stirling Burgess.

The replica of RANGER

The rebirth of RANGER was in late 2003 at Danish Yachts in Skagen and is very successful at international sailing regattas. In 2005/2006, she got an extensive refit with optimizations by Dykstra Naval Architects.

Refit 2019 at Vitters

The extensive refit in 2019 at the Vitters Shipyard in Zwartsluis contains new hydraulic systems, new navigation and communication electronics, painting, new teak deck, engine overhaul, rigging, improving performance, cockpit and helm station.

Photos by Guy Fleury

SHARING IS CARING - THANK YOU!

Ganesha // vitters // dubois, flax 27 – exclusive daysailer made of natural fiber composite, vagrant (1913) gets rejuvenating cure at huisfit, 55m sailing yacht concept // reichel/pugh, louise // claasen shipyards, wind motion 70 trimaran // mathis rühl, 33.5m sailing cat // berret racoupeau // royal huisman, che bella vita // beiderbeck designs // 19m daysailer.

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RANGER – THE ‘SUPER J’

Contractionary policies in response to what was an era of recession globally, leading to reduced aggregate demand and the fundamental cause of the Great Recession were hardly conducive conditions for the building of large race yachts.

It was thought that the J-Class could well sound the death-knell for the America’s Cup as a sporting contest and even the New York Yacht Club members, often insulated to a degree from the worst of the depression, were sailing smaller boats for club racing – most notably those rating to the 12-Metre and K-Class rules.

Against this dire economic backdrop, that incidentally was about to get worse through 1937-1938 before it got better, the Commodore of the Royal London Yacht Club, Richard Fairey, entered a speculative challenge - after surreptitious enquiries had been made - with a design that measured to the lower end waterline length permitted by the Deed of Gift and measure to the 65 feet New York Yacht Club rating rule. Not unreasonably, Fairey argued in a communication to Junius Morgan, Commodore of the NYYC, that: “I feel very strongly that the present J-Class boats are altogether too large and too expensive and that their design has been overshadowed by the necessity of fitting them out with accommodation for the owner and his guests when living aboard.” Further concerns surrounded the safety of the J-Class and whether they were suitable in anything above a Force 3 with particular note around the new duralumin rigs and their seaworthiness. The New York Yacht Club, however, were not in the mood to compromise on their premier competition.

Recognising this unwillingness and the rejection of the Royal London Yacht Club’s challenge, Thomas Sopwith commissioned Camper & Nicholson of Gosport to build what was hoped to be another technical wonder, Endeavour II, that was laid down in February 1936 and launched on 8th June 1936. Its flag was to the Royal Yacht Squadron but at the time of launch, no formal challenge had been proposed as both Charles Earnest Nicholson, the boat’s designer, and Sopwith felt that a long period of working up and crew training would be the key to a successful challenge. That challenge was duly posted to the NYYC by August 1936 for the Endeavour II rating to the 76-foot rating rule as recognised by America’s premier club and seeking for racing to start in July 1937.

Early assessment of Endeavour II was mired by the collapse of two masts, but the Americans were concerned by the seemingly devastating performance of the boat against Endeavour I in light airs, where it was widely assumed that she had a significant advantage over the successful defender of 1934, Rainbow. The New York Yacht Club formed a syndicate again under the command of Harold ‘Mike’ Vanderbilt who duly commissioned Starling Burgess as lead designer but also made the crucial decision to create a design team by bringing onboard the fast-rising star of yacht design in Olin J. Stephens. Burgess’s star had been falling for a while in the eyes of the members of the New York Yacht Club with the view, widely expressed, that the speed deficiencies of Rainbow and Enterprise were only rectified by the brilliance of Vanderbilt, Bliss and Hoyt in the afterguard. Bringing Olin Stephens in was a nod to the future and a check on Starling Burgess.

Tank-testing was nothing new in the America’s Cup, G.L Watson was tank-testing in 1900, but the advance in the way those tests were undertaken, and the data extracted, particularly in terms of heel angle and side force, saw the 1937 design project for Ranger advance yacht design to a whole other scale. Using the Stevens Institute testing tank at Hoboken under the command of Professor Ken Davidson, Stephens and Burgess both drew lines for two models each to be tested. The final design for Ranger has, however, become something of legend with no clear view on whether it was from the hand of Burgess or Stephens as the models were adapted during testing with input from both, but what became evident was that the result was a sensation.

Olin’s brother, Rod Stephens, was brought in for the design of the rig whilst Starling’s brother, Charles Burgess, took charge of the mast design. These were crucial areas as Vanderbilt insisted on using some sails from the Rainbow campaign – in particular an unused mainsail that he had been saving – and much concentration was given to more efficient sail-handling. Meanwhile, the final design for Ranger’s hull profile had the mark of Olin Stephens writ large with a low aft profile and the famous snub-nosed bow whilst Vanderbilt himself had considerable input in the final waterline length of 87 feet having seen a marked improvement in 1936 when he added a 10-ton lead shoe to Rainbow’s keel for the annual New York Yacht Club cruise races.

The final model that produced the design was number 77-C, one of the first tested, and the Bath Iron Works Boatyard was commissioned for the build, but worsening economic climes caused Ranger to be built at cost using highly efficient construction methods. Filler was almost eliminated in the process with flush riveted steel plating forming the hull and cedar was laid on steel for the decks to reduce both weight and cost. The designers went novel for the rudder creating a negative buoyancy structure with a watertight air compartment and a very low clearance to the hull and Ranger was launched on May 11th, 1937, after a christening ceremony with Mrs Gertrude Lewis Vanderbilt (nee Conway) breaking the customary champagne on the snub bow.

Just like the problems on Endeavour II, Ranger experienced a mast failure on its tow down from Bristol, Maine in a heavy seaway thus proving the fragility of the duralumin masts as feared and in a race against time, the old 1934 mast of Rainbow was stepped whilst a replacement was re-fabricated. At this time, in May 1937, Endeavour II arrived in Newport under tow having sailed the last 720 miles owing to a significant Atlantic storm – remarkably she arrived unscathed minus some rusting on the spar.

Ranger’s preliminary races against Rainbow and Yankee proved that she was a rocket-ship of sorts. Stiff, fast and devastating on a reach, she won each of the three races and entered the defender trials with the notion that she was ‘unbeatable’ – and by the time her replacement mast was stepped, and the old 1934 sails replaced by modern ones, the trials were to be a one-sided affair. Indeed, in one race against Yankee when Ranger won by a massive margin, she did so at an average speed of some 11 knots and set the fastest recorded time ever over the America’s Cup course. The omens were good for a successful defence and Ranger was appointed without question by the New York Yacht Club committee.

Endeavour II’s work-up that summer was almost solely against Endeavour I in a series of practice sessions that roused both suspicion and derision by the yachting journals in America. Sopwith was obsessed with speed trials and manoeuvres, setting exactly the same sail plan on both boats and then proceeding through a set of drills before long runs on opposite tacks before coming back together and then halting the session. De-briefings were long, and crew-work was honed as the memory of poor sail-handling in 1934 was sought to be avenged. Endeavour II was observed by the Americans as being faster on all points of sail than her much-admired predecessor and on July 1st, 1937, the Royal Yacht Squadron confirmed to the NYYC that Endeavour II would be lining up as challenger for the America’s Cup (there was a thought that Sopwith might try and swap out Endeavour II for Endeavour I but this pure media speculation).

Could she match the pace of Ranger though who had spent that summer on their sail wardrobe and in typical Vanderbilt fashion, sought improvements all over?

Ranger’s sail inventory that summer was the most remarkable seen on a J-Class to date. The introduction of the enormous 250%, 175% and 135% quadrilateral jibs that were set over over-sized staysails that had been tacked further forward to produce an effective ‘slot’ gave Ranger power unseen before on these boats – and a commensurate beefing up of winches and blocks to cope with the loads was thoroughly worked up through that summer after notable failures in the trials. Vanderbilt was convinced that as much as the waterline length had been a determining factor in 1934, that in 1937 the major gains would be made aloft. Ranger’s mainsail inventory included one from Enterprise of 1930, updated by the City loft of Ratsey’s, a staysail from Vanderbilt’s M-Class ‘Prestige’ and great advances were made both in the spinnaker design, particularly the ballooner, and in how they were handled in manoeuvres. Vanderbilt even mastered a way of gybing with the spinnaker left up that was ultimately outlawed for 1937 but became standard thereafter.

By contrast, Endeavour II’s sail programme had seemingly not advanced from the standard plans of Endeavour I in 1934 and the early loss of two masts in early trials led to caution creeping in on Sopwith’s behalf to push the rig development. It was a fatal error in competitive terms but both boats came to the start of the America’s Cup in 1937 wary of the other and after such a close fight in 1934, the American media assumed that this would be a desperately closely affair once more with some even arguing that a Cup abroad would be good for the future of the sport.

The first race dawned with very light winds on July 31st, 1937, causing the race committee to postpone for 45 minutes to allow the expected breeze to fill in for the planned 30 mile windward / leeward test. Endeavour II got the better of the start, crossing the line ahead by three seconds to leeward of Ranger and able to squeeze up, forcing Vanderbilt to tack away for clear air after 11 minutes.

With clear wind now, and despite Sopwith throwing in a tack to try and cover, Ranger just eased away with Vanderbilt steering loose for speed before coming back to course and after an hour of sailing had left the English challenger almost a mile dead astern. With the breeze freshening, both boats called for a sail change. Vanderbilt was getting increasingly uncomfortable with the 250% quadrilateral in an un-tested wind-range so called for the 175% quadrilateral but the crew, in error, launched the 135% and with Endeavour II swapping from genoa to 175% quadrilateral, for a while the American skipper, although with a healthy lead said that Ranger felt “dead in the water.”

By the top mark, Ranger had clung on and rounded with a lead in excess of six minutes and launched a balloon jib with a light staysail as the wind backed. Sopwith was in gambling territory and sailed high once around the weather mark on the thinking that the incoming breeze with layers of mid-fog would back the breeze further. In short order, the two boats lost sight of each other and as the wind came aft, Ranger launched a light parachute spinnaker formerly seen onboard Yankee and romped home. The margin was astonishing – 17 minutes and 5 seconds – and Endeavour II was in danger of missing the time-limit. Spectators, that numbered some 300 craft of all shapes and sizes, had never seen anything like it in the modern America’s Cup. The early writing was on the wall for the Challenger.

A fresher breeze awaited the yachts for race two with a triangular course set and it was Endeavour II that again made the better start. The practice that Sopwith had executed in the tune up with Endeavour I paid handsomely at close-quarters and a tack beneath Ranger in the dying moments of the pre-start was a textbook move. Ranger, now sitting in backwind dirty air was forced to tack off onto port soon after the start but on the tack back to head out to the left of the course, a top block for the quadrilateral sheeting position exploded and the crew struggled to get optimum trim.

Endeavour II was looking good to maintain her lead and at various points of the first leg she could have easily tacked and crossed, but the race was about to be turned on its head as the English sailed into a light, heading patch of breeze that slowed her dramatically. Ranger came up astern, hit the same pattern and immediately Sopwith tacked in the hope of getting up to speed and crossing the Americans’ bow. Vanderbilt maintained better speed and seeing the English dead in the water, tacked with way under her to leeward and with better crew-work emerged with pace on port tack. Pretty soon Ranger was eking up onto Endeavour II’s line, forcing her to tack off and it was one-way traffic. Ranger extended on the second half of the beat to round 10 minutes 25 seconds up.

With her 250% quadrilateral set – a sail that was nicknamed the ‘Mysterious Montague’ for its inherent cloth being specially developed by DuPont DeNemours Company with rayon and a special coating of aircraft dope – Ranger extended on both reaches of the triangular course. Sopwith had no answer for her waterline speed and superb sail inventory and the winning margin of 18 minutes and 32 seconds was another hammer-blow to the English who simply couldn’t match the super-J creation of Vanderbilt, Burgess and Stephens.

Sopwith called a lay-day to haul Endeavour II out of the water, convinced that she had damaged her centreboard through tangling with a lobster buoy or some other object under the water, so inexplicable was the speed loss on that first beat. “Ranger was pointing much higher, and we could not point any higher than we were. We lost 10 minutes in 5 miles. It is possible we picked up one of those lobster pots,” Sopwith commented afterwards whilst also insisting that some 5,070 pounds of lead were removed from the ballast to improve the light-weather performance. It was time to gamble.

Race three, always a crucial race in these first to four America’s Cup battles where the pendulum can swing or momentum can be carried forward, was do or die for Sopwith but Vanderbilt, smarting from the Dailies taking issue with his starting prowess was more than up for the fight. The windward / leeward course was set in a steady 10 knots of breeze, and it saw the two magnificent J-Class yachts circling aggressively in the pre-start before heading to opposite ends of the start-line on opposite tacks at the gun. Vanderbilt aced the start at the leeward end on starboard tack whilst Sopwith came across 18 seconds down at the other end on port. Sopwith certainly felt that with the reduced ballast, he had the measure of Ranger in a tacking duel and initiated the play which resulted in Ranger’s winch jamming again forcing the quadrilateral sail to be mis-sheeted halfway up the beat.

The wind Gods of Newport however saved the day for Vanderbilt as she sailed a few degrees off the wind but into a favourable shift, keeping Endeavour II on her stern, that allowed Ranger to tack and sail into a lead of 4 minutes and 13 seconds at the top mark – incidentally the fastest recorded time for a 15 mile beat to windward in America’s Cup history.

A split decision upon rounding the windward mark saw Ranger gybe off immediately whilst Endeavour II bore away onto the port gybe with both boats setting spinnakers as the wind increased to 14 knots. For the next 14 miles the boats converged on opposite gybes with Ranger holding the lead but Endeavour II looking the more likely to maintain a direct line to the finish without the need for the costly manoeuvre of gybing. A wind-shift, just a mile from home however, scuppered any chances and both boats were forced to gybe to make the finish with a shy reach to the line calling for a ballooner to be re-launched on the new gybe on both boats. Ranger held on and crossed with a 4 minute 7 second delta and it was match-point to the Americans.

For what proved to be the final race of the America’s Cup in 1937, and in fact the last time that the regatta would be run for the next 21 years, it failed to live up to its billing and an English fight-back was scuppered when Sopwith went over the start-line early. Aggressive tactics from Vanderbilt in the final circle saw Ranger trapping Endeavour II forward and with nowhere to run, she was forced over and Sopwith had to dial away into a gybe and re-cross, losing a minute and fifteen seconds in the process.

Ranger was now unstoppable, sailing in clear air, and matching Endeavour II tack for tack with no discernible loss of speed in the fresh breeze. Vanderbilt had insisted on setting a flat-cut mainsail from the 1930 wardrobe inventory of Enterprise and it was a masterstroke. By the windward mark she was 4 minutes and 5 seconds up and with her 250% quadrilateral set, she powered to the wing mark and despite Endeavour II shaving 30 seconds on that leg, the two boats were even on the final reach to the finish, and it was a resounding win to the Americans of 3 minutes and 37 seconds.

At the finish line, Vanderbilt handed the wheel to Olin and Rod Stephens to cross in a remarkable gesture of recognition at their efforts in producing what was undoubtedly the finest yacht in the world at the time – and considered even today, as the greatest yacht ever to compete in the America’s Cup. She was a marvel of the age and a testament to American design, astute build in strained financial times and Vanderbilt’s undeniable prowess at taking a boat to its racing limits. In subsequent races that summer, she was untouchable, beating all-comers and stamping her authority on the global yachting scene as the marker by which the era would be judged.

For the English it was another disappointment. It was to be T.O.M. Sopwith’s last hurrah in the America’s Cup but he was proud of his efforts saying: “We have had a series of the most wonderfully close races and I find the greatest difficulty in expressing my gratitude to our crew, amateur and professional, for the wonderful work they have done – they have all worked like slaves. May I say that we are not downhearted.”

The America’s Cup in 1937 was the last of the J-Class in the competition. With a pause for the Second World War, the next regatta in 1958 would see the 12-Metre rule adopted and the graceful lines of some of the most iconic yachts ever created would forever more be for the history books or those with deep pockets in modern times to restore, re-build or recreate those fabulous yachts. Only ten J-Class yachts were built, six in America and four in Great Britain, although several boats of the ‘big class’ of the era were adapted to conform to the J-Class rule. It was truly a ‘golden era’ and one that put the America’s Cup very much at the pinnacle of the yacht racing world. 

Guests: 8 | Length (ft): 137

$16.000.000

• Yacht Description

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• Yachts for Sale

Yacht is no longer available for sale. This is an archived web page showing historic information for reference purposes only. Search Yachts for Sale.

RANGER Yacht for Sale

The impressive, luxury sailing yacht RANGER was the first modern J-Class sailing yacht produced, built in 2003. In true J-Class style, not only is RANGER gorgeous, she is a thrill to sail with exceptional superyacht sailing performance. RANGER is an updated and competitive superyacht, racing in both J-class and generic races.

RANGER has won a variety of awards throughout her life, including “Highest Technical Achievement in a Sailing Yacht” at the 2004 ShowBoats Design Awards. She also has won a number of races, including the Overall Winner of the St. Barths Bucket Regatta 2010, Overall Winner of the JCA (J Class Association) Regatta 2011 and First Place Winner of the IRC A Division at Les Voiles de St. Tropez Regatta, 2015. This “spirit of tradition” sailing yacht for sale is classed to Lloyds and is MCA compliant. She is set for both personal cruising and is also eligible to charter.

RANGER’s design followed the basic lines of the original J-Class RANGER of 1937. The original was built of steel and so too is the 2003 version. The new “Super-J” RANGER has been upgraded and updated throughout her life. She underwent a 2008 refit and another refit that spanned 2013 into 2014. In one refit, her weight was reduced by taking weight out of her hull and redistributing some of it. Further significant weight reduction was accomplished when her rod rigging was upgraded to the modern composite EC6 and her new carbon boom, 50 percent lighter than the older one, was installed.  In the latest refit this luxury sailing yacht had her engine and generators rebuilt, teak decks completely refurbished and her five-year rig removal and inspection completed. In April 2014, sailing superyacht RANGER passed her Lloyds’ 10-year classification with flying colors.

RANGER is a sleek, classic yacht with exquisite, large overhangs. She has a flush deck with cockpit and a comfortable, composite “dog house.” a slight departure from the original Ranger.  Her main deck can be covered with an awning. The cockpit allows seating for eight. The interior of RANGER is true to the vintage style of the 1930s in New England, traditional with classic mahogany and raised paneling.  The salon is spacious, offering elegant dining on one side and a lounge area on the other. The interior is “floated” so it does not touch the hull, thus noise and vibration are greatly reduced, resulting in a quiet, peaceful atmosphere.

Luxury sailing superyacht RANGER has four lavish staterooms to accommodate up to 10 guests. Her full-beam master features a centerline queen bed, a settee and an en-suite bathroom with impressive tiling. Three additional, equally beautiful, staterooms offer comfortable accommodations; two offer Pullman berths for an additional guest.

RANGER is a beautiful sailing yacht capable of racing or cruising anywhere in the world. She is well suited for family life on board, but also would bode well as a luxury charter yacht. Sailing superyacht RANGER has all the qualities of a luxury yacht and the performance of a proven racer. She is one-of-a-kind and truly must be experienced to appreciate her beauty and sailing prowess.

• Beautiful J Class lines
• Exquisite classic mahogany interior by Glade Johnson
• Extremely quiet and peaceful inside due to “floating” interior
• Owner/guest area aft has four staterooms, three with en-suite heads; one as day head
• Competitive racing yacht, continuing her winning record
• Comfortable, safe, cruising yacht
• Latest technology with EC6 composite standing rigging
• Classed to Lloyds and MCA compliant

Specifications

Accommodations

Dimensions & Capacity

Construction

Complete the form below and one of our experienced sales brokers will be in touch soon.

Full Details

LWL: 95 Beam: 21 Displacement: 200 tons

RANGER, is a replica of the "J-Class" yacht which defended the Americas Cup in 1937. This sophisticated yacht was a labor of love by the current owner.  While chartering Endeavour for a classic regatta, it came to him to build a replica of the “super-J” RANGER. A stellar team contributed to the successful build of 136’ Ranger, finally launched by Danish Yachts in 2003. Naval architects Studio Scanu, Reichel-Pugh, and Fred Elliott worked with the original lines of Starling Burgess and Sparkman and Stephens to create a sailing superyacht that not only wins honors in regattas, but cruises in style as a proper luxury yacht. A departure from the original, she carries a central cockpit and doghouse as well as a splendid classic mahogany interior boasting 4 staterooms aft for owner and guests with 3 ensuite baths - all created by Glade Johnson Design. In addition, the classic interior is extremely quiet, as acoustical engineer Joe Smullin was in charge of isolating it from the hull, greatly reducing vibration and noise. Whereas the hull is steel, true to the original, the new teak doghouse is carbon fiber underneath and the classic raised panel interior is actually Nida-cored to keep weight down. Countless hours were spent on fitting modern technologies and living concepts into the matrix of a vintage sailing yacht that conformed to the J-Class Association’s rules and regulations. She is the epitome of a "spirit of tradition" yacht.

On deck the quality of the craftsmanship of RANGER is evident from the moment you step aboard at the transom and see straight teak planks with no joins all the way up to the traveler.

Sailing yacht RANGER has accommodations for eight in the aft guest quarters (ten if the Pullman berths are used) in four cabins including a lavishly appointed full-width master with tiled bath plus eight crew in three cabins, one cabin port and one starboard that sleeps two, with two full baths, and one cabin forward that sleeps four. A cozy cockpit for up to eight with a teak table is just behind the teak clad carbon fiber deck house featuring glove leather seating either side of the companionway leading below accented by a beautiful teak hand rail culminating at a teak and holly sole.

Superyacht RANGER's salon features a formal dining table to starboard and leather seating to port. Forward through a water-tight bulkhead, is the galley to port and the crew dinette to starboard.

The engine room and machinery spaces are accessed via the galley sole or a water-tight door under the companionway aft under the cockpit.

Forward of sailing yacht RANGER's forward engine room water-tight bulkhead, is a massive custom built-in freezer and refrigerator. This area also accommodates galley dry storage and air conditioning. Aft, via a water-tight door in the forward engine room bulkhead, is the engine room with electrical panels forward, starboard and port generators in sound shields and the main engine on the centerline. This area has been ingeniously designed and provides 360° access to all machinery and systems with great headroom for a J boat.

Interior Finish Note:

It should be noted that superyacht RANGER's interior is fully isolated from the hull and no vibration or working of this interior exist under power or with extreme load on deck from winches even when there is 26 tons on the back stays and green water flowing over both her weather and leeward rails. The underlying material for sailing yacht RANGER's interior is Nida-core to keep the interior light. Over this very state-of-the-art foundation, is the finest of old world craftsmanship featuring flawless gloss finish over raised mahogany panels with crotch-cut flamed mahogany centers making for a very high quality, impressive interior, all the more impressive due to the incredible detail of Glade Johnson's design which can only be appreciated by a personal inspection. The traditional 1930s interior was built in Sardinia and shipped to Skagen, Denmark for installation.

(1) Bosch Range (1) Bosch Oven (1) Bosch Grill (1) Panasonic NE-1757 R Microwave (1) Custom Refrigerator in Galley and Tank Deck (1) Custom Freezer in Galley and Tank Deck (1) Hoshizaki Icemaker

(1) Miele T1415 Washer (1) Miele W1215 Dryer

Electronics And Navigation

(1) Furuno FR-2115 BB Radar; Range: 72 miles

(1) Liffon CPlath 0735-02 Gyrocompass

(1) B&G 2000 Depth Sounders

(2) Leica MX 420/8 Inc AIS GPS

(1) Transas Chart Plotter

(1) Furuno NX 500 Navtec

(1) B&G Hercules 2000 Wind and Speed Indicator

Communications

(1) Furuno Felcom 18 Inmarsat C (new 2017)

(1) Fleet Broadband 250 (2017)

(1) Panasonic KX-TD816 Telephone System

(1) Pepwave integrated cellular data system

(1) Standard RS-8400 X2DSC with DSC control unit VHF Fixed

(4) ICOM VHF Handheld

(1) ACER X4 Ship Computer

(1) HP 5530 Printer

(1) Ship's Server Unit

Entertainment

Apple TV system with iPad control and a movie server playing on televisions in the master stateroom and main salon. Crew area has a stand alone TV and DVD player.

(2) Northern Lights MP445D Generators; 40 kw, 1800 rpm each; 208 volts, 3 phase, 60 Hz

Port Generator: 6935 hrs since rebuild in 2013/2014 (Dec 2017);

Stbd Generator: 5153 hrs since rebuild in 2013/2014 (Dec 2017);

Electricity: 120/240 Volt AC; 12/24 Volt DC

Shore power: 190 - 440 volts; 3 phase; 50/60 Hz VIA

Batteries :

Main engine starting: 1,200 A/H charged by: charger & main engine

Generator starting: 200 A/H charged by: charger & gensets

General service: 1,200 A/H charged by: 2 x 100 Amp Emergency: 200 A/H charged by: charger 25 Amp

Deck And Hull

(1) Lewmar Hydraulic Anchor Windlass System (Self-stowing hidden anchor system that deploys underwater through the hull in the sail locker) (1) PHHP 125 kg Galvanized Anchors; w/fortress anchor as backup (1) U2 Anchor Chain & Rode; 230m x 16 mm Spinnaker Halyard & Hydraulic Winch main tender davits (1) Carbon Fiber manual stern boarding gangway

Sails And Rigging

High Modulus carbon fiber rig (Southern Spars, NZ)

High Modulus carbon fiber boom (New lighter boom spring of 2009 by Southern Spars)

Carbon EC6 standing rigging and new carbon spreaders to accommodate the new rigging, all by Southern Spars N.Z. All standing rigging returned to US for survey and testing in 2013/14 work period.

(2) Carbon spinnaker poles

(16) Lewmar Hydraulic Drum Winches.

1 Manual Lewmar Winch on the mast.

Primary winches have been completely overhauled and upgraded by Lewmar to handle the loads.

Runner winches upgraded in 2014 to increase recovery speed in first gear.

Sails by North

Mainsail is fully battened with a delivery main sheeted to the deck

Cruising Yankee

Trisail storm sail

Racing Sails

Race Main 3Di (2012)

G1F 3Di (2015)

Gennaker Staysail (2015)

Ranger’s full inventory of race sails is continually being updated.

Fire Safety

(15) Fire/Heat/Smoke Detectors (located throughout vessel)

(1) Fixed Fire Fighting System

(5) CO 2 Portable (Forepeak, Engine room, Pump room)

(12) Fire Extinguishers (located throughout vessel)

(2) Seawater Fire Fighting Stations (Forepeak, Cockpit)

(1) Ship safe (Master cabin)

Overboard Safety

(3) Viking 8 person life raft

(4) Life Ring

(1) ACR Globe EPIRBS

(20) Pains Wessex Flares

(2) Lifeguard 8 man life rafts for racing

(1) MSOS MCA Offshore First-Aid Kit

Hull/Deck Material: Steel Superstructure Material: Carbon fiber deckhouse Deck Material: Teak with varnished teak trim Ballast: 80 Tons Lloyd's + 100A1 SSC Yacht Mono, G6; LMC, under 50m and under 500 GRT; MCA - up to 60 nm offshore

Mechanical Equipment

Engines: (1) Lugger Diesel, 6125A, 425hp Engine hours: 972 hrs since rebuild Oct 2015 (Dec 2017). Gearbox: Mekanord; ratio: 3.81:1 Propeller: Hundested VP-7 Controllable Pitch Bow thruster: Lewmar retractable; 50 hp Steering: Manual chain, cable, quadrant Backup Steering: Manual

Other machinery

Air conditioning: Aqua Air; 10 tons 120,000 BTU with 13 Air Handling Units; fresh air make-up thru A/C unit; 35 cubic m/hr. person

Watermakers: (1) Matrix @1500 Silver Series; 6,000 Liters per day

Fuel Filtration: (1) Racor Triple Unit

Bilge Water Filtration: Waterboy

Sewage System: Hamann Mini Norwegian

Fresh Water System: (1) Ampco Stainless Steel AC Pump, (1) Groco DC pump

Fuel capacity: 1585 Gallons/6000 Liters

Water capacity: 1800 Gallons/6800 Liters Gray/Black water: Forward tank - 370 Gallons/1400 Liters; Aft tank - 190 Gallons/705 Liters

Watersports And Recreation

( 1) Novurania 430 TR with 40 Hp Yamaha outboard (1) Water ski (2) Mares diving gear (12) Snorkeling gear

Major Work List

Work was completed to comply with Lloyds and Cayman Intermediate and Annual Surveys. This included: - The Appraisal Survey and issue of the Docking Certificate which attests to Ranger’s sound hull. - Tank inspection and service - Checks and compliance for items: watertight doors, bilge system, alarms, to communications, steering and anchoring systems.

Main engine serviced Generators serviced Air-conditioning system serviced Refrigerators and freezers serviced Two new hot water tanks Antifouling applied All systems below waterline serviced

Other works were geared primarily to making Ranger faster on the course: - A rig optimization increased sail area and speed. Rig was taken out and put back in the boat. - Various deck hardware was changed out to a lighter version. - New spinnaker pole - New sails (main, genoa) - Fine fairing of the underbody

Completed Lloyd’s 10 year classification and Cayman Islands surveys.

DECEMBER 2013 – WINTER 2013/14 PALMA MALLORCA

Inspection and rebuild of the generators and main engine.

Removal and inspection of the propeller shaft and rudder stock.

Hull thickness measurements at various points on the hull and in the tanks and numerous other smaller locations.

Mast taken out and carbon rigging shipped back to Newport, RI for inspection.

Ultrasound of mast tube and non-destructive testing of the stainless elements of the mast completed.

Teak deck completely refurbished; all caulking was removed and seams routed out to the deck. Deck was dried and dehumidified prior to epoxy being worked in the voids in between the teak and deck. Seams were then recaulked.

All other safety and operationally necessary items were addressed as they arose.

Hull Painted. Primary winches upgraded to pull 10 tons

FALL/WINTER 2008/2009:

Completed 5 year Lloyds survey: This included the replacement of the prop shaft and the full break down and re-build of the engine and generators.

Mast and Rigging: The 5 year rig survey by Southern Spars and replacement of the stainless steel rod rigging with new EC6 composite rigging from Southern Spars. New spreaders to accommodate the carbon rigging. New main boom (lighter version of existing boom).

Paint work: Full repaint of the hull and mast. All varnish work renewed.

Racing History

Racing history is available upon request.

A complete list of exclusions shall be available upon request.

The original design brief of sailing yacht RANGER called for a yacht that could be used as a family cruising yacht, a racing yacht, a corporate tool and a charter yacht.

Ranger was the first modern J Class yacht to be built from the drawings of an original J Class yacht.

At the time, J Class rules mandated the boat be the same material as the original—in Ranger’s case steel.  To be able to charter readily, RANGER was also built and classed to Lloyds and MCA compliance.

Over the last 10 years J Class rules have evolved. To this end, super racing yacht RANGER has kept pace by having refits in the weight of the hull, the rigging, and winches. The boat is lighter and weight redistributed, rigging is composite EC6, there is a lighter carbon boom, and electric winches have replaced the coffee grinders.

Super yacht RANGER’s upgrades and rating keep her in the winner’s circle for J Class as well as other racing events. In the 2015 Les Voiles de St. Tropez, RANGER won the Kappa Trophy for first place in the IRC A division.

For cruising, corporate guests, charter guests and the owner’s family all enjoy RANGER’s lovely, voluminous classic interior and stunning super yacht sailing performance.

While RANGER’s beauty and refinement evoke the era of the 30s, the conveniences and technology aboard can only be attributed to our modern age. Built to Lloyds and MCA compliant, RANGER is the epitome of having the best of both worlds, a beautiful, high performance racing yacht and beautiful cruising yacht with all the amenities of a modern luxury yacht. The purchase of RANGER is an opportunity to become a member of the elite J-Class Association, 9 yachts strong. Whether for racing or cruising, super yacht RANGER is ready to set sail.

The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

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Sailing Yacht and Sailboat Models

Classic Yacht Under Sail

1900’s America’s Cup Defender ” Yacht Columbia”

Shamrock V Racing via marsemfim

J Class Lionheart Sailboat Onboard

J Class Yacht “Lionheart”

J Class Wooden Yacht Model Replica “Lionheart” 

 1937 America’s Cup J Yacht Ranger Wooden Sailboat Model 

The J-class yacht Ranger won the 1937 America’s Cup, defeating 4-0 the Endeavour II of Britain, raced at Newport, Rhode Island. It would be the last time huge J-class yachts would race in the America’s Cup.

Vintage Photo Shamrock V off Rhode Island J Yacht,  America’s Cup

1895 Yacht Iverna at Full Sail 

In 1890, Iverna represented a new design of great racing cutter – a handsome yacht with her distinctive fiddle or cutter bow and undercut stern. Commissioned by John Jameson (of the Irish whisky family), designed by Alexander Richardson and built by J G Fay in Southampton, she was 98ft. in length – 118ft. with her bowsprit – with a beam of 18ft. and a sail area of 8157 sq. ft.

J Class Yachts Rainbow and Vesheda Under Sails source

Shamrock V Yacht via jclassyachts

Shamrock was originally owned by Sir Thomas Lipton, the owner of the English grocery chain ‘ LIPTON ’, and famous for his import of Lipton Tea from India.

Shamrock V was built in 1930 for Sir Thomas’s fifth and last America’s Cup challenge. Designed by Nicholson, she was the first British yacht to be built to the new J Class Rule and is the only remaining J to have been built in wood. After launch she was continually upgraded with changes to hull shape and rudder. The rig was also modified to create the most effective racing sail plan but she was no match for the faster US design “Enterprise”.

Sir Thomas made all five of his America’s Cup challenges as a member of Royal Ulster Yacht Club, a club that continues to this day to have a strong involvement with The Cup.

Shamrock V was sold in 1933 to Sir Richard Fairey (Fairey Aviation) who again was a keen yachtsman who campaigned it in company of two new steel J’s built during 1933 – 1934, Velsheda and Endeavour. After World War II, Italian owner Mario Crespi installed the elegant bird’s-eye maple interior.

America’s Cup Shamrock Wooden Sailboat Model

Sails and Rigging Wooden Mast

  1934 J-Class Yacht Rainbow Model 

J Class Yacht Velsheda Model 

Designed by Charles Nicholson and built by Camper & Nicholson in 1933 for Mr W.L. Stephenson, Owner of Woolworth chain of shops, she was built in 1933 at Gosport. She was Nicholson’s second design for a J Class and Stephenson’s second big yacht.

“Velsheda” was named after Stephenson’s three daughters, Velma, Sheila and Daphne. She raced with the greatest names in classic yachting including “Britannia”, “Endeavour” and “Shamrock” between 1933 and 1936.

In her second season she won more than 40 races and achieved an outstanding record of success at Regatta’s from Southend to Dartmouth. Other venues included Torbay, Swanage and of course the Solent, all under the control of the very famous Captain Mountfield.

The permanent racing crew at that time was probably around 16 men and this would have been augmented to around 30 for racing. When not required for sail changes, spare crew were moved to below decks.

1966 Queen Elizabeth with birthday gift for Prince Andrew age 6. Sailboat was a gift via flickriver

J Class Yacht Velsheda via source

Schooner Atlantic source

On the Deck at the Helm photo by Terry Hilbert

Atlantic Schooner Ship Model 

Commissioned by New York Yacht Club member Wilson Marshall, the Atlantic was launched in 1903. William Gardner, one of America’s foremost designers of large yachts, designed her. From the moment Atlantic went to sea, it was clear that she was an exceptionally fast and beautiful schooner. When a yacht in 1903 hits twenty knots during her sea trials, she is a promising yacht, but even then nobody could imagine two years later this yacht would set a record that would stand unmatched for almost a century.

 Sailing Yacht Atlantic – Photo credit to Kees Stuip

1934 America’s Cup Race Yacht Rainbow source

J Class Yacht Endeavour via jclassyachts

Endeavour was commissioned by Sir T.O.M. Sopwith to challenge for the America’s Cup in 1934. Having prepared his campaign in Shamrock V, Sopwith was keen to ensure that this yacht was the most advanced design possible. With his experience designing aircraft Sopwith applied aviation technology to Endeavour’s rig and winches and spared nothing to make her the finest vessel of her day. From launching in 1934 she continued her preparation by competing against Shamrock V (then owned by Sir Richard Fairey) and the newly launched Velsheda (owned by W.L Stephenson).

The Yacht Magic 

America’s Cup Rainbow Yacht Model 

Yacht Rainbow via yachtworld

Olympic Class Racer Dragon  Model Ship 

 Vanderbilt at helm of RAINBOW, New York Yacht Club Cruise,1934 source mysticseaport

Concours Racing 

Bluenose Schooner source

Bluenose Schooner Model Ship 

Classic Yacht on the Deck

Classic Sailing Yacht

Classic Yacht J Class  Endeavour photo Yoshi Yabe

 America’s Cup Sailboat Endeavour Fully Assembled Model Ship 

SPARKMAN & STEPHENS 40 FT SLOOP 1964  source

Sailing Schooner Under Sail source

Sailboat Love this Rigging source

Windjammer Schooner Heritage of Main  schoonerheritage

the coast of Maine has been the foundation of the schooner’s design

 Luxury Sailing Yacht SY Huckleberry source

Classic Sailing Yacht source

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Seconds in it but J Class Svea completes title hat trick at Maxi Yacht Rolex Cup

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J-Class Sailing Superyacht Ranger Completes Extensive Refit at Vitters

Dutch yard Vitters has relaunched the 41.55-metre J-Class sailing yacht Ranger following an extensive refit.

The sailing superyacht, which is also known as J-5, has been restored to “top class condition”, the yard said, and is set to demonstrate improved performance on the racing circuit.

Refit works included the overhaul of  Ranger’s  engine room, a full service of the rigging and the installation of a new hydraulic system, teak deck, cockpit and helm station. The sailing yacht’s hull has also been completely repainted.

Owners’ representative Greg Sloat revealed refit has left  Ranger  “in the best shape ever to prepare her for the  America’s Cup ” in 2021.

“The Vitters team proved to be exceptionally flexible with many skilled and creative employees,” he said.

Project manager Gerrit Jongman added that the team felt “honoured to be working on the J Class  Ranger .”

He added: “This yacht has such a long history and she truly is a piece of art. For people like us, with a passion for sailing, the J Class yachts will always be something special.”

Ranger  is now being transported to Zaandam for its official relaunch before undertaking sea trials.

The yacht will then set sail for the Caribbean to begin race practice before making her debut at St Barths Bucket in spring 2020. She will then embark for New Zealand to participate in the Mastercard J-Class Regatta during the 2021 America’s Cup.

It comes as Vitters announced it has begun construction on a new build 50-metre classic ketch, which is set to be launched in January 2020. The construction of a second 56-metre project will begin in March next year.

Images courtesy of Guy Fleury

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