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J/105 CDP:
Tuning Guide
Sail Descriptions
Client Testimonials
Class Rules

With the limited inventory allowed by the class, proper rig tuning and trim is critical for performance with the Class Jib throughout the wind range. In essence, you are trying to "fool" the jib into thinking it is a light jib in light air and a heavy jib in heavy air. The North Sails J/105 inventory and tuning guide has been carefully designed to create maximum performance from the one-design inventory in all conditions. Please consult the North Sails Quick Tuning and Trim guide for detailed settings.

Light Air Sailing (0-9 knots TWS)

The goal for light air sailing is to achieve maximum power. This is achieved with maximum headstay sag. Headstay sag is achieved by sailing with loose shroud tension, loose backstay and maximum headstay length.

The mainsail should be trimmed with the boom at or slightly above centerline (traveler car 9" above centerline), top batten parallel to the boom, outhaul eased and no backstay or vang tension.

The jib should be trimmed with the lead forward (mid foot of the jib almost touching the lifelines), sheet eased so that the top batten is opened by 15-20 degrees (leech tell tale on top batten flying 60% of the time), and the halyard set so that luff wrinkles are just visible.

Crew weight should be forward near the shrouds and to leeward until the boat heels 10 degrees to promote better helm and feel for the helmsman. At around 10 degrees the crew should begin to move to weather to balance the helm.

Moderate Air Sailing (9-15 knots TWS)

This is the easiest condition for sailing most boats and the J/105 is no exception. The standard inventory is optimized for this condition and the base settings from the tuning guide work well here. Since this is the easiest condition, the racing is at its closest so minor improvements in speed, clean boathandling and good tactics produce the best results. Within this range, choppy water demands more power and striving for best boatspeed, while flat water allows you to sail with slightly flatter sails to maximize pointing.

Main should be trimmed with the top batten parallel to the boom at the lower wind speeds or flat water and slightly twisted at the top of the range and chop. Traveler car should be near centerline. The range of the backstay should be between 10% and 75% of the range. Begin to pull the vang on in 12 kts. The Cunningham should be tensioned to remove the wrinkles from the slides. Outhaul should be eased .75" in 9-12 and pulled tight at 12 kts.

The jib car lead should be in the middle of the range so that the tell tales break evenly as you head up. The halyard should be set to just remove luff wrinkles. The jib should be sheeted tight so that the top batten is open by 2 degrees.

In 12 kts, begin to move the crew weight aft slightly, 1.5' behind the shrouds.

Heavy Air Sailing (15+ knots TWS)

The goal for heavy air sailing is to depower the rig. This is achieved with a tight headstay. A tight headstay is achieved with tight shrouds, tight backstay, and minimum headstay length.

There is quite a range of adjustment for the mainsail in heavy air and varies with sea-state. Backstay range will be between 75% and 100% of maximum. The outhaul and Cunningham are pulled tight. Begin to pull on the vang to induce bend in the lower portion of the mast, flattening the bottom of the sail. The vang should be pulled on hard in over 15 knots. You may need to ease the vange at the weather mark to help bear off. Set the main should be slightly twisted in the lower end of the range and flat water and more twisted at the top of the range and waves. Trim the main with the mainsheet fine tune to control boatspeed. Ease the sheet to help accelerate and when up to speed trim the sheet harder to point higher. Use the traveler to control angle of heel. For large changes in wind speed, play the traveler. The mainsail should be played constantly.

The jib should be trimmed with the lead aft (foot straight) and the sheet trimmed so that the top batten is open by 5 degrees most of the time. For big waves you may need to twist the jib a bit more. The halyard should be tensioned 1" beyond removing the wrinkles.

Crew should be on the rail hiking hard. The forward crew should be 3' aft of the shrouds with the remaining crew shoulder to shoulder behind. It is key upwind win heavier air for the weight to be further aft to help keep the rudder in the water. This minimizes the amount of steering necessary, which improves speed.

• Tuning Note for Light to Moderate Air Areas - This includes most areas. For the difficult changes like the mast butt position and headstay length, it is best to use the standard mast butt position and long headstay unless you know that you will see over 15 all day long. Generally speaking, these areas will always use the long headstay and standard butt position.

• Tuning Note for Heavy Air Areas - This includes San Francisco. This area sees more heavy air than light. This area will primarily use shorter headstay length and the mast butt positioned 27cm from the bulkhead. These settings will help promote maximum headstay tension.