The finest china
... for the finest applications. Meet Zircon, ceramic opening the door to the next level in precision sail trimming
By introducing ceramic bearing technology into its latest line of Zircon blocks, Harken has significantly improved the accuracy with which sail trimmers will immediately match sail shape to changes in conditions.
An undeniable leader in the field of premium deck gear for the past 50 years, Harken is renowned for being at the front of running rigging technology, both in its design and production. The company ethos and the demands of the world class sailors with which it collaborates, requires its technical team to constantly improve its products for racing and cruising alike, and line handling gear has always been one of its specialties.
In the early 1970s, Peter Harken forever changed the way sailors trimmed and eased sails when he dropped a handful of white highdensity composite bearings called Delrin by duPont to the floor. They bounced like crazy. To Peter it was obvious they changed direction very quickly—exactly what was needed to improve the heavy, slow-to-respond blocks that depended on plain bearings or the dead steel balls then universally used. Those Harken white ball bearing blocks began a quest Harken’s still on. How much inertia can be overcome while safely delivering ever-increasing working load capability?
Delrin was a miracle. It remains so in the right applications. But it has its limitations too. Apply too much load and it will begin to deform, making the balls run less freely—a fact alleviated significantly by adding Torlon which is far more crush-proof and impact-resistant where needed.
Years of development have proven one thing: there is no ideal single solution for block bearings. Indeed, sometimes the most effective solution employs layers of balls. Sometimes it combines composite rollers and stainless balls. At the highest end of the performance demand, the balls are eliminated, the rollers become titanium living inside bespoke Delrin cages. The sheaves are titanium too.
But as mentioned, Harken never shrinks from the challenges of competitors or sailors. Its engineers saw incredible performance leaps being delivered in cycling and other high efficiency bearing applications in about 2015 and begin to translate the same material for sailing. A new range of insert-moulded ceramic bearings, aptly named Zircon is its latest offering. Named after the element metal Zirconium which is more commonly referred to as ceramic, from which the balls are made, Zircon blocks drastically reduce rolling resistance, and greatly improve power transfer to the crew for rapid and precise trimming.
At the core of its new Zircon blocks is a single row of ceramic balls which run on ceramic inner and outer races moulded inside glass/nylon sheaves. These ceramic balls are so much harder than even stainless bearings, that without the surrounding like material races, they would certainly wear through and destroy the block from inside out. Ceramic is also much smoother on its surface than any other bearings. The result? Less energy and response time absorbed before they start to move. Quick bearings make for responsive trimming.
An early example of Harken’s use of ceramics was its innovative 2800 Grand Prix catamaran mainsheet system, which was developed in the run up to the Rio Olympics and had become the standard by the 2020 games. The high-efficiency blocks making up these systems feature insert-molded ceramic bearings that significantly reduce rolling resistance and greatly improve power transfer to the crew for simple and very precise trimming. They have now been adopted by virtually all the best foiling multihull sailors-- particularly favored by mixed teams where the smaller sailor trims the main. Zircon sheaves are so freerunning, teams feel free to rig more purchase, without the risk of not being able to ease when the pressure abates. Indeed in even the lightest air, trimmers report it feels like they can actually push the line out of the blocks. Delivered as a 12:1 mainsheet system, it can easily be reconfigured to 10:1 or 11:1 to align with wind strength or crew preference.
Above and below: the new ceramic bearings in the Zircon range of blocks were initially developed for Olympic foiling multihulls.
Harken’s small boat project manager, Matt Schmidt says: ’We optimised the Grand Prix cat mainsheet system for weight and efficiency using ceramic bearings that we now use in the Zircon. This greatly reduces rolling resistance in these high-purchase systems. This efficient power transfer to the crew makes it much easier for them to make the adjustments needed to win when racing these powerful cats at the top level.’
Applied within their designed load capacity, Zircon bearings don’t compress or develop flat spots. The ceramic balls are actually rounder and much less porous on the surface, allowing them to move instantaneously and much more freely. The cages keep the balls the ideal distance apart so they don’t bunch up and stop each other. The result is the most efficient small boat block Harken has developed to date. A very free-running block that continues to spin for a surprising length of time unloaded and thrives within its load range.
Zircon blocks are primarily designed for "hand-generated” loads and are appropriate for use in sheets and control lines or the section of a cascade rig where it meets the trimmer. For comparable bearing sizes, ceramic bearings can take higher compression loads than their plastic equivalent, but there is a smaller safety margin at the top end of their safe working load, beyond which they can crack or crush.
They are not intended to match the “all performance” of, for instance, Harken’s Carbo Block series, which are designed for a broader range of applications.
Schmidt continues: ‘At this point, we haven’t been using ceramic bearings in any larger or higher load applications. We do use ceramic coatings to provide extremely hard-wearing surfaces in winch drums and hydraulic cylinder rods for instance. However, it’s a case-by-case basis, where ceramics can provide improvements.’
The downside of cutting-edge technology is very often increased costs. The material cost of an eightball, caged ceramic bearing dwarfs the cost of the two rows of 25 Delrin bearing balls used in a conventional 57mm Harken Carbo Block. There are even price points beyond what Harken has selected as the bearings become microscopically even rounder, but at some point, the cost no longer justifies the very slight increase in efficiency.
Above and below: Produced in small sizes, Zircon blocks are designed for ‘hand generated’ load applications;
When asked how the ceramic balls wear compared with Delrin or Torlon, Schmidt said: ‘Contamination is the main source of any wear. As with all open bearing blocks, salt and dirt that isn’t flushed out regularly can be a problem. Just by the nature of the Zircon design (a single row of precision fit balls/ races) these are a very tight and smooth-running bearing. Small amounts of wear are more easily noticed as compared to a block with wide rollers or two rows of balls.
‘Ceramics are very hard though, so dirt or salt won’t as easily embed as they would in plastic or even softer metal. Keeping things clean and flushed with water and soap is important. I’ve personally had test blocks on my E scow for three seasons and they haven’t required any cleaning beyond just rinsing in fresh water.’
With regard to lubrication, Schmidt reckons they’re better off without, or at worst the addition of just one small drop of Harken’s One Drop very occasionally. ‘The intent is for the balls to continue to roll and not end up skidding or sliding.’ he explained. ‘Also, over-lubrication can lead to contaminants sticking to the bearings.’
Peter Harken originally designed his ball bearing blocks to make it easier to ease sails in the lightest breeze. He says of Zircon, ‘They really make a huge difference. They feel like you can push on the rope and boom, they react. Or you can load up on purchases and not worry about friction holding them back.’
At full production Harken will offer Zircon blocks in eight model variants, in 40 and 57mm sizes with soft attach versions.
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All about the articulation
On AC40s there is plenty going on aloft as well as more obviously in the water...
Bigger isn’t always faster. In the 2013 America’s Cup in San Francisco the speed and spectacle of 72ft wingmasted cats on foils turned heads like never before. But in the next Cup cycle in Bermuda the smaller AC50s were more nimble and in some cases faster. And they were already more consistent performers.
Back then, part of the focus was on the solid wing sails. The current Cup boats have what appears to be a more conventional sailplan yet for the Southern Spars-built masts on the AC40s, this return is anything but straightforward. The rapid ascent up a staggeringly steep speed curve pushes the boundaries of design and build. It's also clear that new AC40 one-design monohulls are potent machines and punching above their weight.
The limitations of foil cavitation remain an obstacle to ever faster boats, but aero drag is also a huge factor. High apparent wind speeds mean drag that increases by the square. In this area alone the rig is a crucial factor. Add the twin-skinned mainsails and the new territory that designers find themselves in when it comes to rotating a mast while maintaining the precise shape of the main and jib and it ‘s easy to see why Southern Spars has been so busy.
‘The AC40 rigs are scaled down versions of the AC75s’ masts but that’s not to say the development has been simple,’ says Southern Spars’ Jarrad Wallace. ‘For either boat it’s been the twin-skins that set these rotating masts apart from what we’ve seen before.’
There is nothing new in rotating masts on multihulls, but those boats have a wide chainplate base which makes it easier to cater for rotation. On a monohull, the chainplate base is much narroweryou need spreaders to maintain a decent shroud angle at the mast. These spreaders articulate as the mast rotates.
‘We’ve previously built a Vismara 65 and a few Imoca 60s that had a similar system, but it’s not a common configuration. We are starting to see a trickle down into modern high-performance boats like the Mills-designed Flying Nikka and others - in this case we have two sets of spreaders to maintain the shroud angle. It’s already clear that the system works and I’m sure there’s going to be more like them.’
To achieve the articulation, the mast attachments are soft tangs for the forestay and each diagonal allowing the mast to rotate around the spreaders which use ball and socket attachments to the mast. In effect, the spreaders and rigging package remain in-plane while the mast rotates and to realise this, all rigging is by Future Fibres to create a fully integrated plug-n-play package for the teams.
‘One of the other interesting aspects of this rig configuration is that backstays are no longer necessary,’ he continues. ‘These were originally included on the AC75s to support the masthead code zeros, which were part of the original sailplan, but once it was clear that the code zeros weren’t required there was no need for the backstays which were causing drag. Of course, as we now know, it wasn’t that simple to remove them in the last Cup as the rules required they were still to be fitted. But on the AC40 we certainly don’t need them.’
Backstays are also no longer required for their other usual role, to change the shape of the sails. Instead, the use of North Sails’ structured luff Helix sails has seen a shift to controlling sail shape with the cunningham instead. But here the loads have increased significantly, which in turn has influenced the design of the mast.
‘The AC75s cunningham loads basically doubled during the last Cup which I wouldn’t be surprised if this continues to increase on the next generation.’
When it comes to the construction of the AC40 masts, again they share a great deal of the techniques that were used in the AC75 spars. The D section mast is a carbon fibre shell with a shear web of cored sandwich structure. The aluminium luff tracks are bonded onto the spar while the cunningham tracks are also aluminium and all the tangs are designed for soft strop attachments.
But while the AC75s, AC40s and Flying Nikka projects are at the leading edge of monohull foiling development, some aspects are already being applied on more conventional grand prix offshore race yachts, where Southern Spars and their high profile clients are beginning to see some very compelling results.
Click here for more information on Southern Spars »
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Back to the millimetres
Indicative of how close and competitive the 52 Super Series fleet will be in 2023, the first week of April saw the majority of the fleet already in Valencia for testing, tuning and training, all underpinned by a major dose of FOMO (fear of missing out). The search for fractions of a knot here and there continues for some, while others, like the 2022 World and circuit champions Quantum Racing, have an exciting new posse of young blood to bring up to speed before the curtain rises less than three weeks later in Saint Tropez.
As America’s Cup commitments take up more time and energy from here on, Terry Hutchinson will not be leading the defence of Quantum’s double titles this season. Correspondingly Doug DeVos, we hear, will be visiting some of the regattas, observing progress and cheering on ‘Quantum Racing powered by American Magic’ with his usual infectious enthusiasm. Indeed the average age onboard plummets with the arrival of a new grinder, new strategist, new mid-bow, new driver, but the new tactician – none other than John Kostecki – will make sure youth doesn’t entirely take over the run of the ship. Harry Melges IV, 22, will steer the boat, Victor Diaz De Leon will be strategist/navigator supporting JK, aspiring Scott Ewing will understudy legendary Piet van Nieuwenhuizen. Sarah Stone will be mid-bow and young Lara Poljsak is retained as a reserve. Undoubtedly one of the most engaging aspects of this coming season is going to be witnessing the progress of the 2022 champions’ new-look team.
Quantum team director Ed Reynolds enthuses, ‘One of the focuses has been to maintain the speed team intact, because that is fundamental. ‘Collectively we are the fastest boat on the racecourse and maintaining that is important. Doug is of course very committed to the Super Series but he is also very committed to diversity, inclusion and creating opportunities for young sailors.’
Reynolds adds, ‘My read is Doug is way more hands-on with the Cup programme this time around; as a result he needs to be sure the TP52 is in good hands. Now he’s confident that stage has been reached he can focus on what they’re building with American Magic.’
Terry Hutchinson will be in Valencia for the Easter training while the coaching continuity continues with James Lyne and sail designer Brett Jones in the coach boat. ‘Harry [Melges] is a great young sailor but he will have to learn to understand how long it takes to accelerate out of the start or manoeuvres,’ says Reynolds. ‘I don’t know where else you can come into a windward mark with ten 52-footers overlapped. The biggest challenge I see, and I see it with all new crews coming in, is making mistakes in critical boat placements.
‘I am excited and cautiously optimistic. Our expectation is to still be on the podium, then win the circuit… I think we have outperformed the fleet by risk management over recent years, that means turning the tenths and ninths into fourths, fifths and sixths.’
Valencia should give the first glimpses of new hardware and other line-up changes. Both Vrolijk designs Platoon and Provezza have new fins for 2023, pursuing what Quantum and Alegre achieved through fin changes last year.
‘These are general updates,’ explains Tobias Kohl of the Vrolijk office, which designed both new fins. ‘There were a lot of discussions at the end of the season after we watched the performance of Quantum’s new appendage package from Artemis.
‘It gets tighter and tighter on the first legs here. The one who can hold the lane best gets the big advantage. But, as we know, look at the start record of Quantum and we have to remember it is not just about appendage size, it is about coming off the line on time with a bit of overspeed and that is really what Quantum seem to do best. So let us see, but these should give a little more grip.’
Kohl continues, ‘There are minor differences between our two new fins, they are the same family but sailors never like to have exactly the same as each other. They should help with manoeuvres, coming out of slower tacks; but as ever when you employ a more forgiving section the question is about the price downwind.
‘It is always the same question. Upwind on your own going bigger is not a gainer. But in the pack and the fleet it gives opportunities. In the high mode situations, when you get a little out of the groove with a smaller package, you need more leeway to accelerate again. And this is a luxury you don’t have in a fleet of this standard.
‘But there have been other updates. The features you see on these boats you don’t see anywhere else; access to control lines, where you can operate them – up and down and in and out for the jib, for example. Nowadays it’s all operable from two or three positions to maximise time on the rail for the trimmers.’
Sled also have a new fin and plan to be first afloat in Valencia, keen to look at different ways to set up the rig following a small rule tweak which allows a further 2mm adjustment to rig height. As class manager Rob Weiland outlines: ‘Till this year the maximum permitted change in rig height from measured Boom Above Sheer height (BAS) between races was 8mm. But with boats now racing with more rake, and requiring larger rake adjustments, some felt 10mm would allow you to achieve optimum trim without having to go for V1 and D1 tweaks as well, which are not that straightforward.
‘The general effect of lowering the rig is of course less rig tension, and this then changes the way the mast bends, but with rake adjustment in the mix it is not as simple as that!’
Sled’s Don Cowie is keen to get out there and see what can be achieved: ‘It will make rig tuning a little different; we will start from scratch as we have a few ideas on how we want to take advantage of the 10mm. Sounds a bit nuts, but a couple of millimetres of extra shims means you can set up your rig quite differently.
‘Meanwhile, keel foils have been stagnant for a while. Then the bulbs changed and more recently there are new fins. Our new keel really is quite different… as usual we very much do our own thing. It is easy to blame the fin if you don’t do well, hence the reason we want to get started now and get really good data of our own.’
Sled also lost tactician Francesco Bruni to the Cup and so Murray Jones slides forward from strategist to tactician and Michele Ivaldi comes onboard as strategist.
Among other interesting personnel changes is the return to active service in the fleet of former Azzurra skipper Guillermo Parada who has joined Tony Langley’s Gladiator team as tactician. With four 52 Super Series titles, won in 2012, 2015, 2017 and 2019, Parada has an amazing level of knowledge about the class and most especially what it takes to win. There is also some added depth to this year’s fleet with the new Alpha Plus team from Hong Kong bringing a heady mix of a passionate owner wanting to challenge himself at the highest level, racing with a young and mainly amateur crew. Albeit supported by some solid, experienced grey heads...
Click here for more information on the 52 Super Series »
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Green and greener?
Manuel Fluck moves on from wind-assisted ships to look at the global realities, or otherwise, of some of the numerous other green initiatives now competing for those smiley headlines…
Green is in fashion
Utilities offer green electricity, there are green phones, pants, shoes and beauty products; there is even green hydrogen and green data storage. Turning to sailing, the Imoca class rule now requires the boats to have at least one green sail onboard, hulls are now greener and races too.
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News Around the World
FRANCE
Finot is back at the top level
Yoann Richomme, two-time Route du Rhum winner in the Class40, launched his first new Imoca Paprec Arkéa in Lorient in February. We took the opportunity to talk to David de Prémorel of the Finot Conq office, who led the design of this boat alongside Antoine Koch, and Gsea, a company that specialises in the sizing and calculation of advanced composite structures.
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