Welcome to the one design issue of Harken At The Front, a quarterly digest of top news and stories from the world of Harken®.
IN THIS ISSUE: - The Legend of the Star with Paul Cayard - Stepping into the French Offshore Scene - Level Up Your Set Up: One Design Upgrade Kits - Gitana 18 Launch and Their Visit to Harken HQ - Responsive Upwind. Rocketship Downwind. The M19. - Innovation Never Sleeps. Q&A with Meta Simon - The New Integrated Harken ILCA Vang System - No Other Boat Show is Quite Like It... - Preparing for the Six Metre World Championship
There are a lot of different parts to sailing. But racing in one designs is where Harken started and it will always be in our DNA.
By: Meta Simon, harken engineer
I am the newest member of the engineering team at Harken in Pewaukee, and this also happens to be my first job! I studied engineering at the University of Wisconsin-Madison and grew up sailing on Pewaukee Lake. I’ve known the Harken name my entire life. Interviewing here was a dream; getting hired was even better. Don’t get me wrong, it’s still a job. The Wisconsin winters are long, and by January, you’re trudging through snow to get to the front door. But every morning I walk in, like many of us, I feel incredibly lucky to be here.
I recently wrapped up my first start-to-finish assignment: designing a powerful mainsheet system for high-performance catamarans. Even before foiling became the standard, catamarans produced a massive amount of righting moment for their displacement, making them incredibly fast. Now, with foiling, they require immense mainsheet tension and rapid, precise performance.
At the request of our customers, we developed a multi-part purchase system (riggable at 10:1, 11:1, or 12:1). While we offer a specialized system for the Olympic Nacra 17s tailored for ultra-thin lines, this project was tailored for the general high-speed community. Most catamaran sailors prefer slightly larger sheets to manage the high loads comfortably. To meet that need while keeping the system cost effective, my design utilizes stock Harken Zircon™ blocks, which provide that signature smooth, reactive feel. You can read all about it later in this issue!
Living through the design, pre-production testing, and final manufacturing of my first product has been an education in Harken’s culture. I’d always heard that this company was built on genuine collaboration between engineering and the sailor’s needs. Having now seen that process from the inside, I’m happy to report it isn't just marketing spin, it’s how we work.
I hope you enjoy this One Design edition of “At The Front”. And even if you live in a cold place like we do at Harken, that you can soon get your boat into some wet water and do some tacks!
Some say the Star is the one design all others aspire to emulate. even their antiques are cool.
Paul Cayard is one of the foremost sailors the US has ever produced. He’s won the Volvo Ocean Race. He's fought it out at the highest levels of America's Cup and Olympic competition. At this writing, he’s over 60…and he’s having what may be the best sailing of his career. He’s the current Rolex US Yachtsman of The Year. Most recently, he won the 2025 Star World Championship and the 2026 Star Bacardi Cup. Those last two are very special, because throughout his career, Paul Cayard has famously identified as a Star sailor. Less famously, he’s part of a meaningful subset of Star sailors — those who restore, refit, and race classic Star boats as a tribute to this incredible one design’s history and culture. Paul Cayard owns a classic Star — one he says will never leave his family. He discusses it here:
Q: When do you think you started becoming interested in the history of the Star Class? Were you aware of the Star’s historical position in One Design sailing when you first started, or were you in it for the competition first and the relationships and the rest came later? When I got into the Star class in 1977, the Kings of sailing were there. Blackaller, Conner, Melges, Buchan, North, Schoonmamker, etc. Also, leaders like Malin Burnham were the class's presidents. These Kings were also the Kings of the America’s Cup. The perpetual trophies for the World Championship are also impressive. So, it was the collective effect that hooked me. From my start in 1977, I always knew I would be a Star sailor. So in 1983, after my first America’s Cup, I bought a Star with my friend Ken Keefe, and we did the Olympic Trials in Long Beach. We finished second by 0.25 of a point (Olympic scoring back then). I was asked to be an alternate on the US Olympic Sailing Team. Q: How did you begin to be acquainted with Durward Knowles? When you met him, was he still sailing the boat you now own competitively, or was he sailing a glass boat but still retained the one you have now? I met Durward in Toronto in 1978 while crewing for Blackaller. He was sailing a Mader at that time. He was a mentor and invited me to stay at his house in Nassau in 1980 and every two years thereafter through 1996. We had great chats through the years. He was not the current owner of 4789. I bought it from Don Parfet in 2017 and refit the boat completely.
Q: How did the subject of you owning his Star first come up? Why do you want to own it? Parfet and Vandermollen had it and were building up a fleet of wood Stars for the Vintage Gold Cup. I sailed it in 2017, won the event, and had to buy the boat since it was Durwards. Q: Can you tell us a little bit about the boat? When and where was it built? Is it the same boat Sir Durward sailed in the Olympic Games? Does it have a modern rig in it? 4789 is an Old Greenwich Boat Company built, Skip Etchells design of 1963. It was used in the ’64 games and won. The boats all have modern aluminum rigs.
Q: What is your plan for the boat? Will you update it…or will you keep it period original? The boat is fully updated. It will stay in my family, with my son, after my time. There is a lot of integration between the top sailors in the class and the Vintage racing.
Q: What’s it like to sail? Is there something universal/essential about Stars…so that a wooden boat from the 50s still feels like a Star? How does it sound when it hits short chop? The boat is a little heavy but very solid. It sails and feels like a Star. It doesn’t twist or bend. It could sail in 20 knots of wind, but we never do, as some boats in the fleet can’t handle that much.
Background image: © Walter Cooper
stepping into the french offshore scene as outsiders
Two British sailors navigating the French offshore system, transitioning from double-handed partners to individual Figaro competitors, while aiming for the highest level of ocean racing. Meet Ellie Driver and Oliver Hill.
level up your setup
It's exactly what it sounds like—your next upgrade, delivered to you in our new One Design Performance Upgrade Kit. The right blocks, in the right places. While not a total refit in a box, each kit is a class-specific collection of hardware, carefully selected to prevent buying the wrong block. Perfect for converting a new-to-you boat to match teams on the podium or gifting a sailor who's ready to level up. Time to upgrade!
Now available for the J/70, Opti, WASZP, and C-Scow with Melges 15 and WASZP coming shortly. Our plan? Keep rolling out more.
responsive upwind. rocketship downwind.
Coming to you from Zenda, Wisconsin, Eddie Cox gives us a rundown of the newest from Melges - the M19. Get a closer look at the design, how it's meant to be sailed, and why specific deck systems were chosen.
the giants: the fastest, most innovative boats in the world.
The team behind G18 took a bold step forward, designing the new Ultim to push the boundaries of offshore sailing. Its foil architecture, structure, and control systems were all optimized, creating the most advanced Ultim yet. On a visit to Harken Headquarters in Pewaukee, Wisconsin, we heard directly from both the Harken and Gitana teams about the project.
Now the question arises: isn’t this a one design issue? It's true that Ultim boats aren’t strictly one design. They race under a box rule, meaning the class defines the limits, leaving designers free to experiment inside a 32-meter by 23-meter envelope. The result is a fleet of boats that start on the same starting line...and whoever finishes first wins. That's one design.
Innovation never sleeps
Meta Simon breaks down the problem-solving and engineering behind a new catamaran mainsheet system, born from sailor feedback and adapted for broader accessibility.
Q: Where did the task of redesigning this catamaran mainsheet system come from? The project was sparked by a direct request from Goodall Catamarans. They wanted a system that captured the performance of the 2801 but made it more accessible to the broader catamaran community. A major driver was ergonomics; while Grand Prix racers often use 6mm line, many sailors prefer slightly larger 8mm sheets to prevent hand fatigue and tendonitis during long days on the water. We wanted to show how quickly we can turn OEM feedback into a finished product—the request came in at METS in November, and we were shipping units to Goodall by late February. Q: How different are the two systems: the 2801 and the new F18 design? They share the same high-performance DNA: Zircon sheaves, the same headpost, and versatile 10:1, 11:1, or 12:1 rigging options. The 2802 is really an evolution of the 2801, adapted for different needs. The most significant changes are the sheave layout and the simplified upper plate. By using a "vertical" stack of 40mm and 57mm Zircon sheaves in the lower unit, we’ve ensured that the reeving is incredibly clean with no line crossovers. We also moved to a "boomerang" upper plate design. This reduced costs by moving from four machined plates to one, and by using standard Zircon blocks soft-attached to the plate, the system self-aligns to the lower unit, further smoothing out the reeving.
Q: Talk us through why you used 57mm Zircon sheaves in the system. The 57mm Zircon sheaves are what make the system work. They create a necessary size offset between the lower and upper rows of the bottom unit, which allows the lines to run past each other without rubbing. This offset is also what comfortably accommodates the larger 8mm sheets requested by the general high-speed community. Q: What makes these Zircon mainsheet systems unique to foiling cats? Can it be used on other catamarans other than the F18? While these systems excel on foiling catamarans, they aren't limited to them. By streamlining the design of 2802 to be more cost-effective, we’ve made this performance accessible to any sailor who wants a premium feel without needing a full Grand Prix setup. Because it’s so adjustable (10:1, 11:1, and 12:1), it is a fantastic, flexible solution for a wide range of catamarans. Q: What is your favorite part of the final design? I’m really pleased with the boomerang plate. It was a challenge to include all the necessary slots for the different rigging configurations without making the plate look like Swiss cheese! It was also rewarding to take the system into the lab for pull testing and see the real-world strength data confirm my FEA models.
Q: What is one aspect of this design that you think is crucial to its success? Definitely the 57mm sheaves. Moving away from the all 40mm layout of the 2801 is what gives this system its edge. It solves the reeving challenges for thicker lines and ensures the system remains efficient. Q: Do you see this as the next generation of catamaran mainsheet systems, or a parallel solution tailored to different boats (40mm Zircon mainsheet system vs. this new design)? It’s a parallel solution. The 2801 remains the standard for Grand Prix racers dedicated to 6mm lines. However, the 2802 is a perfect upgrade path for sailors currently using Carbo systems. Carbo is legendary for its durability and longevity, and it will continue to be a staple in our lineup, but Zircon offers a level of smoothness and immediate reaction that sailors will notice the moment they cross the start line. Q: What difference will sailors notice immediately when they use this mainsheet system? If they are coming from a Carbo setup, the immediate click will be the sheer lack of friction; Zircon is incredibly reactive. If they’ve used the 2801 system, the feel will be familiar, which is a success in itself. We’ve managed to bring that high-performance feel to a much broader audience at a more attainable price point. Q: What did the testing process look like? Any surprises along the way? The process was very methodical. We started with FEA on the boomerang plate and the overall assembly to ensure safety, followed by a physical pull test that confirmed our models. To get the "feel" right, I used 3D-printed prototypes with real Zircon sheaves and bungee cords to simulate loads. This allowed us to verify the reeving efficiency and hand-feel before we ever cut a single piece of aluminum.
The 2802 catamaran mainsheet system will be available October 2026.
no other boat show is quite like it...
The RYA Dinghy Show isn't your average boat show. It's more like an indoor playground in a cold United Kingdom for people who would rather be on the water. There are boats from wall to wall, and it feels like the entire dinghy world has squeezed itself inside for the weekend. Walk through the show with Harken's Meta Simon!
preparing for the 2025 six metre worlds with eau vive
No two International Six Metres are identical, they race under a formula rule in the Classic or Open class. Each boat has its strengths and weaknesses. Some fly upwind, some come into their own downwind. But when the gun goes, there's only one result that matters - the first across the line. That's one design racing. Before the 2025 Six Metre Worlds, we spoke with Andrew "Dog" Palfrey, who sailed with Rainer Müller on Eau Vive. Here's how they prepared.
The Six Metre World Championship has returned to its American roots. From September 19–26, 2025, Seawanhaka Corinthian Yacht Club (SCYC) in Oyster Bay, New York, hosted the world’s best Six Metre teams. Among the modern fleet, few owners are as deeply invested in the Six Metres as Rainer Müller. A lifelong devotee of the class, Müller not only maintains a stable of boats but also lends one to an all–under-28 crew to keep young sailors engaged. For 2025, however, he raised the bar by commissioning a brand-new design. To help bring the ambitious project to life alongside the boatbuilder Matt Lingley of Demon Yachts (Suffolk, UK), Müller tapped Australian sailor and coach Andrew “Dog” Palfrey, teaming him with helm Jamie Hilton and a crew stacked with world-class talent. Together, they’ve transformed Eau Vive from a design sketch to a fully-fledged contender for the Seawanhaka Worlds.
On Rainer Müller’s Six Metre “Obsession”
“Well, clearly Rainer has a Six Metre obsession! I was going to write ‘problem, ’ but let’s go with ‘obsession,’” Palfrey jokes.
“Every minute I have spent with him this year has been gold. He is an incredibly successful and busy man who somehow finds time and bandwidth in his life to squeeze in his love for the Six Metres—the boats, the class, and the people. His father sailed Six Metres in Europe when he was a young boy. He fell in love with the class back then.”
Rainer is the owner of Eau Vive, which is a brand new Six Metre class yacht. He commissioned the prominent and highly successful naval architect Ian Howlett to design him a new “6” and engaged Demon Yachts to build her—a 70th birthday present to himself.
The Birth of Eau Vive
The project for Eau Vive came together quickly. “My friend Jamie Hilton was exploring options in late 2024 to compete at Seawanhaka,” Palfrey explains. “Jamie had won the Open division at the 2023 Worlds in Cowes, sailing Scoundrel, an Ian Howlett design from 1986. Initially, Rainer hadn’t considered that his new boat would be ready in time. But after talking with Jamie, he saw the synergies — a new Howlett boat, built in Suffolk, and a title defense in the U.S. Worlds. Suddenly, the project was on.” Palfrey, considered the “local knowledge guy”, coached Scoundrel at the 2023 Worlds, where he became hooked on the class’s mix of traditional class and technical nature. In the tight timeline, Palfrey was introduced to Rainer where he was given his brief.
Palfrey joined as co-project manager, working alongside boatbuilder Matt Lingley of Demon Yachts. “Matt and his team took care of the hull, appendages, coatings, and class compliance, while I pieced together the mast, deck hardware, hydraulics, electronics, and rigging. It was a massive push on a very tight timeline.”
Design Intent: Howlett’s Incremental Touch
Palfrey describes Eau Vive as “a close relation of Scoundrel but influenced by CFD. The new boat is straighter, especially in the ends where the hull meets the waterline. Ian Howlett expects she’ll have similar upwind characteristics but be faster downwind — keeping pace with the slippery Vrolijk and Juan K designs.” “I would describe Ian as an 'incrementalist'. The new boat is designed to be something of an all-arounder for both up and downwind and also across the wind range. Let's see. It is very early days," says Palfrey on the design.
The Team Around Eau Vive
“We are blessed with great people,” Palfrey says. “Jamie Hilton, our helm, is the glue — massively experienced, skilled, and the reason we’re all here. We’ve had a recent change with Tim Healy stepping in as tactician and mainsail trimmer. Tim is a world champion in several classes and brings a nice synergy, having sailed with Jamie before on Scoundrel.” “The rest of the crew are all reigning Six Metre World Champions: Dave Hughes, who needs no introduction—multiple Olympian and world champion; Mike Marshall, one of North Sails’ brightest minds both designs and trims the sails; and Addison Caproni, a hard worker and a solid sailor. It’s a remarkable group.”
Systems Innovation and Harken Partnership
Hardware was another critical element of Eau Vive’s design. “I wanted simple, reliable systems that give sailors what they need without complication,” says Palfrey. “For that, I looked straight to Harken. I’ve had a long, happy relationship with them, they offer the full suite, and they keep innovating.” Winch horsepower and load management were central considerations. Six Metres carry large overlapping jibs and generate enormous righting moment, demanding powerful, efficient systems. Hydraulics proved the best solution: compact, lightweight, and more reliable than traditional block-and-tackle arrangements. “These boats load up more than people realize,” explains Skip Mattos, Harken’s expert on the project. “With hydraulics, you avoid stretch and wet weight, and it’s easy to carry spares, creating high levels of reliability.”
Working closely with Harken engineers, Palfrey and the build team developed a deck layout focused on cleanliness, efficiency, and long-term serviceability. “I sketched out each system by hand, collaborated with Matt, Rainer, the sailing team, and Harken staff on both sides of the Atlantic. Before long, boxes of hardware were arriving in Suffolk. We chose Harken Performa winches... proven, reliable, and right off the shelf!”
A self-proclaimed student of deck layouts and rig configurations, Palfrey is especially proud of one innovation: a “vertical console” in the aft cockpit. “It gives the mainsheet trimmer all their controls right at their fingertips while handling the dual role of tactics and sail trim. The team calls it the ‘Dog Box.’ It looks clean, and so far, it’s working beautifully.”
A Perfect First Sail
For a project with such a tight schedule, the first sail was a milestone. “We splashed the boat in Aldeburgh in July, exactly on the day we had marked in the diary seven months earlier. Everything worked. Nothing broke. We could have gone racing that day…there were no alarming sounds from the hull under the load. The instruments were calibrated – the lot!"
“The next day, we christened Eau Vive with the builders, their families, and the sailing team. Rainer gave an emotional speech. It was a special moment for everyone."
As the team counted down to the start gun, the anticipation is high. “I get tingly thinking about the first time we line her up against the best boats at Seawanhaka. I trust Ian and Matt completely, but until we race, we won’t know how she performs. That unknown is exciting.” “It’s all about giving ourselves the chance to win. The process started with a pallet of spruce in Suffolk last December and runs until the finish line in Oyster Bay. My drive is to do Rainer proud and create an atmosphere where our team can give their best.” Relive the action on the Six Metre YouTube channel:
PETER'S DESK DRAWER
Sailors are creative people. We get TONS of suggestions for products we should design or adapt and sell. “That block is great. But if you could just replace the center rivet with a clevis pin, I could rig up faster.” We listen. And over the years, we’ve built a bunch. We’ve started putting them in a collection we call “Peter’s Desk Drawer.”
They’re not custom, so they’re not more expensive. Sometimes they’re not a big deal…and sometimes they’re exactly what you need. Have a unique rigging challenge? Look in the drawer.
This month’s featured product:
Small Boat Flip-Flop blocks rotate around the line axis to keep the line close to the deck. Hinged construction allows for various lead angles and increased freedom for crews to move around. This product replaces the traditional black 10:1 holding power sheave with the titanium colored Power3 sheave. That sheave has more facets. It offers 15:1 holding power but can be bit tougher to release seamlessly in the lulls.