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• Yamaha AR190/192/195, SX190/192/195

K&N filter upgrade

• Thread starter Thread starter Brody2012
• Start date Start date Apr 21, 2021

Active Member

• Apr 21, 2021

I’m looking to remove stock air box and add K&N filter. My question is there anything other than the filter I will need to install? I’ve seen some people mention adapters and some no mention of it so I’m not sure. Also what is the most common size people use?  

Jetboaters Fleet Admiral

Brody2012 said: I’m looking to remove stock air box and add K&N filter. My question is there anything other than the filter I will need to install? I’ve seen some people mention adapters and some no mention of it so I’m not sure. Also what is the most common size people use? Click to expand...

Jetboaters Commander

2kwik4u said: Why the upgrade? If you're doing it for performance, save your money. If you want it for the sake of having a "cleanable and reusable" filter. Get a panel filter drop in. for the stock airbox. Click to expand...

Looks better, more room, etc. plus the filters half the price of Yamahas. Mine needs a new one looks like shit. I understand there is no performance gain with an air filter. The stock air box is huge and takes up way to much room.  

kgower said: You forgot that reason enough is, that it looks better Click to expand...

• FSH 210 Sport

Jetboaters Admiral

Brody2012 said: Looks better, more room, etc. plus the filters half the price of Yamahas. Mine needs a new one looks like shit. I understand there is no performance gain with an air filter. The stock air box is huge and takes up way to much room. Click to expand...

FSH 210 Sport said: Aren‘t the stock air boxes designed so that air is pulled from as high up as possible so that water ingestion isn’t an issue if a lot of water ends up in the engine compartment? Click to expand...

I bought the drop on replacement filters for my 242 ls but plan to wait to upgrade the air filters in my waverunners with the same engine. Just no need to spend the money right now on air filters that are still new and likely fine. I’ve purchased K&N refresh spray years ago and have used it exactly no times since, the air filters don’t seem to get dirty at all. On my sx 230 they would sometimes get oily not the case with the 240. I believe that the upgrade is the the air filters without the box, if so you may want to speak to someone when you place the order since as I recall one of the air filters needs a special adapter or the stock hose needs to be cut to get it to fit into a 240, at least the generation (2010 through 2014) because of the size/shape/use of the engine compartment. Since you are already upgrading the air filters with ones that also act as flame arrestors you may as well remove the stock flame arrestors and replace them with the rica intake sleeves (I think they are called intake modifiers and run about $50 each). I will do this to my waverunners when I upgrade the air filters, so maybe next year definitely not this year.  

Ronnie said: I bought the drop on replacement filters for my 242 ls but plan to wait to upgrade the air filters in my waverunners with the same engine. Just no need to spend the money right now on air filters that are still new and likely fine. I’ve purchased K&N refresh spray years ago and have used it exactly no times since, the air filters don’t seem to get dirty at all. On my sx 230 they would sometimes get oily not the case with the 240. I believe that the upgrade is the the air filters without the box, if so you may want to speak to someone when you place the order since as I recall one of the air filters needs a special adapter or the stock hose needs to be cut to get it to fit into a 240, at least the generation (2010 through 2014) because of the size/shape/use of the engine compartment. Since you are already upgrading the air filters with ones that also act as flame arrestors you may as well remove the stock flame arrestors and replace them with the rica intake sleeves (I think they are called intake modifiers and run about $50 each). I will do this to my waverunners when I upgrade the air filters, so maybe next year definitely not this year. Click to expand...

Do a search on yamahajetboaters.com , I think that is where I first saw posts about guys that did the same upgrade and the adapter/modifications required. if I remember correctly it’s the air filter on the forward wall of the compartment that requires some modifications because without them the air filter is too long and touches the engine which prevents it from being installed correctly. Also, if you end up buying the flame arrestor get the right ones, those for supercharged engines are a different size.  

Ronnie said: Do a search on yamahajetboaters.com , I think that is where I first saw posts about guys that did the same upgrade and the adapter/modifications required. Click to expand...

I got the answer I was looking for. Thanks for the replies.  

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K&N Marine Top Flame Arrestors

K&N is a reputable American manufacturer of reusable air filters , whose name is well-known to each racer or performance enthusiast. Those who have ever been involved in air intake upgrades know this brand name for sure. Founded back in the early 1960s by two motorcycle racers, the company realized an idea of using an oiled, washable air filter that would provide adequate protection in a dusty off-road environment without sacrificing engine efficiency or horsepower. Thanks to advanced filtering media, this goal was achieved, but how about marine engines many of which have a flame arrestor instead of a traditional filter?

There is not so much dust or dirt flying above the water surface, so the need to filter air is rather questionable. Meanwhile, some boat motors do have this part, and their owners find there belt dust, dog hair, and other stuff that shouldn't get into the cylinders. Many models by K&N designed for marine use combine the filtering action and the ability to protect from backfire, fulfilling the main function of flame arrestors. Specifically designed for various engines installed on boats and personal watercraft, K&N marine air filters and flame arrestors are crafted from stainless steel and other quality materials to deliver reliable performance in different conditions.

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KND vision relies on an in depth understanding of sailing yacht performance. Along the years, we have built a wide knowledge database and developped methods to deliver more effective analysis and reduce turnaround time. 

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The Williams, Veteran Cruisers, Buy a Grand Banks 60

Ken and Roberta Williams have a lot of blue-water miles under their hulls. Indeed, the Williams have crossed the Atlantic and the Pacific and cruised just about everywhere from Alaska to Turkey on their two Nordhavns, first a 62 and then a 68, both named Sans Souci .

They sold the 68 a few years ago and spent last summer writing books. Ken’s was about Sierra On-Line, the computer-game company they started together and sold in 1996; Roberta’s was a historical novel about Ireland.

But cruising beckoned. For their new boat, they downsized, to a Grand Banks 60 (pictured above), even though at the time they ordered it they had never set foot on a Grand Banks 60.

They just took delivery of their new Grand Banks, named Cygnus , at Elliott Bay Marina in Seattle (Grand Banks are made in Malaysia), and took a first test drive on Puget Sound. “The boat performed flawlessly, was exceptionally quiet, and easy to drive,” Williams wrote on kensblog.com .

The Williams chose the Grand Banks because they plan to do a different kind of cruising. They crossed the Atlantic in 2004 (with the Nordhavn Atlantic fleet, from Fort Lauderdale to Gibraltar), and the Pacific in 2009. “We have our ocean-crossing merit badge and don’t feel a strong need to do it again,” Williams wrote.

They also wanted to go faster. After the test drive, Williams wrote, “the most obvious thing I noticed was the speed. The boat was instantly at a comfortable cruising speed of 22.5 knots and I could have gone faster, but with logs in the water I didn’t want to. If I slowed down to the same 9 knots we ran on Sans Souci , Cygnus will have a range of over two thousand miles.”

Cygnus is powered by twin 900-hp Volvo D13 engines, and the Williams ordered it with lots of extras for their future cruises: two gensets (20kW and 12kW), a Seakeeper gyro-stabilizer, a hot tub (perhaps a first for Grand Banks), dual radars, a fuel-polishing system, a joystick with Dynamic Positioning, and a special tilting mast (press a button and the mast tilts down, a major advantage for going under bridges in Florida or the Great Loop).

The Grand Banks 60 is a first-rate cruiser. In September, 2017, I was on board the brand-new hull number three with Gary Weisman, the former president of North Sails, and his wife, Sue, as they cruised from Norwalk, Connecticut, to a dock on the Hudson in New York City. They had just bought the boat; this was their first time underway. Also on board were Tom Whidden, the CEO of the North Technology Group, and his wife, Betsy; they had ordered hull number four.

With twin 1,000-hp Cats, the Grand Banks 60 topped out at just over 31 knots (only 23 knots faster than my old Grand Banks 36), and cruised easily at 24 knots. And it was quiet and comfortable throughout the speed range. Before I got on the boat, Mark Richards, the CEO of Grand Banks, told me to watch the wake. “It’s as flat as a straight edge,” he said, an indication of the efficiency of the hull. As it turned out, the wake was indeed minimal for a 60-foot boat.

Right now, the Williams aren’t sure where they’ll cruise this summer, particularly with the border to Canada closed due to the pandemic. Still, he wrote, “there are  plenty of great places to cruise in the Pacific Northwest without heading north.”

When thinking about the change from the two Nordhavns to a Grand Banks, Williams was philosophical. “There are many ways that the two boats are very different,” he wrote, “and that is part of why we made the trade. We had run nearly 50,000 nm with our two Nordhavns and were feeling like we wanted to do something completely different and perhaps less ‘off the grid.’ We also wanted to go places that Sans Souci couldn’t go, such as the Great Loop. Cygnus will be a different boat, and we’ll use it differently That’s exactly what we were in the mood for. But do we miss Sans Souci ? Of course.”

Specs.: LOA: 65’4”; Beam: 19’2”; Draft: 4’7”; Disp.: 61,730 lbs.; Fuel: 1,530 gals.; Water: 300 gals.; Power: 2×900-hp Volvo D13. Read more:

http://kensblog.com

http://grandbanks.com

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K&N Oil Filter

• Thread starter Merc4ever
• Start date Feb 14, 2009

Petty Officer 1st Class

• Feb 14, 2009

I know the 4.3 liter Mercruiser oil filter has a higher oil flow than a normal auto filter. I was reading that K&N has a marine filter called K&N gold they say is better than stock. Is it as good as the Mercruiser oil filter when it comes to flow? I dont really care about filtration much on the water.  

Re: K&N Oil Filter Welcome aboard ! Why put a filter at all if you don't need it to filter the oil?  

Re: K&N Oil Filter The Mercruiser filter always has done a great job when it comes to keeping my oil clean so I don't need any better filtration than it has. I just worry about flow to keep things cool I think heat the biggest enemy in a marine engine and a good flow is most important. This K&N filter would be nice because it's so readily available at auto zone... Marine stores aren't always easy to find or open when you need them.  

Re: K&N Oil Filter Motorcraft And wal-mart perfect together. Thats where i get all my stuff. Oil also. They also have delco and ac, and all kinds of cheapo filters. No wal-mart by you?  

Honorary Moderator Emeritus

Marine stores aren't always easy to find or open when you need them. Click to expand...

a70eliminator

Re: K&N Oil Filter Whatever oil filter you use, it isn't going to make one bit of difference to your oil temperature.  

Re: K&N Oil Filter Yes, but I read the auto filters don't have the flow of the mercruiser brand filters. I compared the holes in the Merc brand they are huge compared to all the auto filters. I don't trust the flow not even the AC brand that's made for GM engines.  

Re: K&N Oil Filter Even if you were running a high volume oil pump and a 10qt oil pan, the oil filter even plugged up with gunk will still outflow the pump, you engines main oil gallery feed off the oil pump I'll bet isn't 1/2" I don't know chevy specs, but on a ford big block 427 with improved oiling it's only a chamfered 1/2" right off the oil filter adapter. I thing all the flow rating you read are just advertising and yes some may flow more than others but it's moot, who cares if one flows 10gpm and one flows 15gpm when you engine only flows 3gpm.  

Bubba1235 said: I would disagree in part. They all flow "ok" when new, but they do NOT do so well as they become clogged (thats what they are there for). Cheaply built filters use a cheap spring on the bypass that can wear/fatigue quickly and as the filter becomes clogged the bypass opens allowing non-filtered oil into engine. Click to expand...

Chief Petty Officer

Re: K&N Oil Filter I personally run the KN ONLY because its very hard to get to the stock filter on a SBC with no remote filter. I only use it for the nut. But if I didnt have this problem I'd run anything but a Fram.  

Vice Admiral

Re: K&N Oil Filter i run napa filters in everything unless the customer asks for factory parts. I've never had a problem.  

Supreme Mariner

Re: K&N Oil Filter Are you sure that the oil flow is good enough compared to the Mercruiser brand filter? Because I don't want to ruin my flawless 1989 mercruiser. If so I wasted a lot of money on filters over the years and feel like I was bamboozled by everyone that told me I won't get good enough flow from the auto filters.  

Merc4ever said: Are you sure that the oil flow is good enough compared to the Mercruiser brand filter? Because I don't want to ruin my flawless 1989 mercruiser. If so I wasted a lot of money on filters over the years and feel like I was bamboozled by everyone that told me I won't get good enough flow from the auto filters. Click to expand...

Merc4ever said: I just worry about flow to keep things cool I think heat the biggest enemy in a marine engine and a good flow is most important. Click to expand...

Seaman Apprentice

Re: K&N Oil Filter I stick by genuine. That way IF a filter fails (splits or what ever the reason) you are covered from the OEM. I know because I say this from experience. Afriend has a 5.7 mercruiser with 439 hours on the clock and was outside fishing. The weather turned foul and got halfway back when alarms went off, he checked the engine bay and there was oil everywhere, he still had about 5 miles to the marina. Scouped what oil he could out of the bilge, put that in the engine (water and all). He made it back to the marina but the engine was rattling some what. Went to the Mercruiser dealer (who services his engine). Dealer filed a claim with Mercruiser who sent him a complete new engine with in 2 weeks.  

Re: K&N Oil Filter You can never go wrong using oem, it's what the manufacturer calls for. That's true for anything you buy for the setup you have. Back to your friend, the oil filter failed or was it installed incorrectly. ie: The rubber o-ring pulled off the old filter, and no one checked to see it was on the old filter, and they installed a new filter with a o-ring, and there was 2 o-rings on the block and the guy in the marina had to make good. Not that merc made good. Friend didn't care someone gave him a new motor. Moral of my long post, always check that the o-ring comes off the block when you change the filter, it should still be on the can.  

Bubba1235 said: Define "failure". Click to expand...

Bubba1235 said: Failure in most cases is noted as excesive wear Click to expand...

Bubba1235 said: The problem is that when an engine completely fails (rods, bearings, rings, valves, etc.) most people don't equate it to poor lubrication. Click to expand...

Merc4ever said: Because I don't want to ruin my flawless 1989 mercruiser. Click to expand...

• Yachting World
• Digital Edition

Ken Read interview: The rise and rise of an all-American sailing hero

• April 28, 2020

President of the North Sails Group and one of the world’s most decorated sailors, Ken Read has risen to the top of both business and sport, writes Mark Chisnell

Photo: Amory Ross / Puma Ocean Racing / Volvo Ocean Race

There are many successful sailors and many more successful businessmen, but it’s rare to find someone who has achieved great things in both spheres. Ken Read is one of them. Twice Rolex Yachtsman of the Year, a College Sailor of the Year, nine-time world champion, America’s Cup and Volvo Ocean Race (now known at The Ocean Race ) skipper, he has also risen to the top of his profession as President of the North Sails Group.

It’s been a long and storied career both on and off the water, driven by Read’s self-confessed intensity. “I remember the fundamental change in my life going from loving to win to hating to lose. And it’s been a long time since I’ve technically loved to win, but man, oh man, do I hate to lose. And that’s in anything. That’s in selling a jib to a guy down the street in Portsmouth, Rhode Island, or sailing in the Volvo [Ocean] Race. Everything in between.”

It’s no surprise then that Read grew up in a family that took sport very seriously. His father, owner of a home delivery milk business, sailed and played ice hockey, while his mother was inducted into the Connecticut College Athletic Hall of Fame. “My mother was the competitive one. My mother was the athlete. She was the one during hockey games screaming in the audience to hustle,” he told me.

The sailing started when the family bought a 30ft Pearson Wanderer and a Sunfish, and while Read didn’t like sailing initially, his father kept him at it and he was soon deeply involved in the Barrington Yacht Club junior sailing programme close to his Rhode Island home. “I read about all these 470 youth champions, and all these hotshot kids travelling the world. We just stayed in Narragansett Bay sailing against each other and did a series of youth regattas.”

It all changed when Read arrived at Boston University. “The real thing for sailors of my generation was college sailing… that’s where you proved yourself, whether you had it or not. And, for me for sure, without college sailing, I wouldn’t have a sailing career. That’s where it all happened.”

Read was a history major, and his original plan had been to go on and take a law degree but being selected three times All-American and awarded College Sailor of the Year changed all that.

Article continues below…

Ernesto Bertarelli: The Team Alinghi mastermind who shook up the America’s Cup

When Ernesto Bertarelli’s Alinghi (SUI64) crossed the finish line for the final time in Auckland, New Zealand, in 2003, the…

Take a tour of supermaxi Comanche, a yacht so beamy she’s called ‘the aircraft carrier’

“The design office were told specifically by me that if this boat wasn’t the worst rated boat in history they…

“I got drafted by Shore Sails and Bill Shore… Bill Shore taught me how to leave 420s, how to leave little boats and how to get into big boats, and what running backstays do, and the little nuances in tuning. Bill and I sailed together. He crewed for me in J/24s, and I crewed for him in Lightnings.

“So I think there were a few years that we never lost a regatta together… preparation, teamwork, putting a team together, being proactive, how to spread out duties. Bill was hugely influential when it came to that.”

Read’s competitive intensity extended to the business side as well and Shore Sails quickly proved to be too small for Read and his business partner Dan Neri (now CEO of North Sails Group).

Read at the helm of the J Class Hanuman . Photo: Carlo Borlenghi

Read and Neri licensed the Sobstad name in a period in the mid- to late-nineties when there was a long-running patent dispute between Sobstad and North Sails over their new 3DL sail manufacturing technology. It was finally settled in the autumn of 2001, but by then Read had already switched sides.

“When our license [with Sobstad] was coming up [for renewal], that’s when Tom Whidden showed up.” Whidden is now CEO of North Technology Group but had been president of Sobstad Sails International before moving across to North. Whidden offered to buy their loft and employ Read and Neri.

“Because of the advent of 3DL you didn’t have to be a brain surgeon to know that the industry was changing. We struck a deal really, really quickly with Tom. I believe that was 1996… been there in one form or fashion ever since.”

Cup calling

It was just prior to this transition from Sobstad to North that Read got his invite to the America’s Cup . It had been an unavoidable part of his life, growing up in Rhode Island. “We were around 12Ms in the America’s Cup our whole lives. So whether it was an ambition or not, it’s really unclear, but it was constantly a part of your life, so it would be hard to imagine it wasn’t at least some sort of subconscious ambition anyway.”

Dennis Conner wanted Read to steer his boat for the 2000 America’s Cup in Auckland. They were both racing Etchells at the time, and Conner wanted some of Read’s Sobstad sails. “He called me back and said, ‘Now I really know I want you as my helmsman, because if you can win with these sails, which are the worst sails I’ve ever seen in my life, then you can beat anybody.’ So that was like, welcome to Dennis Conner really stroking your ego. Like, wow, that’s harsh. Okay.”

Ken Read went on to do two America’s Cups with Conner, the first of which was in 2000 and exceeded expectations, while the better funded and prepared second attempt in 2003 failed to live up to them. It caused Read to have a rethink.

Ken Read has won more than 40 world and North American championships in a variety of classes. Photo: Carlo Borlenghi

“I was tired after the 2003 Cup. I was tired of doing windward/leewards. I was tired of these big programmes that I really didn’t feel in charge of. I wanted to look myself in the mirror and be able to be self-critical of every good move, every bad move at the end of the day. And that’s where those Volvo programmes came from.”

And so Ken Read set out to run his own projects. He found the perfect partner in global sportswear brand Puma, and the perfect event in the Volvo Ocean Race. Puma became one of sailing’s biggest and most innovative sponsors and together with Read they delivered two very successful Volvo Ocean Race campaigns in 2008/9 (second overall) and 2011/12 (third).

“Puma was very influential [to me] on how they marketed, how they dealt with the public, how they tried to manage a new sport. I got to know the principals very, very well. So I would just sit there and pick their brains all the time, just watching. It was a great time. Any big campaign like that is something you’ll never forget as long as you live. And as hard as it was at times, I wouldn’t trade it for the world. It was spectacular sailing, spectacular camaraderie, adventure.”

Down to business

The two Cup campaigns and the two Volvo Ocean Race campaigns had been sabbaticals from North Sails, and when Read returned to the fold at the end of the 2011/12 race, change was in the air. “Terry Kohler [former owner of North Group] was moving on in years, and he and Tom [Whidden] were talking about selling.

“They came very close around 2008, at the beginning of both Puma campaigns. Of course, 2008 was no time to do anything. And then by the time I came back, Terry was in the process of getting serious again and soon thereafter along came Peter Dubens.”

Peter Dubens’s Oakley Capital invested into the North Group in 2014. “By the time that second Volvo was done, I was ready to take the business side more seriously and Tom was ready, and Peter Dubens was ready… it just kind of all fell together at the right time.”

Read raced the 100ft supermaxi Comanche for her first owner, Jim Clark. Photo: Carlo Borlenghi

Ken Read now sits atop the world’s largest sailmaker as president. “We make 30,000 sails a year and have 2,000 people on the payroll now.” He brought one rule across from his sailing to running the business. “Surround yourself with the best people possible, and it’s a silly expression, but make sure I’m the dumbest person in the room.

“Understand what your strengths and weaknesses are when you’re doing anything. When you’re on a sailboat, when you’re managing a team, surround yourself with people who do other things far, far better than you do, and make sure that you listen and let them do their thing.”

The move into the top job hasn’t stopped his sailing, although these days his rides are usually a little bigger than before – notably Jim Clark’s J Class, Hanuman , and of course Clark’s legendary Comanche , the 100ft maxi racing yacht.

Below decks on Comanche – Ken Read knows the ins and outs of racing boats better than most. Photo: Carlo Borlenghi

“We met Jim in between the Volvo campaigns, and he had just put Hanuman in the water, and they were struggling to make J boat racing fun.” Read and his Puma team were enlisted to help, and after a try-out weekend at the Candy Store Cup in Newport, they became an integral part of the team.

Superyachts and sportsboats

“Before you know it, Jim wanted more of a sailing team and he decided to do this 100-footer. He wanted to break records. He wanted to do the Sydney Hobart … I actively tried to talk them out of it at the time because it’s a crazy project. But in typical Clark fashion; do it, do it right, and the Comanche was the product – such a phenomenal boat.”

Unsurprisingly, Ken Read still has plenty of sailing to do. When I spoke to him, he was aboard a Jeanneau Sun Fast 3300 , preparing to race the 160 miles from Fort Lauderdale to Key West with ex-America’s Cup bow person Suzy Leech. The boat meets the criteria for the newly announced Mixed Two Person Offshore Keelboat class at the Olympics .

“Part of my job is to go where the next trend is that you can help develop. I wouldn’t say I’m launching an Olympic effort for 2024. I’m just thinking that, as leaders in the industry, it’s up to us to look for trends and to help make them happen. This double-handed trend – especially in France and England – is going gangbusters right now for all the right reasons.

The 2020 Fort Lauderdale to Key West Race saw Ken Read competing double-handed with Suzy Leech in the Jeanneau 3300 Alchemist . Photo: Billy Black

“In the few days I’ve done on this little Jeanneau 3300, we’ve had about as much fun as you can have sailboat racing. So it’s time to help bolster it, especially if we can do it here in the United States.”

Ken Read won’t be absent from the superyacht circuit either. “I’m going to sail with Tom Siebel’s Svea for the foreseeable future so that’ll be my J boat fix. The J Class is really starting to get cranked up again, which is great leading up to the world championship in New Zealand as a part of the America’s Cup.

“I think from a North Sails and a Southern Spars perspective, we are actively pushing for the more amateur-ish superyacht sailing to be fun and entertaining… allow different styles of boats to win, and just get people out there enjoying their boats, and not make it fully hyped up, pro programmes, because it’ll go away if we do it that way. It will go away.”

When the top man at the world’s biggest sailmaker says we should dial back the intensity in our superyacht racing we should probably listen.

Ken Read biography

Born: June 24, 1961 Nationality: United States Major honours:

• Nine-time World Champion,
• Two-time United States Rolex Yachtsman of the Year (1985/1994)
• Three-time Collegiate All American (1981, 1982 and 1983)
• Winner of the Everett B Morris Trophy as College Sailor of the Year (1982)
• Inducted into the Boston University Athletic Hall of Fame

Career highlights and lowlights

“The 1985 J/24 World Championship in Japan. We had been the best in the J/24 class for a while, but we were young, and didn’t know how to win. And we finally learned how to win.

“And I think finishing the first Volvo [Ocean Race] second after being a single boat, last-minute program against some big spenders and some big programs. What we accomplished there, bringing in the new sponsor into the sport, and having Puma turn around that same day and say we’re going to do this [race] again.”

“Probably under power from the middle of the South Atlantic Ocean heading towards Tristan da Cunha, trying to get diesel fuel off of a Russian ship in order to make it there because our mast had just fallen over the side in the first leg of a Volvo race, which we were probably one of the favourites in – that falls under the all-time low category, I would guess.

“And another big low was certainly the 2003 America’s Cup campaign, with lots of expectations – and after lots of success in 2000 – it just didn’t pan out. Sometimes you get in a programme and what can go wrong will go wrong, and we just could never turn the corner and get our act together in that 2003 campaign. I think about that a lot, and how we could’ve done things different.”

First published in the April 2020 edition of Supersail World.

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