We are only 4" longer. Not a deal breaker and certainly will not present a storage problem.
We do not require more engine room space nor intrude into the cockpit.
The same engine will sit in the same location with a Bravo as it will with the Arneson.
The bottom will not need to be modified or specially designed either.
Oh, and the Arneson will not break when you go over 300 hp in a diesel application.
BTW end of this week my boss is flying in from Tokyo. After we get done with San Diego. We might be putting in an appearance over at Dan's. Did he get the roof fixed?
Any news about bobby's?
Last edited by 29Firefox; 04-28-2008 at 10:11 PM.
Bravo to ASD 8 w/ 16in drop down, not so much
plus you need a 12degree to 6 degree wedge.
Just wondering why some people here seem to think that the only way to make a diesel run in the 70 and up range is to have multispeed transmissions? Also, what is with the misconception that arneson drives don't handle as well, or manuver around the docks as well as a sterndrive?
Last edited by obrien; 04-28-2008 at 10:30 PM.
You are comparing a Bravo to an ASD8. Get real.
The ASD8 has a larger torque capacity than a SSM#6 and your yard stick is the Bravo. Might as well pick an ASD18 for comparison to the Bravo.
And once again the ASD8 is shorter than a #6 Speedmaster also, less weight and less cost.
If the Bravo is your yard stick then why are you looking at a much larger drive from Arneson? The Bravo is rated at what 600 lbs of torque?
Why would someone put a 16" Drop Box on a diesel application? The ASD8 in line is half the price and does the same job?
2nd Why an ASD 8? Your replacing a Bravo right? If you had any kind of engine that could break an ASD 6, it would literally incinerate a Bravo drive. Thats why the Bravo replacement kit comes with an ASD 6 drive and you can still take the ASD 6 up a notch with the upgraded version.
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