I agree with both Dustin and Cat on this. its a shame the economy is the way it is because so much good technology is here and on the horizon. I would also agree that the supercharger an turbo charger is fast becoming moot as both will have their place and big hp motors will be all over with 250 to 300 hour rebuild times and run on pump gas. it's exciting to see, i know of a company now that will be bringing a 1500 hp pump gas motor to market in a few months with quad Whipple 4.0's.

I am thinking this gives me a green light to up the power on my 700sc's to at least 900 to 1000hp since Merc is offering the NXT with 1100hp from the factory.

I understand what you're saying, but I wouldn't call at 1075SCi or 1025/1200 "obsolete." I would say, however, they are not at the cutting of what Mercury Racing is doing, nor do they figure one bit in the company's future plans.

I've read this entire thread and there are so many valid points, especially from Dustin. Also, someone said this opens up the supercharging market to low-volume custom engine builders. I agree—at least if their production volume is such that EPA compliance is not required.

Here's Fred on them-
http://www.youtube.com/mercuryracing#p/f/6/tjSo8rDnYmQ
Lock up the Women & Children !
Turbo's are taking over the world !:evilb:

I'm not an engine builder by any definition of the word, nor am I an engineer, or even smart enough to fully understand the finer points of valve train geometry, etc.... however... I think pushrod motors as a whole are old tech, borderline archaic.

The real development here for me is the pioneering of a DOHC head that works in the marine industry. Our world is sustained high RPMs.... taking a good number of the moving parts out of the equation is a no brainer.

I've always been hopeful that someone would develop a retrofit for BBCs that would use DOHCs... and WORK. Everytime I push my boat hard I can't help but think of what's going on inside of a head.

Just my 2 cents.

Be careful, I think the transmission is the weak link when updating the 700/NXT package. Been a lot of posts about it on here.

That is correct. I have been told many times by people at Mercury Racing, namely Fred Kiekhaefer, that a standard NXT drive is good to 700 hp—and that's it.

If you upgrade your 700, you need a beefier drive than a standard NXT.

It's only the NXT Transom assembly. The Trans is the M8, and the drive is a #6. It's a hybrid of all 3 drives.

Does this 1100 simply have less boost than the 1350? Max RPM is identical, along with everything else other than a single throttle body vs 2 on the 1350, and calibration.

So does it just pack less air in and make less power?

Would it last longer (reliability) before rebuilds even though they both spin 6500 RPM?

I'm just wondering what the advantage is over the 1350 besides 89 octane and slightly less initial cost?

I went by and saw the 1100 today and talked to them about power upgrades. I still like the blower on the 700sc and I love sound of two blowers much better than a hair dryer. That Indy drive sure looks beefy on a stand sitting there with that BIG motor. Pretty impressive. Any body now why they took three different drives and combined them on the 1100 instead of just using the #6. Too much torque?