Wilson Blueprinting
05-28-2014 | 09:33 PM
#22
VIP Member
Joined: Apr 2001
Posts: 4,213
Likes: 0
From: Chicago il
Third... Have you called Wilson about your issues ??? What did they say ???
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Want your ECU tuned right?? Call Mark at Precision www.pmefi.com
Want your ECU tuned right?? Call Mark at Precision www.pmefi.com
05-28-2014 | 11:19 PM
#23
Registered
Joined: Apr 2010
Posts: 58
Likes: 1
From: Sarasota, Florida
Pro27 - I never did get the exact product name of the ceramic coating. If I had to take a guess it may be one of Tech Line Coatings products. But this is only an educated guess based on passed experience.
After thorough testing I did not see any gain in speed or handling but please do not take this negatively on Mr Wilsons work. It just did not work for my setup. The boat is a single engine SVL race boat. It appears dual engine rigs have a more positive response and since there are a couple of gearcase designs available I may just have had one that did not respond well. I did make a mold of the gearcase before sending it off and compared it to gearcase afterwards. There is some reshaping of the forward 1/3of the case. The case came back exactly the same length and the skeg had a different chord than stock. The skegs leading edge was impeccable and extremely sharp. There appeared to be a slight curve in the skeg that was quite noticeable as you looked down the gearcase it was slight but measurable. You can almost see it in one of the pictures I took.
I assume it was intentional. I did not notice any real measurable gearcase thinning compared to the original gearcase.
I had a water inlet design that (4years run time) eliminated any cavitation burns and was smaller than the stock opening and still gave plenty of water pressure to the engine. Upon return from Mr. Wilson the water inlet had been completely welded up and remachined with razor sharp edges that can be seen in my pictures. So far the drive has two races and a couple hours of testing and no noticeable cavitation burns. Proof to me about any cavitation burns will be at documented at the end of the race season. Again Mr Wilsons work was impeccable but like everything in racing it all boils down to setup, combination and carefully logged testing. After some tweaking I may hit a sweat spot.
After thorough testing I did not see any gain in speed or handling but please do not take this negatively on Mr Wilsons work. It just did not work for my setup. The boat is a single engine SVL race boat. It appears dual engine rigs have a more positive response and since there are a couple of gearcase designs available I may just have had one that did not respond well. I did make a mold of the gearcase before sending it off and compared it to gearcase afterwards. There is some reshaping of the forward 1/3of the case. The case came back exactly the same length and the skeg had a different chord than stock. The skegs leading edge was impeccable and extremely sharp. There appeared to be a slight curve in the skeg that was quite noticeable as you looked down the gearcase it was slight but measurable. You can almost see it in one of the pictures I took.
I assume it was intentional. I did not notice any real measurable gearcase thinning compared to the original gearcase.
I had a water inlet design that (4years run time) eliminated any cavitation burns and was smaller than the stock opening and still gave plenty of water pressure to the engine. Upon return from Mr. Wilson the water inlet had been completely welded up and remachined with razor sharp edges that can be seen in my pictures. So far the drive has two races and a couple hours of testing and no noticeable cavitation burns. Proof to me about any cavitation burns will be at documented at the end of the race season. Again Mr Wilsons work was impeccable but like everything in racing it all boils down to setup, combination and carefully logged testing. After some tweaking I may hit a sweat spot.
Last edited by SRQ; 05-28-2014 at 11:23 PM.
