Diesel engines in speed boat
10-11-2008 | 09:11 PM
#311
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Joined: Jun 2004
Posts: 1,395
Likes: 16
From: Freehold, NJ
Firefox,
Why not just build a Bravo with no cone clutch and let the gear box do everything else? - Brillant!!!!!
Never thought of that, really never dawned on me because the Lenco's we used were only for set-up, but you could use the rev box on there thye just get very long, but possible.
Joe Gere
Why not just build a Bravo with no cone clutch and let the gear box do everything else? - Brillant!!!!!
Never thought of that, really never dawned on me because the Lenco's we used were only for set-up, but you could use the rev box on there thye just get very long, but possible.
Joe Gere
10-11-2008 | 09:51 PM
#312
Registered User
Joined: Feb 2008
Posts: 610
Likes: 1
From: West edge of the Pacific
Firefox,
Why not just build a Bravo with no cone clutch and let the gear box do everything else? - Brillant!!!!!
Never thought of that, really never dawned on me because the Lenco's we used were only for set-up, but you could use the rev box on there thye just get very long, but possible.
Joe Gere
Why not just build a Bravo with no cone clutch and let the gear box do everything else? - Brillant!!!!!
Never thought of that, really never dawned on me because the Lenco's we used were only for set-up, but you could use the rev box on there thye just get very long, but possible.
Joe Gere
10-12-2008 | 12:27 AM
#315
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Joined: Feb 2008
Posts: 610
Likes: 1
From: West edge of the Pacific
10-12-2008 | 08:20 AM
#317
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Joined: Dec 2003
Posts: 47
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From: Eastlake, Ohio
The way the beast smoked getting on plane the mods were definately not tier 2 compliant.
10-12-2008 | 12:33 PM
#318
Registered User
Joined: Feb 2008
Posts: 610
Likes: 1
From: West edge of the Pacific
The program was with Cat factory and they where very tightlipped even to us about what they were doing. Basically started with stock set-ups altered the static compression turned up the boost and reprogramed the fuel curve, stepped up the injectors etc.
The way the beast smoked getting on plane the mods were definately not tier 2 compliant.
The way the beast smoked getting on plane the mods were definately not tier 2 compliant.
10-12-2008 | 01:35 PM
#319
Charter Member
Joined: Nov 2000
Posts: 7,213
Likes: 395
From: Merritt Is. Fl. USA
Just a thought,
When we built the 46 Cougar "Spirit of America" with the triple Cat 3176's (then converted to 3196's) & ASD-10's (1.6:1 overdrive) back in the mid/late '90's, we had the same problem with the propeller curve absorbing more horsepower at pre-boost RPM than the electronic engines could produce and therefore not get into boost and over the hump. We went back to the old technology of a vent tube to aerate each prop to allow them to "slip" and get the engines into boost. We tested with different diameter vent tubes to get to a happy median between the slipping propeller and "hole-shot".
One thing we learned during testing was if we put a large enough vent tube to allow the engines to spool up and then mechanically shut-off the air supply to the vent tube with a device (flapper valve) that could withstand the suction of the propeller during the transition the boat hooked up immediately and the hole -shot was incredible.
Two things to keep in mind is that the flapper valve only needs to resist the forces of the suction from the wheel until the boat gets on plane and then both ends of the tube are ventilated and there is no force on the valve and the driveline/drive system needs to be capable of resisting the shock (especially from an electronic engine with an aggresive torque/HP curve) of the peak torque at the instant the air is shut off from the prop.
The only reason I throw this out there is that in our situation it turned out to be a more economical solution to maximizing hole-shot without further complicating a highly engineered induction system.
When we built the 46 Cougar "Spirit of America" with the triple Cat 3176's (then converted to 3196's) & ASD-10's (1.6:1 overdrive) back in the mid/late '90's, we had the same problem with the propeller curve absorbing more horsepower at pre-boost RPM than the electronic engines could produce and therefore not get into boost and over the hump. We went back to the old technology of a vent tube to aerate each prop to allow them to "slip" and get the engines into boost. We tested with different diameter vent tubes to get to a happy median between the slipping propeller and "hole-shot".
One thing we learned during testing was if we put a large enough vent tube to allow the engines to spool up and then mechanically shut-off the air supply to the vent tube with a device (flapper valve) that could withstand the suction of the propeller during the transition the boat hooked up immediately and the hole -shot was incredible.
Two things to keep in mind is that the flapper valve only needs to resist the forces of the suction from the wheel until the boat gets on plane and then both ends of the tube are ventilated and there is no force on the valve and the driveline/drive system needs to be capable of resisting the shock (especially from an electronic engine with an aggresive torque/HP curve) of the peak torque at the instant the air is shut off from the prop.
The only reason I throw this out there is that in our situation it turned out to be a more economical solution to maximizing hole-shot without further complicating a highly engineered induction system.
Dean
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10-12-2008 | 06:36 PM
#320
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Joined: Dec 2003
Posts: 47
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From: Eastlake, Ohio
Cat factory bought the boat from GLPP and has been using it to test some of their bigger engines. Updated the boat to a big single.
Merritt island was the last place I saw the boat a few years back. Ringhaver/Ringpower was/is involved with handling the test program for the factory the last time I heard. Great group of folks to work with.
Merritt island was the last place I saw the boat a few years back. Ringhaver/Ringpower was/is involved with handling the test program for the factory the last time I heard. Great group of folks to work with.
