I believe Cummins has a 600hp calibration for the QSB in the their laptop features, but it takes some high up security levels to find it... I think it's for a fireboat application..

I was reading the OCT/NOV Powerboat mag, pg 49.. Arneson teamed up with Sterling to offer complete motor drive packages...and in addition is working with a DURAMAX based diesel package.. I think this is great, just been hearing about it for years, I wish it would get done.

Watch for Audi to bring a package soon... :cool:

Is that same as the VW package.

Why isn't (it) Here Yet !!
 

Check my post on this thread -" Repowering to diesel: Need Advice" .
Raylar is thinking and working real hard on this issue, except its easy to throw the idea of a true high performance lightweight diesel for high performance boats out Here!
Its another thing to make it really work in a big way!

Regards,

Ray @ Raylar

Can't find it?

Its a thread in the General Q&A tech section. I wish I knew how to put a direct link to it in this thread.
If someone does please do so and teach me how.
Glad I seem to build motors better than I work a computer!

Regards,
Ray @ Raylar

DonziJapan:

First, let me preface by saying Cummins makes wonderful, powerful, reliable and somewhat heavy diesels. You are correct in lauding praise on their efforts to enter the high performance marine market, but we need to better define the high performance marine market.
Lets say the average high performance boater owns and operates a deep -vee 36 foot twin engine boat, that might even be a bit large for the average numbers, but for analysis purposes, lets use that size.

Please help me out here. First the QSB 5.9L -480/HO Quantum diesel you are commenting on I believe makes about 425ft/lbs of torque at 1000rpms, 950 ft/lbs at 2200 rpm and maxes hp at 3400 rpms with about 750 ft/lbs of torque.
The engine with a two speed transmission like the ZF300 -IT , would weigh about 1750 lbs. not counting the heavier hoses, exhaust tubes, etc. required for its installation.
The engine length w/ transmission would be about 67" to the output flange, not counting a transom flange.
The engine height would be about 37" and width would be about 33".
Now with a two speed transmission with the 1.76 -1st gear ratio and a 30" pitch prop the boat would theoretically get up on plane pretty easily.
But in second gear with a 1.35 ratio and 10% prop slip -at the engines 3400rpm maximum rpm we would only see about 65-68mph.
I just can't get excited here about a 3500lb twin engine and drive package that would darn near sink the average 36 foot performance boat that OSO'ers use if its 67" length could be shoehornd into the boat and leave even a 10" crawl space behind the front bolsters! ( Wow a two seater!)
Now you top off this great project with a $150,000 engine and trany cost hopefully installed and you can see why currently no one is properly to market with a high performance lightweight diesel engine/drive package that will work well and affordably in the average 36 foot performance boat!
The average 36 foot twin engine high performance boater can install twin engines in boat for about $80,00 or less and go from idle to 90 mph with a lot of COIN in his pocket!

Exactly why we are not quite there yet, and neither is anybody else including the great Cummins/Mercury team!

Gotta Love a Great Debate!!

Best Regards,
Ray @ Raylar

ps: I love the quote about nothings impossible, but at Raylar we make a living doing nearly the impossible for a lot less!

Raylar,

I see your point about what the gas engines cost, all the room saved, etc, etc. - and you ask the question why are we not there yet? It because they don't want to be, if Cummins could make 1,100hp 903's 30 years ago, they can do it if they want.

Also, there is no problem running 100 mph plus in a diesel boat today, we did it almost 20 years ago, day after day after day, race after race. Like you commented, why do it if the gas power is so much cheaper?

The problem lies with the performance market itself as to why it's not out there and here's why.

1) The performance market is too small for any big diesel manufacturer to really sink their teeth in, just not enough sales.

2) People in general who buy an offshore boat want to here those engines roar and idle loud and rough like a race boat. Diesels are very quite & smooth, you need to exhaust under the water not to die from the smell. It defeats the whole purpose of what Raylar does!

3) No matter what you do when you open the engine hatch it can't look sexy!!! Again, I see your website, big sexy, manly engines!

4) Warranty is another huge problem everyone here will buy a gas engine with a limited warranty and they are for the most part from small companies (compared to the big diesel manufacturers). Diesels stand for long life & reliable, when you hot rod them that goes away. All the big diesel manufacturers do not want the negative press that hi-performace brings to their engines. Shorter life, more repairs, etc, etc goes against the grain for such a small market as compared to their global sales!

You can dispute all that, but they are the facts.

I seen some people bring up Seatek, look at where their sales are Military type applications, they focused on that market way back in 1990 because recreational boating could not sustain them.

Let's talk more about this everyone, I love this subject, lost millions of dollars trying to do it! The OSO members just really don't want diesel boats despite what some say - simple.

Joe Gere

Yes, I did!
I want someone to debate with me on this subject - we all can't agree on everything. What fun would that be?