Don't eduacate us...Just build the friggin thing...AND THEY WILL COME:D Here is my order: A lighter weight straight 6 like the Yanmars in my last boat...BUT..I want 550-600hp and 1000-1100 TQ..AS SMOKE FREE AS POSSIBLE..NO TURNED UP 480hp JUNK, NO SEA-TEK'S, YADIYADIYADI:grinser010: oh ya, throw in a pair of those industructable ASD-8's. When will you have this done.:drink:

Jassman,

Did you have a Yanmar powered boat before?

If so, seriously tell me all the good & bad things about it (the diesel boating experience). The reason I want to know is I have patents on a gear box that we built for an application in China. It was designed with a boat in mind even though the application was different.

I would really like to understand is there a market for this today?

Arenson drives are great but you will never get real speed out of them on a diesel unless you have the chain boxes or the Buzzi box that ZF made for him.

What on earth does a chain box have to do with performance?

We have thousands upon thousands of drives that do not have a chain box.

You are looking at a Gas Application, or a 20 yr old diesel application.

Neither of which is relevant to today.

The Marine Gear Manufacturers, ZF and Twin Disc both make a transmission that will fit to the diesel engine with a drive line output which then connects to the Arneson. The marine gear has, reduction, drop and rotation built into it.

Ask Jassman.

JIM....Which Diesel Manufacture, and is it possible to get the Arneson vs the Tri-max..Thanks Jeff

Rik,

Can you answer a question for me and I'm not trying to be a smart a**?

- what do you consider performance - how many MPH?

Yes, I'm guilty, I might be older than you, I showed my age by using a term that is familar to me.

The chain box is an old school term, I referring to overdrive gear ratios.

I'm not talking gasoline boats.

Engineering is engineering, nothing has changed from when our diesel raceboats could stomp on any gasoline engine - race after race. The things that changed (racing wise) have more to do with how the races are run than the principles of how to make a diesel boat go as fast as a gas boat.

Performance is a relative term.

Some want a diesel engine to replace/substitute for a gas engine such as a Merc 525 and others want a diesel engine to replace/substitute for a relatively high performance 800 + hp gas engine.

V bottoms and a diesel engine, 100 mph would be acceptable for a pleasure boat by most as a success. Hustler can run their 50’ with triple diesels and get 90-92 out of it with no tweaking of the engines.

Cats with a diesel engine, 130 ish would be fast for a pleasure boat. (have yet to see this happen or anything close)

Problem is, everyone wants to take a heavy pig of a boat, throw a set of heavier diesel engines into it and then use an overdrive gearbox to get the propeller rpm of a gas engine; while at the same time they want to use a hull that is not suited for this application as it would be/is suited for a gas powered boat and then expect the boat to be faster and live longer.

I can tell you it will not work that way.

The problem that everyone has been short sighted on is very rudimentary.

No one makes a marine gear that will do what you are asking for. (off the shelf, not a custom one off) This stops the project at the beginning.

Technically, no one will even warranty a marine gear for a Seatek as the input rpm of only 3,100 is over the warranted input limits of both ZF and Twin Disc. Not saying they don’t do it, its just not covered under warranty.

While ZF might be pushing Cummins to produce an engine that they can couple with their marine gear and their out drive, it will take some serious $$ to iron out the kinks.

Who wants to be first?

I’ve learned that if you hot rod anything, it is going to BLOW. Diesels are no different. Just watch the P1 race on Speedvision. The ultra reliable, ultra fuel efficient, boating’s future super stars, Seatek and Isotta Fraschini and Cummins all failed to finish due to engine problems. That there is reality.

Not on a Diesel application.

Marine Gears handle the task the same as they do for an inboard boat.

Rik,

I'm with ya buddy. Diesel power density has increased significantly over the last five years. Engineers have lost control - it's in the hands of marketing now. Electronically controlled diesel engines are more finicky than efi gas engines. Couplings and marine gears - prepare to die! :rolleyes:

I had a 07 43 Nortech V. That was my second 43, loved the boat, the 480hp Yanmars and the ASD-8's. Just my expectations on the speed was not quite what I wanted. i would some day do another, but need more power/torque for a twin application for the speeds Im looking at 80-85mph.

Bobbies burned at Thanks giving! They made a da mm good burger.

All current marine gears (ZF, TD, Nico, etc.) are fully powerable in Forward and Reverse. Think Bravo for example without the negative LH rotation problems.

So, if you have a DIESEL engine, (Even the Old Detroits that are counter rotated will work, you just need to counter the front pump) you can put a co axial or a down angle or a V drive and run the gears for prop rotation.

This is how its been done for what seems like forever. Jassman's Nortec with the Yanmars could change rotation by changing propellers from side to side and then changing the electronic shifters settings.

For a gas engine, the input rpm is to high (anything basically above 2800 rpm and 500 hp) so it is less expensive, less weight, less length, and less COST to counter rotate the power through the drive units and use a velvet drive transmission or what is suitable for the application.

I want to see the Audi Diesel with a multispeed GB. (I think the engine will require this as it spins too many rpms to be used like a traditional diesel engine) in a boat.

Eliminator went to Germany and met with Audi. Should be interesting.