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Old 17-12-2010, 04:32 PM   #21
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Quote:
Originally Posted by Bus Pass View Post
Air cooled exhaust manifold and vastly undersized intercooler. Underneath probably a fairly sound block.

As Charlie says, unbeleivable that they supplied these to Garmin. Failures in every leg including a couple of fires and a spectacular small explosion in the middle of the Irish sea.
On the whole then quite realiable.
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Old 11-01-2011, 05:47 PM   #22
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Location: Birmingham / Southampton
Boat name: Interceptor
Boat make: Hunton Gazelle RS28
Engines: Marine Diesel VGT-500
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New dashboard is taking shape. From top:
Ritchie Supersport Compass.
Raymarine Chartplotter (A70D).
Floscan (includes a rev counter, engine hour meter, fuel consumtion in l/hr
or l/NM and fuel consumption totaliser).
Fuel tank meter head (from an ultrasonic tank sender).
Livorsi Mega Series guages (oil pressure, water temp, volts and trim) with
sealed LED warning indicator lights.
Lenco trim tab switches/indicators.
Windlass control switches/chain counter/alarm.
Bow Thruster control.
Isotta Carlotta steering wheel.
Stereo/iPod remote control.
Engine Hatch Switch (military spec rocker switch).
Horn Switch (sealed illuminated push button).
Ignition Switch (sealed).
8 no. switch panel (military spec toggles + aluminium bezels) with sealed LED
indicators.
Raymarine Raymic Remote Station VHF Handset.
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Old 12-01-2011, 02:37 PM   #23
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Looking very flash

When's the motor going in?

Keep smilin
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Old 13-01-2011, 12:31 AM   #24
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All hardware is bolted in. Once all the wiring is completed the engine is going in for its second trial fit. Completion of the raw water cooling pipe fabrication from sea strainer to engine will be done. The pipe from transom water pick up to sea strainer is already done. Both are intricate works of art in polished stainless (argon welded to give smooth interior joints). Also the 5'' dia exhaust pipe and flange will be fabricated. The engine will come out again and the final plumbing can go in. (Just ordered a load of stainless pipe fittings etc from Hyphose). The engineer is scheduled to work on her full time from next week so the pace should pick up. I can see a glimmer of light!
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Old 14-02-2011, 11:11 AM   #25
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drive?

why not have a bravo 1 xr you could probably have the 400 hp version then.
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Old 15-02-2011, 08:14 AM   #26
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Looking forward to seeing this on the water.
The 6.6 looks very nice on paper. If it was 6.5 it would be a nice power package for single engine E class boat.
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Old 19-02-2011, 10:36 AM   #27
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The Bravo 1 XR is not suited to over 600lb ft of torque at the low revs of 1800. It may handle it at 5000 revs +.
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Old 19-02-2011, 10:47 AM   #28
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Indeed, the 6.6 Duramax appears to be lovely, but the motor revs way too low to be useful, as the huge torque is a killer. With diesel, the torque is always your worst enemy.

Low revs also ='s a very narrow power band causing more aggro.

You wind up with a very tall prop/gearing to get top end speed & revs correct, which means getting on plane is harder, and speed at idle can be quite brisk as well. Diesels that rev to 4k or over make marination much simpler.
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Old 19-02-2011, 12:19 PM   #29
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I agree the high torque poses a challenge for props and drive line, but if you want around 500hp from a production marine diesel then all engines I can think of rev under 3500rpm.
The VW 6.0 V12 revs to 4000rpm, but according the VW there is no plans to marinase this.
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Old 19-02-2011, 12:32 PM   #30
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I think there is a gap in the market place for a high quality efficient step up gearbox which would then allow the benefits of diesel fuel economy but also the rev range of a petrol, increasing the speed also reduces the torque loadings on the drive.

Peter
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Old 19-02-2011, 04:34 PM   #31
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I believe the bravo 1 can handle more torque than the 3 and the XR can handle more than the X (i am looking at the same engine)
waiting for a price on Yanmars new V8 deisel 8Lv/ZT370 package 370 hp @3800rpm for comparison.
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Old 19-02-2011, 05:41 PM   #32
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Step up gearboxes are certainly a way to get the torque in to a more friendly number and is far from a new concept, Sabre were using step-up gearboxes (specifically for racing to reduce torque and end up with a more usable propshaft speed) way back when. their Marathon motors were making 600+hp @ 2400rpm, so real drive eating monster torque figures. As stated before, a low revving motor still means you have a relatively narrow usable power band (even if you step things up) which is far less friendly than your average petrol motor, hence the two speed ZF tranny used on a lot of the Yanmar 5.7 instals such as the Sun Racer / XS2000. A step up box is also gonna add to the already bulky and heavy diesel instalation.

I'd really like to build a 32 with single 5.7 Yanmar, beit for race, or pleasure, I think the concept would have good legs. Just need a punter! Super handling, super fuel economy, reasonable speed, easy & cheap maintainance/accesability. Yanmar with ZF 2-speed, maybe a Mk6, or even a 5. Good E class setup.
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Old 19-02-2011, 07:48 PM   #33
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I have been sketching/designing 33 footer with a single yamnar5.8/cmd5.9 with a simple twin prop surface drive with integrated transmission and rudder steering. Hope this will be my next project, if I can get the funding together…still hopeful.
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Old 20-02-2011, 12:26 PM   #34
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The use of the B3 is only temporary until the new MD-X1 drive is released later this year. The new drive has been designed for this engine and handles 1200+ NM of torque. I saw one at the Seaworks exhibition last year. The beauty of this drive is its simplicity. The input shaft is parallel to the output (prop) shaft as in a conventional drive but instead of using two sets of power robbing/heat producing bevel gear sets the shafts are connected by a carbon/kevlar toothed belt (they claim just 2% parasitic losses against I believe about 10% for the Bravo). The abscence of bevel gears allows for a much smaller torpedo cross section in the water thus improving the hydro dynanics also. Should the drive be redesigned to handle more power the belt is simply widened whilst the torpedo cross section remains unchanged. I just hope that with drive strength worries allayed I can find a tall enough prop that will get the boat planing at the same time as capitalising on all that torque. A twin engine set up would be more ideal.

Would someone please produce a marine two speed (twin clutch automotive dsg type) gearbox that is compact and light???
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Old 20-02-2011, 12:30 PM   #35
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The MD-X1 drive is shiftable like a Bravo negating the need for a separate gearbox in the engine bay, fits the 6 bolt Bravo shield and is going through a 2000 hour 'zero fail' test!!!
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Old 20-02-2011, 01:03 PM   #36
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Is it a cone clutch arrangement in the top end, like a bravo?

Sounds interesting, do you know what size the belt is? width etc.
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Old 21-02-2011, 08:53 AM   #37
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I see they use the NXT1 drive with CMD 5.9 on this old Scarab hull, but it looks a bit marginal with regards to torque.
If you move of the prop curve the engine can produce more torque than the max input of 800ft-ib the drive is designed for.
http://www.cmdmarine.com/miamimedia/...ds/nxtvid.html
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Old 21-02-2011, 01:50 PM   #38
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Quote:
Originally Posted by Charlie Hunter View Post
Would someone please produce a marine two speed (twin clutch automotive dsg type) gearbox that is compact and light???
DSG's are brilliant - when they work.

I 'do' auto boxes for a living & I would recommend you only have one when it is covered by the manufacturers warranty. They get bloody expensive after that with a new ECU costing 2k fitted, and this is a very common failure. You are, to a large extent, in the hands of the dealers.
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Old 22-02-2011, 11:51 AM   #39
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drives

Have you seen the new 600 series drives from Konrad?
posted by peter at the Miami boat show on the other Hunton build page.
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Old 22-08-2011, 09:58 PM   #40
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Cool

Hi, Ive been somewhat absent the last few months. To catch up:

Jon - the new MD-X1 has full hydraulic clutch and the belt from memory was about 10-12 inches wide.

3hcp - I saw the new Konrad 600 twin prop drive at Seaworks. It looks fabulous and is very strong. Comes with BAM1350 mounted in engine bay pushing engine forward by just 8 inches. Cheap it aint!

Interceptor was relaunched some weeks ago and have been running up the requisite 10 hours and 50 hours service break in periods whilst shaking down all the equipment. Will post some pics soon. Other than the house batteries being sufficiently knackered as to not run a kettle/hob via the inverter (they sat idle for too long), trim tab blades not large enough to prevent boat tilt when under way, and the ultrasonic fuel tank sender reading nonesense, all else is good. I will change the batteries and Lenco tabs from the current 14''x21'' to the largest 14''x29'' and install a different fuel tank sender in the winter now.

I have been gently running the engine/bravo 3 in with an inncorrect prop with tons of slip and am now ready to fit something suitable. Using a prop calculator I think there are a couple of likely possibilities.

Current engine HP = 350
'' '' torque lb ft = 530 (I believe B3X is rated to 525lb ft so on limit)
Accurate boat weight fully loaded plus 1000lb passengers = 10,660lbs

(A) (B)
Prop Pitch - 25 28
Drive Ratio- 1.5 1.65
Prop Revs @ 3000- 2000 1818

Questions - to determine which drive ratio to go for:
Both setups produce more or less the same speed throughout the rev range. 1) Am I right in thinking setup (B) will inflict more punishment on the drive gears than (A)? If so then I should go for the 1.5 - Or is it the other way round
2) Which setup produces the more favourable prop speed? B would be more efficient but not if its going to break the drive.

Any advice would be appreciated
Thanks
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