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  1. #46
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    I bet if he had a regular lower unit on he would not have gone over .
    We have invented the world; WE see

  2. #47
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    Quartershot T-3R 15" 3.5L E-Tec 1.62 Sportmaster


  3. #48
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    Wow glad ya survived!! In the pick you didnt even have much trim thats odd how much lift was generated to me? What prop were ya using? Im not being critical at all genuinely curious because of the neutral position of the motor and the hight of the bow just seems strange. I had a prop crack and my allison did a transom stand at 92 and pivoted right around the other way. I thought I was going to be flipped out over the top of the seat but hung on and came to a big slash dead stop almost barrel rolling a compete 160 not quite a 180 like a spinning top!! Was your prop ok any cracks in it I guess Im trying say?

  4. #49
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    So you're saying a LU does not give you tail lift?
    We have invented the world; WE see

  5. #50
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    what kind of miles per hour do you feel the Speedmaster had on the boat compared to a big case?
    SEEBOLD CHAMPBOAT MERCURY S3000

  6. #51
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    what was the pitch in diameter you were running that day?
    SEEBOLD CHAMPBOAT MERCURY S3000

  7. #52
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    All good question so others don't repeat this. Some say over trimmed but i just cant get over that pic just before lift off. The motor to me doesn't look very trimmed out at all or am i seeing things? Is it possable the case,hull,prop combo together creates way to much lift for the speeds produced? The pressure under the hull was so great to literately lift the hull right over at only 100. Thats wild!!

  8. #53
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    Quote Originally Posted by whipper View Post
    All good question so others don't repeat this. Some say over trimmed but i just cant get over that pic just before lift off. The motor to me doesn't look very trimmed out at all or am i seeing things? Is it possable the case,hull,prop combo together creates way to much lift for the speeds produced? The pressure under the hull was so great to literately lift the hull right over at only 100. Thats wild!!
    Just might be my eyes but the nose was up and the motor was looking fairly level, less trim nose and motor would look different.

    Dave
    1980 Cougar 19 tunnel,90 2.4L Bridgeport EFI in middle of restoration.
    1988 BAJA Sunsport 186, 96 225 Pro Max
    79 12' Auminum, 95 Merc 9.9
    RIP Stu
    "So many idiots, so few bullets"

  9. #54
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    Quote Originally Posted by Dave Strong View Post
    Just might be my eyes but the nose was up and the motor was looking fairly level, less trim nose and motor would look different.Dave
    Dave ya beat me to what I was thinking today. The hull from what I can tell plenty out the water. What I think "looking for more trim out" is asking for for trouble. Simple getting more air under the hull now gets ya a good look at the sky. Never kited a boat all my life but came DAMN close at WOT one time. Hit a plowing cruiser roller and probably glad I had weight the front seat a friend mine as we were verticle but the gearcase landed first and dragged the front down. Scary chit but a "fun moment".

    My suggestion as just a guess, as don't know the boat set up seen close. But raising the nose (trim) gets more water friction assend. Hull already has air, so try a trim DOWN to get the assend raised at WOT, then air under the hull will turn the ride into "a floater"

    Anyway, sorry to hear this, as one damn nice fine boat! Wish the best it and you, Robby

  10. #55
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    Quote Originally Posted by Pit View Post
    Attachment 319285Positive Trim..
    You couldn't blow that boat over in a hurricane
    Erik Kiser

  11. #56
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    Little more what I saying. I know Bobby personal..Built my Switzer XS back the 70's. Just a "good read" here when him and Dave built the "Wing". But look at the pic. Motors are "tucked in", not out!


    "The Day I Flew a Boat" by: Robert Switzer

    It all began with a phone call, (person to person) to me, Bob Switzer, from Carl Kiekhaefer, President of Mercury Marine. The date was July 17th, 1962. The meat of the call was a request for Switzer Craft to build a boat for twin Mercury 100 H.P. outboards that would exceed 100 M.P.H. on water.

    The call was impressive. Imagine ... out of hundreds of boat builders, we were called to do this project. We immediately began designing our first effort based on the pattern of the Switzer Hydro Cat (commonly referred to as the "Switzer Wing"). In 1961, the Switzer (U4) wing was a major breakthrough in the twin engine Stock Outboard Pleasure Craft Class U. (Unlimited engines but required to be a minimum of 15 feet in length.) The first Switzer Wing was built in 9 days, just prior to the Winnebago Outboard pleasure craft event, where the Switzer Craft Wing finished first overall, and the next two classes were also won by other Switzer models. The U4 was the first Cat to exceed 80 M.P.H. with only a pair of 76 cu. in. 80 H.P. Outboards. (see below)

    Our first new design developed to meet Mr. Kiekhaefer's request was not a complete success. At speeds of over 85 M.P.H. the bow had a tendency to kite or "bow up" (a feared maneuver of every driver).

    In late August, we tried a new hull concept, mounting the engines mid-ship in a hull much like the Hickman Sea Sled. It featured square simple lines and a shovel nose. We hoped that the engines forward could control any bow lift tendencies. Much to our regret the trial runs showed that the thrust of the propellers forward and under the hull clamped the back of the boat to the water and drag was too much for our twin 80 H.P. Mercury's to overcome in the initial plane off.

    Time was slipping away, the leaves were turning into their fall colors and we estimated approximately five weeks of open water to test on the Fox River near our plant. A decision had to be made... Do we call Mr. Kiekhaefer and postpone the project until spring, or do we keep going "right up to the wire" as the saying goes. The decision was made! Keep going!

    My brother, Dave Switzer was the designer in charge of the construction phase of this project. He knew that now the pressure was on to design and build that 100 M.P.H. boat in minimum time. Russell "Pop" Switzer, a pioneer in light aircraft and sea planes since World War I, injected some new ideas he had long thought were necessary to control a boat at flying speeds. Dave welcomed these new ideas and also accepted a weight distribution change that I had recommended. We also concentrated on making a cleaner air-flow version of his original U-4. Several days later the materials were flying into shape and the U-6 hull was finished in record time. With time running out fast it was rigged for the first test runs.

    The time was now! We proceeded to the test area on Nov. 29th, 1962, only to find that there was a 1/4" of ice on the river, stopping all progress. The weather reports promised warmer weather for the next day. All was held in readiness. November 30, temperature 45° -Sky clear -water open and calm. Time, 10:00 A.M. we launched the U-106. I got into the enclosed plexiglass cockpit (much like the capsule boats of today) , checked out all instruments, fired up engine #1, check, #2, check, water pressure and cooling systems OK, tachometer reading steady, fuel pressure normal, closed the aircraft type canopy over the cockpit, bring the engines to warm up speed and taxi to position for a wide open run.

    Now, increasing speed to 50 mph -60-70 -80 and now at the speed range where the previous design started to kite I used the foot throttle over-ride and steering with my left hand, I put my right hand on "Pop" Switzer's stabilizing control lever which operated the elevon (wing tail flap) controlling the last 2 feet of the center section between the twin hulls. At 85 M.P.H. the bow lifted slightly off the horizon - too high for safety, I pushed the lever forward to position 1 ( of 4) and the horizon line returned to normal. Now, at 90 M.P.H. a slight bow lift again, lever to position #2, now the bow was normal in good trim again. Suddenly, at this moment many things seemed to occur. While my 17 pitch (Record props from Switzerland) were turning almost 6,000 R.P.M. my neck snapped back, the Hull lifted off the water about 2-4 inches ... no vibrations from water contact. I felt like I was in a sea plane just after lift off of the water. The R.P.M.'s suddenly dropped back to approximately 5,000, and at the same time the speed increased to the shrill sound of the two engines harmonically balanced. I glanced down at the Keller calibrated speedometer, reading 96-97 -98-99 -100 with those 76 cu. in. 80 H.P. direct reversing engines revving at nearly 7,000 R.P.M. I knew we had just what Mr. Kiekhaefer asked for. Now, almost tranquil from the experience of "The Day I Flew a Boat" with a full boundary layer of air between the hull and the water and seeing houses go by like a picket fence. I realized that the straight away water was fast running out. So, deceleration of the U-6 was started with the same caution used in increasing the speed. The stabilizer control was returned to various positions as the speed was reduced. When the boat speed was between 80 and 85 there was a loud sound and vibration from the hull re-entering the water almost like driving from the highway to a washboard gravel country road. Taxiing to the launching site where all the Switzer Craft crew were on hand for the verdict I could hear all the questions. How did it handle? How fast did it go? What was it like? .....And, you know the answers.

    The Hull was then returned to the factory for final preparations to be delivered to Mr. Kiekhaefer at Lake X where she was fitted with a pair of 99 cu. in. 100 H.P. engines with stacks and double pinion speedmasters. She went on to reach speeds in excess of 120 M.P.H. This same hull driven by both Johnny Bakos and Dave Craig startled many of the onlookers and the Helicopter pilots that could not keep up with her to allow the photographers to film her, as she won the Gold Coast Marathon from Miami to Palm Beach and return on the inland coastal waters, with a record average speed of 81.78 M.P.H. that may still stand today!


    Click image for larger version. 

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  12. #57
    Join Date
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    port charlotte / punta gorda fl
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    the video stops ???
    do u have the full video

    https://www.facebook.com/scott.steffe


    Replacement Fiberglass Windshields For just about every hydrostream
    Fiberglass Seat Shells 18 wide high backs, 18 wide barrel backs and 23 wide big boy barrel backs


    call 941-575-8914 with any questions


    7 to 3pm 5 days a week
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    for sale

  13. #58
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    Quote Originally Posted by patchesII View Post
    You couldn't blow that boat over in a hurricane
    This.....
    Quartershot T-3R 15" 3.5L E-Tec 1.62 Sportmaster


  14. #59
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    Having run a speedy on a Hydrostream for many years,I can tell you with certainty it is a different boat!! Better and worse.Better because it's FASTER about 10 mph.Worse because when the setup is right the whole boat is lifted (good)with very little drag at the rear to act as an anchor (bad)to pull the nose back down when flight begins.My only blow over with a stream was a vector,the first day out with the speedy.By the time you figure out your a little to high and let off,even slowly the bow will continue to rise.You need to catch it early in order to save it.Once you learn to drive it,It's a KILLER combo! A 14/15 with a 17" @ 7300 will make your hair stand up!

  15. #60
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    Quote Originally Posted by CUDA View Post
    So you're saying a LU does not give you tail lift?
    depends on the design

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