Very Cool..Paris 6 Hours 1974. The two OMC Rotaries
#02 & 03.
https://www.screamandfly.com/attachm...9&d=1701717048
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Very Cool..Paris 6 Hours 1974. The two OMC Rotaries
#02 & 03.
https://www.screamandfly.com/attachm...9&d=1701717048
Paris 1974
Color pictures of the 02 ScottiCraft/Johnson Rotary after the crash with the concrete turning buoy.
https://www.screamandfly.com/attachm...0&d=1763565671
The boat Scotti crashed in Paris 1974 was a picklefork.Quote:
Originally Posted by WaterZebra
Scotti's #7 winning boat in Bristol early 1974.
Powered by a Evinrude V6 2 liter cross-flow Super Strangler.
https://www.screamandfly.com/attachm...1&d=1763565922
Yup & built a couple which did run in the US. Tim Briggs ran one at St Lois with a V-6 cross flow, picture was on here somewhere.Quote:
Originally Posted by WaterZebra
Have you heard anything about Bob Zipps collection>Quote:
Originally Posted by John Schubert
Curious.
With rotaries in general and their known thirst for fuel. Was that an issue with the boats? Did they need a larger fuel tank?
Or compared to a two stroke the fuel consumption wasn’t that much different.
I’ll try to find out.Quote:
Originally Posted by Rotary John
The fuel tanks in the boats were the same as the V-4's and V-6's. You must remember, fuel consumption is related to HP (among other things). Thus a 300 HP rotary would use more fuel that a 175HP V-4 if they had the same efficiency. However the rotary race engine was twice as fuel efficient as the V-4/6 when measured as BSFC; .68/.75 for a 2-stroke vs .35/38 for the rotary lbs. of fuel per HP- Hr.Quote:
Originally Posted by Onetime
PS: I got in touch with Dennis Evinrude.Quote:
Originally Posted by John Schubert
The president of AOMCI who lives in the area where Bob lived says the family has yet to decide what to do with the collection. Bob had close AOMCI members friends, but being so many miles away, not sure who. If I hear or reach out again, I’ll let you know. If you would like to share your conversation with Dennis, but not on this thread, my email is [email protected].Quote:
Originally Posted by Rotary John
#14 Jimbo McConnell in his pickle fork ScottiCraft/Evinrude V6 Super Strangler 2 liter.
Bristol, UK 1974
Attachment 546461
#12 Hans Pelster in his pickle fork ScottiCraft/Johnson V6 Stinger GP 2 liter.
Bristol, UK 1974
https://www.screamandfly.com/attachm...3&d=1763645604
#6 Rick Frost, UK 1983
Burgess/Johnson V8
Attachment 546470
François Salabert is standing next to his F1-V8 Benson & Hedges boat. Not sure who it is in the drivers seat.
Attachment 546482
Interesting to note as power/speed goes up, cockpits/center of balance, goes aft.
Quote:
Originally Posted by lars strom
Bertil Wik and Bob Spalding.
Evinrude F1-V8 drivers 1985 with Pro One.
Thanks Jane Spalding Spinks.
https://www.screamandfly.com/attachm...1&d=1764888262
Cougar with 4 X Johnson V8 Limited Edition at Fort Lauderdale Marina around 1991
Picture by me.
https://www.screamandfly.com/attachm...3&d=1765128137
The Cougar "King Sting" above at Lake George, NY. 1991
https://www.screamandfly.com/attachm...6&d=1765289235
Let's see if the sharp eyed amongst you can work out what's wrong with this picture.
Attachment 546736
Quote:
Originally Posted by techteam
Not sure, but my guess is..Rosalind Nott is driving..not Bob Spalding..??
https://www.screamandfly.com/attachm...7&d=1765482968
PS
The background looks very similar in this picture..Its me in the Stockholm archipelago 1974..:)
https://www.screamandfly.com/attachm...8&d=1765489197
Are you back here in the states or still overseas ?
@Tom Smyth
We are living in Cristal River north of Tampa.
@techteam
I am pretty sure Rosalinda Nott is driving Bob Spaldings #1 Velden/Carlsberg/Johnson V6 RS in this picture..??
https://www.screamandfly.com/attachm...0&d=1765495232
Ah no flies on you Lars, thought I'd get you with that one. Yes Rosalind Nott Windermere Records Week 1980.
@techteam
HeeHee..well you took about one hour of my time to figure it out..:):)..Fanny..Thanks.
I looked at the picture that I have never seen before and the background got me confused.
Could not see anything wrong with Bobs Velden with a cross-flow V6 RS..
Hmmm..than suddenly..Bobs shoulder/upper body did not look right..and I started to laugh..we all know women loved Bob and he could probably talk any girl in to driving his race boat..:iagree:
https://www.screamandfly.com/attachm...8&d=1765553488
Thanks Ron Hill and Merry Christmas https://static.xx.fbcdn.net/images/e...1/20/1f384.png
https://www.screamandfly.com/attachm...3&d=1765590975
Great song...Choosing Texas with Ella Langley.
While Abilene, Texas, isn't a major powerboat racing hub, it has connections to boat racing history, especially through
Abilene Marine, a company that sponsored Formula 1 tunnel hull racers using Johnson Outboards in the 1980s, with drivers like Johnny Sanders and Tom Posey, featuring prominent teams that competed nationally. So, "Johnson Boat Racing" in Abilene links back to these specific teams from decades ago, rather than a current major scene.
https://www.screamandfly.com/attachm...4&d=1765595490
Some backstory:
Bob Spalding and Cees van der Veldon both were driving Molinari Tunnels powered by that other Outboard manufacture with Inline 6 configuration in 1971. Unlike Renato Molinari those two guys Bob and Cees were easy to approach and have an informative conversation. Cees like Renato were more technical than Bob.
Quote:
Originally Posted by lars strom
Crystal River is a rural community. Lars, you and your wife can now go swimming with the Manatees.
For the non-Floridians... Manatees (sea cows) in the winter months travel to the spring fed streams in Florida for warmer water temperatures.
I have snorkeled in at least 5 of the central Florida Springs (including Homosassa Springs near Crystal River) and the crystal-clear water is cold.
Lars, I hope you enjoy your life in Central Florida.
Quote:
Originally Posted by lars strom
The Rotary might be more fuel efficient than the V-4/6 engines, but didn't the Rotary spew out more oil and unburnt fuel out the exhaust chambers?Quote:
Originally Posted by Rotary John
I recall reading were one of the race drivers didn't like trailing behind the OMC Rotary because of the exhaust plume.
You're an engineer. You should realize with a BSFC in the high to mid .3's, there isn't much excess coming out of the exhaust; especially compared to a 2-stroke. Add to that an exhaust temperature in excess of 1800 oF, most of the excess is burned up before it exits.Quote:
Originally Posted by Lake X Kid
A secret about the rotary race engine I've never disclosed before, is there was a SS baffle a specific distance from the end of the exhaust tubes that reflected a positive pulse back up the tubes. This was the tuning feature that allowed for the diesel level BSFC. That baffle was only cooled by splash water injected into the horn after the baffle. What was coming out of the exhaust relief tubes was STEAM.
I suspect other drivers didn’t enjoy being stuck behind the rotary, since they kept getting passed again.
Attachment 546770 Attachment 546771
That's Posey with the balding head. Alan Yaw was the power behind that teamQuote:
Originally Posted by lars strom
Pit crew for Tommy at this race was Jerry Gravesen (left) and Sam LaBanco (right), both of which have been APBA National Champions.
"Thanks for info my friend"
https://www.screamandfly.com/attachm...2&d=1765595490
OMC Rotary Race Engine
I reflect back now; some 50+ yrs. later; on what I would have down differently to improve the engine durability and performance. The two major issues affecting durability were the thru bolt breakage and rotor bearing failure. We also saw an occasional premature apex seal wear. We had solved the broken thru bolt issue with the 4 pc. crank design. I had developed apex seal materials that showed no measurable wear after 100 hrs. continuous WOT. in addition, they cost less the $.05 each. A fraction of the cost of the Torrington supplied seals. I still have one in my desk drawer. The rotor bearing was always a potential problem. The engines were adjusted a rich as possible before losing HP and was run at 20:1 mix ratio. I had developed a unit cage design with INA bearing that consistently ran 100 Hrs. on the Snowmobile engine test cycle w/o failure. Never got a chance to run them in a race engine. Another significant improvement would have to add oil injection thru the crank. Rotor bearing failure was a result of heat generated between the cage and the outer race due to lubrication breakdown. According to SKF Research, failed bearings demonstrated outer race temps in excess or 1800 F. This was far in excess of the 458 F tempering temperature causing the race to shrink to the point is would seize on the crack and all hell broke loose. The failure always started on the downstream side of the bearing due the "C" section design's ability to get sufficient oil in that interface. Direct oil injection thru the crank along with the unit cage bearing design would have eliminated durability. problem #2.
Several areas to improve performance were on the list but never got fully explored. Titanium rotors would have reduce the rotor weight by about 50%; around 20 lbs. for all 4 allowing higher speeds w/o increased loads. The increase in Hp between 7000-9000 was in excess of 40HP. Titanium also has several thermal properties that are advantages over cast iron. I knew the rotor combustion pocket design had potential to affect power, fuel consumption and emissions. Previous development testing had shown an 8% power increase when a trailing spark plug was added; upping power 20/25 HP. Adding the trailing plug caused thermal cracking on the rotor housing and was never run on the race engine. We had just started to explore alcohol. Alcohol would lower the air temp going thru the rotor, improving the engine specific air consumption and helping the bearing issue.
Overall, my vision for the future of the race engine was 400HP at 9000RPM. When the 2L issue was being raised to run ON, I was all set to grind off a little on the housing and the rotor. OZ suddenly came back into vogue, so it became a mute issue. The last year of the program I was the only engineer working on the race engine with a part time designer so my too due list was overshadowed by fix the problem from the last race so we could go to the next race.
Strang had achieved his objective of beating Merc and was pushing V-6 development hard. He felt with 150 CI V-6 he could continue to do battle with the 2L Merc, so the rotary programs were but on the back burner and I was assigned various 2-stroke projects.
I think this is long time ago in Argentina, South America.
Pretty cool.
https://www.screamandfly.com/attachm...1&d=1765928433
Thankshttps://www.screamandfly.com/attachm...0&d=1765928433
https://www.screamandfly.com/attachm...9&d=1765928433
#57 is Ben Robertson.
Probably the best F1-V8 driver ever..!!https://static.xx.fbcdn.net/images/e...1/16/1f44d.pnghttps://static.xx.fbcdn.net/images/e...1/16/1f44d.png
1986
https://www.screamandfly.com/attachm...0&d=1766185050
Old photo
#16 Andy Bulled Nashua Burgess Evinrude F1 V8
1985
Attachment 546940
Here you can clearly see how much lower the 1985 model year OMC racing V8 with 6 inch mid section is, than the earlier 12 inch mid section.
Its the same repainted Burgess boat #16 Andy Bullen is driving.
https://www.screamandfly.com/attachm...1&d=1766648597