Merc V6 History

[Mark75H]

If Loop Charged Induction is more efficient than the Cross Flow Induction, then why was CFI introduced as a viable system in outboards?

Both LCI and CFI seem to be mechanically (moving parts) on a equal physics platform. With trapped fuel-burn-performance going to the LCI system.

The big advantage of loop charging is they tolerate high compression ratios better, the combustion chamber does not have the compromise shapes required in a crossflow. Crossflow dominated US fishing/pleasure outboards for a long time because they have a lot of midrange torque and often better idle than loop charged motors; and they used to be cheaper to build. Modern casting techniques reduced the manufacturing costs of loop charge construction and a new era began.

[transomstand]

My name is Jerry Hale and I was project engineer for Mercury's (Black Max) 2 liter V6.
There seems to be some interest in just how this engine came about so I thought that, before Alzheimer's sets in, I had better get down on paper just what happened back there 43 years ago. I intend to do this in small weekly installments or as nearly weekly as I can manage.

Well Jerry, very, very happy to see you still posting 15 years later

Thank you again for taking the time to share this historical treasure of your experience creating this engine.

Hope all is well with you.

Pete

[rckid74]

Well Jerry, very, very happy to see you still posting 15 years later

Thank you again for taking the time to share this historical treasure of your experience creating this engine.

Hope all is well with you.

Pete

YEP!! STILL KICK'N! Thank You for starting this thread. Without seeing that title I might never have started on this adventure.

[rckid74]

If Loop Charged Induction is more efficient than the Cross Flow Induction, then why was CFI introduced as a viable system in outboards?

Both LCI and CFI seem to be mechanically (moving parts) on a equal physics platform. With trapped fuel-burn-performance going to the LCI system.

This is just my opinion but back in the early days of outboard engines the really important things were light weight and low cost. People carried their outboards around a lot. I don't think fuel economy or high specific power was a big concern at all. The loop scavagned two stroke wasn't invented until about the middle 1920's so cross scavaging had to be used early on. It also allowed for a light weight engine because the cylinders could be placed very close together. And it was also easily die cast making the cost to manufacture low. Then it was just natural to keep making cross-flow engines as number of cylinders and hp's went up. loop scavaging is much more difficult to make efficient transfer passages and usually requires the block to be cast by permanent mold or sand casting. Use of the heavy blister liners and die casting is only acceptable in larger engines where weight is not a big concern because they're being lifted by forklifts,ect. but they do allow for an efficient die-cast design. then later salt cores and lost foam eliminated the heavy cast iron liners so we now have the best of both worlds.

[transomstand]

YEP!! STILL KICK'N! Thank You for starting this thread. Without seeing that title I might never have started on this adventure.

While I'm more than happy to take credit, in fact I didn't start it. I helped out with posting some of the early documents until you got the hang of it.

[rckid74]

While I'm more than happy to take credit, in fact I didn't start it. I helped out with posting some of the early documents until you got the hang of it.

Yea - i realized that shortly after sending. WARRIOR 74Z started it. Sorry bout that WARRIOR.

[JFL]

I had the pleasure of trying to break this engine, and got payed for it. Some of the things we did to it you can't imagine .

[rckid74]

I had the pleasure of trying to break this engine, and got payed for it. Some of the things we did to it you can't imagine .

Well John - tell us about some of these unimagineable things you did to my engine - you never told me about!

[bernie]

Well John - tell us about some of these unimagineable things you did to my engine - you never told me about!

Jerry - now would John really do bad things to an outboard motor? I can't imagine - well, yeah, maybe I can- in fact I know I can. Those were the days -

[FUJIMO]

...i don't know bernie. customers are known for destroying just about anything......

[JFL]

Bernie, you wrote the book on what I had to do to abuse this engine

[bernie]

Bernie, you wrote the book on what I had to do to abuse this engine

You mean this one - thanks to you it still exists - Lake X Product Assurance Test Book, in safe hands now, I will put a note in it as to where it should go after I kick the bucket!

[JFL]

you should put the contents of the book on here. that way everyone will know what we had to do to test these engines for release to the public, that shouldn't take you to long.

[bernie]

you should put the contents of the book on here. that way everyone will know what we had to do to test these engines for release to the public, that shouldn't take you to long.

Great idea! And in my spare time I could raise and rebuild the Titanic!

[jimmbo]

This is directed at rckid74:

I see some of your early Internal Correspondence related to the V6, is dated early 1970. I think ECK left Mercury in 1969. Was the idea of a new engine design held back until after ECK left? I assume he was very proud of his Inline Engines, except maybe the I6 1500 which didn't come out until 73.