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Thread: Merc V6 History
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06-27-2013, 04:35 PM #16
Thank you sir and welcome to the site. This will be good.
RockTeam Junk
No sparkling wiggles in here, only dump truck grinches.
"Screamin Heathen"
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06-27-2013, 05:25 PM #17
Amazing, some of the most interesting, best reading I have ever had the privilege to enjoy here.
please keep,it up.
RT2023 TUFF 25
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06-27-2013, 05:33 PM #185000 RPM
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Hi Jerry, looking forward to "the rest of the story". I see you started in March of '65 - I started in April of '65. Uncle Sam got me later in '65 and I didn't return until 1968, in QC over at Plant 4, then in '70 I took over as Chief Inspector at 4. I can still remember a fellow from Plant 6 that would come down with a metal toolbox with V6 cranks in it to get the flywheel splines added and then take them out to the Heat Treat building. Can't remember his name, drove a little car - his son worked dock endurance at 33. Bernie Bergen
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30velocity thanked for this post
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06-27-2013, 05:35 PM #19Screaming And Flying!
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Wow, some cool info gonna be traded here for the archives!
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06-27-2013, 06:30 PM #20The Historic Photo Master
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Great to hear those names again Jerry. You certainly created, in my opinion, the best piece of engineering that the name "Mercury Outboards" ever produced. You should know Bernie Bergen, although the empire was so big back then, it would have been easy for him to travel down another fork in the road & not cross paths. Bernie retired as an applications engineer, for sterndrives & outboards at the oem level, (Hi-Perf included)etc., just a couple years back. Thanks for all your retrospect.
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rckid74 thanked for this post
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06-27-2013, 06:42 PM #217000 RPM
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Wow, great info Mr. Hale. Just curious what degree of Vs did you consider in the origional design? Did the name "Black Max" come from the marketing department?
Thank you-Last edited by SCT; 06-27-2013 at 07:03 PM.
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06-27-2013, 07:44 PM #225000 RPM
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Wow!!! I'm getting swamped with questions. I'm afraid that if I keep answering individual questions I'll never get back to the main story, so I think I'll just proceed on. Most of those questions will be answered in due time as part of the discussion.
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pcrussell50 thanked for this postpcrussell50 liked this post
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06-28-2013, 07:06 AM #23
Thanks Mr. Hale for great informative and interesting reading----- You've got me hooked! Gary
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06-28-2013, 07:28 AM #24Thanks,
Tim Bostic
Hoss Marine Propellers
www.hossprops.com
918-479-5167 (shop)
Pugh Hydro w/260 Merc - 12" mid
1987 XB2002 Allison w/2.4 EFI Merc - 15" mid
1985 XR2002 Allison w/2.4 EFI Merc - 12" mid (Restoration Project)
"New" - 1987 XTB21 Allison (Refurbished at the Factory!!!!) w/'99-225 ProMax Merc
Top Speed Blog - http://www.screamandfly.com/blog.php...OSS-quot-Style
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06-28-2013, 09:53 AM #25
Wow, hot and exiting info indeed!
Had just planned to go to the cottage for vacation. But with poor internet-access, maybe I must stay home to read?
The only molecule of info I had of this so far, is someone loosely saying on this board several years ago that Ron Andersson started the design of the V6 in 1969. But now I guess that as well as other info will be put into an iteresting context. And did the decision for a looper design come already as an input from management? (And if so, an inline would have been taller than ever, right.)
Reviewing the V6-Merc history today, I think it´s rather relevant to see it as the "Small Block Chevy of the outboard world". Me myself still hang on to my I/L6 but sometimes, when my mind go soft, I´m considering pros and cons of a 150 ProXS instead of my 1988 I/L 115.
With high expectaions (but please take your time!)
Peter L.
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06-28-2013, 12:43 PM #265000 RPM
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I still have the hand written spec sheet (wish list) that Bob Johnson gave me back in Jan 1970. I tried to include a copy of it here but it ended up so small on the page you couldn't read it so I'll just copy it word for word
OBJECTIVE: RAISE MAX. POWER 10% = 150HP.
1. A 10% displacement increase seems inappropriate - affords no room for future increases, bore increase
will increase deton. probs
2. 20% displ. will fit the 2 liter class + seems like suitable amt.
3. 2 7/8 bore (current 1350 size - ring etc) & 2.35" stroke (.050 more than M-1000) = 15.25 cu. in. 8cyl = 122 cu in
6cyl = 91.5 cu in , 4cyl = 61 cu in , 2cyl = 30.5 cu in.
4. Develop loop cyl. to avoid cross scavenged problems
5. V configuration lends itself to loop cyl. spacing as does an O. P. --
6. Capable of another 10% displ. incr. later - possibly bore only (3in. = 9%)
7. Seek lightest weight & smallest package size
That's it, exactly as given to me. So what was I to make of this? It's obvious that Bob is thinking - how can we get the greatest range of engines using the same piston, pin, rings, bearings, etc. Economy of scale, you know. But a 2 liter V8??? That didn't make sense to me. If we were doing this in part at least to be in a racing class (2liter), we certainly would want the highest horsepower we could get and that ment 2 banks of three cylinders with their inherent excellent power boost from exhaust pulse tuning. 4 cylinder banks don't give you this, at least not with any neat compact exhaust manifold. I'm not quite sure how I got Bob thinking my way. I believe I just kind of ignored the V8 thing and proceeded on with my analysis of the inline 6, the opposed 6, and the V 6, and Bob never said anything more about it. (more later)Last edited by rckid74; 06-29-2013 at 08:48 PM.
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06-28-2013, 03:25 PM #27
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06-28-2013, 05:05 PM #28
Let me just add my thanks for this history lesson. VERY interesting.
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06-28-2013, 07:25 PM #295000 RPM
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OK transomstand, but I need your E-mail address!
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06-28-2013, 07:46 PM #30