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  1. #46
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    Quote Originally Posted by 930turbo View Post
    I like it! Let's see the other side.
    i cant let out all my secrets.

  2. #47
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    It's starting to look like a motor again. There is allot of discussion around thermostats and restrictor plates on the forum. this motor currently has restrictors in it but I'm pulling them in favor of the factory's original plan. I built many motors back in the day and alway used thermostats whether they were for fishing or high performance. I never viewed them as the enemy. This is a lake motor that will be driven at less than WOT for much of it's life so I decided to let them do their job of regulating temperature at practical speeds. I think fresh thermostats are the key to success.
    Click image for larger version. 

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  3. #48
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    The powerhead is back on the leg. A slight delay in progress as we mysteriously lost spark on two cylinders. The timer base gave up while sitting on the bench. Should be in the water soon.
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  4. #49
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    Quote Originally Posted by 930turbo View Post
    I don't think you can use the pistons as shown in the first pic. By the looks of it, they've been decertified.

  5. #50
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    Quote Originally Posted by Riverman View Post
    I don't think you can use the pistons as shown in the first pic. By the looks of it, they've been decertified.
    Ha, I just saw that. Pretty much all of my work is decertified.

  6. #51
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    We put it in the water today. The maiden voyage was successful. Maintaining break-in discipline was difficult. It feels strong, eager to go. The squared exhaust ports definately make for a sharp exhaust note. It sounds great and pulls like a tractor. Can't wait to flog it.

  7. #52
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    With the break-in process completed, we took the boat to the lake yesterday to see what we had. I made a half-dozen passes at 73 MPH, digital tach peaking @ 5916. There still some left but that's all the courage I had after being out of the seat for 25 years. It was making excellent power and ran very well. Sounded great too. Then, it Chernobyl-ed the #1 piston....again. This is the reason the motor got the recent rebuild. My question is, why? What could have caused the same failure on the same cylinder? There did not appear to be any lean-ness taking place and big power right up to the catastrophe. Is something happening to the ignition timing on that cylinder? I’m very puzzled and apprehensive about fixing it again without identifying the cause. Any input from your experience is greatly appreciated.


    Signed, bummed. </SPAN>

  8. #53
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    What did you time it at? Did you time it under power at 5000?

  9. #54
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    22 degrees static.

  10. #55
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    ...what I though was conservative

  11. #56
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    Click image for larger version. 

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    Speed snapshots

  12. #57
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    The packs do advance, some more than others. ALL crossflow timing has to be done under load with a test wheel or a club prop. I use a bent up from my 60 twin.

    Are you using premium fuel?

  13. #58
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    93 octane. I'd never seen them pick up more than a degree or two from cranking speed but apparently this one did. But why the same cylinder? Why not another?

  14. #59
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    #1 is the hottest? Did you go through the carbs? What mains are you running and are they all the same?

    Which ignition are you using, horseshoe, double pack or later single pack?

    Are the water deflectors installed?
    Last edited by Riverman; 12-19-2011 at 12:13 PM. Reason: Added water deflectors

  15. #60
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    On my old crossflow V6 I burn't #4 2 times in a row just out of break in because of a power pack that showed it was ok at idle with the cylinders indexed but must have been double firng in the higher rpms.


    Ralph Musser
    27' Fountain Fever W/ 525SC
    22' Rapid Craft W/ Evinrude 300 V8 January 2009 BOAT OF THE MONTH SOLD
    24' Triton 240 Gold W/ Mercury 60
    14' Royalcraft W/ Evinrude 75 father/daughter project

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