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Thread: Evinrude Super Strangler!
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12-17-2013, 05:58 PM #136
This is correct. The pumps were both Prestolite units. I have the original pumps as well as the original horizontal trim cylinder. The lift pump is actually the same pump/motor assembly as used in the accessory OMC power tilt (not trim) units from the 1970s-1980s, those used on the production V4s. The trim pump is very similar in appearance to the Mercury unit, hence it would be easy to mistake it for that. I can't get any photos of mine right now, but will be able to in a few weeks or so. i'll do what I can do get them and post.
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12-17-2013, 06:00 PM #137
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12-17-2013, 07:10 PM #138Screaming And Flying!
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12-17-2013, 07:20 PM #139Screaming And Flying!
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12-17-2013, 10:22 PM #140
Stock powerhead? - no way. Low 70's maybe.
1986 20 ft. 8 in Shadow Tunnel Vee
86 Rude XP 200 Looper
10" Quicksilver Para - Lift Hydraulic.
Hoss 15 x 28p. HPD & 14 & 3/4 x 27p. Yammie Drag 4
Ron Hill Custom 15 x 28p. 4 Blade O/T Cleaver, Mazco 15 x 28p. 3 blade Cleaver
Hydromotive Intimidator Q4 15 x 27p.
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12-17-2013, 10:49 PM #141Screaming And Flying!
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Low 70's? I think you may be seriously underestimating the Super Strangler specs and the lower units that you could run with them.
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12-17-2013, 11:56 PM #142
Here are some comparison points. APBA OPC J-Production class weight was 1075 lbs. boat/engine/rigged/driver with helmet and jacket. Typical JP top speeds on a long course were in the high 70s--a real good one, maybe 80. That's a full 400+ pounds lighter than what you're proposing, with a (usually blueprinted) pad bottom with setback built in. Granted, a JP engine isn't a Super Strangler. Another reference point: My "JP replica" 15' Allison with ported, scalloped-pistons, '73 135 heads, '78 140 carbs, ported/coated E-Tec reed cages/fiber reeds, '77 140 tuner with open exhaust, short shaft, KR ignition and flywheel, highly modified coned gearcase with lowered pickups, blueprinted bottom rig weighs just under 1050 with me in it, and runs around 82 strung out with a 30" cleaver. The clubfoot gearcase profile of the KR is not that much of an advantage over a modified 140 gearcase.
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12-18-2013, 12:54 AM #143Screaming And Flying!
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12-18-2013, 04:54 AM #144
Granted I'm not that familiar with the Super Strangler as I've never had one. Which is why I've been mostly reading this thread and learning. Having said that, physic's is physic's and 1,500 lb's is 1,500 lb's, HP is HP, and Torque is torque. You do the math? 1.65 gear ratio on 1500 lbs vs 1.1 gearcase on 1500 lbs. If you have a higher gear ratio you'll have to comphensate for it by turning a lower pitch prop to achieve the same rpm with a given amount of horsepower & torque pushing a given amount of weight through the water. Hull design will throw some variables into this as a pad V hull will do better than a non pad V but not enough to matter too much. Personally I love the gearcase pictured below which is why I asked earlier if it was a 13 or 15 splined propshaft. I feel this gearcase in conjunction with the over the hub surfacing props I mostly run would gain a superior advantage in hydrodynamics over others but again your only talking about 3-4 mph (5 if lucky) given real world conditions. However on a non pad V hull as is stated in the question I stand by my estimate. Now a pad V with same motor I'd go mid to even upper mid (76, 77 mph) 70's may be possible but 84 mph on a non pad V - , I'd have to see it to believe it for the reasons given above. I'd love to see a gearcase like this available for a V6 though.
1986 20 ft. 8 in Shadow Tunnel Vee
86 Rude XP 200 Looper
10" Quicksilver Para - Lift Hydraulic.
Hoss 15 x 28p. HPD & 14 & 3/4 x 27p. Yammie Drag 4
Ron Hill Custom 15 x 28p. 4 Blade O/T Cleaver, Mazco 15 x 28p. 3 blade Cleaver
Hydromotive Intimidator Q4 15 x 27p.
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12-18-2013, 08:01 AM #145
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12-18-2013, 08:13 AM #146
The 1:1 gearcase profile and attendant prop will not be large enough to support the weight and heft of that boat, and it will perform poorly. The bullet diameter and propeller diameter need to be large enough to provide the proper lift to support the hull. Even some full race tunnels performed poorly with the sprint gearcase (excessive porpoising in ramp-up to full speed, etc.). In addition, you need a hull and setup that would allow the engine to turn such RPM. Just because someone has stated that theirs has turned 7200 in a particular application does not in any way mean that the engine will turn this RPM in any/every application.
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12-18-2013, 08:15 AM #147
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12-18-2013, 11:27 AM #1481986 20 ft. 8 in Shadow Tunnel Vee
86 Rude XP 200 Looper
10" Quicksilver Para - Lift Hydraulic.
Hoss 15 x 28p. HPD & 14 & 3/4 x 27p. Yammie Drag 4
Ron Hill Custom 15 x 28p. 4 Blade O/T Cleaver, Mazco 15 x 28p. 3 blade Cleaver
Hydromotive Intimidator Q4 15 x 27p.
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12-18-2013, 11:46 AM #1496000 RPM
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The gearcase pictured looks like the OMC 14/23. We used this same gear case on the rotary 285+ HP and never had a problem. Remember, most of the gear cases were torn apart and rebuilt after every race. Most of the time they were simply put back together with the same parts, but they were inspected.
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12-18-2013, 12:00 PM #1501986 20 ft. 8 in Shadow Tunnel Vee
86 Rude XP 200 Looper
10" Quicksilver Para - Lift Hydraulic.
Hoss 15 x 28p. HPD & 14 & 3/4 x 27p. Yammie Drag 4
Ron Hill Custom 15 x 28p. 4 Blade O/T Cleaver, Mazco 15 x 28p. 3 blade Cleaver
Hydromotive Intimidator Q4 15 x 27p.