BP motors

[GENE LANHAM]

As i recall neither of those events had APBA sanctions.

I think Havasu was a 'Special Event'?

[GENE LANHAM]

I have several of these gearcases both BP and Super BP plus a couple boxes of parts. I had some broken Pinion shafts( I was told a long time ago that was one of their weak points but Gene says not and he would probably know as I have never run one.))!

Barry--I tried to do a 'post mortem' on every unit I disassembled--if the unit was run long enough that the bearing completely failed, (3 to 10 hours?) and all the metal circulated through out --Hand Grenade----

[raymar]

This post is for the information concerning shifting the BP lower units using single lever control boxes. This
required a Reverse Throttle Limit Kit #A-4928A1. Instructions with this kit says" It must be installed in a
single lever MerControl for control travel in reverse gear.
Happy Shifting, Raymar

[willabee]

..... and there is also a broken shift fork in one box .....

Going back to the original question of 'successfully' shifting a BP, that's what I remember - broken shift forks. You can see the shift fork in the cutaway, the bolted in arm on the very top of the unit at the front.

I first saw the BP when I was working with Dick Snyder's engineering group in the Blue Room, Oshkosh. We put a 1000 on a 16' Checkmate and a 1250 on a Shooting Star. I ran the 1000 and Mike Goerlitz ran the 1250 until he got hurt. Then I was the test driver for both so I got to see everything that happened. If memory serves, there was no dialogue about not shifting these bad boys. I remember lowering the boats into the slip, starting in neutral and enjoying the sound as the motors warmed. Then it was 'crunch', I'd shift the running motor into reverse and back out of the slip. Next it was 'CRUNCH' as I shifted from reverse to forward. I'd run some tests on our river course. It wasn't long until the unit decided it was not going to go forward or backward anymore.

Upon inspection, we'd find a broken shift fork. The piece(s) that came off tried to mesh with the gears and everything locked up. I'm not sure anymore, but it seems the call to not shift these units came with the change to the solid driveshaft? The other failures mentioned here occurred as time was put on a unit that had not been shifted while running. "Design flaws" may be an accurate term for these problems resulting in the need for the 'steady rest', all new shaft seals, modification of the internal lubing system, replacing of the rubber driveshafts and the list goes on.

I do not remember them being bumped out of production classes with the 115 OMC's, but I may have just forgotten about that. I was thinking that they just became obsolete because of the low reliability. Seems to me that the race team's last hurrah with the BP was Havasu 1969. We blew a bunch of them and, as a result, didn't even try to run them at Parker 1970. We decided to start blowing up speedmasters instead!

[T2x]

I think Havasu was a 'Special Event'?

my recollection is that it was some west coast racing organization that sanctioned the event, especially because the "T" class didn't exist in APBA at that time.

[Mark75H]

Early on Havasu was a shorter WOA event, then NOA "World Championship", then APBA took it. Parker probably originated as a WOA event as well.

[willabee]

Here are a couple of the original Blue Print top cowl decals. I find it extremely difficult to believe and somewhat sad to realize that they have now been in my tool box for ( OMG )..... 50 years! ..... and they are in a hell of a lot better shape than I am.

[STEVERINO]

Don't want to disappoint, Sam--

In 1969 I had a new 1250 SBP Mercury engine with 1 spare lower unit supplied at the cost of £550.00 which looking back now looked like a good deal.We had 13 drivers racing these engines in 1969 in the UK- 6x 1250sbp engines and 7 x1000sbp and Mercury provided prize money 1st place £500 2nd place £300 and 3rd place £150 for International events only.I had a run of good luck that year and won enough prizemoney to fund the overseas trips.

[GENE LANHAM]

This post is for the information concerning shifting the BP lower units using single lever control boxes. This
required a Reverse Throttle Limit Kit #A-4928A1. Instructions with this kit says" It must be installed in a
single lever MerControl for control travel in reverse gear.
Happy Shifting, Raymar

[GENE LANHAM]

As i recall neither of those events had APBA sanctions.

[powerabout]

they should of used a planetary from a t model Ford for shifting

[Mark75H]

they should of used a planetary from a t model Ford for shifting

I imagined doing that long ago. There must be some reason not to, besides the weight and high water pump location.

[powerabout]

I imagined doing that long ago. There must be some reason not to, besides the weight and high water pump location.

duoprop under one of these would be perfect

[milkdud]

Is the fwd most pinion the reverse pinion? If so can it and its pinion shaft just be removed for safety if you decide to run one of these lower units? Ive got one and wonder what the safest way to run one of these if a person decides to. Mine needs to come apart carefully sometime to inspect for problems before a run and wonder while its apart if the reverse stuff could disappear. When I purchased my SBP the shift shaft was not present and only run in FWD as it looks now. Mi[QUOTEIs=CNC_Guy;2921448][/QUOTE]

[Capt.Insane-o]

That thing looks like a nightmare to set up