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  1. #16
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    yes, the 850XS motors came from the factory with the XS gearcase. same housing as the 1500XS housing. different ratio. there were two different XS housings produced. early & late. early had more intake holes. later had less intake holes.
    Last edited by FUJIMO; 06-01-2019 at 06:39 PM.

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  3. #17
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    Great thread!
    I'd rather be competitive w/junk I built in my garage than win w/stuff I bought.


    I refuse to allow common sense to interfere w/my boat buying decisions.


    Checkmate 16' 140 Johnson
    Hydrostream 17' Vector FrankenRude I
    Laser 480 (?) 21' w/GT 200
    Glastron Carlson Conquest w/XP 2.6
    Glastron Carlson CVX 20 w/XP 2.6
    24' Sonic w/twin 250 Johnsons
    24' Sonic w/twin 250 HO Johnsons
    19' STV River Rocket w/FrankenRude II
    Allison XR 2002 w/Frankenrude II
    Hydrostream 18' V-King w/Frankenrude II

  4. #18
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    Quote Originally Posted by FMP View Post
    I'm wondering, maximum 70 ci or a couple more allowed. The triple CHRYSLER then i believe was a about 72 ci. Later in 78/79 they did put out a slightly shorter stroke for a specific reason , maybe class racing but marketed it for higher rpm running, along with a 17' leg and the newly introduced one piece lower, not a speed master type but the powerflow .
    I'm wondering if that short short stroke was a leftover from those class motors of a decade earlier, if sticking to the ci limit was absolute .
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    Yes, the Special Edition Charger was introduced for the Sport G class. For a few years there was a good field of Chryslers with TCPBA up in region 8. The Special edition was de-stroked to get under the 70 cubes limit for SG. Ron Baker worked for Chrysler and he was the force behind getting them back into OPC racing at the time. There were plenty of cleaver props available because the powerflows were 15 spline so Merc wheels fit. It was a good competitive class that was entertaining to watch.

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  6. #19
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    850XS & 1500XS - Different Gear Ratios

    [QUOTE=FUJIMO;3137545]yes, the 850XS motors came from the factory with the XS gearcase. same housing as the 1500XS housing. different ratio. there were two different XS housings produced. early & late. early had more intake holes. later had less intake holes.[/QUOTE

    If it was possible to swap these gearcases (no visible signs of difference), how would you "inspect" for that? Comparison of hand-turning the flywheel with a marked position of the prop shaft? Would there be a performance advantage (hole shot) by using a 850XS case on a 1500XS and vice versa? Would anybody even think of this possibility during a breakdown inspection. Inspection criteria was always focused on engine bore/stroke displacement, exhaust ports, etc I know this thread is focused on SG but it now makes me wonder if gearcases were being swapped undetected in SJ considering how intensely competitive it was.

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  8. #20
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    [QUOTE=WaterZebra;3137695]
    Quote Originally Posted by FUJIMO View Post
    yes, the 850XS motors came from the factory with the XS gearcase. same housing as the 1500XS housing. different ratio. there were two different XS housings produced. early & late. early had more intake holes. later had less intake holes.[/QUOTE

    If it was possible to swap these gearcases (no visible signs of difference), how would you "inspect" for that? Comparison of hand-turning the flywheel with a marked position of the prop shaft? Would there be a performance advantage (hole shot) by using a 850XS case on a 1500XS and vice versa? Would anybody even think of this possibility during a breakdown inspection. Inspection criteria was always focused on engine bore/stroke displacement, exhaust ports, etc I know this thread is focused on SG but it now makes me wonder if gearcases were being swapped undetected in SJ considering how intensely competitive it was.
    after having endured numerous inspections for records and national championships, i can assure you, gear ratios were one of the first things checked. it was one of the easiest. they even checked my water pump. to see if i had modified the impeller.
    The "Wheel Man" of the Sunshine Syndicate

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  10. #21
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    If all they were doing for inspection was weighing boats I guess you could get away with that kind of lower unit swap. In SJ I think they were running pretty much all the prop they could get on the those motors. I don't think they would handle the lower gear ratio very well at top end. They might get out of turns a little better but once they aired out they would likely overrun the power and torque curves of those stock power heads. An stock inline Mercury can only flow so much air.

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  12. #22
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    Quote Originally Posted by vintage v4 View Post
    Click image for larger version. 

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    Yes, the Special Edition Charger was introduced for the Sport G class. For a few years there was a good field of Chryslers with TCPBA up in region 8. The Special edition was de-stroked to get under the 70 cubes limit for SG. Ron Baker worked for Chrysler and he was the force behind getting them back into OPC racing at the time. There were plenty of cleaver props available because the powerflows were 15 spline so Merc wheels fit. It was a good competitive class that was entertaining to watch.
    Yes thats the one, 1980. Tough to find that leg, I run the 20" with 1.73 powerflow. So how'd they get under the rules back in the late 60s ?

  13. #23
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    Quote Originally Posted by FMP View Post
    Yes thats the one, 1980. Tough to find that leg, I run the 20" with 1.73 powerflow. So how'd they get under the rules back in the late 60s ?
    They weren't allowed before they got under 70 cubes, they wouldn't have been competitive with the 2-piece lower anyway.

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  15. #24
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    Quote Originally Posted by vintage v4 View Post
    They weren't allowed before they got under 70 cubes, they wouldn't have been competitive with the 2-piece lower anyway.
    I see, no factory race lower permitted.

  16. #25
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    The original SG motors were DR motors and could run Speedmaster lower units if I remember right. Maybe Sportmaster units as well. Lil Abner and Olegator will know for sure.

  17. #26
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    Cool Wild West (Region10)

    Quote Originally Posted by 99fxst99 View Post
    Don't know about this, but I do know of a JP boat that ran an 850 gearcase for a long time and was never caught. No one ever thought to check it. It was said to help acceleration on a short course turning a bigger prop slower.
    Don't know how true that was be he always ran good!
    (LOL) Out here in the wild west, I guarantee you nobody ever checked gear ratios. Even the inspectors schools (region certified) didn't cover it. Now I'm beginning to wonder how many US1 and region high points titles were legitimate? This is something that was out of reach for many weekend racers. Either you had deep pockets for acquiring a myriad of engine components to experiment with or had access to a large inventory of parts (dealer) to find the "perfect" part by dimension / weight. In other words: blueprinting. One of the reasons I quit racing. Did it for the fun and technical experimentation and not to throw an endless pile of $$$ at it. Now that I look back on it, I think the SG class would have really been something using a Merc 850XS on a Sport E hull (with a safety cell of course).

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  19. #27
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    I got torn down several times over the years. Twice by Edgar Rose himself. Never failed a motor inspection.

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  21. #28
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    2us70...only winners got torn down. congrats.

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  23. #29
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    Click image for larger version. 

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    May still be his favorite boat.

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