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Wingnut

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About Wingnut

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    WINGNUT
  • Birthday 08/01/1953

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    wingnutmfs@yahoo.com

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  1. I actually prefer the Bennett 1212E tabs on that hull. Just mount them as far outboard as possible, which will require using the "shortie" cylinders which Bennett will swap out for you as long as they get the standard cylinders shipped back to them in the factory packaging. W Bennett Marine 12" x 12" Bennett 1212E Hydraulic Trim Tab Set with Euro-Style Control-12 x 12"
  2. And your valves will last longer. Cool running engines are murder on valve seats. W
  3. Not a simple bolt on. Requires engine removal, new transom assembly, trim system, props, the list goes on and on. W
  4. 3" in front of the crankshaft pulley is not under the engine. A 246 has a lot of bow lift so the pick-up has to be low and rearward or you will uncover it while underway. W
  5. Water intake for an engine needs to be a vectored scupper, with frontal orientation, internal vortex breaker, and 1-1/2" hose barb. It also needs to be situated no more than 12" up from the keel center-line and about 3" ahead of the engine crankshaft pulley to ensure that it stays completely wet'ed and continues to provide adequate net positive suction head pressure to the raw water pump during all operating conditions. Also be aware that stopping make up water flow through a Bravo drive will cause it to run hotter and you may wish to add a drive shower. W
  6. Chap hulls are molded with holes for all applicable models that utilize that mold. Once the hull is selected to become an SSX, or an SSI, and so forth, the holes not needed are filled. If you look really carefully at the hull exterior, you may see evidence in the exterior gel coat, and your plug is likely how they plugged the interior. If not, it may be a filler foam injection port. One thing for sure, it has no utility other than esthetics. W
  7. https://www.google.com/search?client=firefox-b-1-d&q=+81933SS-HP True That
  8. The issue you have is real estate. A strainer with enough surface area to process 25 gpm of cooling water without appreciable pressure drop and volume restriction will be huge and have an 1-1/2" inlet and outlet. Your drive traveling through the water marginally provides a ram effect increasing net positive suction head pressure, but if you plumb a large restrictive strainer into that mix, it would need to be mounted high for servicing thus negating the available suction pressure at speed. The only time I've seen this in practice is with large inboard cruisers that have a ton of room for fixtu
  9. Any of these work for you? http://www.cecilmarineonline.com/air-vents-1/
  10. The bravo water pumps must dry prime so any suction restriction can be problematic. At 4,000 rpm, the GPM flow with this pump is substantial so your strainer would need to have a large surface area. A through hull just ahead of the engine block with a vectored inlet scupper and twin strainers would be the best approach to ensure adequate volume delivery to the pump, but plumbing the thing would be tough. Keeping the inlet close to the keel would ensure sufficient NPSH pressure to the pump, and if you situate the scupper on the port side about 10" off the keel, then you could loop the suction u
  11. My question is why do you need a sea water strainer? Adding a Genny or AC? W
  12. Your temperature sender for your helm display is in the thermostat housing, so the indication is not really representative of what your individual cylinder water jackets are seeing. It's a reference and once you learn what your normal is, then you will know when you have a problem. My 8.1 runs at 165 indicated, and the ECM is set to alarm at 188, but by then the cylinders would be seeing something well over 200. The important thing is yours is a stainless marine unit as it lives it's life in sea water, and that it is in the proper heat range. W
  13. The thing you have to understand about marine engines is they don't coast like their automotive counterparts. Like climbing a mountain and never getting to the top. As a result, the individual cylinder load is high and constant. To combat this, the builders must attempt to control individual cylinder temperatures which tend to be high. The easy fix is a cooler spark plug. These marine plugs are of a lower heat range, meaning they fire at the same temperature, but dissipate their heat much faster. Secondly, at normal cruise the fuel mapping is set at a much richer curve as you already know ever
  14. If you were lucky enough to find one, jump on it even at 300. Those parts are out of production and if you have Chap's supplier do you a one off, you will drop a grand. W
  15. Is your new ride Merc powered? Do you have he manuals for ECM, out drive, and engine? W
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