Spring Cleaning? Don’t Miss the Engine Room!

Spring cleaning your engine room has long-term benefits.

A dirty engine room is like dirty fingernails; it says a lot about your boat’s overall cleanliness. The accumulation of dust, sea spray, oil, and other fluids in the engine room can affect a boat’s value as well as the boat’s seaworthiness. The boat may look great outside, but it is sick inside and may be dying. “A boat that’s a mess down below can be difficult to repair when there is a problem,” explains Issy Perera, owner of Apex Marine in Miami. “That’s why a clean engine room and pre-flight check at the dock is so critical. Keeping a tidy engine room offers three advantages: It preserves the value of your boat, prevents issues before they start and helps you spot bigger problems faster.”

With some vigorous spring cleaning, boat owners can separate engine room clean-up into three areas:

• Mechanical issues associated with the engine

• Electrical issues with batteries and connections

• Auxiliary systems such as seacocks, sea strainers and watermakers

When it’s clean, problems are seen.

Perera puts down clean, oil-absorbent pads in the engine room so that he can see immediately if there are drips or leaks. During his frequent checks of the engine room he scans for dust that may be a sign of a worn or slipping belt, or if there’s smoke or residue from a leaking exhaust hose.

Anything out of place—loose clamps, wires or hoses—is obviously a sign that something is amiss and needs to be checked out. “There’s an awful lot of stuff in play in the engine room,” says Perera, who runs his 51-foot sportfishing boat to The Bahamas with friends and family. “Once you make a habit of getting down there and cleaning every time you go out, you’ll begin to notice things. You become very in tune with your boat and can also perform vital fluid maintenance.”

Making sure oil is at the proper level and changing it regularly benefits your diesel engine in innumerable ways. While a diesel engine may run at low rpms, it’s still working hard whenever it is running, and the engine oil does more than lubricate moving parts and reduce friction. Oil also keeps pistons and cylinders cool, and protects the walls, valves and turbochargers by acting as a sealant to stop corrosion.

Whether or not to change your own engine oil depends on your mechanical skill level. Most new boats have oil-changing pumps that make it easy to get the oil out, but older boats don’t have such conveniences. You’ve got to get down and dirty to find the oil pan and drain the oil. The bottom line is changing the oil can be a big job that’s not worth the hassle. However, it’s a great idea to know how to change filters and add oil when needed.

Eye on electricity

“Some people will start to spray water all over the engine room, and that’s when things can really get screwed up,” warns Perera. “You have to know what you can and cannot spray. That’s why it can be a benefit for some boat owners to have a qualified marine professional do the maintenance on their boat so they can just turn the key and go.”

Many diesel engines use sacrificial anodes known as “pencil zincs” to counter galvanic corrosion. It’s important to check the zincs often and replace them when they are worn out. “If you let those zincs expire you can have major problems,” Perera cautions. “I’ve seen them wear out after three or four months. Now, they don’t use zincs on all brands, so boat owners need to check their book and find out and then know how to change them when needed.”

Many of today’s diesel engines use covered plugs and connectors for the electrical system, but if you do have exposed connections, there are ways to ward off corrosion. Boeshield T-9 is a spray-on product that creates a film over the exposed connection and protects it from the saltwater environment.

Focus on the fluids

Many boat owners don’t give thru-hulls and seacocks much thought regarding maintenance. They might think of thru-hulls, made of bronze or plastic, as finished-off holes in the boat, and seacocks, also available in bronze or plastic, as simply valves that can be opened or closed. However, when there’s a serious failure of a below-the-waterline thru-hull and seacock, the boat can sink or an engine can burn up when deprived of cooling intake water.

Thru-hull fittings and the seacocks attached to them function as gatekeepers, allowing water to pass into and out of the boat. Thru-hulls are both above the waterline for bilge and A/C water discharge, and below the waterline in combination with seacocks for raw-water intakes for engines, generators, A/C systems, washdown pumps, and more.

When doing maintenance, test bronze thru-hulls with a pocketknife by poking into the flange. If you see bright shiny bronze you are okay, but if you uncover pink, flaky material, it’s time to replace it. Likewise, plastic thru-hulls can crack and leak. Thru-hulls can be fouled by barnacles, and you want to check the seacocks to make sure they open and close smoothly and that there are no leaks.

One cool tool

Finally, Perera recommends every cruising boat owner have a wet vacuum that’s always at the ready. Wet vacs allow for the fast removal of accumulated water, which helps prevent bacterial growth as well as keeping the area clean. “We can help customers clean up their engine rooms, but sometimes it’s a do-it-yourself job and that’s where you have to have the wet vac,” Perera says. “You don’t want standing water or fluids in your boat, and again, any fluid is a sign that something is wrong. Fix the problem, eliminate the fluids, and you’re going to be a much happier boat owner.”

— By Doug Thompson, Southern Boating Magazine January 2017

2016 Yamaha Outboards: Bigger, Faster, Better

Marine press preview Yamaha’s impressive and progressive new products.

It was a fast couple of days. Very fast, in fact. Light but steady mid-Atlantic winds ruffled the waters in Baltimore Harbor, making conditions perfect for testing Yamaha’s newest outboards, particularly the new F350C powerhouse, the next generation of Yamaha’s first-ever 5.3-liter, V8 four-stroke offshore outboard.

With its variable camshaft timing and class-leading displacement, the F350C produces exceptional power and torque in the low- and mid-range rpm applications, perfect for today’s big, bluewater fishing boats. If you own a large, offshore-capable center console, you naturally want that level of performance to move the family-pleasing, fish-conquering designs that are growing in popularity.

On the docks in Baltimore, twin F350C Yamaha outboards mounted on a new Everglades 325 Center Console provided our first look at what this advanced power plant offers. Everglades Director of Dealer Development Shane Kwaterski had us on plane in seconds, and I watched closely as the tachometer climbed past 2,500 rpm. At 3,500 rpm, the 32′ 4″ LOA, 10′ 8″ beam, 11,510-lb. (dry weight with twin Yamaha 350C outboards) center console exceeded 29 mph, burning 21.5 gph for a best-efficiency rating of 1.37 mpg.

Yamaha’s powerful F350C is the world’s first 5.3-liter V8 four-stroke outboard.

But Kwaterski was just beginning, and as he advanced the throttles to their stops, we watched the 325CC top out at a head-clearing 56 mph, turning 6,000 rpm and burning 67.9 gph. Interestingly, the speed range efficiency readings most prized by owners varied from the aforementioned 1.37 mpg at 29 mph to 1.04 mpg at 45 mph—a broad performance spectrum with a relatively slight loss of overall efficiency for the F350C twins.

There was one other boat rigged with the F350C available for testing, a Shearwater 27 Carolina center console. Equipped with a single motor, this 26′ 10″ LOA, 8′ 6″ beam bay boat with a shoal-friendly 15-inch draft was on plane in 5 seconds and turned a top speed of 60 mph at 6,100 rpm. This boat produced best economy with 2.6 mpg at 37 mph and 4,000 rpm and burned 14.5 gph. Like the above Everglades center console, the Shearwater achieved over 2 mpg across a wide range of operating speeds, beginning at 27 mph and 3,500 rpm and extending through 49 mph at 5,000 rpm. When pushed to 5,500 rpm, the efficiency barely dropped from just above 2 mpg to 1.9 mpg.

Yamaha’s F350C is the latest generation of the 5.3-liter, double overhead camshaft (DOHC), 60-degree V8 introduced in 2007 as the next advancement for large, open-water-capable center consoles, among other kinds of designs. This engine provided, and continues to provide in its newest iteration, up to 45 percent more thrust than Yamaha’s legendary 250-hp engine, using features such as sequential multiport fuel injectors for precise fuel metering. It also utilizes a single, electronic throttle control valve actuated by the electronic control module (ECM) for air induction, plus its long pulse-tuned intakes and dual exhausts provide the best flow of fresh and exhausted air charges.

To handle its high output and torque, Yamaha specified strong forged internal motor mounts and an oversized motor bracket, both of which help to mitigate vibration and noise. The manufacturer also developed what they term the “Ultra-Tough Gearcase” and equipped it with hardened, high-strength oversized bearings and bearing surfaces.

What’s more, Helm Master, Yamaha’s fully-integrated control system, was on display on the Everglades 325CC and also on Yamaha Pro Staff Capt. George Mitchell’s Yellowfin 36CC, which had triple F300 outboards, and on Capt. Sean Gill’s Yellowfin 26CC that sported twin F200 outboards. Besides its availability for quad -outboard applications beginning this year, the latest version of the joystick-controlled Helm Master can be specifically tailored for boats larger than 40 feet LOA to make docking easier. (Yamaha’s Helm Master was featured in our May 2015 issue and can be found online: southernboating.com/yamaha-helm-master.)

Aside from the F350C, Yamaha continues to offer a variety of new engines for other boating applications and preferences. Four new V MAX SHO outboards—all of which are compact, lightweight and capable of performance typically associated with two strokes—showcased four-stroke convenience, fuel efficiency and quiet operation. The new V MAX SHO 115, aimed at smaller boats like the Ranger RP190, and the new V MAX SHO 175, aimed at midsize boats like the Veranda Vertex 22RFL pontoon, rounded out the horsepower offerings of the V MAX SHO family, which already includes V MAX SHO 150, 200, 225, and 250 models. Interestingly, the new V MAX SHO 150 X-Shaft and V MAX SHO 250 X-Shaft are the first members of the V MAX SHO family to feature a 25-inch shaft length, making them ideal for boats with large transoms.

Some of you will remember 1986 as the year Yamaha Marine entered the U.S. boating market with a full line of advanced, stainless steel-enhanced outboard motors. I remember it well because that introduction took place in Baltimore. It launched an intense, competitive engineering-based outboard race that continues to this day, bringing more reliability, efficiency and performance to boaters of all stripes. It was great to come full circle by returning to Baltimore to see what’s new from Yamaha for 2016.

INFORMATION:
yamahaoutboards.com

By John Wooldridge, Southern Boating Magazine August 2016

Suzuki Portable Outboards

The Suzuki portable outboards mark a significant milestone in the marine industry.

Sometimes an event happens before your eyes and you take it at face value. More often than not, there’s a backstory that adds an unexpected dimension to the event. And it is only by peering behind the curtain that you see the full meaning of the moment. That moment may have happened with the debut of Suzuki Portable Outboards.

When Suzuki introduced two new DF4A and DF6A portable outboards at the 2016 Miami International Boat Show in February, it might have seemed that this was only good news for Southern Boating readers who own small inflatables and tenders, or owners who were in the market for a technologically advanced kicker that meets clean air standards, replacing the two-stroke units that served them in the past. But the backstory of the DF4A and DF6A dual debuts marks the most recent progress in Suzuki’s complete upgrade of their 39 model outboard line. That is a significant achievement in terms of design, engineering, production, and delivery to the U.S. boating market, and one that Suzuki values highly.

Teaching an old dog new tricks

The global company has consistently demonstrated its proven technology and experience for designing lightweight and efficient, cleaner-burning, four-stroke high-output engines for a worldwide market, encompassing automobiles, motorcycles, all-terrain vehicles, and marine outboards.

Twenty years ago, Suzuki introduced its innovation-award-winning 60- and 70-hp outboards, then the highest horsepower four-strokes on the market, which marked a turning point in the marine industry’s general conversion to more efficient and eco-friendly outboards. Over the next 10 years, Suzuki introduced new four-stroke outboards every year, including the DF250AP, the industry’s first 250-hp outboard in V6 rather than V8 configuration, and then built on that achievement just a couple of years later with the DF300AP, the first 300-hp V6.

“As we develop our new motors, including the new Suzuki Portable Outboards, we’re making them lighter, quieter, more fuel efficient and more reliable than ever,” says David Greenwood, Suzuki’s product application manager, who adds that the outboards carrying the ‘A’ designation are the next generation products. “Excluding the 2.5-hp portable, we have migrated the entire line of outboards to next-generation technologies,” shares Greenwood. “In all of our motors down to the 15-hp models, we’ve incorporated our Lean Burn technology, which gives you 20 to 24 percent better economy running on plane in mid-range cruising speeds. We’ve done this while staying in compliance with clean air standards like the 3-Star Ultra-Low Emission rating from the California Air Resources Board, or CARB, and the EPA 2010 standard.”

Burn (clean) baby, burn

Some of the larger motors are equipped with O2 and NOX sensors to determine how clean the burn is and, along with a variety of other sensors—cylinder temperature, air temperature, oil temperature, air pressure, and throttle position just to name a few—feed critical data into the engine control module (ECM), the data it needs to determine how much and when a specific volume of fuel is injected into individual cylinders. “Lean Burn comes into play at the 1600 to 1800 rpm range and stays active through 5000 to 5200 rpm,” says Greenwood. “In that rpm window, combustion temperatures aren’t as hot as WOT (wide open throttle) temperatures, so you can lean down the fuel/air mixture and achieve 22 to 24 percent better efficiency.”

Over the past several years, Suzuki updated and upgraded each of those outboards, including the new 250- and 300-hp outboards, with electronic throttle and shift controls as well as the company’s trademark Suzuki Selective Rotation (SSR). SSR gearboxes are capable of running in standard or counter rotation with the flip of a switch, meaning that there is no need for dealers to stock two separate gearboxes for each motor. You need only specify the proper left- or right-hand propeller.

Suzuki has also extended fuel injection all the way down to its 9.9-hp model (9.9- to 30-hp models all feature Suzuki’s unique, industry-leading, batteryless, electronic fuel injection system) for the most complete offering of EFI outboards in the industry.

Suzuki’s range of outboards boasts a variety of technological features.

“The new 4- and 6-hp 4-stroke outboards are the lightest in their class,” Greenwood says. “They boast impressive fuel economy, they’re easy to start (which means there’s no need to take the hood off and prime the fuel system), and perhaps most importantly, they can be stored on either port, starboard or front sides, so you don’t have to worry about fouling the cylinder with oil or leaving a puddle of oil on the deck.”

Modern Marvels

Both the DF4A and the DF6A are engineering marvels. They weigh in at around 52 pounds for increased ease of portability and have a charging system that produces enough power to operate small boat navigation lights. The forced lubrication system has additional passages for the upper and lower crankshaft as well as the connecting rod big end and a first-in-class oil filter for longer engine life.

The off-center crankshaft reduces lateral pressure on the cylinder walls and makes for smoother operation. Low noise levels are achieved with an optimized air intake silencer. New fuel and oil systems allow these new models to be stored horizontally on the front or either side without leaks—of prime importance when you store your kicker in a cockpit locker. Once installed on the transom, these new outboards offer full up, full down and a three-angle position for operating in shallow waters.

In the years to come, expect constant refinements and upgrades in all Suzuki engineering areas and Suzuki models. Now that the entire outboard line utilizes four-stroke configuration, rest assured that Suzuki’s commitment to improving power output, fuel efficiency, reliability, comfort, and ease of operation will continue to lead new product development in the future. Suzuki Portable Outboards are just the begining.

— By John Wooldridge, Southern Boating Magazine July 2016

INFORMATION
suzukimarine.com

Hull-Prop Relationship

The prop you select must synch with both your engine and your hull.

Do you feel a vibration when your boat is running at speed? Does the vibration occur at high speeds and go away at low speeds? Or does it occur at low speeds and disappear at higher speeds? If it only appears at high speeds, your propeller may be too close to the hull, or the prop may have a bent or damaged blade. If the problem appears at low speeds it might be that the shape of the hull is causing a change in pressure in the area where the propeller is operating.

There are many factors that affect the interaction of a propeller and the hull. They include the hull shape, the proximity of the hull to the propeller, or whether the propeller is operating directly behind the hull (in the case of a single prop) or to one side of the hull in the case of a twin screw vessel. In addition, the speed of the vessel must be taken into account. Slow-speed boats generally have different problems than do vessels that get on plane and run at planing speeds. Boats that run at extremely high speeds have even more complex issues resulting from hull/propeller interactions.

If your hull and propeller are not optimized, they could be costing you money. For example, your small fishing boat’s skeg/keel is large enough to protect the single propeller should you go aground. However, it might also be reducing the efficiency of the propeller, meaning that replacing a dinged or bent propeller could be less expensive than having a skeg to protect it.

Inboard Installations

Having a hull, keel or other obstruction in front of the propeller causes loss of efficiency. The actual loss varies with the size of the obstruction. For example, the rather extreme example shown in Figure 1 pictures a two-blade propeller behind a thick skeg or keel. Every time the propeller is vertical the water flow is blocked by the skeg producing vibrations that could reduce the efficiency of the propeller by as much as 50 percent.

Figure 2 shows a better solution. Here, a three-bladed propeller is used and moved farther away from the keel. Another solution would be to taper the keel where the water flows toward the keel, but this is not always possible when the keel is laminated during the building process. (When the boat is being built, the person laying the fiberglass into the hull might have to get their hand down into the skeg area to be sure it is sufficiently reinforced.) On this boat, the turning radius would be enhanced by extending the rudder up to the hull at the top to get more “end plate” effect from the hull.

Figure 3 is an even better solution in that the skeg/keel is cut away in front of the propeller, allowing the water streamlines to flow more efficiently toward the prop. The rudder is taken up to the hull, and the skeg is deep enough that the propeller is protected. From a design standpoint, it would be smart to have a strut from the bottom of the keel to support and protect the bottom of the rudder, but you can’t have everything.

A far better solution—but one that uses more fuel—is the twin engine installation shown in Figure 4 (see opening header). Even though twin engines use more fuel, the efficiency of the exposed propellers is greater. Notice the keel is slightly deeper than the bottom of the propeller and only the prop shaft interrupts the flow of water to the propeller blades. The rudder is directly in the path of the propeller blade and operates at high efficiency.

All of these solutions, however, increase the boat’s draft. To reduce draft, many builders install a tunnel in the hull as shown in Figure 5. (Keep in mind that to reduce vibration and hull/propeller interaction, there should be at least 10 percent of the propeller diameter clearance between the hull and the blade tip.) By locating the prop in a tunnel, draft is reduced and some efficiency from the end plate effect of the hull is gained. However, Figure 6 shows how not to install a prop in a tunnel.

It would appear that the tunnel was built into the mold and either the designer did not take into account the width of the engine, or larger (and wider) engines were installed, pushing the shafts farther outboard. The propeller appears to be much smaller and farther away from the tunnel thus reducing its efficiency and increasing fuel consumption. The prop and rudder are both deeper than the hull and will be the first parts to hit should the boat go aground.

Finally, we come to Figure 7. The boat builder has taken great pains to ensure moderately clean water gets to the propeller but has then added an additional strut and inverted U-bar protection for the propeller and rudder. The rudder has several horizontal fins to either redirect water flow across the rudder or structurally strengthen the vertical portion of the rudder blade. All of these additional fins add resistance and increase fuel consumption.

Outboard Installations

The beauty of an outboard installation is that the engine can be installed at any height to locate the prop below the hull. Figure 8 shows a pair of outboards installed with the anti-ventilation plate about level with the boat bottom. This puts the propellers in water flow that’s only obstructed by the lower gear case. The anti-ventilation plate is designed to prevent air from being sucked down the lower unit and into the propeller where it can cause loss of thrust. The outboard in Figure 8 is at exactly the right height for a moderate speed. Figure 9 shows a similar set up on a catamaran hull with the anti-ventilation plates right at the hull bottom.

On faster vessels, the anti-ventilation plate is often located two to three inches above the boat bottom, but putting the engine higher may result in poor cooling water intake and an overheated engine, so care must be taken to locate the engine correctly. Figure 10 shows a faster speed hull with triple outboards. Notice how the anti-ventilation plates are about three inches higher than the hull bottom. On faster hulls, the strut/propeller/rudder drag (or resistance) is the largest single factor holding the boat back. For this reason, the shafts might pass through the transom to reduce drag, with the propellers some distance astern of the hull.

Another common case occurs when the propellers are supercavitating props with a straight trailing edge to reduce cavitation and loss of thrust. Arneson drives are typical of this drive train. To reduce drag on the fastest of hulls, only the lower half of the propeller is in the water. The shafts are then turned to steer the boat, eliminating rudder drag.

Roger Marshall, Southern Boating Magazine June 2016

Fuel conditioners, additives and stabilizers

Don’t be fuel-ish.

Let’s get a few basic facts down before we open up the fuel fill and dump some mystic conditioning brew into our tanks. Oil, the result of the detritus of once-living organisms, spent millions of years “cooking” under intense pressure beneath both land and sea. Fast-forward a few thousand millennia to when the first oil well finally popped the cork.

It’s a dirty business getting the raw product refined and to market its many forms to run the world as we know it. During the refining process at those expansive plants with their cloud-spewing towers—seemingly miles of above-ground pipes, and fields of storage tanks—the crude oil is processed into the lifeblood of just about everything we use in our everyday lives. And, among all the other products that come out of the spigot, there is the stuff that we are most concerned with here: gasoline and diesel fuel.

Today’s aggressive refining process might be just the reason you need to use fuel conditioners, additives or stabilizers.

The “problem,” and the reason you might want to use a fuel additive or conditioner, begins with the refining process. “Because the refiners are trying to get as much out of a barrel of crude as they can, today’s aggressive process of splitting open the molecules, using catalysts and high temperatures is far different from the distilling methods of years ago, and can create more instability in the afterproducts,” says Barry Sprague, chemist and consultant.

But wait, there’s more! Moving downstream from the refining process is a host of ills waiting to be visited upon our precious gasoline and diesel. For example, the government-mandated fuel for those of you who use gasoline in your engines contains oxygenated additives, offshoots of methyl and ethyl alcohol. Add some heat and moisture to the sometimes lengthy storage time the gasoline sits around—from refinery tanks to tanker trucks to your marina tanks—and you are likely to not only get less efficient fuel but a bit on the dirty side as well. “With those who run gasoline engines, you might want to consider a treatment with every oil change,” advises Sprague. “You really want to help control that moisture as the alcohol can separate out with only the minimal amount of water.”

The problem for diesel fuel oil with the same issues associated with gasoline storage is the combination of low sulfur levels with the product’s affinity for water, sludge and bio-growth (bacteria and fungi). “What we want to do here is even out the playing field for performance, how the fuel is handled once it gets to the end user in regards to its stability, and try to control any contaminants,” Sprague adds.

So here’s where our additives, stabilizers, treatments, and conditioners come into play. The first thing you want to do is keep a careful watch on your primary and secondary fuel filters. Drain your Racors or similar systems should any sign of water be present. If you have to change the elements a bit more often, or if you begin to notice a drop in rpm levels, you more than likely have a fair amount of gunk in your tanks that gets roiled up as you use your boat and clogs the free flow of fuel to the engine(s). “With severe problems in this area, such as obvious plugging, it’s best to take some time out and have those fuel tanks professionally cleaned,” Sprague suggests.

For diesel users, the filter problem can be a direct result of using a biocide additive. As the juice begins to do its work and kill the “bugs” at the water/oil interface, which is where the organisms live, the accumulated buildup of dead bodies adds to the already sludgy bottom layer of the fuel tank resulting in a Stephen King-like, non-combustible mass that gets sucked up into the fuel system. “If you think you might have something growing, you should use a biocide treatment,” said Sprague, “but be aware of the consequences.”

Fuel stabilizers do their work by scavenging and removing oxygen that gets into the fuel by several means, including the motion and agitation as the boat moves through the water. “Even trace amounts of oxygen present in the fuel can cause problems,” warns Sprague. To simplify the chemistry, the additive can help repair the hydrocarbon chain that was “damaged” at the refinery and/or chemically remove most of the trace oxygen making it more stable and more efficient. It also works to emulsify or blend any water droplets present in the fuel oil thus helping to impede the growth of bacteria. Other positive results include the breakdown of particulate matter that can be safely filtered out, and the shattering of larger contaminants that can be burned off during combustion.

Before using any fuel additive make sure to check with your engine manufacturer as adding any of these products to your tanks can void the warranty. In addition, many OEMs recommend a specific product line for use with their power plants and fuel systems. And as with any product such as additives, always follow the directions on the container. Should you have any questions, contact the manufacturer.

With today’s highly advanced engines—and because of the aggressive refinery processes that result in a more unstable end product—using a fuel treatment can help you get the best possible grade of gasoline or diesel fuel into your system and have you run more efficiently.

By Ken Kreisler, Southern Boating Magazine March 2016

Mercury Active Trim

Mercury Active Trim can improve boat performance

Could manually adjusting the trim of your outboard engine or sterndrive be going, going, gone—just like manual stick shifts in cars? Mercury Marine’s new Active Trim system uses GPS speed and engine rpm to efficiently trim your drives for the best performance. Boat trials at the 2016 Miami International Boat Show, where the product was launched, revealed consumers love it.

Hardly anyone requests a manual transmission in cars today, but manual trim in boats has been common. For outboards, adjusting trim is the process of tilting the entire engine and propeller up or down, which affects how the force of the propeller raises the bow out of the water for a more efficient and comfortable ride. For sterndrives, trim is adjusting the drive up or down. Trimming the engine improves fuel economy and allows the boat to take advantage of the engine’s horsepower propelling it. Mercury’s Active Trim works with both outboards and sterndrives.

“What makes Active Trim work is the patented GPS-based control system—we are the only company that offers it,” explained Rob Hackbarth, Mercury Marine’s category director for controls and rigging. “Unlike other automatic trim systems […] that use only engine rpm to control trimming, Mercury’s Active Trim controls the trim in accordance with boat speed and engine rpm.”

Mercury Marine is a $2 billion division of the Brunswick Corporation. Also under Brunswick are leading boat brands such as Bayliner, Boston Whaler, Meridian, and Sea Ray. At the Miami show, Active Trim was available for consumers to try on more than 20 boats from 15 brands.

“It’s a hard feature to describe to someone because the boats don’t look any different,” Hackbarth said. “The driver has to experience it. That is when they really understand. Passengers out on a test drive will stare back at the engines. Yes, the engines are trimming up and down, just like they are supposed to, which is the whole point.”

A small information control pad on the dash that relays the Active Trim information allows the user to select profiles, and also contains the GPS unit. “Active trim is for entry-level and expert boaters,” said Hackbarth of the project that began in February 2015. “When we first started many people’s first thought was, ‘I know how to trim an engine and so do a lot of other boaters. Why would we need this?’ Then they tried it and got used to it fast. Active Trim simplifies boat operation while improving engine performance and decreasing fuel costs.”

For new boaters, Active Trim allows them to immediately trim their engines properly with no intimidating learning curve, or monitor and adjust trim constantly upon changes in boat speed or turns. Because the system uses boat speed from the GPS to make its trim-sender adjustments, when the boat slows down in a turn Active Trim responds accordingly for the ideal ride. This feature solves problems with the engine or drive trimming up instead of down, if the propeller breaks loose in hard turns.

“Five trim profiles are available that accommodate nearly any boat application from small runabouts to cruisers to high-performance,” Hackbarth said. “There’s nothing complicated. At install you just run the boat and select the profile that is best suited for that application.” After installation, the profiles allow the operator to further personalize Active Trim to their driving style and compensate for changes in boatload, operator preference and weather conditions while maintaining complete auto operation.

Active Trim works great for boats with a wide trim range and can be overridden with the regular manual trim buttons, though auto mode can be easily re-engaged. Once the boat passes the 50-mph mark, Active Trim no longer moves the engine. It resumes automatically once below 50 mph. On faster boats such as bass boats in which the operator wants to get the last mile per hour out of their boat, Active Trim can be overridden so the engine can be trimmed out fully for top speed.

What does Active Trim not do? It can’t sense when you are in shallow water, so it won’t automatically trim up the engines to not hit bottom. It also won’t work if you don’t have GPS connectivity, such as going under a bridge or if the GPS conks out. In that case, you have to trim the engine manually.

The Active Trim panel is compatible with analog and digital gauges and has been specially designed to accommodate mounting in a broad range of boat applications. It does not require the use of a multi-functional gauge, and the only special tool needed is a 54-millimeter hole saw. Active Trim can be ordered with new boats or retrofitted using a kit as long as the engine is Mercury SmartCraft capable.

The Active Trim option is priced at under $500. “We wanted to keep the cost down but offer a complete kit,” Hackbarth said. “That’s why we include a GPS unit within the panel. It works with nearly our entire four-stroke product line [excluding 40- to 115-horsepower tiller models]. You are good to go with the kit and can even upgrade our 40- to 115-horsepower outboards that use analog trim—we include a digital trim sender in the kit for those engines.”

Even boats with quad 400-horsepower Mercury Verado outboards or surface-piercing drives can use Active Trim. “We have a kit for high-performance boats called Performance Active Trim,” Hackbarth said. “In boats with surface-piercing drives there is not a big trim range, but it still works. Now if you have a Boston Whaler with four big outboards, then Active Trim is very helpful. It syncs all four outboards, so on a busy waterway there is one less thing to worry about.”

— By Doug Thompson, Southern Boating April 2016

INFORMATION
mercurymarine.com

Volvo Penta’s All-Aluminum V8

A power-to-weight ratio champion

Power-to-weight ratio is a key factor in boat performance. Lighter boats need less horsepower to run properly, which saves fuel, reduces emissions and lowers the cost of ownership.

The new Volvo Penta 5.3-liter V8 gasoline engine is a perfect example of a lighter weight powerplant that produces the same horsepower as previous heavier engines. General Motors cranks out more than 4,500 of these Gen V aluminum engine blocks per day at its North American manufacturing plants, and although most end up in cars and trucks, Volvo Penta’s marine division gets its share and marinizes the blocks at its plant in Lexington, Tennessee.

The new Volvo Penta 300-hp 5.3-liter V8 weighs 119 pounds less than the previous engine, which results in a 15 percent improvement in power-to-weight ratio. That weight savings and performance upgrades are a result of a host of design advances, most notably the new lightweight aluminum block versus the old, cast iron block and viable valve timing over fixed-cam timing.

In addition, direct fuel injection replaces multi-port fuel injection, and that precisely mixes air and fuel to provide faster acceleration, more stable rpms, improved low-end torque, and up to 8 percent better fuel efficiency. “We are establishing a new industry benchmark for acceleration, speed, weight-to-power ratio, fuel economy, emissions reduction, and proven reliability,” explained Ron Huibers, president of Volvo Penta of the Americas, at the 2015 Fort Lauderdale International Boat Show, where the new V8 was introduced. “Our new engines are going to power highly efficient cruising boats as well as some exciting new boats. We’re out to make boating more fun and easier for today’s families to discover the joy of being on the water.”

Huibers pointed directly to Regal’s new 2100 RX Surf boat, a 21-footer that is powered by the new 300-hp V8 and mated to Volvo Penta’s new Forward Drive system. The Forward Drive is like a mini IPS setup and safer for watersports because the DuoProp propellers are under the boat—more than two feet farther forward than a conventional sterndrive.

As opposed to a fixed inboard, the Forward Drive’s variable trim easily adjusts upward to enhance watersports action, cruising or docking. Another benefit with the Forward Drive is that exhaust and noise are greatly reduced because everything is under water.

“It’s amazing how much people love the sport of wakesurfing, and that’s where the new V8 and the Forward Drive are really good,” said Huibers, a watersports enthusiast who learned how to wakesurf over the last year. “If I can do it, anyone can do it. It’s like riding an endless wave. You are only five feet from the back of the boat, and when you are done you just jump off.”

Regal’s 2100 RX Surf is built for watersports, and offers comfortable seats, a premium sound system and large aft swim platform for getting on and off the boat. “Volvo Penta delivered a leading edge power package that will enhance our product,” said Duane Kuck, president and CEO of Regal Marine.

“Our new V8 and V6 engines also incorporate our tried-and-true rpm-based speed control, which automatically maintains speed,” Huibers said. “That’s a big plus for watersports. Volvo Penta was the first to pioneer rpm-based speed control back in 2008 and standardized it across our sterndrives in 2010.”

Another benefit for consumers and marine service centers is the standardization of all the maintenance across the V8 and V6 line. Common parts and service points have reduced the number of parts that dealers need to carry, and also simplified service and maintenance. The V8 is the big brother engine to the lineup of V6 4.3-liter Gen V engines offered in the 200-, 240- and 280-horsepower range that were introduced at the 2015 Miami Boat Show. Also, Huibers said a 6.2-liter V8 will be introduced in 2016, which will finish off the new lineup.

Manufacturers offering the new Volvo Penta engines on new models include Chaparral, Chris Craft, Cobalt, Cutwater Boats, Formula, Four Winns, Monterey, Regal, and Stingray. For example, the all-new Cutwater 24 is powered by the Volvo Penta V6 240-horsepower engine, and runs to 32 knots. “That’s fast and efficient,” Huibers said. “And all these engines run on 87-octane gasoline, which is convenient for the customer.”

Other improvements to both the V8 and V6 include standard closed cooling for more consistent internal temperature. That’s a big benefit to boat owners who want to tube, wakesurf, wakeboard, and waterski in salt water. The closed-cooling system means internal engine parts won’t be subjected to the corrosive effects of raw water.

“With more than 1.3 million Gen V engines in operation, customers are getting proven quality, reliability and long life,” Huibers said. “This gives unprecedented economy of scale and enables us to introduce new technologies that have never before been available in the marine industry at an affordable price.”

— By Doug Thompson, Southern Boating Magazine February 2016

INFORMATION:
volvopenta.com

Torqeedo’s Cruise 10.0

Clean, green and quiet

Torqeedo’s new Cruise 10.0 is a clean, green and quiet electric outboard that’s simple to operate yet provides great speed, thrust and power.

The Torqeedo’s Cruise 10.0is an outboard DC motor and propeller provide up to 12kW at peak input and 10kW of continuous power. The 48V outboard delivers impressive performance while maintaining the simple handling and installation of a low voltage system. It comes with an integrated electric tilt, easily mounts to the vessel’s remote steering and is available in three shaft lengths.

MSRP $7,999; torqeedo.com

By Nathalie Gouillou, Southern Exposure, April 2016

The Flover

The Flover 55TGS fully marinised outboard is designed for harsh saltwater environments with a ceramic-coated coated aluminum shaft, and the motor’s metal parts are either stainless steel or have a corrosion-resistant finish. The 11-inch propeller has a sacrificial zinc anode, while an SUS thyristor is added for high-power switching. Low weight and a powerful 55-pound of thrust make the Flover 55TGS ideal to use on a dinghy or tender, or as a dedicated fishing motor. Combined with a 10-level locking bracket, it’s flexible enough to use on a wide range of transoms and adapts to the helmsman’s location with a telescoping tiller. MSRP $247; flovermotor.com

Mercury Marine makes a mark in Miami.

At every boat show there’s at least one company that makes a big splash with new technology or multiple product introductions. At the 2015 Miami International Boat Show last February, that company was Mercury Marine, which launched an entire fleet of new engines—the Verado® 350-hp outboard, Mercury Racing Verado 400R outboard, Mercury Racing QC4v 1550 sterndrive, and Mercury 4.5-liter 200-hp sterndrive. Since then the Fond du Lac, Wisconsin-based division of Brunswick Corporation continues to garner attention for winning awards, sponsoring a Major League Fishing sweepstakes, and building a government “stealth” product that few boat owners will ever see.

Mercury wins Top Product

Mercury Marine’s 4.5L 200-hp sterndrive was named a 2015 Boating Industry Top Product of the year. Winning products were selected based on factors such as innovation, impact on the industry, and how they advanced their category or created a new category. Designed for marine environments, the Mercury MerCruiser 4.5L 200-hp sterndrive (based on the 4.5L 250-hp sterndrive introduced by Mercury in 2014) creates new standards for acceleration and overall performance with design innovations such as a long-runner, scrolled intake manifold and high displacement, which produces an outstanding power-to-weight ratio. “We are proud to introduce the next generation of sterndrive technology with this groundbreaking new engine,” said Mercury Marine President John Pfeifer. “This is a great power source that provides features, benefits and technology that make boating more enjoyable and worry-free. This engine was purpose-built for marine use, and it delivers Mercury’s proven performance, durability and ease of service.”

Win a Major Fishing Trip

If your summer boating and fishing calendar—and budget—is already booked solid, enter the Major League Fishing “Ultimate Dream” sweepstakes for your chance to win an all-expense paid weekend October 9-12. Winners will receive round-trip airfare to Orlando, Florida, three nights of hotel accommodations, meals, a guided half-day of fishing with a pro angler, a $250 gift card from Bass Pro Shops, and some major swag from Major League Fishing. Mercury Marine engines will be on all boats used during the fishing trip. The fishing spots will not be revealed until October 11^th. Sign up through July 31, 2015, at majorleaguefishing.com.

Mercury goes into stealth mode

Mercury Racing® recently released a second “stealth” outboard developed for the U.S. Department of Defense (DOD). The OptiMax Diesel is an exclusive spark-ignited, direct fuel-injected two-stroke that operates on ultra-low-sulfur diesel fuel, which is readily available around the globe. “A Navy ship crash in 1995, which resulted in an explosive gasoline fire, spawned a DOD directive for all gasoline-powered engines and gasoline fuel tanks be removed from Naval ships by 2010,” said Tony Nahitchevansky, Mercury Marine government accounts manager. The 3.0 Liter V-6 Diesel, which produces 175 prop-shaft horsepower, shares 95 percent of its components with the gasoline engine from which it derives. And, with only a handful of unique parts, there are minimal additional training requirements necessary for maintenance.

A two-stage, direct-injection system uses a small charge of compressed air to finely atomize the diesel fuel as it injects into the combustion chamber. Atomizing the fuel into a fine mist allows for ignition via spark to occur, while delivering enhanced high rpm running quality. A glow plug works in concert with the spark plug for improved cold weather starting and idle quality. An on-board Propulsion Control Module (PCM) microprocessor optimizes fuel and spark timing for improved running quality and performance throughout the engine’s operating range. SmartCraft® Engine Guardian provides real-time, self-protection engine fault diagnostics and messaging. The advanced 3.0-liter powerhead, customized with a unique cylinder head designed specifically for combustion of diesel fuel, is matched with high-performance cylinder liners for maximum horsepower and optimal engine running quality.

By Frank Lanier, Southern Boating Magazine July, 2015

Rethinking Boat Fuel

Natural gas (NG) is finally available for boaters looking for a cheaper, cleaner, safe fuel alternative

Natural gas (NG) has been used for years in cars, buses and trucks, so why not boats? That’s precisely what Miguel Guerreiro thought, the founder and CEO of Blue Gas Marine (BGM) based in Apex, North Carolina. The former NASA engineer designed and patented a NG fuel-system compatible with major marine engines to supplement gasoline or diesel consumption or even used as an independent fuel. North Carolina State University’s mechanical engineering school tested each engine’s fuel-system until it was perfected.

NG reduces pollution by 70 percent compared to gasoline and by 90 percent in diesel engines. It eliminates unpleasant exhaust odor and smoke residue that decreases an engine’s lifespan. NG also has a 130-octane rating, which is higher than premium 89-octane boat gas and matches gasoline performance. Only super-premium gas without ethanol surpasses NG superiority but at a prohibitive price. NG prices are stable, however, and are typically about half or less than the cost of regular gasoline. Additionally, there is a tax advantage for using natural gas.

According to Guerreiro boats consume more fuel than cars using about 10 times more energy to move a boat over water than a car with the same weight on land. Pushing a button on the helm of a NG-enabled boat switches fuel from NG to gas and back on demand, without changing speed or losing power. “We are working on a variety of engines and have not encountered an engine yet that cannot be adapted to our system,” claims Guerreiro. “We have to modify and calibrate our technology to each engine type. Our goal is to offer the natural gas hybrid fuel-system for all the major brands of engines.” In fact, Yamaha engines met or surpassed expected performance while increasing top speeds by 10 percent.

Starting in 2016, diesel engines are required to have a catalytic converter, and all hazardous waste byproducts must be removed. Using BGM’s fuel-system instead of diesel bypasses this. Mr. Gus Blakely, General Manager of Sales, Planning and Development of Suzuki Marine Division says, “The idea is good. We believe in technology that’s good for the environment and good for boating.” He views the technology as practical for four-stroke engines, and Suzuki motors can run on NG. Blakely adds that boat owners are conscious of fuel prices, so the key is to educate the consumer and also to achieve distribution.

BGM has a solution for NG supply and distribution. Guerreiro indicated that for the approximately 70 percent of coastal homes that use natural gas, a home storage compressor would fill a boat’s tank overnight by using specialized nozzles mounted on the gunnels. Boats can also fill up at municipal stations and until marinas offer storage tanks, BGM will provide mobile filling stations for select marinas. In fact, several marinas in the Ft. Lauderdale area plan to install NG tanks. Waiting for writer to provide names of marinas to add. Guerreiro envisions BGM’s system will be of greatest benefit for boats using lots of fuel such as law enforcement, military, commercial and sportfishing boats, towboats, and ferries. “If new boat manufacturers want these systems, then we will adapt [them] to the products,” said Mr. Blakely. Currently, Intrepid offers the system from the factory. In fact, the Intrepid 327 with twin Mercury Verado 300 engines is the BGM showboat.

Composite materials of lightweight carbon fibers and plastics comprise the fuel tanks. They have a 20-year warranty and don’t leak or corrode like heavy aluminum gasoline tanks. Tank size is based on an 80-90 percent gasoline consumption rate during a typical boating trip—NG would replace that amount leaving expensive fuel for later when needed. The largest tank weighs 90 pounds, which is less than a comparably sized gasoline tank, and NG weighs less too. Tanks may be positioned along the transom or helm’s bench, vertically or at an angle in other recommended locations.

BGM’s system takes 1-2 days to install the tank, computer, injection system, and switches, while inboard systems take longer. BGM provides a custom system and then directs the customer to a certified service center. Currently, three centers exist in the Carolinas with more planned in Florida and other states. BGM matches the warranty of new engines and for engines that are out of warranty, they warranty the system for one year Guerreiro explains. Each installed fuel-system will be EPA certified. Tank and engine size influence the conversion cost. For example, a 22′ Chris Craft V-shape hull with a 250-hp Yamaha outboard would pay about $7,000; smaller boats with smaller engines pay less. However, installation costs are offset by not using higher-priced gasoline products.

“Blue is the color of a clean ocean, and it is also the color of the flame of the three gases that work with our fuel-system technology: hydrogen, propane and natural gas,” says Guerreiro about the company’s name. “Marine is, of course, the industry we are very passionate about and where we apply our technology.”

INFORMATION:

Blue Gas Marine
bluegasmarine.com
(919) 238-3427

By Ken Kreisler, Southern Boating Magazine, April 2015

Yamaha’s Helm Master: Total Control!

Warning! When the Yamaha Helm Master system is in action, your outboard engines may be positioned at crazy angles that look catawampus, asymmetrical or out of alignment. Relax. Just use the joystick and allow the onboard computer to do the work.

That’s the advice offered by Yamaha with their Helm Master system now available for more Yamaha engine packages than ever before. When you twist the joystick to counter current, back into a slip, or to maneuver precisely in the marina, the engine propellers perform hydrodynamic gymnastics behind the boat. One engine may be kicked inward, the other outward, one in reverse, and the other in forward. Regardless of the
angle, when you twist and nudge the joystick in a direction, the boat goes that way. Powerful computers adjust each engine’s rpm, gear selection
and direction precisely so that those forces result in the movement commanded by the joystick.

“Helm Master is the premium system for the boat owner who wants the very best benefits we have to offer,” says David Meeler, Yamaha’s Product Information Manager. “Helm Master only works on new boats with Yamaha engines with Digital Electronic Control (DEC). Engines with DEC now includes our 2.8-liter, inline-4 F200, as well as the 4.2-liter, V6 F225, F250 and F300, and the F350 in our 5.3-liter, V8 package.”

Meeler said customers constantly ask if they can retrofit or add Helm Master to their current boat, and unfortunately, the answer is no, but there’s a valid reason, Meeler explains. “Our applications engineers work hand in hand with the boat builders. When a particular boat builder wants to use Helm Master with a certain model, we install it, program it and test it to make sure the boat performs to our standards and their standards. When that happens, we will certify that boat and they can begin installing Helm Master after they receive specialized training. If we were to offer it as an aftermarket product it may not work correctly, and Yamaha will not let that happen.”

While the joystick control may be what everyone talks about when discussing Helm Master, there’s much more to the system. Because Helm Master now works with twin, triple and quad engine setups, the size and type of boats in which it may be utilized has greatly increased. The 26- to 28-foot high-end center console sportfishing boat is definitely a prime candidate for Helm Master with the new F200’s; however Yamaha had no information on boat builders that may be preparing to introduce that set-up.

“We call it a fully integrated boat control system,” Meeler said. “It extends from the ignition panel to the steering. It’s a plug-and-play system with a wire—actually, two pairs of wires for redundancy—that runs from the control box to the engines. All the engine data is available on a Yamaha display screen, or it can be routed into your MFD via NMEA2000 protocol and a gateway.”

Yamaha’s Helm Master joystick: It may look small but it has amazing control.

In addition to the joystick control it has a unique feature called speed control, which is similar to cruise control for your car—it locks in the rpm and then you can step up the rpm up 15 percent or down 10 percent with the touch of a button.

Another feature is automatic trim assist, which trims the engine based on throttle settings. “To set up the system, as you accelerate you determine where you want those engines to be trimmed by degree, and then you program in that setting,” Meeler explains. “You can program how the engines are trimmed from being just in gear to wide-open throttle.” In a real-world situation, a boat set up with automatic trim assist would be easier to operate, especially for an inexperienced skipper who now won’t have to worry about engine trim.

The Helm Master components require little dash space as there are no cables, and the steering does not require hydraulic hoses under the helm. (Hydraulic lines are used at the rear of the boat between the pumps and cylinders that control each engine.) Helm Master is also plug-and-play second-station compatible, with no cables or hydraulic lines under the helm. All Helm Master components come with a Yamaha limited three-year warranty.

Even the feel of the steering is adjustable thanks to Helm Master. Initial steering friction and the number of turns lock-to-lock at the electronic helm can be programmed to suit individual boat-builder preferences.

Many control functions can be programmed using the new Command Link Plus® 6Y9 gauge. The Helm Master system also incorporates a new Electronic Key System (EKS), which allows it to be powered without the use of a conventional key.Yamaha’s Y-COP® theft deterrent feature is built in.

“Helm Master not only makes docking easier, it also incorporates additional boat control functions such as automatic outboard trim, speed control and automatic steering friction,” says Ben Speciale, President, Yamaha Marine Group. “With Helm Master for quad outboard applications and 2.8-liter F200 applications, these features are now available for boats that exceed 40 feet in length and smaller boats alike.”

INFORMATON:
yamahaoutboards.com

By Doug Thompson, Southern Boating May 2015

When Your Outboard Goes Under: Dunked Outboard Rescue

Save Your Dunked Outboard

How to save your outboard motor if it goes underwater

Once in every boat owner’s life, it’s likely to happen. A Titanic tragedy it is not; someone just forgot to replace the drain plug, and your boat lies submerged at the ramp. Fear not. A dunked outboard can happen, but you need to act fast!

Saving your outboard—whether it’s a two or four stroke—from a watery death in fresh or salt water isn’t as hard as most people think. But fast action is crucial regardless of salinity. Once a waterlogged motor comes into contact with air, corrosive rusting begins.

This engine was underwater for far too long. Photo courtesy of Yamaha

Portable outboards of 25 horsepower and smaller are the most likely engines to go under. Marine mechanics call it “the classic late Saturday afternoon emergency save,” but how it gets to that point is up to fate. For example, while carrying a 9.9-hp outboard you stub a toe at the dock, and you and the motor hit the lake bottom. Or, you fail to tighten down the thumbscrews on the clamps, and normal vibrations loosen the connections to the boat until it is bath time. Most outboards of 60 horsepower and larger are bolted to the transom. Unless the entire boat actually sinks you probably won’t dunk a large engine. Regardless, the techniques used to save an engine work for all sizes.

Step One: Pickling your submerged engine

If the engine goes into saltwater, the first step is to raise the engine and get it right back into the water. No kidding! A freshwater bath (called pickling) is one way to begin flushing all the salt water and debris out of the engine. Some marine mechanics fill the entire engine with oil or diesel fuel. The goal is to displace the salt water and keep the exposed metal parts from air exposure. “Your number one enemy is air, so if you are not prepared to work on it immediately, sink it in fresh water,” says John Wilkinson, a priority representative at the Yamaha Marine Service call center. “Once you are ready and have two or three hours set aside to work on it, start with a garden hose and spray the entire engine, and drain the carburetor or vapor separator on a fuel-injected engine.”

Step Two: Break the dunked outboard down

Next, without delay, pull the spark plugs, drain the cylinders and spray an entire can of quality fogging oil (such as Lear Chemical Corrosion Block) throughout, rotating the crankshaft to save the cylinders. Add a fresh set of spark plugs, change the oil and filter on a four-stroke, then add gas and get the engine started. On a two-stroke engine, run a rich gas-oil mix used during break-in, which will add more lubrication. The richer mix will also likely foul your spark plugs, but you’re out to save the motor, not preserve spark plugs. Run the motor for an extended period, two hours or more if you can. The idea is to get the engine warm enough to bake out any water.

Step Three: Avoid Corrosion

Now you can start working on the other parts of the engine. “One crucial thing is to take the starter motor apart and clean it up,” says David Greenwood, planning manager for Suzuki and a long-time outboard motor expert. “That starter motor is going to start corroding in no time, so you need to clean and grease all electrical connections. Anything that shouldn’t be underwater at any given time needs to be addressed, including the main wiring harness. Eventually, that will probably need to be replaced.”

Step 4: Oil it up

On a four-stroke engine, change the oil two to three times through the procedure. On a two-stroke, run double oil for the first 10 hours. “In most cases, you’ll have a qualified marine technician doing this within 24 hours,” Wilkinson notes. But how about the person that’s deep in The Bahamas? “If his outboard goes under, the first thing is to rinse it with as much fresh water as possible, then fill it up with oil so nothing is exposed, wrap it up in trash bags and stow it in the bilge so it can be worked on. Any oil, even cooking oil, is better than no oil at all; you just don’t want dry steel parts that are open to rust.”

Pull the components from the engine, rinse with fresh water and oil it up!

Best Practices

Obviously, it’s best not to dunk your outboard. Most small outboards are attached with two clamps and two thumbscrews. A good tip involves running a wire or cable from the ear of one thumbscrew to the ear of the other, through a hole—either provided or drilled. Connect the cable with a small lock, and you’ve got something that prevents the thumbscrews from unthreading and also works as a theft deterrent. The thumbscrews will only twist so far before the cable stops them. Or, you can drill a hole through the engine bracket and the transom and drop a bolt through.

Outboards can survive saltwater immersion for an amazingly long time. For example, a Yamaha 8-hp outboard sunk along with a sailboat in August of 1992 when Hurricane Andrew ripped through Florida. The sailboat was salvaged, along with an 8-hp motor. Using the same steps described above, the small engine started after just three pulls and was nicknamed “Old Crusty.”

The lesson is that no matter how bad it looks, it’s at least worth a try to save a dunked outboard. Most likely, you will succeed.

By Doug Thompson Southern Boating December 2013

Volvo Penta Power Punch

Volvo Penta pairs their new D11 diesel engine with IPS950 pod drives for a perfect combination.

Green and clean may have a fuddy-duddy reputation to some people—good for the environment but some say not much fun—however, Volvo Penta is changing that with its new D11 725-hp diesel engine. When paired with the company’s new IPS950 pod drives, the robust powerplant is more fuel efficient and pollutes less.

The D11 engine’s innovative technology creates an optimized air and fuel pressure ratio, which increases combustion efficiency. After-cooling provides more engine power, and on the exhaust end it simply emits less particulate pollution. That’s because the new D11 engine must comply with the world’s most stringent environmental legislation, U.S. EPA Tier 3, which comes into force this year. The particulate emissions requirements are 40 percent lower when compared with the old Tier 2 levels.

“The IPS800 and 950 are matched with the new 625- and 725-horsepower D11 diesel engines, providing a perfect combination of torque, speed and maneuverability for 40- to 60-foot flybridge yachts and sports cruisers,” says Marcia Kull, Vice President, Marine Sales North America, Volvo Penta of the Americas. “The result is two new and reliable drive packages both with a unique high torque.”

At the 2013 Fort Lauderdale International Boat Show last fall, the Tiara 50 Coupe was equipped with the D11-IPS950 package. In fact, the boat builder designed the 50 Coupe specifically to utilize the new engine. “Tiara has enjoyed a very successful engineering and working relationship with Volvo Penta from the beginning of the IPS system in 2005 in North America,” says David Glenn, marketing director for Tiara Yachts. Tiara was one of the first manufacturers to incorporate that entire IPS system in a boat, which was the 40 Sovereign at that time. “With the Tiara 50 we took the same approach,” Glenn continues. “We designed the hull around the D11 engine to take advantage of the higher fuel efficiency and the EPA ratings. The IPS950 drive line gives you less drag, and we positioned the engines and drives accordingly to take advantage of the CG (center of gravity) and loads. It runs well and is very nimble around the docks.” On the all-new Tiara 50, the technologically advanced D11-IPS950 power package in a twin application is matched to a successful ocean proven hull. This delivers a solid ride whether enjoying a calm day cruise or pushing the vessel to island getaways far offshore.

Cruisers Yachts is developing new 50- to 58-foot coupe and bridge models for 2015 utilizing the D11 engines and IPS950 drives. “We are closely tied with Volvo Penta on this project,” offers Jon Viestenz, Cruisers’ regional sales and product development manager. “It’s exciting and the engines and drives offer a wide range of performance options.”

Offered in three power classes—625, 670 and 725 horsepower—the D11 engines also provide more powerful torque, improved drivability and reduced noise levels compared to other engines in these horsepower classes. “The new D11 series is based on the latest technology within the Volvo Group, and has been optimized for marine use,” Kull adds. “The result is a compact, powerful engine series with new and improved basic design. In addition to a wider range of power classes, the in-line, six-cylinder diesel engines are enhanced with a large number of technical upgrades.”

The engines use the latest generation of the Volvo Penta electronic platform, the Electronic Vessel Control (EVC). The latest generation of EVC enables an additional number of features for increased security and control, and improved functionality.

“We have further enhanced our twin-entry turbo where each exhaust pulse maximizes charging pressure,” explains Thomas Lantz, Chief Product Manager at Volvo Penta. “This gives an extremely powerful torque already at low RPM. The engine responds instantly to operator commands and provides improved drivability with stronger acceleration.”

Pairing the D11 engine with the new IPS800 and 950 drive packages provides higher torque, better drivability and significantly less noise. With steerable drive units and double forward-facing propellers, the Volvo Penta IPS system provides about 30 percent lower fuel consumption and 20 percent higher top speed compared with traditional shaft installations.

Inside the IPS unit the mechanical compressor increases the charging pressure directly from low RPMs and creates an even more powerful low-speed torque. Together with the double forward-facing and counter-rotating propellers the boat operator enjoys an extremely good grip in the water. “The drive packages are more responsive to commands and together with the joystick control, the result is significantly improved maneuverability,” Lantz adds.

The D11 series and the new IPS models are based on the same installation dimensions as before, which could help reduce costs for boat builders. All fuel and oil filters, oil dipstick and oil filler are gathered in the back of the engine where they are easily accessible for servicing, which allows for easier maintenance. The IPS installation is delivered in a complete package from Volvo Penta. In comparison to a setup with shaft drives, the installation time is reduced by more than 50 percent.

By Don Minikus, Southern Boating February 2014

DieselFusion Additive

DieselFusion is a fuel additive that utilizes nano-technology to enhance marine fuels and protect vital engine components. DieselFusion dramatically reduces exhaust soot and fumes up to 80 percent and increases fuel economy up to 18 percent while extending engine life. This non-hazardous, eco-friendly product delivers a higher level of engine efficiency, so you can explore with confidence. Available in pints and gallons, a pint of DieselFusion treats 640 gallons of diesel fuel with fuel cost savings starting 30 minutes after dosing. MSRP starts at $59.95 per pint; Contact DavidSHalcomb@gmail.com or call (262) 914-7002.

Southern Boating January 2014