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Old 12 January 2012, 17:45   #11
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Oh that's interesting! What Month is it? As chance would have it, I'll be in Civilisation next week with some time to kill. That would do nicely...

Edit: orrite - February then. k.
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Old 12 January 2012, 17:48   #12
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So, what's in Quicksilver HPGL that's not in GL5 80w90 I wonder. I'd guess it's still GL5 but synthetic and possibly 140 upper grade.
Prolly got less metally clutch bits in it
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Old 12 January 2012, 20:02   #13
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Prolly got less metally clutch bits in it
Oh I see, you buy it pre fortified...
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Old 12 January 2012, 20:35   #14
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Mr Willk I'm sure you know but take care not to be driven by max power rather than drivability and reliability. Reliability is obviously essential to peace of mind wherever you are on the ocean and especially on your own boat rather than a borrowed one, you really don't want to be fekkin about with something you don't have confidence in. Aside from the hassle of repairing, down time and cost. It must never fail you as sea. Never is probably not certain but you need freedom from that worry. 10 miles offshore in twisty turny difficult water, the very time the drive line is stressed, you want the certainty that you can clip in and out of gear, steer freely and throttle without concern. You'll need that at Cushendall too...be embarrassing to get yourself grounded on those rocks while turning. Which leads on to drivability, plenty of low down power and freedom from turbo lag is much more important than a few knots higher top speed. Having both is good, obviously, but if there's a choice it has to be a sacrifice of top end.
Imho as usual, of course. Just bringing you back down to reality from that talk of maximum horse power and drives that may or may not fail.
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Old 13 January 2012, 05:20   #15
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Mr Willk I'm sure you know but take care not to be driven by max power rather than drivability and reliability. .........Just bringing you back down to reality from that talk of maximum horse power and drives that may or may not fail.
Your post reflects my thoughts exactly.

My reference re. Power to Weight was more to restrain the enthusiasm of the Caterpillar/Cummins/Iveco boys, as that kit is not the area hat I'm interested in.
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Old 13 January 2012, 09:14   #16
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We had a Steyr 256 in the rib (250 HP) with Bravo 1 leg and was very impressed. light engine, turbo would kick in early, little lag and easy to helm in big seas. very responsive.

I know they do a 300hp version of the same engine which would also be nice!

Cheap they are not both for purchase and service but very good power to weight and i though ideal in a rib. i was hugely impressed when comparing the steyr to a Yanmar 315.
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Old 15 January 2012, 18:02   #17
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I would suggest that the power weight ratio of the larger 4 cylinder iveco and the smaller 5.9 N60 400 hp iveco block is not that far away from the toy 4.2 litre yanmars & yamahas. Longevity will be 6 - 10 times longer in my experience aswell. Cummins also make an almost identical 6 cylinder block but not the 4.

Whilst these are slightly heavier than the 4.2 counterpart, cost of the iveco at present may be the same if not cheaper from some dealers compared to the yanmar.

I am just in the process of repowering with a pair of Ivecos 370 hp and although slightly bulkier I like the idea of an engine that will last over 12000 hours before one needs to spend major money again on rebuilds or replacement.

You wont get that from a Yamaha or Yanmar.
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Old 15 January 2012, 19:52   #18
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I would suggest that the power weight ratio of the larger 4 cylinder iveco and the smaller 5.9 N60 400 hp iveco block is not that far away from the toy 4.2 litre yanmars & yamahas.
N60 Iveco (370hp) has 0.67Hp/Kg
Yanmar 8-LV (370Hp) has 0.85Hp/Kg
Yanmar 6-LP (315Hp) has 0.77Hp/Kg

I haven't had a chance to compare the dimensions yet but I wonder how bulkier the block is? The performance figures are fairly meaningless to me, I'm afraid - maybe someone would "compare & contrast" for me?

Are Ivecos REALLY that bulletproof - even the higher output leisure rated units?
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Old 17 January 2012, 03:58   #19
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I think everyone is missing a crucial point here - Diesels are notoriously hard on drives and the bigger the CC the more torque a motor has and the more torque the more stress it puts on the drive, now if it's used sensibly with the hull never leaving the water everything should be fine but you start doing full power launches and getting enthusiastic with big block diesels and you'er asking for trouble!

The smaller CC common rail motors are economical and less stressful on the drives - IMHO!

Zippy the 315 is old school now and is being replaced by the 370hp 8LV which is also a Landcruiser motor but a V8, the comparative Yanmar to the Steyr is the 260hp 6BY which we have in the race boat - the 280 Steyr is for jet drives only and there is no 300hp version of that motor, in fact Nick Gilley of "Swipewipes" tuned their Steyrs up to 290hp for Coniston and they are working closely with the factory.
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When a boat looks that good who needs tubes!!!
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Old 17 January 2012, 05:20   #20
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Thanks Cookee,

Sorry, i was comparing the Steyr to a previous experience of the 315 in a Revenger so prehaps not a fair comparison for a new build, obviously everything moves forward thankfully!

I thought Nick changed the original 256's he had in Swipewipes to MO306's and turned them up from there? anyway, looking forward to later this year to see you and them run together.
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