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Old 13 January 2012, 15:07   #41
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Quote:
Originally Posted by Leapy View Post
Unique?

Going to make a good build-a-boat thread though

They use radiators on airboats in the south. But that's just a radial aircraft engine on the back of a flat board. There's no engine housing at all.

And they are seriously loud in in front of the engine, nevermind behind.
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Old 13 January 2012, 16:05   #42
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Originally Posted by captnjack
And they are seriously loud in in front of the engine, nevermind behind.
But sound seriously good being a radial?
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Old 14 January 2012, 03:51   #43
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Quote:
Originally Posted by captnjack View Post

They use radiators on airboats in the south. But that's just a radial aircraft engine on the back of a flat board. There's no engine housing at all.

And they are seriously loud in in front of the engine, nevermind behind.
And on the V8 airboats, but they aren't in an engine bay with a lid on it retaining heat!

Went on one near Miami and they handed round a big ball of cotton wool, you tore a bit off and passed the rest along - cheaper than real ear defenders I suppose!
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When a boat looks that good who needs tubes!!!
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Old 15 January 2012, 07:04   #44
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A friend of mine used to make me chuckle when explaining the differences between marine engines, he used to say "There are essentially 3 types of engines in a marine application. Inboard, Outboard and Overboard!".
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Old 01 June 2012, 21:16   #45
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Right in the middle of an M57 engine conversion in my Sunseeker Tomahawk (previously driven by 2 x petrol 8.2L V8 502 Mags).
I have adapted 2 x manual 330d engines to mate with existing Bravo 1 drives using custom adaptor plates. One plate for rear of engine to locate starter and act as rear engine mount location. Another plate to adapt clutch pins & bolts to what was the BMW propshaft doughnut (now used as drive shaft shock adaptor). Propshaft doughnut drives in to custom adaptor driving Bravo input shaft.
Jabsco raw water pump driven by custom adaptor made to fit on where fan viscous coupling used to screw on.
Raw to fresh heat exchangers Bowman GH300's (ebay specials!) Charge coolers also Bowman (yet to obtain).
Exhaust (yet to be fabricated) will be dual skinned, raw water cooled stainless with mixing point just downstream of swan neck.

Electronics and software is my profession so old gauges have been replaced by touch screen PC running my custom software pulling engine data from ECUs over CANbus'.

My only remaining question is whether or not to use 2 of the 4 through hull exhaust outlets or whether to plumb in to the Bravo leg exhaust ports which exit through the centre of the prop but are currently blanked off with cover plates?
I have a CNC mill so making the adaptor couplings is straight forward enough if I go the through prop route.

If anyone needs adaptor plates made or copies of my software, let me know and I'm sure we can sort something out!

Regards

Marek
marek1@hotmail.com
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Old 02 June 2012, 04:07   #46
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Hi Marek, welcome.
It sounds like a great job that your doing there.

My only concern would be that you're sacrificing a lot of hp and low end grunt by going from two huge cube petrols to two 3Ltr turbo diesels. That Tomahawk is a heavy girl.

It'll be interesting to hear how she performs.
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Old 12 June 2012, 12:38   #47
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Yes, losing about 100hp a side on the petrols (based on being able to get 300hp from the M57).
The factory diesel version has 2 x 200 or 2 x 250 Volvos so I guess it will sit somewhere between the performance of the two.

Maybe in a couple of years when a few more crashed ones become available (and when my wallet is up to it) I will upgrade them to N57S's BMW N57 - Wikipedia, the free encyclopedia which are almost 400hp from the factory!

Here is a video of the first run once we had manufactured the rear engine plate for anyone who is interested:
Code:
<iframe width="640" height="480" src="http://www.youtube.com/embed/N7ZshT84slY" frameborder="0" allowfullscreen></iframe>
M57 engine first run.3gp - YouTube

Interested to know how the air cooled guy is getting on (I'm imagining a James Bond looking boat with a massive spoiler/radiator strapped to the back!)...
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Old 12 June 2012, 13:22   #48
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I have not done much recently with my RIB conversion, too much other paying stuff going on at the moment. The engine is finished and the chip upgrade is all done along with the box of tricks to bypass the immobiliser etc. I have fitted the bigger turbo and injector nozzles and should see 275 BHP comfortably. I could give it more, but the Castoldi Jet unit wont live with more, it's only rated to 250 BHP. It is nearly ready to go on a dyno for final setup and tuning before putting it in the RIB. I am currently in the middle of converting a Jeep 4.0 petrol Cherokee over to an M57, should be a flyer when its finished and economical to boot.
The biggest headache with sourcing the engine, is getting all the other associated bits as well. The breakers nick the turbo, ECU , alternator and starter and usually butcher the wiring harness to get the engine out quickly. I have started buying complete cars and breaking them myself for all the parts I need and then selling the remains on.

I am aiming to get back on the RIB when I have finished this current Jeep, I am in no hurry other than getting crucified financially, every time I take the other RIB out with the 140 suzy 2 stroke guzzling the fuel.

What are you doing regarding a flywheel on your conversion?
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Old 12 June 2012, 14:10   #49
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I bought a manual 330d so I already have the dual mass flywheel but I guess you could retrofit a manual one to the auto?
Why and how did you bypass the immobiliser?
Also interested to know details of your tune up. Which ECU do you have? I have the 5 or 6 plug (can't remember which) version.
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Old 12 June 2012, 15:52   #50
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I bought 2 engines from a friend who used them in his Paris Dakar racer. The ECU has been converted to a removable e-prom that has been re mapped. The box of tricks for the immobiliser circuit basically tricks the ECU into thinking that the smart key and alarm interfaces etc are still in the loop. I will have to have a look at the ECU when I am back in the workshop tomorrow, can't remember how many plugs it has. I am running the setup from a 2003 TD6 Range Rover with a bigger turbo, bigger injector nozzles and a remap. At the moment all the emission stuff is disconnected, but I have decided that I may end up refitting it to clean up the exhaust emissions along with a DPF (hence not wanting to run salt water through the exhaust system). I have also got the inlet manifolds without the butterflys as they are troublesome. I considered the Dual mass flywheel, but have decided to turn up my own with the starter ring gear on it. The Dual mass setup is troublesome and may well have problems in a salty environment. I have opted to machine a solid flywheel of the same weight. I am running a dual plunging CV jointed propshaft to the jet and using an isolater system to electronically isolate the the engine from the jet unit, in the hope that it will improve the corrosion problems with salt water. If it goes to plan, the engine will be totally isolated from anything in contact with the sea (including raw cooling water which could complete the circuit via the heat exchanger and pump). I am still keen to explore cooling the engine with a traditional radiator and hydraulic fans possibly with viscous couplings. I will be running a hydraulic ram on the Jet bucket, so there will be a hydraulic source to power the fans already there.
I am probably wandering off at odd tangents from the norm, but that is the fun of a project like this, if it doesn't work, I try something different.

The Jeep project will be helpful on finalising some of the ideas for the RIB.

What are you doing for throttle controls? I have chopped up the original fly by wire car pedal assembly and have made up a mount for the potentiometer that works with a traditional throttle lever. I have also fitted a one way hydraulic damper that allows the throttle to come off quickly, but not opened quickly, to avoid sudden throttle opening when bouncing off waves. Problem with having no cables or throttle arms to fit a spring on.
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