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Old 15 January 2003, 11:17   #131
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Akershally I think there was only ever one 9.5m Scorpion cabin RIB with twin diesels and Julian's old man owned it! Twin Yammar 300's went like stink and was fine apart having to remove one engine to change the oil eh Julian?

Also glad to see Brian has posted about driver error, 'cos a reasonable number of the hours on his B3x driver were put on by yours truly at the helm!

If the super dooper US model Bmax drive is $10k then thats about 6.5k for a drive. B3x normal is 5k IIRC so the price is not too bad is it?

T'other interesting thing about the Dave Crawford beefed up drive is that I would expect that Scorpion would be pushing that solution to customers such as Brian who have had a problem. (So severe as to change to B1 drive.)

Fact is that if you have a single engined RIB you want to be able to rely on the drive. Brian rightly has no faith in the b3x after his failures. 10m out of Stornoway en route to Kyle is not the place for a drive failure! Fortunately weather was good and International Rescue in the shape of Hot Lemon 4 was to hand!

Alan
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Old 15 January 2003, 11:21   #132
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Brian. I have to go back to an earlier posting of mine. After spending 35 years designing and building transmissions, there is "no such thing as indestructable gearbox" they will always let you down when you least expect it.

Here's an interesting theory. We have all been using rib's for a long time and have come to live with the exceptional sea keeping.
When was the last time you went out in a fast hard boat?

Last year I was invited to sea trial a new engine set up in a well known make of powerboat.40 foot, lots of HP and supposingly very quick.
It was not a particularly nice day but not that bad that you would stay at home. As came out of the harbour with the loud sticks open she shot up to 55 knots which was very impressive, but as we headed West along the Solent it got very interesting and the proud owner soon had her back to 20 knots because the boat couldn't take it.
(as a side line, the only time I have broken any bones in a boat was in a Class 1 which landed so hard I put my elbow through two ribs).
Now then on to my theory. Because the type of boat we use is very safe and handles bad weather better than a hard boat we tend to use them more than say, the average Sunseeker owner who would rather stay in the marina than have the crap beat out of them. The Sunseeker owner rarely has drive unit problems and the rib owner lives on a knive edge everytime they go out expecting the outdrive to go bang.
Why is this? because we expect to much from the units that are available and untill someone comes up with a hardening process or design that doesn't break it is something we are going to have to live with.
My recommendation is to keep the outdrive oil clean and the prop in the water. For referenace Still Never Enough had over 1200 hours on her Yamaha out drive, this was after the North Atlantic trip and a full throttle blast from Tower Bridge to Monaco (99hours 12 min 15 sec) Spirit travelled over 20,000 miles on her origanal outdrive before being changed to go around the world. It is the luck of the draw Alan P
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Old 15 January 2003, 11:24   #133
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9.5 Ribs

Alan

I do believe you are correct. It was the only one with 2 300 yanmars. Hmm changing oil was a tad expensive.

Has brian spoken to dave Crawford about beefing up his leg, mind you I suppose now brian has the Bravo there's not much need.

I must admit doing long trips is a bit worrying with these legs. were often miles out at sea and you start thinking is that leg going to let go. Puts you off a bit.

Julian
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Old 15 January 2003, 11:29   #134
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point taken mr p,
but with regard the class 1, if it was a class one worth it's wottsits, you were probably going faster than the speed of light, driving like your life depended on it, that's racing, not a good comparison I think
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Old 15 January 2003, 11:29   #135
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Since we are talking about motors

This question does not have anything to do with inboard engines but with trim motors on outboards.
Does any one know which is the best way to keep an outboard engine on a boat full up or full down when say for example you store it for a long time??
I have asked many engineers but so far I never got a clear answer. Some say up some down some say it does not matter.
As a matter of interest when I store my boats I keep the engine full down. Also when I have them in the water the engine is always down. Is the right thing to do or am I wrong
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Old 15 January 2003, 11:32   #136
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I would say if your concerened at all, down is correct, as the rams will be retracted into the hydraulic oil behind the seals and protected from the elements!
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Old 15 January 2003, 11:35   #137
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Jon F

This is what I thought but this is the 1st time I got a STREIGHT answer!!
Thanks
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Old 15 January 2003, 11:36   #138
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I've gotta get on with this bloody boat!, see ya later
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Old 15 January 2003, 11:37   #139
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Especially if you have a berth in an MDL marina, up would cost you another 50 a month.
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Old 15 January 2003, 11:41   #140
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Julian

Yes, I had long chats with both Graham and Dave about what to do. A rebuild with "heavier" components wasn't mentioned though.

I guess, if you think about it, our ribs do take one hell of a pounding. My natural "mechanical sympathy" does make me wince at the treatment they take sometimes. And I suppose it is no wonder they break. We are just going too far, too fast for the currently available technology, as Alan P. says. They work most of the time and I guess you just have to be philosophical about the breakage.

I have to say though, that you can't beat rib cruising IN COMPANY for all sorts of reasons. Only some of which are touched on above. As Alan W. said, a breakdown 10m outside Stornaway is not the first place you would choose to come to a dead stop at-hence the value of having first-class fellow ribsters around you when you do have a problem.

Is this beginning to sound like a recruiting campaign for BIBOA?
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