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Old 08 April 2017, 17:28   #31
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Originally Posted by 69cmw View Post
Looking at it, I don't think you will be the only one ........


Aye! I'd stick with the brand that never breaks down & has impeccable customer service
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Old 08 April 2017, 18:21   #32
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Aye! I'd stick with the brand that never breaks down & has impeccable customer service
My 1yo son has one he has in the bath but it ain't much good for diving fishing cruising..................etc
But it's totally reliable and never goes wrong
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Old 09 April 2017, 03:16   #33
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Despite the transom saddle breaking on !Y etec. I have been very happy with it. The engine is not that difficult to work on. I would have another sixty in the morning. It works well on my rib. Other engines Jap makes tend to suffer badly from corrosion but that doesn't make them scrap.

I believe that the problem with the sixty is lack of support when raised one hole. I contacted osprey ribs about this problem and they did not have clients retuning with broken saddles. I asked when they raise an engine do they pack the gap but was told that the transoms are designed for the engine that is going on the boat.thus engines do not have to be raised

Tsm
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Old 09 April 2017, 03:27   #34
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i didnt think my engine was mounted too high but i am not sure can you tell from my photo if it is or not , i really like the engine just not happy about it snapping . was happy about them fixing it the first time but didnt expect it to happen again .
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Old 09 April 2017, 03:31   #35
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was thinking of getting another rib and using the 60 but now i wonder if its a good idea
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Old 10 April 2017, 05:12   #36
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i own a 2015 etec 60 on a 4.80 .
using the one hole up setup, and doesnt have any problem.
looks interesting.
questions to friens who had this broke isssue; how is your steering wheel stiffness ?
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Old 10 April 2017, 08:08   #37
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I had an unrelated warranty issue with my Evinrude 200. Mike at South Coast Marine was a true diamond, even though I did not buy the engine through him. He had to battle with Evinrude, but did get satisfaction for me in the end. Might be something to do with the amount of business he put BRP's way.
My point; it would seem to be the tenacity of the dealer that has a significant influence
Keep pushing.....
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Old 10 April 2017, 08:11   #38
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I had an unrelated warranty issue with my Evinrude 200. Mike at South Coast Marine was a true diamond, even though I did not buy the engine through him. He had to battle with Evinrude, but did get satisfaction for me in the end. Might be something to do with the amount of business he put BRP's way.

My point; it would seem to be the tenacity of the dealer that has a significant influence

Keep pushing.....


I've always been looked after by Mike, a true gent & will fight your corner. That's why I asked the OP early on if it was the dealer or BRP who wouldn't play ball.
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Old 10 April 2017, 08:54   #39
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It might be worth fitting a spacer to pack the gap imho some pics on here.... :thumbup:

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Old 10 April 2017, 10:18   #40
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I've been thinking about the spacer/packer theory and I can't reconcile it as the cause of the failure. The most force is exerted by the prop which pushed the gearcase forwards, putting tension into the top bolts whilst pushing forward on the bottom of the saddle. The exact load path is transferred through the various pivots and trim cylinder, but ultimately acts on the transom bracket as described. Under power the top of the bracket will tend to be pulled away from the transom and packer, thus the packer is not supporting the bracket unless you drop the throttle and the prop acts as a brake, as per my very crude diagram (Blue arrows represent forces).

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Also, the bracket design doesn't look like it is meant to sit on anything, otherwise there would be a flat section for it to contact the top of the transom, whereas it is all curved.

I could also go with a theory that if the engine is mounted higher, the top bolts are lower down the bracket so the bending stress in the bracket is higher (greater moment) and thus it may lead to a failure. Yours looks to be on the top hole, so there goes that theory.

It may also, of course, all come down to manufacturing defects in the casting which act as stress raisers and lead to fatigue failures. A problem with the casting material flow could lead to porosity in certain areas of the casting, which then lead to a failure. Can you get a close up photo of the failure, ideally one of each side of the split, with the two separated? A fatigue crack has tell tale marks and it may be possible to spot the failure initiation point, which may be a material defect.

I may be wrong and happy to hear other theories. I used to do this sort of investigation at Caterpillar, years ago and always love a failure to get to the bottom of.

Phil M
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