Dual-prop drives such as the MerCruiser Bravo Three and Volvo Penta Duoprop are typically paired with larger V-8s ranging from 350 to 430 hp and are used for pushing heavier cruisers and day boats. Single-prop sterndrives are for smaller boats and are matched up primarily with inline 4 , V-6 and V-8 engines. Today, gasoline sterndrive engines range from around 200 hp to 430 hp. The trimmable drive improves performance and economy, and because the drive can be trimmed out, or raised, it allows the boat to be beached. This allows for easier, more confident maneuvering at low speed. The sterndrive engine (sometimes called an inboard/outboard, or I/O) was introduced by Volvo Penta in 1957 as a power system that combined the torque of an inboard engine with a steerable and trimmable drive capability of an outboard. While some mid-range cruisers are available with inboard gas engines, they are quickly being supplanted by the large outboard engines, and they seem to be bound for extinction. Then the Great Recession of 2008 finished off the few that were left. Unfortunately, global economic conditions, foreign wars, and misguided government tax policies spelled the doom for most of the builder that made this types of boats. Throughout the 1960s to the 1990s, inboard gasoline engines were popular in express cruisers, cabin cruisers, express fish boats, and even some small motoryachts in the 3o” to 45” ( 9.10 to 13.71 m) range. But, with experience and patience, most owners get onto it, and this issue did not keep over 13,000 people last year from buying inboard engine tow boats. Perhaps the biggest downside to a single inboard is that they are challenging to dock for the beginner. With the props no longer exposed, regular bow riders are now being used for wake surfing. In these low-speed situations, the combustion motor can be shut down so the system can switch to the electric motor for more efficient operation.Mercury’s Four S forward drive was second to market but is picking up in popularity.īoth Volvo and Mercury have introduced forward-facing lower units that put the props about 26” (.66 cm) forward of where they would be otherwise. However, most of their time is spent idling or actively maneuvering to support other vessels. Tugboats employed by harbor services can use a combustion motor to get where they are needed in a hurry. Hybrid Electric Parallel SerialĮlco’s EP hybrid-electric parallel and serial system benefits commercial and pleasure vessels. With the flip of a switch, the vessel can switch to exclusively power the electric motor with batteries for situations when the motor would be inefficient. The parallel hybrid-electric configuration allows the motor to drive the propeller directly and charge the batteries while the electric motor is inactive. The parallel hybrid-electric configuration features a diesel or gas motor that is connected to the propeller shaft through an electric motor and a clutching system. The serial hybrid-electric configuration is great for boaters who go on day cruises and want to have a backup power supply should a trip take longer than battery power alone can sustain. ![]() This provides boaters with the option of running the motor strictly off battery power for a quiet, clean boating experience, or switching to the generator when the batteries are low. Instead, the generator powers the motor and charges the batteries. ![]() The difference is the addition of a gas or diesel generator, which has no direct connection to the propeller shaft. Similar to the all electric configuration, the electric motor drives the propeller shaft directly. The batteries can be strategically positioned to keep the boat balanced. ![]() Installation is simple, and the motor fits most standard motor mounts. ![]() This system is ideal for day cruises in displacement and semi-displacement boats such as sailboats, launches, tenders, and sloops. With the all electric configuration, an electric motor powered by batteries drives the propeller shaft.
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