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| Repower Articles |
| Tunanator - A beautiful 60' Elliott that
just needed to go a little faster |
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| Port and starboard V-drives went in before
the engines were put in place. Because they are remote, the mounting is
paramount to this project being successful. I think of a remote V-drive
not only as the transmission, but also as a large thrust-carrying bearing
block. I design mounts that are not only substantial, but are also easily
adjusted/aligned while keeping the V-drive fully isolated from the boat
thru resilient isolation mounts. In this case, I used Clark isolators with
thrust caps that allow for 100% isolation and yet have the slight flexibility
needed to follow the imperfections of movement in all power-trains. You
might think of a remote V-drive as a large oil-cooled heavy duty thrust
bearing that is "literally" pushing the boat. The use of heavy
aluminum fabrications (3/4 - 1 ½" thickness) is evident and
is my material of choice. |
| The sky may have been gray, but this day
was happy as we were finally lifting the QSM-11's into the well prepared
engine room. After a couple of months of hard work and doing as much as
possible BEFORE we set the engines, the lifting and setting of both engines
only took about 30 minutes. |
| No surprises as the all the planning paid off
with a near perfect fit. As the critical alignment is between the V-drive
and the propeller shaft, mounting and alignment of the engines thru a GWB
U-Joint shaft was going to be easy. A sharp eye will notice the removal
of a piece in the lower part of the SAE #1 bell housing. This was going
to let the engine to sit about 2" lower and would allow us to keep
the U-joint angle to under 3 degrees each in a "W" arrangement.
We knew before hand that with the short drive line that the closest point
of the engine touching something was going to be the bronze shat log coming
thru the bottom on the boat. Over the next couple of days, we moved the
engines into their final resting spot. |
| With the engines set in their final resting
spots, we installed the very stout Centa self-supported carden shaft torsional
couplings and the extra heavy duty GWG drive lines. Although I typically
try to use Spicer U-joint cardan shafts, in this case I chose GWB (from
Germany) as the rating for the same physical size drive line is more that
200% higher than equal sized Spicers. With 635HP at 2300 RPM and mid-range
torque capability of approaching 1800 Ft lbs, I didn't even want to think
about a failure in this component. Notice the 5/8" diameter S.S. U-Bolt
safety containment loop around the driveline. Just in case!!!! |
| I also used custom isolators
as all we had to do was hold the engine down...NO THRUST.. With soft mounts,
the lineal vibration and noise transmission to the hull is kept to an absolute
minimum. |
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