Start to Finish: Building Our 50' Skater
#1331
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While the GV has been improved a little, for testing purposes the DN are not hard to find. Dimensions are identical. The pro's, it's shift-able. Down side, +12" min..
#1333
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Ya know there is actually one very easily adaptable off the shelf, or outa the bone yard (good) planetary option out there. The Gear Vendors OD is an 0.78:1 vertex (cone) Raybestos clutch system proven to hold 2k hp. Doug Nash is the original design, first released in Corvette's, and later on Dodge 1/2 pickups early 90's.
While the GV has been improved a little, for testing purposes the DN are not hard to find. Dimensions are identical. The pro's, it's shift-able. Down side, +12" min..
While the GV has been improved a little, for testing purposes the DN are not hard to find. Dimensions are identical. The pro's, it's shift-able. Down side, +12" min..
On my two speed transmission we were having problems with the planetary needle bearings so I drilled little holes between some of the teeth into the needle bearings in the small planetary gear and every time the teeth came around with oil on them and meshed with the other gear it would squish the oil into the needle bearings and I never had a problem with them again. But they would not handle full power for more then a few min even with the modification. The first gear in mine was only designed to let the turbos spool up to get on plane and then shift into high.
Last edited by BigSilverCat; 11-01-2017 at 09:21 AM.
#1335
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For these reasons this is why I ditched the #6s on my diesel build and went with Arnesons and overdrive in the albeit slightly heavier (200 lbs) transmission.
This is a much more bullet proof approach as the gearboxes are rated in excess of 1600 lbs and the drives will see less torque as the drive input speed is greater than the engine output speed.
Probably a good time to review the gearbox/overdrive/drive setup again.
My recommendation would be either a multi-speed gearbox with OD on the back of the Cummins driving #8s or an SCS dropbox with interchangeable gears and run Arneson thrust tubes, either of these will give you a proven reliable solution.
This is a much more bullet proof approach as the gearboxes are rated in excess of 1600 lbs and the drives will see less torque as the drive input speed is greater than the engine output speed.
Probably a good time to review the gearbox/overdrive/drive setup again.
My recommendation would be either a multi-speed gearbox with OD on the back of the Cummins driving #8s or an SCS dropbox with interchangeable gears and run Arneson thrust tubes, either of these will give you a proven reliable solution.
#1337
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Hi Tyson,
Have you talked to Weissmann about a possible solution?
OR
Have you talked to Weissmann about a possible solution?
OR
Last edited by OLDRAT; 11-02-2017 at 07:56 PM.
#1338
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#1339
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Instead of modifying Mercury M8s, or trying to make the Arnesons work, or wasting time on an overdrive transmission, run the boat like it is, the gear ratio should be about right when you are loaded heavy anyways
While enjoying the boat for a while work on inventing your own out drive that's better than the Arnesons, M8, Wiesmann, and X-power!
While enjoying the boat for a while work on inventing your own out drive that's better than the Arnesons, M8, Wiesmann, and X-power!
#1340
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Tyson,
If your designing it anyways, any reason the gear box can't be on the outside of the boat?
Basically have it take the place of an extension box,... then leave your engines where they are...
Jon
If your designing it anyways, any reason the gear box can't be on the outside of the boat?
Basically have it take the place of an extension box,... then leave your engines where they are...
Jon