When you’re around these items on a regular basis, you overlook “v-drive” shouldn’t be a household phrase. Serveral boats in our catalog are v-drive boats… which means they’ve a rear-mounted inboard motor, Marine parts with a standard prop shaft. Obviously, when you’ve got the motor at the again and the shaft exiting the boat forward, there must be something between. That something is a torque tube (drive line). A gear field that adjustments the route of the facility. That gear box is a v-drive, so called, as a result of there is an angle between the centerline of the input and output shafts. That angle is typically 10 or 12 levels.
Since most ski or velocity boats beneath 20′ are hurting for room and perform better with much less weight, they do not use a transmission. For this reason, v-drives are available with forward only; ahead and impartial; or ahead, impartial, and reverse; and with varied gear ratios.
So why put the motor in the again, and have all this additional hardware? Performance! Our Tornado and Thunderbolt designs are being raced at speeds over one hundred mph. Center mounted engine boats often top out in the 60 to 70 mph vary.
Hardware “what’s-its” for inboard installations
If you’re unfamiliar with inboard installations, the collection of the correct components is often difficult. For the novice, we recommend our e book, “INBOARD MOTOR INSTALLATIONS”. The next is a description of the assorted elements. Their perform in an inboard boat fitting. Discuss with the “V-Drive Installation” sketch above to determine the situation of the components listed below. Although the sketch depicts a v-drive installation, a direct in-line drive could be comparable from the v-drive aft.
#1. QUADRANT or Custom TILLER. A quadrant is required when cable sort steering is used. The custom tiller is required when single push-pull cable steering is used.
#2. RUDDER Post BRACKET. The rudder submit bracket supports the higher portion of the rudder. To stop the rudder from falling through the underside of the boat, a safety collar is used on the rudder above the rudder publish bracket.
#3. RUDDER STUFFING Box. A rudder stuffing box prevents the water from getting into the boat by means of the rudder shaft gap. Various kinds of seals or packing glands can be used. It is advisable to make use of the identical type for the rudder as for the shaft log (9). The packing-type gland may be repacked whereas the shaft is within the boat. The seal-type requires that the shaft be eliminated to change the rubber Neoprene seal.
#4. RUDDER STUFFING Box PLATE. The rudder stuffing field plate goes on the outside of the boat. It’s optionally available and often not used on the quicker boats. It does provide a strong bolting. Bearing for the underside portion of the rudder stuffing field. 5. RUDDER. Rudders of various size. Shape are listed to go well with almost any small boat. RUDDER. Rudders of various size. Shape are listed to go well with virtually any small boat. Rudders of varying size. Shape are listed to go well with virtually any small boat. Rudder Shafts (1″ or 1 1/8″) should be matched to the rudder stuffing field, collar, and rudder submit bracket. 6. STRUT. Struts are available in varying angles. Drops to match your set up. STRUT. Struts are available in varying angles. Drops to match your installation. Struts are available in various angles. Drops to match your installation. If you cherished this write-up and you would like to get additional info about marine parts; visit the up coming site, kindly stop by our web-site. Drop is the gap vertically from the base of the strut to the centerline of the strut bearing on the aft finish of the strut. Two varieties of bearings can be obtained for most struts. The Aqua-Lube is a fabric kind bearing. The BJ is a rubber-kind bearing. Is beneficial when the boat is to be used in silty waters. Strut bearings are replaceable.
#7. WHIP STRUT. Whip struts are used to prevent deflection or whipping of the shaft in excessive speed boats with flatter shaft angles.
#8. FIN. The Custom “V” FIN has a vee in the base to suit the vee in the bottom of most boats. The STREAMLINE FIN has a flat base. Is often supposed for smaller boats. The two larger fins are used with the highest velocity inboard boats.
#9. SHAFT LOG. The shaft log prevents water from coming into the boat by means of the shaft hole in the bottom of the boat. Shaft logs can be found in various angles to match the shaft or strut angularity. Refer to 3 (RUDDER STUFFING Box) for info as to the varieties of packing gland.
#10. PROP SHAFT. Shafts are available commonplace lengths as famous. Shafts may be lower to any desired size. Keyed on the driving finish without additional cost. For instance, we are able to lower a shaft 63″ and also you pay for a 5’6″ size. Overall size will be determined by measuring from the coupling within the boat to the aft finish of the strut, and including 5″ for 1″ shaft, 6″ for 1 1/8″ shaft. Some ski boats use a shaft that is tapered on each ends. The prop finish is a typical taper, the engine finish isn’t. We’d like further data to taper this finish. There can also be an additional charge for tapering the engine end of the shaft.
#11. PROPELLERS. For throughout use, the three-blade typical-kind propeller is generally used. Direction of rotation must be specified. Direction of rotation of the prop is as seen from the again of the boat wanting ahead-left hand counterclockwise; proper hand clockwise. All propellers are supposed to fit our propeller shafts and have normal 1″ tapers.Propeller utility chart for varied production boats.
#12. PROP NUT Kit. A prop nut package furnishes the parts essential to securely hold the propeller on to the shaft.
#13. Split SLEEVE COUPLING. One of these coupling is used to connect the propeller shaft to the v-drive output shaft when both output shaft and prop shaft are 1″ in diameter.
#14. V-DRIVE MOUNT AND V-DRIVE. V-drives can be obtained that include integral ahead, impartial and reverse gears. Others comprise forward and impartial, whereas there are those that haven’t any reversing or neutral position. With the latter, a marine transmission ought to be used on the motor. The exception to the latter statement can be for full race purposes. Ratios of the v-drives will differ. If in doubt, specify the kind of boat, its purpose, pleasure or race, the scale of motor, and ideally the diameter of the propeller to be turned or the area accessible for the propeller. We will then estimate the ratio required.
#15. V-DRIVE TAKE-OFF. A v-drive flange take-off is used to couple the higher shaft of the v-drive to the torque tube. Seek advice from TORQUE TUBES (#16) for info relating to sequence #1310 or #1350.
#16. TORQUE TUBE. Torque tubes are used to couple the motor to the v-drive or a jet pump. Two sequence can be found, a #1310 and a #1350. For extraordinary use with the standard pleasure boat and motors to roughly four hundred cubic inches and a torque tube 24″ or shorter, the #1310 collection is passable. For larger engines and for prime pace use, the heavy obligation #1350 series is fascinating. Note that the motor power take-off and the vee drive take-off have to be of the right collection to match the torque tube. The torque tube does have “play” within the spline that can make the torque tube roughly 1″ shorter or longer than the noted dimensions. If a size aside from these listed is required, the torque tube could be cut and sized to your specs. Check the worth listing for value of this service.
#17. TORQUE TUBE GUARD. A torque tube guard protects the boat. Occupants if a failure ought to happen anywhere along the torque tube meeting. Ordinarily, these are desirable on any of the higher speed boats with torque tubes 24″ or longer. Note that these are made to accommodate each the #1310 and #1350 torque tube collection. (See #16.)
#18. Safety COLLARS. Safety collars are used on high of the RUDDER Post BRACKET (2) and in high velocity craft simply aft of the strut or forward of the shaft log as a safety machine. Either split or conventional collars are available.
#19. Power TAKE-OFF. A energy take-off connects the motor to the torque tube. The Series #1350 or #1310 should match the torque tube. Drives can be found for taking the power from the entrance end, the flywheel finish or from a marine transmission. Normally, the drive will likely be from the flywheel end. In many circumstances, driving from the front finish is impractical with motors geared up with harmonic balancers or those with small diameter crank shafts at the driving finish.