Quotes From The Net. Options

[Jumpus GooDarus]

Is it

[nimrod]

Is it

Carefull Spud !!! Jumpy's gonna bite your ass .

[Jumpus GooDarus]

it's 2 hairy frank my teeth aren't going anywhere near that jungle

[Spudly]

They also came with stainless tanks... Id like to see original pics again though
.U

[Fed]

The original pics of the tank looked like alloy to me.

There's something just not right about walking around on the top of your fuel tank let alone having a bogged up lump over the sender.

I wouldn't have believed Haines made them like that but the proof is overwhelming.

FWIW I still don't think the OP had fiber washers and goop under the screwheads.

[Jumpus GooDarus]

You're as biga goose as they are Fed nowunda i call ewe goose

No possible way in the world anybody could tell material type of tank by looking @ that pic & i noted thatOne had to look @ the udder clues unless you wanted to take the word of yogi that it was s/s.

[Fed]

Are you off your meds mate?

[Spudly]

The prop has nothing to do with it Rumpus, it's the engine block trying to turn in the opposite direction to the crankshaft.

Another point to ponder, twins running one counter rotating gearbox & prop.
They do not cancel each other out because the engines are not counter rotating so they will both still try to turn to the right.

Now if one of the actual engines was a counter rotator then they would cancel each other out completely.

I think a lot of these guys posting have never had cable steering so the NFB hydraulic c/w higher steering ratios is masking what their boats are actually doing.

New Suzuki 300hp...
For those not familiar with the reason for a counter rotating model the reasoning is simple. In most applications when a boat requires twin engines to power and push it, the port side engine must use a counter rotation lower unit (often referred to just as gearbox) and the starboard engine uses a normal clockwise rotation lower unit. In a twin engine application this must be done so that the propellers are spinning in different directions. The reason for this is:

- Less ‘dirty’ water being drawn from each propeller causing ventilation (air around the blade area).
- Reduces the tendency for a boat to list to the starboard due to propeller torque pushing it that way.
- Enables larger boats to manoeuvre at low speed for docking.
- Reduces the harmonics and transfer of hull vibration and noise in the boat.

[Fed]

Reduces the tendency for a boat to list to the starboard due to propeller torque pushing it that way.

Listing is not steering Rumpus and unbelievably they have got it wrong.

Normal rotation props cause boats to list to the Port, anticlockwise when viewed from behind because the prop is turning clockwise and the hull is resisting that turning.
Wouldn't you agree? So what does that make the Zuke guy who wrote that.... A Zuke Goose.
I should email them and point out their mistake.

FYI in case you're confused, list means lean.

Just because you copied that from a website don't ever believe they have it right, I once emailed Mercury about a mistake on their website and they returned emailed thanking me for pointing it out.
They also removed the mistake.

[Spudly]

Yep agree, they should have said a list to port, not starboard...

But im still going with prop torque being the cause, not engine torque! being the cause of the list and thaving the effect on steering..

[Spudly]

Counter-Rotation
Steering can be a real chore with a dual engine power setup. When the props turn in the same direction, the boat tends to list and steer off course. Keeping an even keel and true course requires constant attention, especially in choppy water and high winds. Much of that problem can be solved by having two props turn in opposite directions. In other words, counter-rotation. The major advantage of counter-rotation is its ability to enhance performance by reducing steering effort in all RPM ranges.



Most single engine boat setups normally operate in forward motion using clockwise rotation of the engine and gearcase. Although counterclockwise rotation setups have been used since the creation of the outboard engine, the use of counter- rotation has become more prevalent in the last decade. This increase is largely due to the manufacturing increase of larger twin engine recreational boats and performance boats.

To better understand how counter-rotation enhances performance, you must first understand what happens under normal conditions using clockwise rotation propellers. Clockwise rotation propellers, when turned in the same direction, will tend to list or walk to the right side of the direction they are moving forward in.

The illustration below shows two effects of clockwise (Right Hand) propeller rotation. The listing of the propeller to the right, pulling the gearcase in the same direction, and the effect of propeller torque, causing the boat to roll over to the port side.



The illustration below shows how clockwise (Right Hand) propeller torque forces a boat into a right hand turn.



Left-handed or counterclockwise rotation is usually accomplished by using a special gearcase configuration that rotates opposite of engine rotation under normal operation. Counter-rotation is mechanically achieved by driving the gear clutched to the propshaft in counterclockwise rotation when shifted into forward gear. A counter-rotation gearcase is completely different than a standard gearcase, as it is comprised of special parts that provide strength and durability to accomplish this reversed rotation.

[Fed]

Interestingly they contradicted themselves in the last post you put up, now they are saying the clockwise prop makes boats list to the Port.

It's real easy to get in a head spin with this stuff, left right port starboard clockwise counterclockwise bloody hell.

I still maintain there are 2 distinct sets of forces going on, prop torque which causes list to the port and engine torque which cause steer to the starboard.

What I do think though is that with NFB steering and the steering not counteracted by the trim tab causes that steering torque to be transmitted into the hull & magnifying the listing.
(It's got to go somewhere)

When it's counteracted with the trim tab then that is an external force operating on the engine so it's taken out of play.

All the Zuke people have done is make a reverse gear equal to their forward gear in all respects without having to pull the gearcase apart.

To be honest I bet all the other manufacturers are the same within the gearbox but I think these Zukes have some kind of easy quick change linkage thing going on that allows them swap at will.

To look at the forward & reverse 'crown wheels' they look the same and to me it's hard to imagine a manufacturer intentionally making reverse weaker.

Have you ever pulled an outboard gearbox apart, they are all the same inside just like women.

The illustration below shows how clockwise (Right Hand) propeller torque forces a boat into a right hand turn.

I'm not so sure about that statement when you look at the picture, I think they're tying themselves in knots.

This post has been edited by Fed: Feb 3 2012, 11:45 PM

[Fed]

Out of curiosity I checked the BRP website for my own motor and sure enough forward & reverse gears are 2 different part #s but get this, Forward gear is ONLY sold c/w a pinion so I'm betting they are lapped & reverse isn't.

40 0398035 GEAR & PINION ASSY. 1
41 0333077 GEAR, Reverse

More Zuke stuff.

In counter rotation mode the power is transmitted through the reverse gear, which has been upgraded and improved to give it the same characteristics as the forward gears. In fact, the specifications and materials used for forward and reverse gears have both been optimised, as well as improving the layout of the bearings.

So all their other motors have weak reverse gears. LOL!

[NetPez]

so never go backwards