Small marine diesel recommendations

[StevenBauer]

Here's your Palmer "Baby Huskie":



From www.oldmarineengine.com

Check out the Classifieds: one guy is selling a "Matched pair of Kermath Sea Queens with reduction gears. Need restored. $1500pr"

And another guy has a Palmer. [img]smile.gif[/img]

Type "antique marine engines" or "old marine engines" into google. You might just get lucky and find the perfect old engine.

Steven

[John A. Campbell]

Really not too interested in an antique engine.....or a used engine of any kind except a "new in the box" 1-owner engine......too much of a "shot in the dark" unless I could personally inspect it or otherwise have first hand knowledge of its condition. And small antique inboards are pretty rare in Texas so personal inspection would require an out-0f-state trip which could easily be offset by the freight and import duty bill on a new Blaxland Pup ordered from Australia. But thanks, Steve, for the reply.

[John A. Campbell]

Really not too interested in an antique engine.....or a used engine of any kind except a "new in the box" 1-owner engine......too much of a "shot in the dark" unless I could personally inspect it or otherwise have first hand knowledge of its condition. And small antique inboards are pretty rare in Texas so personal inspection would require an out-0f-state trip which could easily be offset by the freight and import duty bill on a new Blaxland Pup ordered from Australia. But thanks, Steve, for the reply.

[John A. Campbell]

Really not too interested in an antique engine.....or a used engine of any kind except a "new in the box" 1-owner engine......too much of a "shot in the dark" unless I could personally inspect it or otherwise have first hand knowledge of its condition. And small antique inboards are pretty rare in Texas so personal inspection would require an out-0f-state trip which could easily be offset by the freight and import duty bill on a new Blaxland Pup ordered from Australia. But thanks, Steve, for the reply.

[John A. Campbell]

Andy, thanks for the "heads up" on the problem of overpowering with a 12 hp diesel.............I did not realize that the Westerbeke 12C-TWO would only be running at around 25% nor did I realize that this would be detrimental. And I would really like to hear a Yanmar 1GM10 run just to see how she sounds at an idle and at full throttle. Also want to hear the Blaxland Pup run but I've already heard they have a real nice sound. I know it probably doesn't make a lot of sense but the way this engine is going to SOUND is pretty important to me.

[John A. Campbell]

Andy, thanks for the "heads up" on the problem of overpowering with a 12 hp diesel.............I did not realize that the Westerbeke 12C-TWO would only be running at around 25% nor did I realize that this would be detrimental. And I would really like to hear a Yanmar 1GM10 run just to see how she sounds at an idle and at full throttle. Also want to hear the Blaxland Pup run but I've already heard they have a real nice sound. I know it probably doesn't make a lot of sense but the way this engine is going to SOUND is pretty important to me.

[John A. Campbell]

Andy, thanks for the "heads up" on the problem of overpowering with a 12 hp diesel.............I did not realize that the Westerbeke 12C-TWO would only be running at around 25% nor did I realize that this would be detrimental. And I would really like to hear a Yanmar 1GM10 run just to see how she sounds at an idle and at full throttle. Also want to hear the Blaxland Pup run but I've already heard they have a real nice sound. I know it probably doesn't make a lot of sense but the way this engine is going to SOUND is pretty important to me.

[RonW]

You already know what you want.

And you will know that's it, when you hear it.

[RonW]

You already know what you want.

And you will know that's it, when you hear it.

[RonW]

You already know what you want.

And you will know that's it, when you hear it.

[John B]

I've sold or influenced the sale of at least 5 Lombardini engines that I know of in the last 3 years by people hearing my 3 cyl run or just by asking about it.903? I think its called.
New generation OHC diesel. self priming fuel system ( not that you'll ever run out of gas. I know I haven't... noooo,not me)smooth, quiet( I have no sound proofing)and light.
The only disadvantage I can think of is that it can't be hand started. But then I'm pretty certain that it barely makes 2 turns before it fires . 9 years I've been running it. good motor.

[John B]

I've sold or influenced the sale of at least 5 Lombardini engines that I know of in the last 3 years by people hearing my 3 cyl run or just by asking about it.903? I think its called.
New generation OHC diesel. self priming fuel system ( not that you'll ever run out of gas. I know I haven't... noooo,not me)smooth, quiet( I have no sound proofing)and light.
The only disadvantage I can think of is that it can't be hand started. But then I'm pretty certain that it barely makes 2 turns before it fires . 9 years I've been running it. good motor.

[John B]

I've sold or influenced the sale of at least 5 Lombardini engines that I know of in the last 3 years by people hearing my 3 cyl run or just by asking about it.903? I think its called.
New generation OHC diesel. self priming fuel system ( not that you'll ever run out of gas. I know I haven't... noooo,not me)smooth, quiet( I have no sound proofing)and light.
The only disadvantage I can think of is that it can't be hand started. But then I'm pretty certain that it barely makes 2 turns before it fires . 9 years I've been running it. good motor.

[AHall]

On the sound of the Yanmar - I would you think that if you toured your local marinas during "the season" you would come across one as an auxillary in a small sailboat. I would gladly have taken you for a spin in mine, but it was sold last fall.

If you are keen on the sounds, A Sabb would make you happy. I don't belive they are still made, and the 10 hp weighed like 500#. Built to last and slow reving. It would probably sink the victor slocum like a stone.

It is a shame Honda doen't make a small gasoline inboard. Apparently there is not much market for them. Maybe some clever machinist type can make up a water cooled block/bellhousing/marine manifold....Im envisioning some sort of kit. You buy a 5 hp from Northern Tool and bolt on the marinization parts and off you go.

fun to think about anyway,
Andy

[AHall]

On the sound of the Yanmar - I would you think that if you toured your local marinas during "the season" you would come across one as an auxillary in a small sailboat. I would gladly have taken you for a spin in mine, but it was sold last fall.

If you are keen on the sounds, A Sabb would make you happy. I don't belive they are still made, and the 10 hp weighed like 500#. Built to last and slow reving. It would probably sink the victor slocum like a stone.

It is a shame Honda doen't make a small gasoline inboard. Apparently there is not much market for them. Maybe some clever machinist type can make up a water cooled block/bellhousing/marine manifold....Im envisioning some sort of kit. You buy a 5 hp from Northern Tool and bolt on the marinization parts and off you go.

fun to think about anyway,
Andy

[AHall]

On the sound of the Yanmar - I would you think that if you toured your local marinas during "the season" you would come across one as an auxillary in a small sailboat. I would gladly have taken you for a spin in mine, but it was sold last fall.

If you are keen on the sounds, A Sabb would make you happy. I don't belive they are still made, and the 10 hp weighed like 500#. Built to last and slow reving. It would probably sink the victor slocum like a stone.

It is a shame Honda doen't make a small gasoline inboard. Apparently there is not much market for them. Maybe some clever machinist type can make up a water cooled block/bellhousing/marine manifold....Im envisioning some sort of kit. You buy a 5 hp from Northern Tool and bolt on the marinization parts and off you go.

fun to think about anyway,
Andy

[Stiletto]

I remember a hotshot small racing keeler of a few years ago had a liquid cooled motorcycle motor for light weight and more than enough power.

[Stiletto]

I remember a hotshot small racing keeler of a few years ago had a liquid cooled motorcycle motor for light weight and more than enough power.

[Stiletto]

I remember a hotshot small racing keeler of a few years ago had a liquid cooled motorcycle motor for light weight and more than enough power.

[John A. Campbell]

John B., regarding the Lombardini, it looks like a good engine BUT if it's only gonna be running at 25% of its rated output, that's apparently not so good (see above) so, if I go with a diesel it should be a 1-cylinder and Lombardini doesn't make one.

Andy, in order to make the Honda air-cooled engine work, I would need a special coupling that is splined (female) on one side (to input side of PRM-80 gearbox)and smooth with keyway (also female) on the other (to output side of Honda engine) and ideally with an elastomeric insert (like a Lovejoy spider ) between them. Then after the two units (the Honda engine and Newage PRM-80 gearbox) are perfectly "plugged in" to the coupling, a good heavy aluminum engine/gearbox mounting would have to be made to hold everything together. Also, I've been told that some sort of spring-loaded dampener is needed on the output side of the transmission to absorb any impact that the prop might encounter (debris in the water, etc.) so as to avoid damaging the gearbox. I do not know how this dampener would be attached. I also do not see the necessity for a bell housing with an arrangement like the above and I have to assume that when a bell housing is employed, there's more to it than just a cover that extends from the engine crankcase to the gearbox. The Mudboat Engine (see above) is set up just fine except it's too much power and the manufacturer (M & L Engine Co.) won't even remotely consider any other engine owing to tooling costs....completely understandable.

Also, I've heard the Saab run.....there's an audio program on their web site and you can hear the Saab 1-lunger run.......almost as sweet as Creedence Clearwater Revival!!!!!

[John A. Campbell]

John B., regarding the Lombardini, it looks like a good engine BUT if it's only gonna be running at 25% of its rated output, that's apparently not so good (see above) so, if I go with a diesel it should be a 1-cylinder and Lombardini doesn't make one.

Andy, in order to make the Honda air-cooled engine work, I would need a special coupling that is splined (female) on one side (to input side of PRM-80 gearbox)and smooth with keyway (also female) on the other (to output side of Honda engine) and ideally with an elastomeric insert (like a Lovejoy spider ) between them. Then after the two units (the Honda engine and Newage PRM-80 gearbox) are perfectly "plugged in" to the coupling, a good heavy aluminum engine/gearbox mounting would have to be made to hold everything together. Also, I've been told that some sort of spring-loaded dampener is needed on the output side of the transmission to absorb any impact that the prop might encounter (debris in the water, etc.) so as to avoid damaging the gearbox. I do not know how this dampener would be attached. I also do not see the necessity for a bell housing with an arrangement like the above and I have to assume that when a bell housing is employed, there's more to it than just a cover that extends from the engine crankcase to the gearbox. The Mudboat Engine (see above) is set up just fine except it's too much power and the manufacturer (M & L Engine Co.) won't even remotely consider any other engine owing to tooling costs....completely understandable.

Also, I've heard the Saab run.....there's an audio program on their web site and you can hear the Saab 1-lunger run.......almost as sweet as Creedence Clearwater Revival!!!!!

[John A. Campbell]

John B., regarding the Lombardini, it looks like a good engine BUT if it's only gonna be running at 25% of its rated output, that's apparently not so good (see above) so, if I go with a diesel it should be a 1-cylinder and Lombardini doesn't make one.

Andy, in order to make the Honda air-cooled engine work, I would need a special coupling that is splined (female) on one side (to input side of PRM-80 gearbox)and smooth with keyway (also female) on the other (to output side of Honda engine) and ideally with an elastomeric insert (like a Lovejoy spider ) between them. Then after the two units (the Honda engine and Newage PRM-80 gearbox) are perfectly "plugged in" to the coupling, a good heavy aluminum engine/gearbox mounting would have to be made to hold everything together. Also, I've been told that some sort of spring-loaded dampener is needed on the output side of the transmission to absorb any impact that the prop might encounter (debris in the water, etc.) so as to avoid damaging the gearbox. I do not know how this dampener would be attached. I also do not see the necessity for a bell housing with an arrangement like the above and I have to assume that when a bell housing is employed, there's more to it than just a cover that extends from the engine crankcase to the gearbox. The Mudboat Engine (see above) is set up just fine except it's too much power and the manufacturer (M & L Engine Co.) won't even remotely consider any other engine owing to tooling costs....completely understandable.

Also, I've heard the Saab run.....there's an audio program on their web site and you can hear the Saab 1-lunger run.......almost as sweet as Creedence Clearwater Revival!!!!!

[Andrew Craig-Bennett]

I converted a 16ft clinker pulling boat into a launch, six-seven years ago.

I asked advice in this very place, having ben offereed a iGM10 going cheap, and Ian McColgin said that the 1GM10 was "a nasty little jumper".

Ian, him dead right.

I followed Ian's advice and put in flexible mounts and extra long bearers with extra floors in way, but boy, does it make a racket! And boy, does it vibrate!

Wonderfully reliable, though.

I should add that it is too powerful for the boat. We get to hull speed at about half throttle, and I imagine this would apply in your case too.

If I were doing it again I would fit an antique two cycle petrol engine, either the aforementioned Dolphin or a reconditioned Stuart Turner or of course the US equivalent. That way, we could hear ourselves think.

[Andrew Craig-Bennett]

I converted a 16ft clinker pulling boat into a launch, six-seven years ago.

I asked advice in this very place, having ben offereed a iGM10 going cheap, and Ian McColgin said that the 1GM10 was "a nasty little jumper".

Ian, him dead right.

I followed Ian's advice and put in flexible mounts and extra long bearers with extra floors in way, but boy, does it make a racket! And boy, does it vibrate!

Wonderfully reliable, though.

I should add that it is too powerful for the boat. We get to hull speed at about half throttle, and I imagine this would apply in your case too.

If I were doing it again I would fit an antique two cycle petrol engine, either the aforementioned Dolphin or a reconditioned Stuart Turner or of course the US equivalent. That way, we could hear ourselves think.

[Andrew Craig-Bennett]

I converted a 16ft clinker pulling boat into a launch, six-seven years ago.

I asked advice in this very place, having ben offereed a iGM10 going cheap, and Ian McColgin said that the 1GM10 was "a nasty little jumper".

Ian, him dead right.

I followed Ian's advice and put in flexible mounts and extra long bearers with extra floors in way, but boy, does it make a racket! And boy, does it vibrate!

Wonderfully reliable, though.

I should add that it is too powerful for the boat. We get to hull speed at about half throttle, and I imagine this would apply in your case too.

If I were doing it again I would fit an antique two cycle petrol engine, either the aforementioned Dolphin or a reconditioned Stuart Turner or of course the US equivalent. That way, we could hear ourselves think.

[John Hastie]

Here is my project boat. I finally figured out how to post a picture.

This boat is 15'3' LOA, clinker built around 1930, clinch nailed of white cedar planks and steam bent white oak ribs.

After discussion with John Atkin & Co., the modified stern was not unusual. Instead of the outboard rudder, it has an inboard steering post and rudder.

Other than this, the boat is practically identical to the "Victor Slocum" down to the seating.

http://www.imagestation.com/album/pi...?id=2108950889

I am eyeing my Briggs and Stratton 5hp Roto-tiller engine. It is a horizontal shaft with an outboard v-belt pulley system for forward and reverse.

[John Hastie]

Here is my project boat. I finally figured out how to post a picture.

This boat is 15'3' LOA, clinker built around 1930, clinch nailed of white cedar planks and steam bent white oak ribs.

After discussion with John Atkin & Co., the modified stern was not unusual. Instead of the outboard rudder, it has an inboard steering post and rudder.

Other than this, the boat is practically identical to the "Victor Slocum" down to the seating.

http://www.imagestation.com/album/pi...?id=2108950889

I am eyeing my Briggs and Stratton 5hp Roto-tiller engine. It is a horizontal shaft with an outboard v-belt pulley system for forward and reverse.

[John Hastie]

Here is my project boat. I finally figured out how to post a picture.

This boat is 15'3' LOA, clinker built around 1930, clinch nailed of white cedar planks and steam bent white oak ribs.

After discussion with John Atkin & Co., the modified stern was not unusual. Instead of the outboard rudder, it has an inboard steering post and rudder.

Other than this, the boat is practically identical to the "Victor Slocum" down to the seating.

http://www.imagestation.com/album/pi...?id=2108950889

I am eyeing my Briggs and Stratton 5hp Roto-tiller engine. It is a horizontal shaft with an outboard v-belt pulley system for forward and reverse.

[John A. Campbell]

John, that Roto-Tiller arrangement sounds interesting. I've looked at several tillers and lots of other garden/lawn equipment but so far, they've all got belt or chain drive down to a transmission for forward/neutral/reverse and from there the output RPM is much too slow. If I understand what the Roto-Tiller is all about, the forward/reverse function takes place BEFORE you get down to the low RPM gearing to the wheels and tines.....correct? I'm going to look for a Roto-Tiller and see if it might work.

I think, when all is said and done, that the Blaxland Pup (3 1/2 or 7 hp) will be my first choice and have sent a V.S. drawing down to Australia this morning along with a letter of questions about some other things I want to know about these engines. The simplicity of these little engines is really appealing and they look like a "natural fit" for the V.S...........sort of a "new born antique" powerplant.

[John A. Campbell]

John, that Roto-Tiller arrangement sounds interesting. I've looked at several tillers and lots of other garden/lawn equipment but so far, they've all got belt or chain drive down to a transmission for forward/neutral/reverse and from there the output RPM is much too slow. If I understand what the Roto-Tiller is all about, the forward/reverse function takes place BEFORE you get down to the low RPM gearing to the wheels and tines.....correct? I'm going to look for a Roto-Tiller and see if it might work.

I think, when all is said and done, that the Blaxland Pup (3 1/2 or 7 hp) will be my first choice and have sent a V.S. drawing down to Australia this morning along with a letter of questions about some other things I want to know about these engines. The simplicity of these little engines is really appealing and they look like a "natural fit" for the V.S...........sort of a "new born antique" powerplant.

[John A. Campbell]

John, that Roto-Tiller arrangement sounds interesting. I've looked at several tillers and lots of other garden/lawn equipment but so far, they've all got belt or chain drive down to a transmission for forward/neutral/reverse and from there the output RPM is much too slow. If I understand what the Roto-Tiller is all about, the forward/reverse function takes place BEFORE you get down to the low RPM gearing to the wheels and tines.....correct? I'm going to look for a Roto-Tiller and see if it might work.

I think, when all is said and done, that the Blaxland Pup (3 1/2 or 7 hp) will be my first choice and have sent a V.S. drawing down to Australia this morning along with a letter of questions about some other things I want to know about these engines. The simplicity of these little engines is really appealing and they look like a "natural fit" for the V.S...........sort of a "new born antique" powerplant.

[mike hanyi]

Well I dont know if this belongs on this thread but I reciently found a wonderful tiny little marine engine called a "Tummler" the link will explain it all, its a sideboard motor with a long shaft,East german and Im going to install mine in a lightweight daysailer as an inboard, the little thing weights 25 pounds!!
I started mine up and she idles nicely, as she is a 2 stroke I expected to hear the ping-ping but no, she sounds like a weedwacker at idle. I got 2 of them and as one is a basket case I got to look at the construction, She is true german quality castings, proper seals and bearings. the cylinder is iron lined and the waterpump is a diaphram type and easily made from a sheet of rubber. Im going to start a thread on this as I find it interesting, Imagine a 16 ft daysailer with a tiny
motor that weighs nothing.

mike hanyi
finland

http://www.faltbootbasteln.de/fbb-tuemmler.html

[mike hanyi]

Well I dont know if this belongs on this thread but I reciently found a wonderful tiny little marine engine called a "Tummler" the link will explain it all, its a sideboard motor with a long shaft,East german and Im going to install mine in a lightweight daysailer as an inboard, the little thing weights 25 pounds!!
I started mine up and she idles nicely, as she is a 2 stroke I expected to hear the ping-ping but no, she sounds like a weedwacker at idle. I got 2 of them and as one is a basket case I got to look at the construction, She is true german quality castings, proper seals and bearings. the cylinder is iron lined and the waterpump is a diaphram type and easily made from a sheet of rubber. Im going to start a thread on this as I find it interesting, Imagine a 16 ft daysailer with a tiny
motor that weighs nothing.

mike hanyi
finland

http://www.faltbootbasteln.de/fbb-tuemmler.html

[mike hanyi]

Well I dont know if this belongs on this thread but I reciently found a wonderful tiny little marine engine called a "Tummler" the link will explain it all, its a sideboard motor with a long shaft,East german and Im going to install mine in a lightweight daysailer as an inboard, the little thing weights 25 pounds!!
I started mine up and she idles nicely, as she is a 2 stroke I expected to hear the ping-ping but no, she sounds like a weedwacker at idle. I got 2 of them and as one is a basket case I got to look at the construction, She is true german quality castings, proper seals and bearings. the cylinder is iron lined and the waterpump is a diaphram type and easily made from a sheet of rubber. Im going to start a thread on this as I find it interesting, Imagine a 16 ft daysailer with a tiny
motor that weighs nothing.

mike hanyi
finland

http://www.faltbootbasteln.de/fbb-tuemmler.html

[John A. Campbell]

Per Jim Mathison's suggestion, I looked at the Bukh marine diesel.....the little 1-cylinder DV7 ME and it really looks like an ideal powerplant for the "Victor Slocum".......7 hp, weighs 141 lbs, measures 17.25" height, 22.5" length, and 14.88" width. It has electric starting (12 volt), hand crank starting, water cooled exhaust elbow, 2.05:1 gear reduction, up to 15 degrees shaft angle, etc., etc. and their brochure makes a point of stating "they cause no vibration, noise, excess fumes," etc. The current selling price per North Jersey Marine, Clifton, NJ is $4825 plus motor freight to Texas. I would really like to hear from anyone having knowledge....first hand or otherwise..... of this particular brand (Bukh) of marine diesel engine............John

[John A. Campbell]

Per Jim Mathison's suggestion, I looked at the Bukh marine diesel.....the little 1-cylinder DV7 ME and it really looks like an ideal powerplant for the "Victor Slocum".......7 hp, weighs 141 lbs, measures 17.25" height, 22.5" length, and 14.88" width. It has electric starting (12 volt), hand crank starting, water cooled exhaust elbow, 2.05:1 gear reduction, up to 15 degrees shaft angle, etc., etc. and their brochure makes a point of stating "they cause no vibration, noise, excess fumes," etc. The current selling price per North Jersey Marine, Clifton, NJ is $4825 plus motor freight to Texas. I would really like to hear from anyone having knowledge....first hand or otherwise..... of this particular brand (Bukh) of marine diesel engine............John

[John A. Campbell]

Per Jim Mathison's suggestion, I looked at the Bukh marine diesel.....the little 1-cylinder DV7 ME and it really looks like an ideal powerplant for the "Victor Slocum".......7 hp, weighs 141 lbs, measures 17.25" height, 22.5" length, and 14.88" width. It has electric starting (12 volt), hand crank starting, water cooled exhaust elbow, 2.05:1 gear reduction, up to 15 degrees shaft angle, etc., etc. and their brochure makes a point of stating "they cause no vibration, noise, excess fumes," etc. The current selling price per North Jersey Marine, Clifton, NJ is $4825 plus motor freight to Texas. I would really like to hear from anyone having knowledge....first hand or otherwise..... of this particular brand (Bukh) of marine diesel engine............John

[Dave Davis]

Extensive experience with their DV-10. We had one in the boat that blew its head and replaced with a new one shipped to Hawaii by North Jersey Marine. First a plug for the company, they're the best and will have you parts faster than the local bubbas can obtain Japanese engine stuff. Unfortunately, like our Volvo, parts are in increments of 100 bucks.

Great little engine, one lunger also. Easy handstart though we had a starter battery for ease. Last a long time if run to load and not up and down. Weak spots we found were the water elbow on the exhaust, DV-10's was cast and seemed to last about five years. Replaced the raw water impeller every year since it had a habit of failing without warning otherwise. Likes clean fuel so invest in a good Racor set up with visible bowl, to augment the attached small filter. We kept clean water in her too, with a seawater strainer but never had any real issues there. And from personal experience, if you've got a seacock on the exhaust (recommended) OPEN BEFORE STARTING! You will blow up the exhaust hose otherwise, it has compression like nothing you'll ever see.

Disclaimer: the engine must be treated well. The guy who bought our boat abused her, and the engine reciprocated. He ended up installing a Yanmar or such but I think he made a mistake.

[Dave Davis]

Extensive experience with their DV-10. We had one in the boat that blew its head and replaced with a new one shipped to Hawaii by North Jersey Marine. First a plug for the company, they're the best and will have you parts faster than the local bubbas can obtain Japanese engine stuff. Unfortunately, like our Volvo, parts are in increments of 100 bucks.

Great little engine, one lunger also. Easy handstart though we had a starter battery for ease. Last a long time if run to load and not up and down. Weak spots we found were the water elbow on the exhaust, DV-10's was cast and seemed to last about five years. Replaced the raw water impeller every year since it had a habit of failing without warning otherwise. Likes clean fuel so invest in a good Racor set up with visible bowl, to augment the attached small filter. We kept clean water in her too, with a seawater strainer but never had any real issues there. And from personal experience, if you've got a seacock on the exhaust (recommended) OPEN BEFORE STARTING! You will blow up the exhaust hose otherwise, it has compression like nothing you'll ever see.

Disclaimer: the engine must be treated well. The guy who bought our boat abused her, and the engine reciprocated. He ended up installing a Yanmar or such but I think he made a mistake.

[Dave Davis]

Extensive experience with their DV-10. We had one in the boat that blew its head and replaced with a new one shipped to Hawaii by North Jersey Marine. First a plug for the company, they're the best and will have you parts faster than the local bubbas can obtain Japanese engine stuff. Unfortunately, like our Volvo, parts are in increments of 100 bucks.

Great little engine, one lunger also. Easy handstart though we had a starter battery for ease. Last a long time if run to load and not up and down. Weak spots we found were the water elbow on the exhaust, DV-10's was cast and seemed to last about five years. Replaced the raw water impeller every year since it had a habit of failing without warning otherwise. Likes clean fuel so invest in a good Racor set up with visible bowl, to augment the attached small filter. We kept clean water in her too, with a seawater strainer but never had any real issues there. And from personal experience, if you've got a seacock on the exhaust (recommended) OPEN BEFORE STARTING! You will blow up the exhaust hose otherwise, it has compression like nothing you'll ever see.

Disclaimer: the engine must be treated well. The guy who bought our boat abused her, and the engine reciprocated. He ended up installing a Yanmar or such but I think he made a mistake.

[helvit]

Yet more motor options---->

for instance, this Kawasaki watercooled 16hp gasoline twin.

http://www.kawpowr.com/4cycle/horiz_fd501d.asp

It powers, among other things, a marine Kohler generator. In that unit there's a wet exhaust model. (see page 4 of these specs):
http://sailingshop.com.br/manual/7er.pdf

The thing shows up here & there for $850 to $1000 new, mainly farm motor sellers, probably a bit more for a replacement wet exhaust model through Kohler.

John, I'm in the same wringing out process for the same boat but I just started, led here by research on the Atkin Rescue Minor featured in the recent WB and Googled up the threads you started .

Thanks for your posts of the past few months, and the responses. Among them was an objection to one of the many proposed motors based on "the little stub of a shaft" This Kawasaki seems to have plenty of shaft to work with, but I'm a million miles from knowing how to latch onto it, much less lever the power backwards. What are the options for taking power off that shaft?

You have to love the ingenuity of Robb White, who built that very modified Rescue Minor. He messed about with Atkin's boat in a hundred ways, used a small Kubota tractor diesel, decorated the exhaust manifolds with copper tubing/foil/wire, and so on ... and says about power transmission:

"the shaft is driven by one of those poly v-belts like they put on modern automobiles. Once I got it all set up right, it has been very successful and silent, has been running the same belt all this time [2500 hours], and appears to be still good for a long time more. Neutral is obtained by slacking the belt, and reverse comes from depressing the rear of the engine (3/16's") until a rubber tire on the output shaft of the engine contacts a phenolic disc on the shaft... kind of makes a little chirp and puff of white smoke out of the engine box output ventilator when you do it wide open."

John, I think that's where we need to get to.

Kubota site : "A variety of options are available to customize Kubota engines to meet your specific needs. Contact your authorized Kubota Engine Distributor for more detailed information", so I'll do that this afternoon.

Many just drop a 5 or 10 thousand dollar bill on these kinds of problems and thereby feel entitled to a great result. Many get mightily disappointed. I really like Robb White's way:

" Once I got it all set up...."

[edit] here are other interesting links for kubota-power:

http://www.phasormarine.com/p2-13-sm.htm

http://frontierequip.ca/kubota/kubmarineprop.htm

[ 03-11-2006, 11:40 AM: Message edited by: helvit ]

[helvit]

Yet more motor options---->

for instance, this Kawasaki watercooled 16hp gasoline twin.

http://www.kawpowr.com/4cycle/horiz_fd501d.asp

It powers, among other things, a marine Kohler generator. In that unit there's a wet exhaust model. (see page 4 of these specs):
http://sailingshop.com.br/manual/7er.pdf

The thing shows up here & there for $850 to $1000 new, mainly farm motor sellers, probably a bit more for a replacement wet exhaust model through Kohler.

John, I'm in the same wringing out process for the same boat but I just started, led here by research on the Atkin Rescue Minor featured in the recent WB and Googled up the threads you started .

Thanks for your posts of the past few months, and the responses. Among them was an objection to one of the many proposed motors based on "the little stub of a shaft" This Kawasaki seems to have plenty of shaft to work with, but I'm a million miles from knowing how to latch onto it, much less lever the power backwards. What are the options for taking power off that shaft?

You have to love the ingenuity of Robb White, who built that very modified Rescue Minor. He messed about with Atkin's boat in a hundred ways, used a small Kubota tractor diesel, decorated the exhaust manifolds with copper tubing/foil/wire, and so on ... and says about power transmission:

"the shaft is driven by one of those poly v-belts like they put on modern automobiles. Once I got it all set up right, it has been very successful and silent, has been running the same belt all this time [2500 hours], and appears to be still good for a long time more. Neutral is obtained by slacking the belt, and reverse comes from depressing the rear of the engine (3/16's") until a rubber tire on the output shaft of the engine contacts a phenolic disc on the shaft... kind of makes a little chirp and puff of white smoke out of the engine box output ventilator when you do it wide open."

John, I think that's where we need to get to.

Kubota site : "A variety of options are available to customize Kubota engines to meet your specific needs. Contact your authorized Kubota Engine Distributor for more detailed information", so I'll do that this afternoon.

Many just drop a 5 or 10 thousand dollar bill on these kinds of problems and thereby feel entitled to a great result. Many get mightily disappointed. I really like Robb White's way:

" Once I got it all set up...."

[edit] here are other interesting links for kubota-power:

http://www.phasormarine.com/p2-13-sm.htm

http://frontierequip.ca/kubota/kubmarineprop.htm

[ 03-11-2006, 11:40 AM: Message edited by: helvit ]

[helvit]

Yet more motor options---->

for instance, this Kawasaki watercooled 16hp gasoline twin.

http://www.kawpowr.com/4cycle/horiz_fd501d.asp

It powers, among other things, a marine Kohler generator. In that unit there's a wet exhaust model. (see page 4 of these specs):
http://sailingshop.com.br/manual/7er.pdf

The thing shows up here & there for $850 to $1000 new, mainly farm motor sellers, probably a bit more for a replacement wet exhaust model through Kohler.

John, I'm in the same wringing out process for the same boat but I just started, led here by research on the Atkin Rescue Minor featured in the recent WB and Googled up the threads you started .

Thanks for your posts of the past few months, and the responses. Among them was an objection to one of the many proposed motors based on "the little stub of a shaft" This Kawasaki seems to have plenty of shaft to work with, but I'm a million miles from knowing how to latch onto it, much less lever the power backwards. What are the options for taking power off that shaft?

You have to love the ingenuity of Robb White, who built that very modified Rescue Minor. He messed about with Atkin's boat in a hundred ways, used a small Kubota tractor diesel, decorated the exhaust manifolds with copper tubing/foil/wire, and so on ... and says about power transmission:

"the shaft is driven by one of those poly v-belts like they put on modern automobiles. Once I got it all set up right, it has been very successful and silent, has been running the same belt all this time [2500 hours], and appears to be still good for a long time more. Neutral is obtained by slacking the belt, and reverse comes from depressing the rear of the engine (3/16's") until a rubber tire on the output shaft of the engine contacts a phenolic disc on the shaft... kind of makes a little chirp and puff of white smoke out of the engine box output ventilator when you do it wide open."

John, I think that's where we need to get to.

Kubota site : "A variety of options are available to customize Kubota engines to meet your specific needs. Contact your authorized Kubota Engine Distributor for more detailed information", so I'll do that this afternoon.

Many just drop a 5 or 10 thousand dollar bill on these kinds of problems and thereby feel entitled to a great result. Many get mightily disappointed. I really like Robb White's way:

" Once I got it all set up...."

[edit] here are other interesting links for kubota-power:

http://www.phasormarine.com/p2-13-sm.htm

http://frontierequip.ca/kubota/kubmarineprop.htm

[ 03-11-2006, 11:40 AM: Message edited by: helvit ]

[Jim Mathieson]

I printed up a reply from 2001 back then,but couldn't get it on a search of "Inboard Diesel vs OB in well"apparently from designs and plans.

thinwatersailor wrote....If you must go diesel 10 hp plenty.We sailed 5t cutter w/a 10hp one lunger Bukh no problem.1/4 liter fuel per hour.But!Consider the pain;shafting,cutlass bearing,packing gland oe shaft seal,filters more filters,raw water or heat exchanger cooled,zincs ,sea cocks impellers etc....

[Jim Mathieson]

I printed up a reply from 2001 back then,but couldn't get it on a search of "Inboard Diesel vs OB in well"apparently from designs and plans.

thinwatersailor wrote....If you must go diesel 10 hp plenty.We sailed 5t cutter w/a 10hp one lunger Bukh no problem.1/4 liter fuel per hour.But!Consider the pain;shafting,cutlass bearing,packing gland oe shaft seal,filters more filters,raw water or heat exchanger cooled,zincs ,sea cocks impellers etc....

[Jim Mathieson]

I printed up a reply from 2001 back then,but couldn't get it on a search of "Inboard Diesel vs OB in well"apparently from designs and plans.

thinwatersailor wrote....If you must go diesel 10 hp plenty.We sailed 5t cutter w/a 10hp one lunger Bukh no problem.1/4 liter fuel per hour.But!Consider the pain;shafting,cutlass bearing,packing gland oe shaft seal,filters more filters,raw water or heat exchanger cooled,zincs ,sea cocks impellers etc....

[High C]

I have a 12HP Yanmar YSM12, a 1 cyl engine, which is one rough running dude. The lower half of the rev range is practically unusable, (the idle isn't too bad) the vibration is so severe. It wears out motor mounts every five to ten years as well.

It's 27 years old and still running strong. I'd love to upgrade to something smoother, and more powerful, but it just won't quit!

[High C]

I have a 12HP Yanmar YSM12, a 1 cyl engine, which is one rough running dude. The lower half of the rev range is practically unusable, (the idle isn't too bad) the vibration is so severe. It wears out motor mounts every five to ten years as well.

It's 27 years old and still running strong. I'd love to upgrade to something smoother, and more powerful, but it just won't quit!

[High C]

I have a 12HP Yanmar YSM12, a 1 cyl engine, which is one rough running dude. The lower half of the rev range is practically unusable, (the idle isn't too bad) the vibration is so severe. It wears out motor mounts every five to ten years as well.

It's 27 years old and still running strong. I'd love to upgrade to something smoother, and more powerful, but it just won't quit!

[John A. Campbell]

Helvit, it is somewhat comforting to know you are also going through this "wringing out" process.......it can be somewhat tortureous but fun, too.

I have done lots of research the last few weeks on possible engine applications for the "Victor Slocum". One of them was the use of an air-cooled engine that was normally used to power a generator. I found that an engine of this type has no internal balancing normally found on general purpose engines and depends on the generator's armature for the balancing effect so you should steer away from that. This engine was the Honda GX360.....the General Purpose GX360 would have been okay but is no longer available....there is a GX360 available at Plano Power Products in Plano, Texas but it is the generator version so stay away from it or any other engine of 12 hp or more that is specifically intended to drive a generator.

Then I looked at Briggs-Stratton's 5.5 hp tiller engine which has an auxillary PTO shaft that turns in opposite rotation to the main crankshaft(are you listening, John Hastie?). This looked like a possible forward/neutral/reverse application by using a double pulley idler which moved from side to side engaging (tightening) either of the two drive pulleys......BUT I found that the aux. PTO (which worked off the camshaft) was only rated at 1/2 hp indicating, I suppose, that it wouldn't be satisfactory for reverse.

Then I talked with Newage Transmission Co. about using their PRM-80 marine gearbox ($870) coupled to a Honda 8 hp air-cooled engine. The Honda idles at 1300 RPM....Newage (Jamie Pratt) said this was too high and would most likely invite "cone lockup" and they "would not accept application for such an arrangement for warranty".

Basically I have been scared off of using an air-cooled engine for the "V.S.".......too many comments about danger of gasoline fire, the difficulty of adapting some sort of forward/neutral/reverse arrangement, "the engine will run too hot", etc. etc. I ran down many alleys with this and always, with no exceptions, I found reasons not to do it so I have......up to now, at least......been thinking that the 1-cylinder water-cooled marine diesel or the Blaxland Pup (although it is gasoline) is probably the best way to go. But now I'm hearing all this about 1-cylinder marine diesel vibration and have been told that a 2-cylinder marine diesel is much smoother. Then I've learned that a diesel needs to work hard and at its rated output and the "Victor Slocum" won't present enough load to keep a 2-cylinder happy soooooooo what the hell is a man gonna do??!! I think, before I lay my money down for any marine engine, I'm gonna have to see and hear her run first.

To sum it up, the lack of a nice NEW low-powered (around 5- 8 hp) smooth running inboard gasoline marine engine with flame arrestor, gearbox, etc. and at a "reasonable price" is a real bottleneck as I see it but one way or the other, I will build the "Victor Slocum". I "sorta" like Robb White's approach to using the 18 hp Kubota engine but that engine is too much for the "V.S." if the engine has to be kept operating at or near its peak output. I'm sure a smaller diesel like that is available but I really would have to see Robb's application for the reverse feature before I'd use it......that "chirp" coming out of the engine box when you depress the rear of the engine 3/16"....would need to know a little more about the whole setup......I think I'll try to get in touch with Robb on this.