Shakedown to Tampa - Transfer Case Dies - Watch Alarm is Born
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- Опубликовано: 6 сен 2024
- We put out from Pensacola on Friday the 13th and headed to Tampa on a shakedown run. After 4 hours 5.5 kts we shook out a drive shaft inside the transfer case. If you have no regard for science then blame that on the Friday the 13th departure. If you have brain cells like Tod at np205cases.com then you know that it's a known failure point and the generation 3 shafts are capable of twice the torque. Thanks also to our Facebook friends who helped find the solution to building a very low-cost watch alarm. It's a handy alarm that makes sure you are paying attention to what is outside the windows while you are on watch. It is so much easier than setting an alarm on your phone. So after two smooth motoring days we got some wind, and some 6 to 8 foot following seas, the first Seeker has been in, and she handled very well. Now it's time to address transfer case repairs, enjoy Boca Ciega Bay, Tampa, Saint Petersburg and Gulfport. If you'd like to visit Seeker while we are here then drop me a line at SVSeeker@ymail.com and we'll see what we can do. --Doug
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I think install another transfer case, then route the drive shaft forward, then another transfer case, to route it back with even more u joints, in fact scratch that just link 20 u joints in concert with bearings the whole way to the output shaft, absolutely no lash couplings anywhere, remember, simpler is always worse, the more moving parts, bearings, u joints and transfer cases the better 😂
' what did you break today ? '
1. If the blades are scraping against the shroud I would expect clear linear scratch marks, the blade tips could be almost polished. In the case of cavitation the surface would be pitted with sort of uniform texture and roughness.
2. Fatigue comes to my mind when see the transfer case. I remember its wigorous wiggle few videos back when it was installed. Bracing it did not make the problem disapear. On the contrary, forcing it put just made the internal stresses greater and with rotating machines the cycles can count up quite fast. I think it was only a matter of time until something gives up.
Nevertheles I must say I admire your relentless drive and power to overcome new challenges. You are an incredible inspiration, Doug!
Conversely, fatigue fractures have very characteristic features, making them relatively easy to identify or rule out.
Well, you got a point there. They were definitely hitting after the Mississippi and there was a smoother cut in the paint, but they were hitting a really good back then.
I still believe that the transfer case needs a rubber mounting in order to absorb the vibtration from the engine. Those ol' Cummins engines put out a hell of a lot of vibration. Last time you guys stiffened it up stopped the leaking, but that virations has to still be absorbed. It makes sense to me that the input bearing area would go first. Having the flexability of a rubber mounting system allows not only engine vibration a place to disipate, but other imbalances such as shaft balance, or vibration that builds up in the propellers, cutlass bearing etc. Just my two cents which are usually worth about a single peso!!
300rpm is not the same as 300hz, it is 300 / 60 = 5hz.
Remember: rotations per Minute vs. Cycles per second.
Grab a 30 second sound sample with a phone or laptop and open it up with a fourier analyser? Look for any peaks in sounds frequency.
Times three because of three blades.
As stated in the replies, the frequency is a function of number of blades times RPM divided by 60 to get to pulses per second or hertz. In the case of Seeker, at 300 rpm, blade frequency would be 20 hz. If the noise your hearing is hovering around this frequency it is being induced by the blades moving through the water and likely cavitation. If it is closer to actual RPM then it would be likely a blade hitting the duct. It is my believe that the noise you are hearing is due to cavitation. The higher RPM is allowing the blades to catch the cavitation envelope of the preceding blade and collapsing of the bubbles is very violent and is known to cause erosion of steel surfaces, the clean or polished areas are very likely where the cavitation is impinging on the duct.
@@michaelwarlick4328 it might only be one blade that is scraping.
It's cavitation. If the blades were hitting the nozzle shroud you would definitely know as it would scream.
Lose the nozzle and get the blades correctly balanced.
The tip speed of your prop blades is too fast for a nozzled driveline.
Also thruw that entire auto trans and transfer box in a skip bin. Put a proper marine transmission in on proper 4 or 5 to 1 ratio.
Advance boxes from China are cheap and good.
Actually, I have heard the blades hitting the nozzle and it’s very similar to what I was hearing now. And if you want routine, lemming behavior, you’re watching the wrong channel I like investigating and exploring and trying new things.
@@SVSeeker pride comes before the fall, Think of the safety of your crew. Think reliability in a storm. Your life and the life of your crew may depend upon it one day.
@@kerredderrek I'm thinking coward. : )
Here's a story about driveline failure.
I worked at a yard where we built service boats for the fish farm industry. These were twin engine catamarans. A mechanic told me that one of them had gotten a mooring rope wrapped around the prop shaft. It spooled up so much rope that it pulled the prop shaft out, and dragged the the whole driveline, engine, reduction gear backwards several centimeters off its mounts.
That says something about the forces that's involved. These 6-cyl Cat engines were only a little bit larger than your Cummins.
Great to see Betsy onboard👍
You need to install a "Giubo" coupler for the transfer case input and output drive stafts!
Something to consider is that you have the transfer case stood up on end. It might not be lubricating properly in this orientation.
If you can't get the 205 to work or be strong enough, SCS transfer cases are aftermarket company that build incredibly strong transfer cases
Turning a prop in water is incredibly stressful to u joints and transmissions. I think I would reduce the prop diameter to about 20 inches. that way you could run it without a speed reducer and associated additional universal joints.
Good to see Betsy!
Wait until you see her angry
water shock loads are nothing compared to asphalt and tires
There is a clear cavitation noise from the propeller, reduce rpm, increase pitch setting, the transfer case was a good reduction gearbox.
The cavitation banging will eat out the cutlass bearing and over time consume the propellerblade tips and tunnel, temorarily running like that is ok, as you do need sometimes run high rpm and lower pitch setting as a lower gear for more power upstream, in ice etc. The whole idea with a variable pitch system.
Ships uses a combinator mode - a nowadays computer preprogrammed powersetting combining correct pitch/rpm setting, depending on three inputs shaft rpm, engine power (fuel rack position) and propeller pitch. This gives almost no cavitation and smooth economical run. Some automated systems will even read the intake charge air pressure. (smoke limiter, though these are integrated in the engine governor control)
A constant rpm mode is used when manouvering , running in ice or when an synchronous generator connected to the shaft. Normally this mode is used only on higher loads, as const rpm gives cavitation and terrible vibrations. Only pitch is changed , engine on full (optimal) rpms providing fast power.
I'm in agreement with the cavitation. The tip velocity is quite high with this large prop even at low rpm.
Using a Kort type nozzle or shroud does require some specific engineering to work right.
Getting rid of the shroud is probably a good idea, after bollard pull tests. I think it will also allow higher prop rpm.
Re transfer case could you add a solid brace between the case and engine so the engine-shaft cannot push against the T case?
What fun eh!
Cheers Warren
I'm so glad to see SV Seeker on the water!!!
As I started watching from the very beginning of the project...
Looks forward to all the adventures!
Struck me how cool it was seeing you working on the alarm system while under way...another milestone!
Yeah, I love that too. I always imagined working on something on the deck while dolphins swam out beside the boat and now it's happened. : )
I love the way you make it up as you go along without any drama at all! You never fail to make me smile 🙂
You should think about installing a proper marine drive train and gen set. Obviously, marine setups are the way they are because the open ocean is an unforgiving place that you can go down in an instant. If the boat stays on the ITC or rivers than thats different. I operate out of the Merrimack and on her worst days the mouth can eat a 45' boat for breakfast. I wouldn't trust that setup even for those operations. You have built something amazing, quite an achievement. I think seeker deserves a big marine deisel and twin disk.
That sound of your prop sounds like cavitation you get that on bigger boats as well. I do a lot of work in the oil and gas industry offshore and if you’re on a DP boat, you get the pleasure of listening to that but 10 times louder.
Thanks
A true shakedown Cruse. I think that when you put yourself in position where immediate, physical rescue is not an option, you find things out about yourself and your crew. Well done sir !
So great to be able to speak with someone who’s got some expertise on exactly the thing you’re tinkering with.
In deed.
holy crap. thanks for sharing the failure of the pressure gauge. i was contemplating running one of those inside the cab of my diesel truck thinking 'use good braided fuel line' but now i know not to chance it. i was trying to think through leak mitigation of the hoses not thinking the gauge itself could fail.
Now I have that song stuck in my head!!! 😂 thanks for sharing
Oh God! I'm sorry. Betsy was singing that for 3 days. I put her on a plane home and it's still in my head. : )
@@SVSeeker 🤣
I remember the day I saw you putting the metal sheets together on the boat...you have come a long way I have learned a lot from you...Cheers from Trinidad.
Hi from Aus. Welcome to the Motor Saling community Dude. Don't the sails make the motion better. Remember..... STAY Out There Till You Can't 😊😊
Congrats on your first miles in OPEN SEA! Great achievement. See you around!
That's a two-way street you need our inspiration and we need yours have a good one Doug 😊😊❤❤❤
That is one of the great things about the Internet. You can find that one person or community that knows everything about that one thing if you look long enough.
Matt gets my vote for cavitation!
What a wonderful boat and adventure.
Congratulations on everything!
Thanks so much!
Livin' the dream!
Well done Cap. Doug!
Loved watching your content over the years, but this drive line saga is becoming tedious. Get rid of the Allison road box, they don't like shock load!!! An emergency reverse selection or vice versa, the rear bearing is a radial load item, is not for axial loading. Get rid of the transfer case, not necessary. Get a second hand Twin disc, Allison marine gear or some such, get rid of your DIY prop blades and install correctly engineered items, I believe they are the cause of all your grief, this boat will need a very reliable drive train as the ballast you've cantilevered port/starboard would appear to some degree to counteract each other, to my knowledge ballast is positioned as low as possible and under the center of gravity which would also appear to be fairly high,,,, large wheel house,,, all ground tackle on deck etc. Boats been in the drink for a year or more, cmon Doug, fix the problem,,, ROOT CAUSE ANALYSIS,,, my friend. Vibrations must be found and corrected, solid welds to attempt a cure for vibration will be to your peril. Try running engine without the blades at the troublesome RPM.
Yeah lots of people would have quit on it by now. Find the unsubscribe button because I'm not the sort to change directions mid stream. If I was there would be no Seeker at all. : )
@SVSeeker the guy has a lot of advice for you to quit what you're doing and go a direction he thinks is better. What he fails to see is this is your journey. The way you rationalize your ideas and builds is what keeps me coming back to EVERY EPISODE. SORRY FOR YELLING WITH PASSION AND ENTHUSIASM.
@@SVSeekerit's free advice off the internet, often worth what you paid for it, but it's a second opinion and sometimes there's experience behind the words.
Most likely not experience from building a DIY 65-ton ship, but engine issues pretty common everywhere
Great adventures!!
Shroud doesn't appear to be making contact with the prop blades. The prop is turning comparatively slow, however cavitation is still possible. I would like to see some photos with oblique lighting to better determine or see it with my own eyes. I'll have to see what I can move in my schedule to make that happen.
MrEric
I'm kind of a nose picker on this on this subject and I am sure you thoroughly researched this, but I read somewhere that you need 1" clearance all around the prop to prevent catavation. My study was prop clearance on a 40' powercat design I was working on. At 70, I think I may be too old to build mine, but I really enjoy watching your adventure! Keep up the good work! Doug'r
Yes, but not with shrouds. The performance drops off with increase of clearance.
Oh hey, welcome to my area of the world. Great time of year to visit.
It really is!
If it was the blade (one or more) hitting the shroud, after a certain length of time either the shroud or the blade(s) would have worn out and it would have gotten quieter. It is something else.
It hitting the shroud after we came off the Mississippi, but the was not the case. At higher rpm's it was much worse and went away completely at low speed. But that was also due to wear in the cutless bearing.
As former us navy sounds like a quite version what we hear in aft most cabins of shaft ally on a careiers transome
On the note of cavitation, he's on to something. Years ago when I was on a cruiser, my work station was in the aft of the ship right above the screws. Once in a while when we were at speed you could hear the screws making the same noise. Did it for years and there was a lot of space between everything.
I'm curious to see what your noise is.
I wonder if you could build a reduction out of V belts and pulleys. They will dampen the engine's vibration, are tolerant of some misalignment, don't need lubrication and apparently are good enough for the Robinson R22 helicopter. Just use several belts in parallel. Or steal the belt CVT from a large bandsaw and you even get adjustable gearing.
I love what you do. I think its the dream of many of us.
Good to see you guys made it down before it got too cold up in the pan handle and Seeker made it relatively unscathed
I shoveled three inches of sleet off the deck two days before launching so I really don't think of the Florida Panhandle as cold. : )
There is a good bit of shaft log sticking out beyond the skeg cavitation could cause it to wobble hard to say I grew up watching tug boats being built across from our shop and the shaft log bracing was always welded on where the cuttless is with very little room between them and the back of the prop! Just rambling good luck
I just don’t think you can get 10 inches of 4 inch schedule 40 to flex that much.
Doug , could you make a fixed pipe running down the boat next to the prop , where you could periodically push a gopro down to inspect the running prop ?
That's a cool plan, but I think it'd be easier to just magnet mount a GoPro rather than fabbing something permanent
@@danielpeck6269 good point !! 😏
Turn your dinghy motor so the prop is facing aft so it won’t get damage if it should get hit by swells in big seas
Agree with cavitation
Hello Seeker Crew! I was thinking about your prop shroud problem. Given the size of your prop, and the forces you are putting on it, could the unsupported section of the shaft housing, extending from the hull, be deflecting under certain loads or speeds? Perhaps braces from the shaft housing to the shroud at 120 degree increments might stiffen things up a bit. Just a thought. Love the content! Dave
That's a 4" sch40 pipe that extends 10" from it's support, so I don't think so.
As I told you a few times before, use a big CV joint. The setup you have will never work reliable with U-joints. Until you convert to CV-joints, it will always shit the bed sooner or later.
That's a terrible and foundation for truth as EVERYTHING we build will "shit the bed" as you say. You're going to have to be much better if you want to ever be convincing. A study and a white paper will be a good starting point.
Doug that is the downside of going direct drive instead of a torque converter. Shock loads....... with the torque converter slip, it acts like a shock adsorber. Whereas the direct drive instantly gives the full shock load of the engine output against the resistance of the drivetrain. (in your case a fairly large prop along with the cutlas bearing/s and seal resistance) Not to be "that guy" on the internet but, your engine is putting out well Over 400flbs. The engine itself may not be at that rpm, but remember that the trans is multiplying the engine output 3.? to 1 in first gear. (and there's no power loss from the torque converter building heat.....)
example: assume for a moment that the 5.9 is making 150lbs at 1100 rpm (I know it makes more but assume that for a moment) So...... 150 x 3.? (3.27 if I remember correctly) = 490.5 ft.lb instantly transferred through the drivetrain as soon as you put it into gear........ Its not surprising something popped. Now finding a stock 5.9 dyno graph has been a bit of a chore. But I found a couple, and at 1100 rpm it should be making 190-200 lbs. (difficult to tell since they were photographs of a computer screen, and not great photos at that) So let's do the math again 190-200 x 3.27 = 621.3 - 654 ft.lb
Suggestion/s (take it for what's its worth, some random guy on the internet LOL) I would suggest the engine ALWAYS be at the lowest idle you can maintain BEFORE it goes into gear. (either forward or backward). I would also suggest that the prop be pitched to its minim setting when the trans is shifted into gear. (minim resistance) You don't have any slip with a direct drive, so alternatively reducing the resistance it sees on the other end is your best option.
Ultimately, the best solution is one I'm not sure you Can do. Because it depends on the transmission you're using. Ideally: you would run a "lock up" converter. You get the shock reduction of the slip in the converter but also the fuel efficiency and temp reduction of direct drive. Here's the problem. There was a TON of transmissions used in older busses of that era. Some could/did use a lock up converter and some did not............ I don't know what trans you are using so I don't know if a lock up converter is even an option....
Here is a scenario to consider; say your sailing along at x kts and some emergency pops up and you need to go FULL astern at full power to keep from hitting something/someone. With the direct drive you WILL break something in the drive train (just from the shock load) and have no thrust at all from the prop. And with a lock up converter as soon as you pull it out of drive the converter will unlock and you wont shock the drive train and immediately shatter something. (transfer case, drive shaft, u joint, mount ect)
Anyhow, it's a tough situation. But you're intelligent and analytical so im sure you will come up with a solution.
Best wishes and fair seas
Scratch my comments on lockup converters. Going through an old video ruclips.net/video/8mOGhAl0wsA/видео.html it looks like you have an AT545. No lockup for it is available. You would have to swap to a AT6xx series to get lock up......... Bummer.
So that just leaves procedurally addressing shock loads. Or swapping back to a converter and addressing heat and fuel efficiency
PS the torque numbers get significantly higher with a 3.45 ratio as opposed to the 3.27 I thought originally ...............
your going to need way more freeboard if you ever want to get out of the gulf those waves are whats considered a good day in the atlantic
Hi guys love the channel .
Just a thought on your coupling on the transfer box , do you think a rubber tyre type coupling. Like a fenner flex would allow for a little miss alignment or in and out movement, better than a U/J.
As well as easy to replace the rubber if need be without dismantling anything and would not transfer any noise . And never need maintenance.
The two flanges are held on by a taper lock bush. Then the rubber tyre fits over both flanges. And is held in place by a steel flange with bolts that clamp the rubber .
Not that I think that was your problem
Have done maintenance work in a big refinery where they were used in lots of places driving some big machinery.
Regards Gordon
Perth Western Australia .
If your still in the Tampa area and need help let me know there is a lot of stuff around here like a junk yard for boats and much more. Plus I have a line on welders and other things.
You got the best of both worlds, a Boat cruising channel and a Truck repair channel! Looking Good Doug, and crew.
Someone missed the point of the comment.
It is his boat and his responsibility in the end . I know he resists advice, but he really needs to have some resistance because he gets so much advice , if he accepts too much advice he will never get going.
TLDR
I love your channel….most of the time I have no idea what you are talking about…but you are so determined and it is so entertaining how you face the challenges. So many lessons are learned from you and your approach to absolutely everything!
So nice of you
Check out St Pete while you are in the area. It's a gem. Tampa is a rock.
Actually, I am anchored in Boca Ciega.
Great to see you heading South. I'll be in Naples by the 3rd or 4th. I'll be watching to see if you get down that way.
Hey Doug,
The prop might be making noise because it is too close to the rudder.
I have a (smaller) boat with a variable pitch prop. It took a lot of searching but I found cause of the vibration on the rudder AND the force on the pitch handle. The rudder was too close to the prop. It causes cavitation and pressure on the blades. Especially with higher revs.
Maybe this is what is causing your trouble with the prop too?
Good luck 🙂
True, or too close to the skeg, but the distances are set in accordance to recommendations.
I may not know how to fix this but aren't gopros water tight. Can't you toss one on a metal pole and drag it behind the prop to see what is going on. That or mount it in front of the prop.
@@golf3290229 Too much wake to get a steady shot from behind. You'll have to send me your GoPro before I try one in front. : )
You might have to pull the shroud first to look at the tips of the blade to verify it's not just a single or two blades causing it. Second, could the force pushing the water be enough to distort the shroud and cause the other side to pull inwards towards the blades? Either result I would say you'd have to cut down the overall length of the prop's blades.
I doubt that the transmission failed because of shock loading, because this is a boat. It's hard to generate a shock with a propeller.
I suspect that you're right. The transfer case failed because the drive shaft pushed against the input. I've seen this many times on farm tracktors. People fit PTO shafts that are too long, and it crushes the PTO output when they lift the implement. The damage is often extensive and expensive.
I suggest that you move that transfer case, and do a load test while accelerating hard in forward and reverse, and look for movement in the driveline.
Maybe. It could also be that the gear teeth failed first and jammed it.
@SVSeeker You talked to the expert on these, and I understand that they have a weakness in this area. I'm not arguing against the expert. But this is to put it mildly a very uncommon application for this transfer case, that means that it's hard for him to use his intuition to answer your questions over the phone.
I think that it's important to find the underlying cause before you test your vessel in rough sea. It would be impossible to switch over to the direct drive in rough sea, so you'll be in a bad place if this happens again close to shore when the wind is unfavourable.
And BTW, this is a very cool project. I wish I had the money to do something similar. I wish you the best on your future voyages.
@@frodehau Rule 1: Nobody knows what your capabilities are, including you. So, you have no idea what I can and can not do in rough seas. Rule 2: The only time you will have 100% certainty of a cause is when you are doing nothing. Choose to do something anyway. Rule 3: Never use money or skills as an excuse. If you apply Rules 1 and 2 you will have the money you need for the things you really need.
@SVSeeker I know a thing or two about what I can and can not do.
I've worked in shipyards that built boats comparable to yours as a welder and mechanic. I worked in a yard that built the world's largest anchor handler. I served in the coastguard in the Barents Sea as a boatsman, shuttling inspectors over to russian trawlers in swells so deep that both vessels dissapeared. I also served on the helicopter deck, sometimes hanging on for dear life while the wind meter was pegged at i dont remember how many knots.
As a teen I logged windfall timber and hauled it out with a tiny 28hp tractor.
In other words, I've had lots of opportunity to test my limits when I was young.
Now the kids are out of the nest, and I'm growing old, fat and bored. The stuff your doing is inspiring. But I'm making my own rules, and I'll number them as I'll please. Or foregoe them altogether ;)
@@frodehau Awesome and well done! And now maybe you can understand why you do not get to set limits on me.
It's so damn cool to see Seeker rolling through the waves. Damn, what a ride!!!
Hey doug! Constructive comment. Slide the ziplock halves top open one end then just stick your finger in the hole and u can unseal it easy. In reference to the almond bag. Just slide each half ove in seal in opposite directions. Cheers!
Maybe someone already said this, but 300 rpm is not the same as 300 Hz- Hz is revolutions per second, not revolutions per minute. 300rpm is 5 Hz
Awesome job with the away boat. Like having a personal port pilot to guide you through :D
When wading through the mud, blood and bullshit. Do not despair!
God bless.
capture some audio of the prop noise in the water (you've got some hydrophones down there right?) and run it through a spectrum analyzer (audacity on the computer has that and the spectroid app are both free) will show you other noises and harmonics. Just another tool in the toolbox.
Love watching. Your living your dream. A Lot of us don't take the chances
True. And it's worth it, win or loose.
While your down in florida you should do a collab with deermeat for dinner. It would be awesome to see some real sea fishing off your boat!
Dang! I wish I had known when you were headed out. I'm the guy still doing flight training near Pcola and could have gotten some cool pictures once you moved further away from Pensacola NAS. Maybe when you make it back this way.
Likely headed back in a month or two.
@@SVSeekerCool. I'll still be flying in the area at that time. I'll keep a watch out! I'm glad you made it to Tampa safely.
There's no need for a Tow Boat USA membership for SV Seeker!
No, we used them once over in Perdido bay when we sailed onto a shoal. : )
You have always said, learn as you go...Beautifully done, even though the TC blew itself to Hecks....ya never know till ya learnt. Always a trip when ya leart sumtin new...Good on u crew!!!
Yep. And its still going to get another lease on life. : )
Great seeing you alive and kicking, Bart. How is the trailer? You went to Texas, right? At least that were your plans as I remember.....
@@LuukMart Weather was wrong for Galveston so we went to Tamp. My plan are to shake her down and learn to sail her. The destination makes little difference. : )
Bernoulli's principal dictates that the faster a fluid moves, the lower the pressure of that fluid. As you accelerate the propeller, you're moving water faster (even without the blades being trimmed for higher angle of attack), which creates more and more suction on the (kort?) nozzle. Depending on engineering factors (modulus, thickness of material, etc), it's possible that the duct is deforming, particularly if the area it's hitting in is further away from robust structural reinforcement.
Food for thought.
Maybe, but I doubt it. 1/2" steel, 24" long, braced in 4 locations. I still plan to get a camera on it and see if we can tell what's going on.
Fantastic adventure and problem solving. Love how you've found these people who can help Seeker evolve into the vessel she needs to be for proper ocean going research. Loved that song at the end too!
That was a very good video. I think you are right about the Transfer case. I would bet there is Flex on the Prop to a minor degree. I have seen that happen before. Seeker is a Cool Boat.
I have to wonder if what is happening is could it be that the hull is flexing a bit causing the clearance between the shroud and the prop to disappear once the propeller is engaged?
Feathering the prop out completely where it is not pushing at all and listening would probably tell you if this is the case or not.
This may already be something you've already considered, but if you're no longer planning on using the other output shaft of the transfer case then you might want to look at the NP203 range box. I've never heard of one being made in a divorced configuration, but maybe they have an adapter that will mount it directly to the back of your transmission. Then all you would need would be an adapter for the rear of the range box where it normally bolts to a transfer case that would let you attach a driveshaft instead. I think the factory gear ratio is 1:1 and 2:1, but I wouldn't swear to that. In your application, you would just run it in the 2:1 ratio.
I actually like the slip shafts we use better. The forward shaft is actually shorter that those adapters and the isolate the transfer case and Hundested from vibration.
Man I’ve been following for years and now you’re in the Clearwater area my home town awesome adventure man
🤙
the case needs to be soft mounted not hard mounted ?
I see no reason why.
Great video, you can learn things that you will never thought about. I've watched since the beginning. You have the most positive outlook on day to day problems, always trying to come up new ideas. Don't stop
Is the shaft log flexing? I bet the forces are very extreme with that big prop turning and the cut those blades are taking. Even though your blades are balanced, the water cut/thrust changes, so the blades are not balance due to the change of pressure for each blades water cut causes a flex on the shaft and the log as is the blades are out of balance.
No, not the lot. It's way over built. But I think the cutless is flexing at those high rpms. And, you are correct about load on the blades. It will obviously change as they pass behind the skeg.
While i dont think you should get rid of the shroud, it would help weight distribution by getting the weight off the rear
Epic trip. Well done
A sea keeper would be a nice addition. Even a used one would be nice.
Oh God NO! Just stay on shore. : )
I have not been to Tampa in more than five decades. Back then I got a tour of a furniture factory that had a big furnace for steam and burned their sawdust waste in it. They had a huge steam engine that they were not using anymore, I wonder if that is still there ?
6 yrs in uncle sams canoe club, the dolphins never got old...
That doesn't look like scraping to me..... I'll have to pass by the bay at some point to see the boat! Been watching for many years
Hell yeah I’m going to be in Tampa next month hopefully you are still in the area be bad ass to meet you. Need any refrigeration controls? How about a big nugget ice machine? Also you should look at replacing the transfer case with a top loader 4 speed transmission. It will give you 3 gear reduction to choose from and a 1:1 and it’s a straight pass through no off set drive shafts.
try a velvet drive transmition.. they come with gear reduction too
Find me one for $550. :-)
They can get pricy but they work like crazy. I bet one on your fans knows where one is. Sometimes its cheaper to buy a boat and take them out. When you use one you will appreciate what they do.
@@CandHMasonryInc I'll stick to the present approach until it is exhausted. I think it's just a matter of working the bugs out. No need to switch mid stream.
i have done a bunch of boat projects. nothing like yours in fact i often say to my wife ....you think im crazy look at this guy. having said that i wondered about using automatic trans for boats. The are cheap and overbuilt for marine use. @@SVSeeker
Is the Transfer case running Hot? The paint and the seal said no but ? I did not see any leakage underneath the transfer either. There IS areason bigger boat transmissions Have Oil pumps and oil coolers. I fixed a Heavy ship trans when the oil pump quit was 10K and time for new pump so adapted a grain mill reduction drive to drive an external pump, If I remember right cost to repair and run was just over 180$.
It got up to 250F so I put a fan on it an brought it back down to 235. I had it tied into the Hundested VPC controller but getting the oil levels to stay in balance proved to difficult so that is why it's now separated and going to get a dedicated fan over the vanes I added.
Here’s an idea - why don’t you bin the transfer case and install a 2:1 reduction marine gear box? Oh no! I forgot - you don’t do normal, proven or reliable, cos it’s not “fun” 🤣🤣
True, I leave boring for lemmings like you.
So...
I stopped by the St. Joe marina a week or so ago. With intentions of wetting a line to see if I could find a sheeps head for dinner. Looking out by the channel, there was this junk rigged vessel with mermaids hanging off the front of it. When I returned the next day with a boat, yall were long gone.
Guess I missed that opportunity to shake the hand, with gratitude of someone that has inspired me to live the life Im living.
Cheers to the future & a lesson learned.
Seize the opportunity in the moment because it may not be there tomorrow.
Hopefully, our paths will cross again. I'll be on the sea in about another year.
Safe travles, my friend...
Sorry we missed you. We were planning to stay two days but a lovely wind came up out of the Northeast. Hope you got your sheeps head.
When livin by the wind, & nature calls...
I did better than sheeps head that day. 3 flounders in the bucket.
We'll see ya out there...
The more I go sailing the less sailing channels I watch ;) We have just passed our first year with our boat. First sail boat but boat number 4 or 5 (depending on if you count dinghies or not). It is amazing what odd electronics bits are available these days.
Here is to watching no sailing channels at all. : )
@@SVSeeker Well... if there was no winter and my wife was willing to quit working. But yeah, sailing would be better. I have some projects to do first anyway. Hard dodger, new mast (free standing), new rig, learning to sail, etc.
@@SVSeeker is that just because you are sailing now? I recall you introducing me to quite a few channels.
@@hungliketictacs No, I like building much more than just sailing. : )
Some jet engines; to get a close fit; they have some sort of liner they let the blades cut into for the closet possible fit.
If you are getting any rubbing on the shroud; it will eventually stop. Some time pull the blades and get them precision balanced. Possibly a shop that rebuilds engines would have the weighing scales to equal them out.
Jet pumps have the same type of wear ring but the problem here is the cutlas bearing, which supports the shaft will also wear. Right now I think it just gets too out of balance at the higher rpm. I think the transfer case will be the solution. I got the parts for that and start putting it back together tomorrow.
Glad to see you made it! Cheers from Pirate's Cove. SV Midnight Sun III
did you manage to find some bearing caps for the NP205? i have a couple and im conveniently located in Clearwater/Tampa area.
Thanks. I think I have all the parts I need.
@SVSeeker good to hear man. Be safe
Shame about the Transfer Case but better to go bang now and you can get better stronger parts then it go bang 300 miles from nowhere. I was hoping that you had that one licked, with them stronger parts I hope you do. Life sure do look great out there, glad your enjoying it....
I was glad to hear that it has a cheep upgrade option.
@@SVSeekerAnd stronger....
I'm wondering about the comment you made near the end of the video, essentially 'dropping it in gear'. I'd suspect you need to consider the entire mass of the system attached to the transfer case as to what the load it has move from zero to 115 rpms at a moment's notice. It would have to be akin to dropping the clutch on a four wheel drive truck I suppose. Too many times and it would indeed suffer a failure. Did you ever consider a pure hydraulic drive system?
@@monkeybarmonkeyman A trunk would have the friction of tires against the road. We have a blade in water. And yes, I considered a hydraulic drive but there are significantly more losses to heat in hydraulics.
@@SVSeeker Hmm... well sir, that be for sure. You do have an external cooling source (water) that could be utilized to assist in cooling. IMO (out of my backside) I'm not sure the cooling blades are going to do much for you. I'd probably want a larger tank with an external cooler with perhaps a pump driven means of circulating the gear oil from/to the xfer case. 🙂 Of course, I'll be watching to see how it all turns out! You're a great content creator for us land-lubbers.
Big heavy boat …takes the sea well!
thrust bearing (takes the load from the bevel gears) is the term you're looking for. Is that collar intended for a thrust load (with a bearing), or is it just a seal collar ?
the guys that build rock crawl trucks use a doubler case between the transmission and axle to lower the speed while the engine stays in the power range. they are able to crawl up rock faces and not stall the engine.
Had to look that one up. I sure don't need that much reduction but it does tell me that if the NP205 can handle that much torque pushing dirt then it will have no issue pushing water. www.billavista.com/tech/Articles/Transfer_Case_Doubler/index.html
Love love love your outro song today :)) Is all good video too :)
That transfer case guy had good info.
And Tod is a nice guy too.
I haven't watched for some time, you found some saltwater!
Beautiful what God made for us, I Love how he gave us all of the fruit trees that produce so many different flavors for us to choose from and taste buds to taste them all...Now that we know the cell is irreducibley complex and creation from design is the only intelligent explanation we can finally just relax and enjoy or gift...