SEABUDDY
ON BOATS

Archive for the ‘Motors and Power’ Category

wood power boat 1959 Lyman 16.5 foot outboard model

This power boat is shown being restored in Maine. The photo is from Androscoggin Wooden Boat Works (207) 685-9805. It shows the nice work that they do, particularly on Lyman Boats. This classic outboard runabout is said to be a boat for sale and at a very attractive price. Give them a telephone call if this is something that you need for this upcoming summer boating adventure season.

This outboard Lyman boat seems to have been updated with a painted finish rather than a varnished, but not stained, boat hull interior. The seats, deck and other parts show, to me, the correct, as built, finishes. Lyman mahogany filler stain with varnish over that would be the proper choice. Lyman was also known for its use of ribbon striped (sometimes called tiger striped) mahogany veneered marine-grade plywood in its decks. Check for that feature on this boat. Most restorers use a different style of mahogany plywood if they replace the deck on a Lyman runabout.

The 16.5 foot boat was a popular boat model and it was in production from 1957-1960. In 1959 they made 366 of these. It is a 16’ 7” long runabout with a beam of 70”. It weighs 560 lbs. and could take up to a 60 Hp outboard. That is Hp that is rated at the power head, not rated at the prop shaft as outboards are rated today. Use an older motor or drop back to a maximum rating of about 54 Hp. She goes real well with a 35 Hp, by the way.

Lymans are clinker built or a lapstrake construction style of planking. Each plank edge overlaps the other and are clinched nailed to the ribs and screwed to the frames such that an edge is shown at each plank its full length along the hull side that helps soften the ride, and they are flexible boats that can twist over the waves somewhat to give a better ride than a classic boat person would expect. Ride a Lyman to experience this for yourself. I know of several prior owners of carvel, hard chine classic wood boats that marvel at the ride that they get in their Lyman compared to what they are used to.

By the way, get a Lyman model a little older than this model year and you will see a dimpled finish in the planking on the outside of the hull. Lyman used a duck billed clinch nail for better holding strength and sometime (in the mid-50s?) began to completely fair over both the screws and the duck billed nails for a smooth exterior finish.

getting ready to be the queen of the boat show

The oldest (since 1905) boat show has traditionally had a “Queen of the Boat Show” cabin cruiser power boat.  This year it’s the 54’ 9” Sea Ray Sundancer express cruiser.

Sundancer is a name that Sea Ray applies to their boat models that have an extra bed under the mid-section of an otherwise express style cabin cruiser. The first boat that came with the name “sundancer” was a 24’ 4” SRV 240 Sea Ray in 1975. That boat had a trailerable beam, not the 15’ 3” beam of this year’s Queen.

If they did not invent the mid-cabin boat design (some say that Skipjack boats is also in contention for that recognition), Sea Ray boats certainly has made it a runaway success story among boaters and also within the boating industry.

C. N. “Connie” Ray started building outboard powered 16’ runabouts in 1959 in Oxford, MI, which is north of Detroit. The 2012 queen of the boat show uses twin Mercury Marine Mercruiser Zeus drives.

Today’s boat has up to 1,430 Hp using diesel fuel, not the 25-35 Hp using gasoline as a fuel that the 1959 runabout was powered with. The Sea Ray Queen’s engines are made by Cummins.

The master stateroom is the one that is amidships and not at the bow. It has a TV as big as the main salon, not the smaller one that the forward bow stateroom has. Both staterooms have a “dry” head; that is a bathroom with a separate shower stall so that the entire bathroom does not get sprayed down when the shower is turned on.

By the way, the generous luxury space of the master bedroom can be ordered configured as two small staterooms so this cabin cruiser has three private staterooms if that is what your family needs. In that layout, the Master Stateroom would then be the forward bow stateroom by default.

Note my boat photo of the thru-bolted bollard style cleat that Sea Ray uses as standard equipment on this yacht. It is one of eight onboard, and they are very impressive!

bollard style cleat on Sea Ray boat show queen

Queen of the Boat Show underway

Visit the Javits Convention Center on 11^th avenue in New York City during the boat show to see Mercruiser’s 8.2 engines that come in 380 Hp, 430 Hp H O, 525 Hp EFI, and 700 Hp SCi variations, among the other engines on display, although not all engines are guaranteed to be at the boat show, in their booth (C-18) and installed in boats on the boat show N Y convention center exhibit floor.

These engines are based on at least two chevy engine blocks with various heads to develop their reliable marine horse power at these levels. The 380 Hp is the one that is popular in a cabin cruiser and bigger family bow riders. Its full throttle rpm range is 4,400 – 4,800 rpm and has a cam and valve train that works best for those kind of rpms. The peak power has been dyno’d at 4,200 rpm before it starts to fall off and the 430 Hp H O verison exchanges some low end power compared to the 380 Hp for more clearly power over 4,000 rpm that then peaks at 4,700 – 4,800 rpm. The full throttle rpm range for the 430 Hp H O is put at 4,600 – 5,200 rpm. A 380 Hp engine will best a 430 Hp power boat up to about 4,000 rpm, where the 430 Hp then really pulls ahead.

Seabuddy has done a sea trial with each of these engines, and in a 7,000 lb type boat it proved hard to tell the difference between them in a pleasure boat application.

2012 Mercruiser 380 Hp 8.2 powerboat engine

Mercury Marine uses its Merc Racing division to sell the 525 Hp EFI bumps up the power and the full throttle rpm to 4,800 – 5,200 rpm. They add even more changes to the engine parts like a different fuel injection system AND a 3.3 liter supercharger to get a rating of 700 Hp at the same full throttle rpm range of 4,800 – 5,200 rpms.

All of these 502 cu. in. (8.2 litre) engines have a bore of 4.47 inches with a 4 inch stroke.

2012 Mercruiser 430 HO 8.2 engine

2012 Mercury Racing 525 Hp EFI engine

2012 Mercury Racing SCi 700 Hp engine

2012 Sea Ray 300 SLX

Sea Ray makes a bow rider that is 32’ 2” in length with its extended swim platform or 29’ 6” with the standard swim step platform. It is a 9’ 8” beam boat that can still be trailered but only with a fairly simple to get permit. The single engine boat typically weighs in at 7,700 without trailer, or anything in the holding tank, water tank, or fuel tank or boat and crew supplies on board. Figure on a ready tow down to the highway weight of around 10,500 to more likely, 11,000 lbs. It takes a good size tow car or truck to tow it. But, what a beautiful runabout!

The single engine choice is a big block 380 Hp 8.2 Mag ECT gas engine with a standard grade Bravo III out drive. The 430 H. O. 8.2 engine or the 525 Hp engine version of the 8.2 is not offered and the 700 SCi (another version of the 8.2 block with a supercharger included as standard) may not fit. These higher Hp engine power choices would require an upgraded stern drive from Mercruiser. Only an inboard outboard drive system is available with the Sea Ray 300 SLX boat model.

The twin engine choices are several. They are small blocks from chevy marinised by Mercruiser in either a 5.0 block size or a 5.7 block. The 5.0 is rated at 260 Hp and the 5.7 makes 300 Hp. That is 300 Hp for each engine for a total of 600 Hp in an about a high mid-twenties length hull.

What further separates these twin engine choices is the separate option of Axius and Axius Premier joy stick control systems. With this, just a single finger joy stick controls the direction and speed of the Sea Ray 300 SLX at lower speeds.

See this Sea Ray boat at the New York Boat Show.

2012 Sea Ray Bow Rider

Sea Ray bow rider Helm Station

This one is a 1954 Chris craft. An ideal mahogany classic two cockpit runabout. With a big flathead Chris Craft she gives a great ride at normal antique and classic boat speeds and a real thrill when the throttle is opened up even more.

Specs on the boat is 18’ 11” in length and she has a beam of 6’ 1”. Her overall weight runs in the 2,100 to 2,400 lbs. area. Chris Craft built 503 of them in a production series from 1948 to 1954.

She is not a bow rider and one must change which cockpit to sit in at dockside, as this power boat is a true runabout and not a utility. She is almost all deck, engine room, two rows of seats and little, if any, walking around room in the cockpit areas.

I got a ride on a Pennsylvania Lake in a similar boat that belongs to a friend that was also lovingly restored and its ride and handling during that fresh water cruise was really a terrific experience. That one had an extremely special Chris Craft engine rebuild by an out of state noted engine builder of classic engines.

Chris Craft offered this wood power boat model in either a natural wood stained and highly varnished hull and deck or as a painted red and white finished powerboat. Most came with the seating areas finished in a Chinese red or red hue, but blue was a choice, as I understand it, but not in all of the model years the Racing Runabout was built post WWII.

The photos are from Moores Marine,  www.woodenboatrepair.com  that did this runabout’s restoration. Great workmanship and attention to detail is shown in the work coming from Moores you can see.

This one is a 1954 model Chris Craft

early on in the restoration work

Let me tell you a story about: John Hacker, the noted race boat and runabout  boat designer; Ernest Wilson, Harold Wilson, and Harold’s finance and later, wife, Lorna, a famous boat racing family; the Gold Cup races and its boat class; Greavette Boats of Gravenhurst, Ontario, Canada; and Harry Miller of the famous Miller car racing engines fame. They were all involved in a Gold Cupper named Miss Canada II a racing boat.

Miss Canada II, the Gold Cup class race boat, was designed by Hacker for the Wilsons, at their request. They also engaged Miller to design and build a 1,000 Hp. engine  that met the rules of the racing class. The boat was built by Greavette and the Miller engine was shipped there for installation. The engine never did run at Greavette and it and the race boat were shipped off to Lake George, NY, which was the race site. On race day, the engine broke before the race started. Thus the boat and the famous Wilsons did not get to race. After repairs, the engine did work for three laps at a later in the season race, before it broke again. Thus, that year’s racing season went  past without Miss Canada II ever finishing any race, let alone winning a race.

The following racing season, the Greavette boat, Miller engine, and the racing Wilsons did get some competition laps in, but did not win a race as pieces of the boat interior broke up, and the boat, while fast, was found to be too lightly built to stay together long enough finish a race. Thus ended the second season of boat racing for Miss Canada II.

After more work over the following winter on both the engine and boat, she started her 3^rd racing season. The next summer, it was found out that the boat strengthening work done by the boat builder had changed the handling balance of Miss Canada II and she was deemed too hard to handle to win races and allow her driver and mechanic to stay alive while doing so.

The Wilsons ordered a new race boat from a different boat designer, for the next year. Miss Canada III, as the new boat was named, was a race winner.

Michael Aronow wrote this book about his Dad, Don Aronow, and Don’s involvement in boating. Don was a boat racer, a boat building businessman, a world champion, a founding leader of deep vee boat building and offshore racing. He started and owned Donzi Marine, Formula, Magnum Marine, Cigarette Racing Team, Squadron XII, and USA Racing Team and almost all of 188^th Street.

This is the book for a Christmas present to a boater.

John Crouse, Dick Genth, Yachting magazine, Jim Wynne, Mike Gordon, the Beatles, Chubby Brown, Walt Walters, the Donzi sweet 16, Bobby Moore, Knocky House, the models, some of the tricks, the Wyn-Mill II, the Banana  boat, outboards, inboards, I/O, Mercury Marine, Magnum Missile, Molinari, Carl Kiekhaefer, Aeromarine, Roger Penske, Betty Cook, and Mark Donohue are all in the book.

It is a who’s who of power boating and power boat racing offshore. A real history of the racing scene.

Don Aronow made the offshore power boat racing scene very early on and made it into the force it is today. He left New Jersey for south Florida while still a young man and built an empire of race wins, trophies, championships, boat building companies, showmanship, and hard work.

It is only really available on the collector book market. The ISBN number is 0945903227.

Get a nice one and have a good look all at the photos and a good read from the material that Michael shares about a rare man in the boating business in this boating book.

Edsel Ford needed a boat, and not just any boat, to use for commuting to and from his MI home and his huge Rouge River Ford automotive plant located on the Detroit River. He decided on a wood power boat for his needs, a custom 40’ triple cockpit mahogany runabout. One with a powerful engine.

The new wood runabout was named after her engine, Typhoon. A Wright Typhoon dirigible engine made 600 Hp. from her 12 cylinder, 2000 cu. inch gas engine. and that made the boat something that Ford’s doctors fear for his health. On their advice he put Typhoon up for sale, just four years after she first went into the water in 1930. Howard Hughes was one of her next owners.

Typhoon, now destroyed in a boat yard fire several years ago, was a monster. Designed by George W. Crouch and built in the Henry B. Nevins Shipyard in City Island, NY, she was forty feet of double planked highly varnished mahogany that reeked of speed on the water.

She was always a fast runabout.  She was repowered several times to go faster. The original Typhoon was replaced with an Allison aircraft engine and  then a 650 Hp V-12 Hall Scott was installed. Another replacement engine was a 1,500 Hp Packard.  As a side note to the replacement engine story line, the 1,500 Hp engine weighted less than the 650 Hp one. She also underwent several restorations before she burned and there were several periods of time in her life span were she just sat around. She was a monster on the water!

The Legend of Chris-Craft (3^rd edition) authored by Jeffrey L. Rodengen is a great book. I had a first edition copy and am very happy that I bought this 3^rd edition when it came out. It is now a rare book on the used book marketplace. One book that every boater needs to have in his collection about boats and boating.

It (the 1998 edition) sells for about ten times the price of the first edition. Get your thinking about the price to pay for an excellent copy to a dollar figure north of $100. It is that much in demand. That is for a used copy that is in better shape than what most book stores sell as a “new” book. What I am talking about is a book that looks as if it just came out of a shipping carton and has had no “floor time”.

What is the book about? Chris Craft power boats. From its origins, when Christopher Columbus Smith carved his first small rowboat out of a log in 1872 (as the story goes) to the first planked boat in 1874, to his first power boat in around 1894 and the story continues.

There were several companies and partners for Chris Smith in the early times and those details are fascinating to me. Gar Wood, Ryan, brothers, and sons all helped shape this success story. Race boats and runabout pleasure boats all were a part of the quality reputation that developed around Chris Craft power boats. Boat production went from 24 power boats in 1922 to 946 in 1929, for instance.

How the boat builder made their fine runabouts covers several sub issues, like owning their own rail road to how they dealt with the wood in early Chris Craft wood power boats. And then there were the engines and the World War II war effort. Plus the post war boating boom. Then the book covers the company and its products in the fifties to the nineties in detail. Overall a great read for all of us interested in boating.

They made their first power pleasure yacht (or cruiser), Vernon Jr., which was 85 feet in 1901. This led to a full order book for wood power boats and yachts in the “under 100’ size” during the first 10 years of the 20^th century. It was the foundation of an American Heartland wood power boat building force from a visionary master boat builder.

They built pleasure, commercial, and government wood power boats for many years during the 1920s and during the depression. A series of 90’ power tug boats as well as minesweepers and subchasers added to their reputation as a quality power boat builder. They also created a few sailboats at this time.

Metal came to the Burger Boat Company with advances in welding. This was at the end of the depression era. The first metal boat for Burger Yacht builders was a ketch sailing vessel designed by a famous naval architect. She was a 81’ steel yacht. It was 1941 that saw the first steel power motor boat, Pilgrim, a 65’ flush deck design.

Aluminum joined steel in the selection of metals in a alumium 36’ power cruiser. The alumium sailing yacht Dyna set world on fire. She was a 58’ yawl built in aluminum. She won the Newport to Bermuda race. This all-alumium boat was calculated to be about 4 tons lighter than she built in wood and 5 tons less than she would displace in the water if steel was choosen as her hull choice.

Aluminum was now the material of choice for Burger Boat Company and power yachts were what they built.

Fast forward to 2011 and beyond; they have a contract for 98’ steel power passenger vessel for dinner cruises and private parties, a 60’ research vessel, and a 129’ (212 ton fully loaded) Alumium power yacht.