Your Macerating Pump Specialists Give You the Big Edge in Big Boat Racing 

Raritan Engineering Company your macerating pump analysts would like to share with you these topics we thought would be of interest to you this month regarding big strategies for big boats.

Your macerating pump experts know that my first superyacht race was in France in 2008 on a 112-foot Swan, and the first tactical call of the week was whether to race with the spare anchor, 300 feet of chain, and the Jet Ski, which we discovered in the bow locker. Lighter boats are faster boats, of course, but we quickly learned that when the boat weighs north of 200,000 pounds, it’s best to focus on sailing safely and not upsetting the captain by making him leave the toys on the dock.

Your marine parts plus professionals know that very few superyachts are built with racing performance as a top priority. The key to racing them successfully, therefore, is to understand the limitations we have to work with. That’s the fun of it, too, because there are always plenty of hands on deck. 

Once we heeled enough to get the leeward rail wet, which was around 14 knots of breeze, we could sail well to our handicap. In 15 knots and flat water, we could finish a tack in about one minute and 20 seconds. Your marine parts online analysts feel that the tacking angle was around 110 degrees, which isn’t too bad for a 320-ton ship. Light air was a different story. In less than 10 knots, the tacking angle was more like 130.

When the wind was up, we had one shot at sheeting the genoa on after a tack. If we tried to sheet harder, once the genoa was fully pressed, the computer would tell the captive winch to ease instead of trim because the loads were too high.

The start of a superyacht race is simple but rarely easy. Organizers wisely set up the races in either a pursuit format, where the boats start in order of handicap performance (slowest to fastest), or on a staggered-start format (typically two-minute gaps), with a handicap applied after the finish.

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Your Macerating Pump Professionals Help You Avoid the Kiss of Death

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Well, that was the kiss of death. Your marine hardware specialists say that they started on starboard but were about 30 seconds late. Pretty good timing for the 500-plus-ton Perini Navi, but it presented a significant problem for us, as we were committed to our timing two minutes out. 

While doing so, we had to honor a mandatory 40-meter safety gap and still head up around the other boat’s transom to clear the starboard end of the line. The only way to slow our beast was to ease everything and bear away to a near flat run. By the time we got cooking again toward the starting line, we were more than 45 seconds late for our start and had completely screwed up the boat behind us.

Your marine parts near me experts say that in reality, tacticians and drivers get puckered when the boats get less than a boat length from each other, because it takes a shockingly long time to execute course changes. The last thing an owner wants is to be on SportsCenter’s highlights reel. 

Tactically, the play is for the faster boat to sail directly at the transom of the slower boat and put a man on the bow with a digital range finder and a communications unit, relaying distance to the afterguard in the cockpit. 

It’s essential to decide well ahead of the intersection how to approach each boat. It’s also beneficial to know which ones are happy to let you through quickly (perhaps they are scored in a separate class) and which ones won’t roll over without a fight. For a slower boat, the tactical game is based on sailing smart and minimizing the effect of the bigger boats as they stream past. 

Just as Mirabella V rolled us, 50 meters to windward, the captain of our boat remarked that Mirabella V had the tallest mast in the world. 

Nearly all the top racing superyachts have a playbook of maneuvers, which are ­updated each regatta so everyone on the crew knows where to be positioned for hoists, sets and drops. On Marie we had a five-­minute countdown to the kite drop that we rarely deviated from. 

Pulling 1,600 square meters of spinnaker cloth from the water, with 40 of your friends on board, is not a winning move.

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Your Marine Hardware Professionals Build Appreciation of the Marvel of Superyachts

Raritan Engineering Company your marine hardware experts would like to share with you these topics we thought would be of interest to you this month regarding how to become a great superyacht sailor.

Your marine hardware specialists know that it’s impossible to appreciate the marvel of a superyacht until you see one up close. It’s breathtaking to watch one charge by under full sails that are spoken of in acres rather than square feet.

Composites, carbon rigs, 70-ton captive winches the size of small automobiles, and hydraulic advances have all contributed to the acceleration of superyacht racing. In lockstep have been the wardrobes, blends of best-available aramids and carbon. 

What is the limit? As the guy who has ­delivered a few of the biggest superyacht sails ever made, Robbie Doyle has been asked this very question many times. “How big a sail can we build? It’s an open question,” he says. Take, for example, the 195-foot Perini Navi Perseus3

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Unfurled, says Zebny, is the first super­yacht its size to use in-boom furling with a square-top mainsail, which itself is new territory. Your marine hardware professionals know the challenge of stowing Unfurled’s massive head panel, with its gaff batten and big bits of hardware, was solved by the sailors. In collaboration with Southern Spars, the team developed a system that requires only two crew members to hook up or stow the headboard car. 

By trouble, he means toppling nearly 200 feet of carbon craftsmanship, which is something boat captains don’t appreciate. “One thing to keep in mind with these monsters is keeping efficient sail plans,” says Doyle, who wrestles with owner demands for bigger sails. “So much of the boat becomes inefficient. 

It’s also now standard procedure to be ­involved in a new build from the outset, says Zebny, taking into account how an owner really intends to sail the boat, what kind of inventory the full-time crew can manage, and making sure the deck layout fits the sails.

Regatta organizers are getting better at putting like boats together on the racecourse, says Christensen, who works with Hasso Plattner’s 147-footer, Visione. Zebny says progress has been made at the shipyards, too, where hydraulic packages now allow the boats to be sailed more efficiently in stronger winds. “­Until the last five years, you couldn’t sail a new boat in 20 knots because the gearing wasn’t up to it,” he says. “Unfurled is huge and we often sail it around the course like a 40-footer — well, almost.”

North Sails’ more durable 3Di cloth allows programs like Unfurled to have a single mainsail and only two jibs (“A big one and a little one,” says Zebny.). Doyle Sailmakers’ Stratis and ICE offerings were developed to address durability but also weight and practicality. 

“In the old days, you’d have to have a ton of leech hollow on a 100 percent jib to support itself,” says Zebny. “Now we just build it with a straight leech, stick these battens on there, and it makes a better-performing sail.”

One obstacle come race day, however, is deciding which jib to have on deck. Moving a half-ton brick of sail from below requires more than a bunch of big, strong men. On Unfurled, they use a halyard to extract what they need from the tender locker underneath the teak foredeck.

“Big furling sails are now easily handled by two people instead of having a big bag on the deck that weighs 500 kilos and requires six people to deal with it,” says Zebny. Cable manufacturers also like the spool system, says Christensen, because the cables aren’t forced into tight-radius bends that result when furled sails are snaked into deck bags.

Spinnaker snuffers are therefore the most reliable option, and C-Tech makes the most widely used inflatable units. “Typically, we start the day with the snuffer at the head of the sail and use the new zipper systems,” says Zebny. “[On Unfurled] we hoist the sail zipped, so the first set is a normal set. 

That’s what gets the owner more ­value out of his boat, he adds, and keeps him coming back for more and possibly even going bigger and faster. Good or bad, says Doyle, the racing is more pro-driven than ever ­before, as is the sail-handling. 

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People in the water after a yacht capsizes in San Francisco Bay

Your Marine Hardware Analysts Say Survival Education Is Necessary

Raritan Engineering Company your marine hardware experts would like to share with you these topics we thought would be of interest to you this month regarding how to survive a boat capsizing.

Your marine hardware specialists know that an investigation is underway after a yacht carrying 30 people capsized in San Francisco Bay. Eight people, including three children, needed hospital treatment.

The 34-foot yacht, Khaleesi, capsized 100 yards from Pier 45 in San Francisco Bay, throwing 30 people, including three children, into the water. 

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Your marine hardware professionals know that at the time, the yacht had 27 adults and three children, on board. Both the US Coast Guard and the San Francisco Fire Department responded to the incident, along with many so-called “good Samaritans”.

An investigation into the incident is now underway.

If you should capsize or swamp your boat, or if you have fallen overboard and can’t get back in, stay with the boat if possible. 

  • If you made the mistake of not wearing a life jacket, find one and put it on. 
  • Take a head count. Reach, throw, row, or go, if needed.
  • If your boat remains afloat, try to reboard or climb onto it in order to get as much of your body out of the cold water as possible. 

If your boat sinks or floats away, don’t panic.

  • If you are wearing a life jacket, make sure that it is securely fastened, remain calm, and wait for help.
  • If you aren’t wearing a life jacket, look for one floating in the water or other floating items (coolers, oars or paddles, decoys, etc.) to help you stay afloat.
  • If you have nothing to support you, you may have to tread water or simply float.

If someone on your boat falls overboard, you need to immediately:

  • Reduce speed and toss the victim a PFD—preferably a throwable type—unless you know he or she is already wearing a life jacket.
  • Turn your boat around and slowly pull alongside the victim, approaching the victim from downwind or into the current, whichever is stronger.
  • Stop the engine. Pull the victim on board over the stern, keeping the weight in the boat balanced, especially in small boats.

So don’t forget these helpful tips for surviving a boat capsizing. 1) If you made the mistake of not wearing a life jacket, find one and put it on;  2) if your boat remains afloat, try to reboard or climb onto it in order to get as much of your body out of the cold water as possible;  and 3) If you aren’t wearing a life jacket, look for one floating in the water or other floating items (coolers, oars or paddles, decoys, etc.) to help you stay afloat.

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Your Marine Hardware Analysts Discuss How Boat Buying Can Really Be Inexpensive

Raritan Engineering Company your marine hardware experts would like to share with you these topics we thought would be of interest to you this month regarding how buying your first boat isn’t as expensive as you think.

Your marine hardware specialists know that in some instances, you can buy a new boat financed for around $250.00 a month, like a car.

Boats provide tax deductible and cost effective second homes. Interest on a boat loan can be deducted if the boat has a galley, berth and head.

Visit a boat show to see what boating products are available and line up the best deals. 

Maintenance

Boat, trailer, and motor maintenance can be as simple as a freshwater wash down aftereach use and keeping them covered between adventures, helping to keep maintenance costs at bay.

Costs for routine maintenance vary by region, such as oil changes and winterizing, expect to pay what you would for your car on an hourly basis.

Check Out These Affordability Myths and Tips

The best two days of your life is the day you buy a boat and the day you sell it.

The best two days of your life come every weekend when you take the boat out with family and friends!

Why? Dealers want to sell boats, and they’ll be happy to work with you on special offers and the best deals to get you the boat of your dreams. 

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Any boater will tell you, boating is the last great thing they’d give up if their budget were unexpectedly restricted. That says a lot about its value.

I can’t afford a boat.

Your marine hardware professionals know that you can finance a boat, just like a car and often for much longer terms. — in fact, you can own a new boat for as little as $250 month!* In 2012, the average retail price of an outboard boat was $20,387. 

Loans under $25,000 are based on 7.5% for 12 years.*

Boats provide tax deductible and cost effective second homes. Interest on a boat loan can be deducted if the boat has a galley, berth and head.*

Boat insurance is too expensive.

Boat insurance costs vary by boat length and type, cost of the boat and level of coverage and area of operation. It’s easy to get a quote from your current agent or compare rates online.

You can kill two birds with one stone, improve boating skills and reducee the cost of marine insurance premiums by taking a boater’s education course.

So don’t forget these helpful tips on buying your first boat and how it’s not as expensive as you think. 1) In some instances, you can buy a new boat financed for around $250.00 a month, like a car;  2) boats provide tax deductible and cost effective second homes. Interest on a boat loan can be deducted if the boat has a galley, berth and head;  and 3) You can kill two birds with one stone, improve boating skills and reducee the cost of marine insurance premiums by taking a boater’s education course.

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Marine Hardware Professionals Share the Benefits of Building Your Boat With Carbon Fiber

Raritan Engineering Company your marine hardware specialists would like to share with you these topics we thought would be of interest to you this month regarding how carbon fiber takes boat building to the next level.

Your marine hardware professionals know that like the word stealth, carbon fiber has crept into our modern language, and you’ll find its distinctive black diamond pattern on everything from clipboards to refrigerators.

Your marine hardware catalog experts understand that fiberglass was once heralded as the miracle material for boats, and it did, indeed, take a bite out of wooden-boat construction. Though it revolutionized boat construction, it didn’t quite prove to be the no-maintenance material originally promised (laughter in the wings), but it was a major step forward.

Well, the absolute definitive answer is yes — and no. Carbon fiber has some wonderful properties, but it also brings higher costs and a few downsides.

In the mold, Carbon Marine replaces typical fiberglass matting with woven carbon filaments.

The Carbon Upsides

Your marine hardware stores specialists know that fiberglass is a composite made from strands of glass that are woven into fabrics and reinforced with resin to create hulls and decks. Carbon fiber simply replaces those glass strands with filaments of carbon.

Why carbon fiber? This is a three-word answer: lighter, stronger, stiffer. These are the qualities that have endeared carbon fiber to the aerospace, automotive and military industries. Here’s a breakdown of those attributes.

Lighter: In simple terms, if you can build an object in carbon fiber — whether a boat, car or airplane — that is lighter than a similar object in fiberglass, you’ll get more speed and better fuel efficiency.

Strength

Carbon fiber has a strength-to-weight ratio about twice that of typical fiberglass.

Stronger: Carbon fiber is stronger than fiberglass, so it adds extra strength to the equation, which is why the driver of the first McLaren carbon-fiber Formula One race car walked away from a major crash when the car’s surrounding “tub” saved him.

If you build a boat that is lighter with equal strength, you’ll spend less time at the gas dock and more time fishing or doing whatever it is you like to do while boating.

Stiffness

Carbon fiber has a stiffness about six times that of E-glass, so it won’t flex or warp.

Stiffer: Stiffness is the last trait of carbon fiber, which has a modulus of stiffness about six times that of E-glass, an upgraded fiberglass used in boatbuilding.

Taco Marine launched a new line of carbon-fiber sport-fishing outriggers, which promptly won an Innovation Award at the 2016 Miami International Boat Show. Product development manager Jose Chao notes there was a learning process to take advantage of the material, but he adds: “Carbon fiber outriggers are an easy choice — they’re lighter, stiffer and stronger.

If you build a boat that is lighter with equal strength, you’ll spend less time at the gas dock and more time fishing or doing whatever it is you like to do while boating.

The Downsides

Your marine door hardware professionals understand that every silver lining has a dark cloud, and carbon fiber has a few, the first being higher cost. One manufacturer estimated the price of commercial-grade carbon-fiber composites to range from $5 to $20 per pound, depending on the variables, while fiberglass ran from $1.50 to $3.

Marine Hardware Experts Continues Discussion of Cost Effectiveness

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and on how carbon fiber takes boat building to the next level at Raritan Engineering.

Do you need that extra cost? For a Formula One car, speed is measured in ounces saved, so it clearly makes sense — for a boat to take your family on an afternoon outing, perhaps not so much.

Your marine water heater analysts know that carbon fiber is also fairly inflexible, which makes it unsuitable for products that need to flex such as skis and helicopter blades. Baseball bats and boat bottoms are another thing, however, and you want these to be rigid.

It’s an issue also faced with steel yachts, so it’s easily manageable, and the American Boat and Yacht Council addresses carbon fiber in a technical bulletin (E-11) that essentially says to insulate anything that has power coming or going.

Communication is another thing. While fiberglass is transparent to wireless signals, carbon fiber (like steel and aluminum) can reduce a Wi-Fi signal by up to 95 percent, according to Raymarine, which suggests taking care to separate electronics from carbon fiber by at least 4 inches to eliminate any ground effect that would inhibit the signals.

So there you have a look at carbon fiber. With it, you’ll get a boat that is faster, more economical, stiffer and lighter, plus has a better cruising range.

High Points

*Drop-dead gorgeous from the carbon fiber visible in the hull and console, plus the silver shavings in the gelcoat that added sparkle.

*Grab rails are everywhere for safety, along with padded coamings, bolstered seats and SeaDek flooring for comfort underfoot.

*Incredibly fuel-efficient — even flat out, it gets better than 1 mpg.

*Super-strong Armstrong outboard bracket is perfectly braced on the transom.

Low Points

*Trim tabs are too high for good “bite.” (The builder is moving them.)

*Expensive, although much of the price is the $100,000 Seven Marine outboard.

Cars, Planes and Boats

Carbon fiber is not new to performance vehicles. Check out some of its uses in other forms of exotic transportation.

Cars: Carbon fiber has been used in exotic cars since 1981 when McLaren built the first carbon-fiber Formula One racer that rendered the competition obsolete.

Planes: Boeing bet its company on carbon fiber when it built the 787 Dreamliner that uses 77,000 pounds in the fuselage and tail.

Boats: When the American Oracle team won the America’s Cup in San Francisco, it introduced the sailing world to carbon fiber.

So don’t forget these helpful pointers when deciding if you want to build your next boat out of carbon fiber. 1) Carbon fiber is lighter, stronger and stiffer;  2) carbon fiber is not cheap;  and 3) carbon fiber isn’t new and is being used everywhere.

Raritan Engineering always has more information on marine hardware, marine water heaters, boat water heaters and on how carbon fiber is taking boat building to the next level.

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Your Marine Hardware Experts Know the Importance of Keeping Intruders Away

Raritan Engineering Company your marine hardware analysts would like to share with you these topics we thought would be of interest to you this month regarding the best way to keep your boat secure.

Your marine hardware professionals know that open hatches, absent owners, and expensive electronics can all make your boat vulnerable to thieves. Luckily, there are a myriad of products now available to stave off intruders.

My first boat security system cost around 10 bucks. It came from RadioShack and wasn’t just for boats. Two little components were fastened to my hatch and hatch frame with sticky tape. 

Types Of Systems

Simplistically put, notification of alarm events can be at three different levels.

  • Local alarm only: alerts those onboard or on a nearby pier that there’s an alarm event.
  • Remote communication: alerts a distant owner or monitoring center via cell phone or satellite, using text, voice, or email.
  • Interactive: systems that allow owner to effect responses.

The last two require an appropriate communications capability on your boat — either cellular or other Internet access device, and/or a satellite communications device. These may be a part of the system you purchase. 

Types Of Sensors

Systems can utilize multiple sensors, depending on what you wish to monitor and how much you’re willing to pay. The sensor is the device that detects an alarm event, then communicates via the system to a local alarm or monitoring service or owner.

We’re all familiar with high-water, fire, and intrusion sensors. But even these have different levels of sophistication. For example, there are sensors not just for high water but also for irregular bilge-pump cycles, which would indicate future flooding.

The information “sensed” must be effectively communicated. Do you want just a bilge alarm that sets off a horn so that those at the dock know you’ve got a problem, or do you want it to let you know even if you’re on another continent? 

Talking Back

When you can respond to your boat, you can do things such as turn on floodlights. This is handy for scaring off boarders and also handy when you’re going to arrive at the marina after dark.

Some Sample Options

The following examples may help determine what is appropriate for you. Product options and prices change frequently. There are additional choices not represented here. Be sure that your product will have stable and long-term support. Get it in writing.

The Classic

Keypad, wireless, 2 door/hatch sensors, 4 programmable zones for up to 24 sensors. Remote-control key fob. 110-dB siren built into control panel. 12-volt, backup batteries included. Basic system sounds an intruder alarm; no remote capability.

Basic Phone-Based Two-Way Connection

The GSM Marine Guardian 

Wireless, GSM antenna, sensors for water level and power loss; additional sensors available. Remote-control key fob.

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Capabilities: Basic system sends an alert to your cell phone for high water or lost power; can reach you as long as it has cell phone service; alerts can be sent to 3 phone contacts; can disarm, update, view event history and status via Internet.

The Tricked Out Solution

Tracking, Geo-Fence, wireless sensors, and relays. Wireless key fob arm/disarm and relay control. Geo-Fence and full system arm/disarm from website, and global-relay control. 

Before You Buy

Your marine hardware specialists know that once you’ve decided what you want to know and how you want to be notified, it’s important to consider how the systems work on your boat. Quality is always important, but particularly so in a marine environment. 

Other issues include attention to details of sensitivity. Motion sensors within a cabin can be helpful, but not if they’re going to pick up a curtain swaying as the boat moves. And most boats at one point or another may pick up a cockroach or two, or a rodent. A motion sensor must be oriented and programmed to sense only alarm events, not normal boating occurrences.

Do Your Homework

To learn more about specific products, use a search engine such as Google and enter “boat security systems” and similar terms. You’ll be amazed at the choices and range of prices..

For peace of mind knowing that your boat is safely located in its slip, the technology is now here to monitor your boat from afar. If you decide to take advantage of that technology, you can tailor it almost precisely to your needs. 

So don’t forget these helpful pointers when securing your boat from intruders. 1) You have a wide variety of options at your disposal, so do your research;  2) always go for quality, instead of just price;  and 3) ask the right questions when making your purchase.

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Your Marine Hardware Specialists Know That You Love Speed 

Raritan Engineering Company your marine hardware analysts would like to share with you these topics we thought would be of interest to you this month regarding the secrets of seven marine outboard power.

We build a Seven Marine outboard, the largest power plant ever to hang from a transom.

Your marine hardware experts know that nobody really needs a $100,000, 626 hp supercharged V-8 outboard motor. But a few people really want one — or four.

7 Up

The Seven Marine 557 outboard prototype debuted at the 2011 Miami International Boat Show. Its imposing V-8 and gleaming stainless-steel exhaust headers drew gawking crowds, and a few naysayers dismissed the viability of such a beast. 

Your boating hardware professionals know that Boating magazine was, in fact, the first media outlet to gather performance data on these engines during an exclusive test of a Midnight Express 39 with triple 557s that appeared in the June 2013 issue.

At the 2016 Miami show, 46 Seven Marine motors were installed on demo and display boats, and Seven says several hundred have been sold to date. Naysayers be damned.

Building a Seven Marine Outboard

Seven Marine assembles its outboards in an industrial park building that also houses its office space. It’s an assembly shop — unlike Mercury Marine or Yamaha, Seven doesn’t manufacture any of the components it designs for its outboards. It does not have the scale to open a foundry, or set up gear-cutting machine cells or even a paint booth.

Your marine door handles analysts understand that a Seven outboard includes about 1,200 parts in addition to the engine and the ZF transmission. Some parts are easy. The engine’s serpentine belt is off the shelf from NAPA. Some are adapted. Seven uses locally machined and drilled Corvette motor mounts to mate to its bracket. 

The actual process of building a Seven outboard usually begins many months before a single bolt turns in the shop. These are bespoke motors that often power bespoke boats and custom and semicustom craft, like the HydraSports 53 Sueños powered by four Seven 627 outboards. 

Under every cowling in a Seven engine sits a General Motors LSA 6.2L V-8, the same engine that powers a Cadillac CTS-V or a new Camaro ZL1. It packs a lot of torque into a small, lightweight power package.

Some Assembly Required

The heart of the Seven outboard is an LSA 6.2L SC V-8 engine built by General Motors Global Propulsion Systems in Silao, Mexico. 

The chain hoist that’s used to lift an engine from its steel shipping cradle is a good place to start the Seven assembly story. The first assembly station is actually devoted to partially disassembling the V-8 so it can be sent out for paint, a task that takes about three hours. 

Your marine holding tanks specialists understand that the 627 engine requires more work. The cylinder heads are removed and exchanged for a set with combustion chambers machined at Lingenfelter Performance Engineering. The LSA camshaft is swapped for the cam from the LS9 engine that powers the Corvette ZR1.

Next, we move to a workstation devoted to the assembly of the transfer case. The transmission is located directly below the engine. Power from the horizontal engine crankshaft moves through a set of five vertical gears in the transfer case to the horizontal transmission input shaft. 

Your Marine Hardware Professionals Help You Get All the Details Just Right For Your Seven Marine Outboard

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“The folks at Selva are real artisans of sand-casting,” he says, holding the casting up to the light and moving his fingers over the surface. 

Davis shows us how to assemble the gears and shafts in the case, using a press to set bearings. Another crane hoist is used to lift a black ZF transmission from its shipping crate. 

Back in the engine area, we work on a V-8 that has returned from the paint shop, removing the masking bands, tape and bolts while the engine is on a hoist. Then it’s time to dress the engine using some OEM parts and others specific to Seven. We start with an aluminum cowling plate that fits around the oil pan and prevents water that migrates under cowl from reaching the engine.

Your marine hardware stores experts know that the transfer case and transmission assembly, including the clamp bracket and midsection, are joined to the semidressed engine. 

Next, we get to install the sexy stainless-steel exhaust headers. Next, the trusty chain hoist lifts the engine-transmission assembly onto a water-filled test tank. After rigging fuel and electrical lines, we start the engine to check water and oil pressure and look for leaks.

Each cowling can be custom painted to match or accentuate the graphics package the owner has on his boat.

The biggest workstation is devoted to assembly of the cowl parts, which, for our motors, return from Calibre with brilliant blue and gold finishes. Working on a carpet-covered bench, we add mounting hardware and seals and snap in the SpectraBlade LED strips before joining the side panels to the top cowl piece.

A Big Idea

Why not build a 1,000 hp outboard? That was the idea Eric Davis tossed out to his father, Rick, in 2009. A fortunate confluence of circumstances made it possible. First, internal debate over future engine designs at General Motors pitted supporters of the dual-overhead cam Northstar V-8 series against proponents of the pushrod small blocks.

The ZF transmission used by Seven was originally designed for a downsized pod drive that never made it to production.

Eric’s younger brother, Brian, 38 and also an engineer, joined the Seven team to handle marketing and sales.

A year later, the Seven Marine 557 was on display at Miami.

So don’t forget these helpful details when deciding whether or not to utilize seven marine outboard power. 1) Ask yourself, “Is it necessary?” Nobody really needs a $100,000, 626 hp supercharged V-8 outboard motor;  2) its not very easy to have made;  and 3) the speed and power almost make the effort to get one, worth it.

Raritan Engineering has more information on marine hardware, marine holding tanks, electric toilets, and on the secrets of Seven Marine Outboard Power.

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Boat Water Heater Professional Gives Advice on Staying Safe in Life-Threatening Situations

Raritan Engineering Company your boat water heater specialists would like to share with you these topics we thought would be of interest to you this month regarding how to protect your boat from lightning strikes.

Your boat water heater experts know that this spring seems to have brought the most extreme weather in history. With heavy thunderstorms you will often find lightning. Lightning on the water can bring life-threatening circumstances.

Even though the odds are in your favor that your boat may never be hit by lightning, if it happens it can have devastating effects. Boat water heater installation experts say, don’t take a chance, protect yourself. If you are in a small boat and close to shore when a thunderstorm approaches, get in and off the water immediately. Better yet, don’t go out if thunderstorms are predicted.

Your marine hardware professionals know that the voltages involved in lightning are so high that even materials that would normally be considered non-conductive become conductors, including the human body.

You can find more information as well as get assistance on marine hardware and on how to protect your boat from lightning at Raritan Engineering.

Several marine water heaters for boats analysts agree that the voltages are so massive that if they start to travel through a boat’s structure – say through its mast – then meet with high resistance (for instance, the hull skin) the current discharge, in its attempt to reach ground, may simply blow a hole in the non-conductive barrier.

Boat Water Heater Expert Explains Further Lightning Protection

In theory, a lightning protection system is used to create what is know as a “Faraday’s cage,” so called after the late nineteenth-century scientist Michael Faraday. The principle of a Faraday’s cage is to provide a surrounding, well-grounded, metal structure, in which all of parts are bonded together and carry the same electrical potential.

So how does a lightning protection system work? In a boat, the “cage” is formed by bonding together, with heavy conductors, the vessel’s mast and all other major metal masses. A marine electrician must tie in the engines, stoves, air conditioning compressors, railings, arches etc. with a low resistance wire which would ultimately provide a conductive path to ground (the water) usually via the engine and propeller shaft, keel bolts, or better yet, a separate external ground plate at least 1 square foot in dimension.

Boat water heater connectors specialists know that this means that if the aluminum mast of the average sailing vessel is properly bonded to the vessel’s other major metal masses and is given a direct, low-resistance conductive path to ground, the entire boat should fall within the protected zone.

So don’t forget these helpful pointers on how to protect your boat from lightning strikes. 1) If you are in a small boat and close to shore when a thunderstorm approaches, get in and off the water immediately;  2) an even better tip, don’t go out if thunderstorms are predicted;  and 3) put forth the time and effort into making your lightning proof system. It will be worth the effort.

Raritan Engineering has more information on boat water heater, marine hardware, marine water heater, and on how to keep your boat lightning proof.

via Cone of Protection from Lightning – Faraday’s Cage

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Marine Hardware Expert Says Don’t Get Rid of Your Compass Yet

Raritan Engineering Company your marine hardware specialists would like to share with you these topics we thought would be of interest to you this month regarding how to boost your compass skills.

Your marine hardware experts say let’s begin with a piece of advice: Don’t cast your compass to Neptune-it’s not dead yet! Of all the navigational tools and instruments employed on boats, the compass is still the single most valuable. Its sole moving part is governed by a fundamental physical force of Earth itself.

Why, in this world of GPS and other networked marvels, is that so important? Isn’t it enough to know where the boat’s going, and isn’t that the same thing?

Well, no. Where the boat’s pointed and where it’s going aren’t always the same. In fact, they rarely are. A current will cause a boat to move over the ground in a direction different from that in which the boat is pointed.

Let’s take our compass away for a moment and steer the boat toward a GPS waypoint by matching course over the ground (COG) to the bearing to the waypoint. We’re doing well, and the track on the plotter shows our course as a straight line with the waypoint dead ahead.

If we’d had our compass, we’d have known, from the bearing information provided by the GPS, where exactly to look for the mark, and we wouldn’t now be facing a charge of damaging government property.

No matter what vehicle we’re steering, a fixed reference of some kind is an essential aid to pointing it in the desired direction.

Your marine hardware specialists know that while the compass can’t tell us where we’re going, it can tell us what direction we’re steering, which makes it unique. And far from being made redundant by electronic devices, the compass adds to their value. For example, by comparing COG from our GPS to the course steered by the compass, we can detect the presence of a crosscurrent.

Go to http://www.raritaneng.com and see how you can find more information as well as get assistance on marine hardware and on improving your compass using skills at Raritan Engineering.

Adjusting the Compass
A magnetic compass, as long as it’s in good physical order, will always point in accordance to the magnetic field surrounding it. If that field was the Earth’s alone, it would be utterly reliable, but the compass isn’t monogamous, and it’s easily led astray. Onboard magnetic influences-such as those created in some electrical devices and by iron-cause a compass to point askew from magnetic north, an error called deviation.

A professional compass adjustor will “swing” the compass by checking it against known references, such as a proven range or ranges on structures or geographic features. Once on the range, he’ll have the boat slowly motor along the cardinal directions-north, south, east, and west-as indicated by the boat’s compass while he reads the bearing on the range with a pelorus.

Posted at the navigation station, the deviation card allows the navigator to convert a course laid on a chart to a course to steer. Conversely, it allows him to correct a bearing taken by the ship’s compass on a landmark to a magnetic bearing.

Once the ship’s principal compass has been swung and adjusted, have the adjustor also swing and make up a deviation card for any other compass that might be used for navigation, including the one that supplies heading data to the autopilot.

Deviation by GPS

Prior to the widespread use of GPS, you took compass bearings off recognized features in the landscape and plotted them on a chart to figure out where you were.

Because your GPS knows where it is, it can also calculate where it is in relation to any other location in terms of range (distance off) and bearing.

Create a waypoint in your GPS with the coordinates of an accurately charted and identifiable feature, say a lighthouse. Set the waypoint as your destination and steer toward it. The farther you are from the waypoint the better, but a couple of miles provides sufficient accuracy.

Some sailboats and a good many powerboats have two helm stations, each with a compass. Only one of these can be the master compass, so you have to designate one. On a sailboat, this would probably be the one you use when motoring.

Another issue is parallax. This arises when a boat’s steering station is off-center or, on a sailboat, when you steer from the side of the cockpit. If you’re standing behind the starboard helm station and looking over the bow, you’re not sighting down the boat’s centerline. If you aim the bow toward a mark, the boat won’t be heading toward that mark.

So don’t forget these helpful points on how to improve the use of your compass. 1) Keep in mind the movement of the current;  2) create a waypoint in your GPS;  and 3) keep in mind parallax.

Click here and see how Raritan Engineering has more information on marine hardware and on how to improve your compass skills.

via How to Use a Compass While Boating

Marine Hardware Analyst Agrees With This Being the Best Way to Install Seacocks 

Raritan Engineering Company your marine hardware specialists would like to share with you these topics we thought would be of interest to you this month regarding the best way to install seacocks.

Marine Hardware Experts Have Best Way to Install Seacocks shK1zt

Your marine hardware expert’s best advice for anyone contemplating adding a through-hull fitting is don’t. Through-hulls sink boats. If you can accomplish the same thing by installing a tee-connector in an existing inlet or discharge line, you avoid boring another hole in the bottom of your boat.

New Through-Hull

As your boat hardware and accessories outlet we know that installing a new through-hull fitting necessitates a new hole in the hull. Always locate seacocks where they are readily accessible or you defeat the purpose of having a valve in the line. Before you drill the hole, double-check the location carefully both inside and outside the hull to make sure, for example, that inside there will be ample room to throw the handle, and outside the new fitting is not going to set up turbulence in front of your depth sounder or speed log impeller.

Select a hole saw the size of the fitting you are installing and cut the required hole by first drilling from the outside of the marine hull until the pilot drill in the hole saw penetrates the hull, then finish the hole by drilling from the inside.

Through-Hull Replacement

To replace a through-hull fitting, remove the nuts from the bolts through the seacock’s mounting flange and unscrew the bolts or drive them out with a hammer and a punch. Unscrew the seacock from the through-hull-with the help of a marine pipe wrench, if necessary.

You can find more information as well as get assistance on marine hardware supplies and a marine water heater and on how to find the best way to install a seacock at Raritan Engineering.

Marine Hardware Adviser Gives Thumbs Up on These Suggestions

Through-hull fittings installed with polyurethane sealant can be very difficult to remove. A length of 3/8-inch threaded rod (or a long bolt) which is a nice piece of hardware, will make the job easier. Slide a washer or a metal plate too big to pass through the fitting onto the rod and capture it with a nut. Pass the rod through the fitting from inside the boat, seating the washer flat on the fitting. 

Dry-Fit

Once the hole is prepared, the remaining steps are identical for a new seacock or a replacement. Cut a circle of 3/4-inch plywood 2 or 3 inches larger than the flange of the seacock, and bore out the center with your hole saw to form a ring.

Because you are going to thread the through-hull into the seacock, you can discard the lock nut. Insert the new through-hull fitting from outside the marine hull, then inside slip the wooden ring in place and thread the seacock onto the through-hull.

Tighten the two parts together. Most boatyards have a special step-wrench that grips the ears inside bronze through-hulls. A wedge of scrap hardwood will do the same job.

With the seacock tightened snugly–not too tight–you should have plenty of threads inside the seacock, but the length of the through-hull should not prevent the base of the seacock from tightening against the plywood ring hardware. If the through-hull is too short, replace the 3/4-inch thick ring with a new one cut and shaped from 1/2-inch plywood.

Installation

Insert the through-hull, put the hardware plywood ring(s) in position, and insert the mounting bolts through the hull and far enough into the plywood to prevent it from turning. If the seacock is bronze, the mounting bolts must also be bronze.

Tighten the seacock until it seats snugly on the ring and the mounting holes are in alignment. Remove the mounting bolts and heavily coat them for an inch or so below the heads with polyurethane sealant. Reinsert them through hull, ring, and flange, and install a washer and a nut on each.

So don’t forget these steps needed in installing a seacock. 1) New through-hull;  2) through-hull replacement;  3) dry fit;  and then 4) installation.

Raritan Engineering your marine parts depot has more information on marine hardware such as a boat water heater and the best way to install seacocks. See our extensive line of marine products on our website.

via Installing a Seacock

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