Date:         Mon, 7 Aug 2000 12:11:29 -0400
Reply-To:     David Beierl <dbeierl@attglobal.net>
Sender:       Vanagon Mailing List <vanagon@gerry.vanagon.com>
From:         David Beierl <dbeierl@attglobal.net>
Subject:      Re: Need TDI conversion info
Comments: To: Helmut.Zeidler@nokia.com
In-Reply-To:  <A914533BF4B9D2118D980008C7894C0A0345E7AE@dueis01nok>
Content-Type: text/plain; charset="us-ascii"; format=flowed

At 10:35 8/7/2000, Helmut Zeidler wrote:
>marine use. That are 45 hp 4-cylinders to 150 hp 5-cylinders. They will
>come with everything you may need, including water-cooled turbo (where
>applicable) and water-cooled exhaust manifold! They are basically same as
>they are used on vehicles, but slightly modified. You may visit their web

I would expect such engines to be considerably de-rated from their
automotive specifications.  Marine engines operate at constant power
settings for many hours at a time -- this service destroys automotive
engines.  Example -- the engine in my boat has roughly 2-liter
displacement, weighs 310 lb and delivers 30 hp at redline of 3600 rpm
(granted it is an old design).  In this particular installation it is
torque-limited by the propeller to about 2400 rpm, and we cruise at about
1800-2000 rpm.

Incidentally it would appear from one of the illustrations on the website
that the RPM of these motors will be below 4000, which is in accord with
marine usage.  The physics of propellers are such that only a very fast
boat will work efficiently with even this high an RPM -- our sailboat
installation would be much more efficient with a 2.5:1 reduction gear and
suitable prop, but was made without for reduction of first cost.

Anyway, what I'm trying to get at is that these engines will be
considerably more expensive, heavier, and less powerful than the equivalent
automotive engine.

david

David Beierl - Providence, RI
  http://pws.prserv.net/synergy/Vanagon/
'84 Westy "Dutiful Passage"
'85 GL "Poor Relation"