RusInfo
29.05.2021 1:19:34
The boat has been sitting in salt water, so its very hard to read the ID tag. Is there any other way to find this out? here
See full version: Volvo Penta 290DP gear ratio location
The boat has been sitting in salt water, so its very hard to read the ID tag. Is there any other way to find this out? here
Re: Volvo Penta 290DP gear ratio location? more
What should my WOT rpm's with a 4.3 gas engine? Im only getting around 3,000
I am running at around 4,000' elevation
Re: Volvo Penta 290DP gear ratio location? [links]
Re: Volvo Penta 290DP gear ratio location?
Sorry, newbie here! gotta start somewhere
Re: Volvo Penta 290DP gear ratio location? more
the boat is new to us. According to my father (he drove it last) the most it would do is 3000. Motors seem to run fine though. nothing apparently wrong, we are very mechanically inclined. here
Where can I locate the gear ratio on a 1990 model VP 290 Duoprop?
The boat has been sitting in salt water, so its very hard to read the ID tag. Is there any other way to find this out? here
When removing the suspension fork hinge pins, use caution!
These pins are soft, and can easily be expanded if driven on with a steel drift punch.
Use heat to expand the aluminum bosses, and use a brass drift punch ONLY. [links]
Have an 82 Bayliner 2450 and swapped my 5.0 for a 5.7 efi vortec engine.
I now want to swap my 270 outdrive
In 1982, you most likely have a 275 drive. Can you post a few photos of it? here
There are some issues. (1) Gear Ratios. How do I identify the gear ratio of the duo prop?
Keep in mind that this is an "over-all" gear reduction, or a "final drive" reduction!
In other words, it is a result of the reduction in both the transmission and the lower gear unit!
(2) What modifications are required. I understood that the transom might require some cutting for the 280 but not sure.
Again, post a few photos of your stern drive and "transom shield". [links]
The 275 and later 280 transom shields are extremely similar.
Both use the large shaft collar steering fork.
Both will accept the AQ series 270, 280, 275, 285, SP suspension fork. [links]
If you have the 275 transom shield, nothing will require modification.
Plus, the 275 transmission can be used with the Duo Prop lower unit. so you do not need to change transmission. only the lower gear unit must be changed. [links]
And finally, prop-sizing can partially mitigate incorrect gear ratios, but only partially. We’ve had customers who had drives with too high a ratio (2.08 vs. 1.78) but compensate by using more aggressive props. Their performance was fine but the high torque put tremendous pressure in the drives until they prematurely failed. On the other hand we have had customers who have had drives at too low a ratio (1.68:1 vs 1.95) which meant that they couldn’t get a prop big enough to optimize performance, even if they had enough horsepower to swing it. [links]
A Volvo engine with 210 HP creates 368 foot/pound at 2400 RPM. If you had a 1:1 gear the torque at the prop shaft would be 368 foot/pounds at 2400 RPM. If instead there was a 2:1 gear (or drive), the prop shaft would turn at 1200 RPM and the torque on the shaft would be 919 foot/pounds. here
I would love to hear from you if you have any comments on this issue or just need a part. We are here to help.
Smaller HP engines have either no ratio (1:1) for higher speed small light little boats (where torque is not as important) or higher ratios (2.15:1) for heavier pleasure boats where the lower horsepower can be somewhat overcome with the increase in torque. [links]
As a rule of thumb, the larger HP engines have either a lower gear ratio (1.68:1) for lighter, speedier pleasure boats and higher gear ratios (3:1 or higher) for heavier work boats (tugboats). [links]
If you have a high ratio gear like a 2.0 it means the engine has to turn two times to every one turn of the prop shaft. So you would need a more aggressive prop (larger diameter and bigger pitch) to take advantage of the reduction and corresponding increase in torque. But having an aggressive large prop assumes you have a drive (or gear) that can handle this amount of torque and enough horsepower to turn a big prop. All of the variables need to be balanced (HP, ratio, RPM, prop size etc.) This is why tug boats have relatively large horsepower engines, big ratios like 5:1, and huge props. My father served on Liberty Ships during WWII. They had 2,500 HP triple expansion steam engines that used 18-foot low-pitched props that turned at a maximum of 76 RPMs. [links]
D4-150A-G; D4-320A-G; D4-270A-G; D4-230A-G; D4-320I-G; D4-270I-G; D4-230I-G; D4-175I-G; D4-300A-G; D4-300I-G
D4-225I-B; D4-210I-A; D4-210I-B; D4-180I-B; D4-260I-B; D4-260I-A; D4-300I-A; D4-225I-C; D4-180I-C; D4-225I-E; D4-180I-E; D4-225I-D; D4-180I-D; D4-260I-C; D4-260I-D; D4-260I-E; D4-300I-D; D4-300I-E; D4-180I-F; D4-225I-F; D4-260I-F; D4-300I-F; D4-300I-C
D13B-E MH; D13B-F MG; D13B-E MG; D13B-N MH; D13B-E MH (FE); D13B-E MG (FE); D13B-F MG (FE); D13B-N MH (FE); D13C1-A MP; D13C3-A MP; D13C2-A MP; D13C4-A MP; D13C1-A MH; D13C5-A MP; D13C2-A MG; D13C1-A MG; D13C6-A MP; D13C2-A MH; D13C2-B MP