February 2011
1980 YOUNGBLOOD TX-19 Resto!
INCOGNITO
37’ Outerlimits Project Boat
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P E R F O R M A N C E B O A T S | June 2009
jimwilkes v-drivetech Bouncy Boat Dear Jim: I have a 1970 Sanger running a 460 Ford through an 18% an 111⁄2x15 two-blade Stellings prop. I have added Rewarder O/T headers and probably put out around 400 hp. My problem is that no matter how I adjust the cavitation plate (which doesn’t have much swing), the boat bounces violently after 2,500 to 3,000 rpm! I have heard a variety of suggested diagnoses— not enough hp, too much prop diameter, cavitation plate setting is all wrong, etc. I’m calling on your expertise to make my boat run fairly flat without sticking it to the water. I hope you can help, because I love the boat and I want to go fast—but I want to stay in it! Thanks in advance. Pete Weiss Farmington Hills, MI Reading your question brings back memories of the 1970 Hondo I once played around with. We never did get all the bounce or porpoise out of the boat. We had the engine set back toward the transom and four back to back bucket seat installed. I’m sure we could have diminished more of the porpoise if we would have moved the engine forward in the boat, but it was a ski boat and we wanted the seating. Try a propeller with less diameter. This should help decrease some transom lift and help stabilize your ride. Keep in mind no two propellers are identical. If you’re not getting much plate movement, you may want to rework your plate setup to allow more movement. This by itself will help control your boat. Good luck with your rocket!
Starfire Hull Dear Jim: I was wondering if you could help me out. I have been talking about buying a 1980 18-foot Starfire runabout. Do you know anything about these boats? It has a Cassale drive with a Chrysler 383 marine engine. I was mainly wondering about the
P E R F O R M A N C E B O A T S | February 2011
hull. Is it worthy of the time and effort to restore? Will it handle horsepower OK? Anything that you know about the boat would be helpful. Thank you. Jeff Vandas Baggs, Wyoming Your Starfire is well worth the money to restore. Not only is it a rare boat, meaning not many were built, but it is a fast little rocket. It was built in Washington State by Ron Jones, and I believe he raced mostly in the same area. I own one myself, but so far, I have not installed an engine in it. The one I own ran a small block Chevy with about 450 hp and ran in the 95 to 100 mph drag class. Your 383 should make more than enough power to run 90+ mph. The first Starfire I watched run was in St. Petersburg, Florida. It was on a mile and two-thirds course. This particular boat ran in the Super Stock class. To this date I’ve never seen a Super Stock boat go that fast. It’s a small boat, and it doesn’t go around corners fast, but it gets down the straightaway.
Restoring the Silhouette Dear Jim: My father and I built our boat in 1964. After he purchased the 18' Silhouette hull from Mac Stevens, many parts had to be homemade at the time, because either they were not available or no one had thought of them—i.e., adjustable cavitation plate, ski tow, pulleys, adapter plates, shifting mechanisms and heat shields over the heads exhaust ports. We used to the boat for family fun and competition speed skiing until 1969. Restoring and modifying the boat began when I purchased it from my dad in 1972. Some of the changes included elimination of the through-hull exhaust, strut water pickup to cavitation pickups, replacement of one stringer, SST fuel tanks and in 1982, Sundown Marine re-gelcoated the old boat maintaining its original colors. The boat is still powered by a 1959 Pontiac
389 c.i. motor, which has been bored and the holes plugged with JE forged pistons (111⁄2-to-1 compression). The heads have been ported, polished and modified to accept 1.5 crane roller rockers. The crank has been cross-drilled and a high-volume pump added for extra lubrication. The original 3x2 intake manifold was replaced with a rare OEM 2x4 high-rise aluminum intake with two 500-cfm Carters. To fire the fuel, a Joe Hunt Vertex magneto is still utilized. The power is transferred to the prop through a 1:14 Casale in/out and reverse gear box and a 9-degree strut. Four fins are used on the bottom, two up front and one on each corner of the plate to maximize the boat stability on hard turns. Sometimes I get the feeling that my wife thinks I love this old boat more than her. So I ask the many boating enthusiasts out there, have you hugged your boat today? Mike Fish San Francisco, California Mike, I can’t speak for all of the readers, but some boat owners may think you’re crazy for updating or restoring a 1964 V-drive boat. Me? I think it’s classic. Most of the faster V-drive boats are a light lay-up. The deck and sides if the hull are sometimes paper thin. Jim Cole of Cole Boats always built his boats just the way I like them—he would put weight in the bottom of the hull, trying to keep the running surface a true as possible under power and than save weight in the deck and the hull sides. From what I see, the LS-1 may be an upand-coming engine package. When you get done with your rocket, make sure you send us some pictures. PB
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alexisahagian onthedyno Prop Blowout and Slip Dear Alexi, I have a 27-foot Eliminator Daytona with a 750-hp engine. Every time I go to plane out the boat, I must feather the throttle to keep the boat from over-revving and blowing out the prop. It feels like I am just spinning the prop with not much forward speed. Once I get the boat running on plane, it runs like a top! But sometimes if I don’t throttle the boat just right, the boat actually will come off plane and I will have to start from a stop again. This is really annoying! Any suggestions? Jeff Tenner Simi Valley, CA Jeff, it sounds like what we have seen before with these boats. Likely you have a larger prop than most other boat brands with the same power. This seems to be
water in the rear at a rapid rate causing air bubbles to enter the prop-bound water, causing an immediate cavitation, or blowout. Hopefully I’ve explained this sufficiently so you understand the condition. What we do to minimize or eliminate this issue is to make a custom drive plate that simply mounts to the cavitation plate of a Bravo drive both extending it and widening it. The part will look similar to what you see on grandpa’s old outboard in plastic. However, we make them in stainless steel, and they’re much more streamlined for this exact application. By installing this, it will minimize the air entering the prop area and smoothen the transition while planing the boat. It sounds simple, and it is amazing how effective it is. It usually only takes about 1 hour to install this properly and should solve your problem.
If the nose of the boat comes down as you are planing, the drive raises out of the water, causing air bubbles to enter the prop-bound water and results in blowout.
consistent with some cat bottoms especially when they have a high X-dimension (the prop shaft centerline vs. boat bottom). It is also consistent with boats that plane with a nose high attitude. In short, if the nose of the boat is high in the air and the nose finally comes down as you are planing, the drive raises out of the P E R F O R M A N C E B O A T S | February 2011
If you have any questions on specs, just send me an email at boostpower@aol.com.
Push Rod Madness
Dear Alexi, I own a 27’ Eliminator Daytona. I was wondering why my engine keeps eating up pushrods. I have replaced my push rods
three times now! I have the best Jesel system and parts in my engines, and my engine builder can’t seem to figure it out. Any suggestions? Earl Watkins Kingman, Arizona Earl, I am assuming you have a big block V-8 engine in your Daytona. I also am assuming you change your oil often and run a decent oil blend in your engine. The most common problem with eating up push rods is a mismatch in materials. Very few know what I am about to tell you. Jesel makes likely the best rocker arm system on the planet; however, they offer two styles of adjuster systems. One is a mild steel and the other is a tool steel—well, let’s just say they’re two different materials. Without getting too technical, the pushrods you have are likely great quality .080 wall thickness push rods. The problem is that you can’t run the two dissimilar metals together or they will do just that—eat away at each other. My reccomendation is to call your Jesel parts provider and inform them of your issue and they will sell you a set of adjusters for your rocker arms that are compatible with your steel pushrods. This should eliminate the problem. The other thing you may want to verify is that the oil in which you are using has a decent amount of zinc in it. Most of the new standard automotive oils have a bare minimum amount of zinc in them. Zinc is necessary to prolong high friction surfaces such as pushrod and solid flat tappet camshaft, etc. As emissions are barreling into the market these days, zinc contents are slowly being reduced, causing engine builders and rebuilders to get very busy. The only other subject to verify is that your valve spring pressure is not too high for your application. It would be a good precaution to know. Anyway, call and get the correct adjusters to match up with your pushrods. Hope PB this works out for you. www.performanceboats.com
tylercrockett onhighperformance Whipple on my 25 Talon?
Talon vs. Daytona
Dear Tyler: I just purchased a 25 Talon with a 525 from Randy at Lake Cumberland Marine. It’s a clean boat, and it ran 92 on our test run. But I want more bottom-end pull and top speed while keeping the same great driveability. It was suggested that I install a Whipple Stage II to run in the 725 + hp range, which would help me hit the 120 mark. My previous boat was a 21 Skater / 300XS, so the 525 is kind of new to me. The Stage II is also very pricey. I’m just doing my homework before I make a decision, so please give me some information about Whipple, and any other dependable, drivable options on how I can get more power from this setup. Thank you! Martin Barkey Louisville, KY
Dear Tyler: I have been in search of a boat for the last couple of months. Seems like I spent countless hours searching the classified ads and just about every online “for sale” site there is. So far, I’ve come up with two interesting boats: a 2004 25' Talon with a 525 and a 2005 Daytona Eliminator with an Ilmor V10. Both run the mid 90s, so they are comparable in speed. Both have low hours, are in great shape and are well taken care of. I’m curious about which direction you think I should take in terms of quality, resale value, dependability, or anything else you may want to comment on regarding these two boats. How woud you gauge which is the more “saleable”? Would the Ilmor engine help the Eliminator in resale? I’m leaning toward the Talon, but the Daytona has a much more updated look for sure. Thanks! Noah Belson Redwood City, CA
As a rule of thumb, it takes 17 to 20 horsepower to gain 1 mph. The 525s I have had on the dyno have produced an average of 540 hp. If you go the Whipple route, you will see about 10 mph with 725 hp. If you want to run 120 mph, I would sell the 525 complete and start with a new motor. I recommend a 540 with a stronger block and better internals. In the Whipple kit, you will be replacing half of the 525s anyway, and to make the power, you will need to remove the closed cooling system, as it will not be enough to keep the higher horsepower motor cool. We have built several Whipple 540s that made 950 to 1,000 hp without any trouble, and sounds like it may be the way to go to achieve the mph you’re looking for. Your next issue will be the Bravo drive, and keeping it in one piece. We have had several customers running big power and torque on the Bravos, but their time has been limited. I have a customer with a 28 Eliminator and watched him go through three drives each summer—until we put a Imco SCX drive on. Now he has run two seasons without a problem. He did lose about 2-3 mph with the bigger drive, but he gained reliability, which is a plus. P E R F O R M A N C E B O A T S | February 2011
Both boats are nice and very well built, and both the Merc 525 and Ilmor V10 have been proven to be very reliable. As far as resale value, different people have different tastes, so it’s hard to say. I had a customer buy a new boat with a Ilmor in it and he loved it and ran it for three years without any problems. The only disadvantage I might see is getting parts on a weekend for the Ilmor if you needed something quickly; I do know Ilmor has different dealers set up around the country to service engines. If you were to have a problem, it would be worth investigating if a service center is near you. I suggest going for a ride in both of them and seeing for yourself which one you find the most comfortable and suitable for your needs.
inners with XR drive components. Is this the best idea for the money, or are there some other select pieces I can just use to strengthen my drive? I am just trying to find the best way I can do this on a budget. Any ideas? Brad Wright Lake Havasu City, AZ I wouldn’t be worried about beefing up a Brave to run behind a 650 hp. You just need to take it easy getting up on plane and roll into the throttle easy when you accelerate, and you should be fine. One thing that is important when you do decide to rebuild a drive is that you have the steel tower machined into the upper case to support the upper gear set. There are several tricks to building the drive, such as using the bigger prop shaft and treating the gears to make them stronger. Also, make sure you install a drive shower to help keep the upper cooler, as it is out of the water when you’re running. They also have stud kits and stronger top caps to put on the drives now, too.
Need a Stronger Drive Dear Tyler: I recently had a 650 Pfaff motor installed in my 27' vee-bottom before the economy went to hell, and now I’m stuck with the Bravo One drive. I was told I can basically use my Bravo One case and rebuild the
NOTE TO READERS: Email questions for power guru Tyler Crockett to: crockettmarine@comcast.net PB www.performanceboats.com
gregshoemaker jettech BEWARE OF FAILED BEARINGS! Dear Jet Tech: I hope you can help me. My 1981 Baja runs a stock 12-JE Berkeley (rebuilt in 2001) and it has a noisy thrust bearing. It’s an intermittent whine that can be silenced by greasing the bearing but it doesn’t last long, the whine will return after a couple hours of use. Once it begins to whine, it will alternate from a high pitch to almost nothing then back to the high pitch, all in a matter of minutes until I grease it again. I’d appreciate any troubleshooting help you can provide. Thanks! Herbert F. Detroit, MI Do not run this boat anymore! Your thrust bearing is on its way out. This bear-
one is a .623. Should I can the aluminum A impeller? What should I run? Will a bronze A or B be OK? Tim B. Arcadia, CA You already should be running a impeller that is stonger than the aluminum. By going to a solid roller, I know that you are going to make more power and should be turning at least 200 more rpm. At this point, a bronze or stainless-steel impeller is in your future. Are you running an oval port or retangular port engine.If an oval engine I would run an AB cut to keep the rpm below 6000 and a B impeller if it’s a retangular port engine.Are you running a hardened pumpshaft? These items are not a must but you are opening yourself to failure in this area with this kind of power. As long as you have the pump torn down check into putting an inducer into the pump.
MILLER PROJECT
ing is the only way the impeller is keep in place. If the bearing completely fails, it can move forward and make contact with the suction piece and this can get real ugly. Pull the pump and replace the bearing.
WHICH IMPELLER? Dear Jet Tech: I have a 1981 Crusader 18-foot vee bottom medium layup. I built the pump last summer. It’s a Berkeley with a A aluminum impeller. It’s got a back cut shoe, rideplate and diverter. The boat ran 84 mph on GPS at 5,600 rpm. Well, my cam went flat, and I’m going with a solid roller lifter and roller rockers. We are guessing with the horsepower gain, I will be in the 600-hp range. Also, the old cam was a .550 and the new P E R F O R M A N C E B O A T S | February 2011
Dear Jet Tech: I own a 1983 Miller 20-foot Mini Cruiser. It has a 454 Chevy that is mildly modified (425-450 hp). It has a rebuilt Berkeley 12 JC pump with an A impeller trimmed to a AB. This is what I was told, at any rate. It also has a Place diverter, droop snoop and ride plate from Place Diverter. Before the rebuild, I had a stock 454 (330 hp) stock jet from Miller with a 12JC. After the rebuild, I added a diverter (red nozzle), Place Diverter, droop snoop and ride plate, Super Sport Hardin marine loader, Aggressor split bowl, A impeller trimmed to a AB. After the jet rebuild, it seemed like the boat was a little slower pulling up a skier and getting on plane. But the boat picked up almost 10 mph, topping out at 61. The current project consists of mild port job on 049 heads, aluminum dual plane manifold, complete Comp Cams kit (everything) with a 270 XM cam ( +,- .545 lift.), roller rockers, demon 750 double pumper and Mallory electronic ignition. Have you ever had a 20-foot Mini Cruiser
not like a droop snoop? Can droop snoots and ride plates actually hurt performance on bigger hulls? The boat seemed to pull skiers out of the water quicker before the pump rebuild (it was a stock 12 JC). The motor was also a stock 454 (330 hp) at the time. Marc L. Parker, AZ Most all the loaders that are sold are for top-end performance. I want you to try to picture this. With a full ramp loading intake grate, the ramps usually hang below the bottom of the boat and grab water and direct it to the impeller. When this same piece of hardware is put in a bow rise situation, it becomes a blocker and will not load the pump properly until the bow drops. Once the pump starts to cavatate, it will take some time to recover until the bow drops. For a test, take the boat to the lake and install your old grate and see if the pullability out of the hole improves. I don’t fell the droop and diverter are creating the problem—the combination is not exactly right for skiability.
INTENTIONAL HOOK? Dear Jet Tech: I have a 1977 Biesemeyer jetboat. It seems to have a hook in the rear of the hull. Did they come that way or is it something that has happened over the years? What can be done to get it out? Tom L. Castaic, CA How much hook do you have? I’m not aware of any manufacturer who intentionally puts hook into the bottom of there boats. Post cure is usually the most common cause. With a vertical transom and a horozontial bottom, the glass starts to cure and hook will develop. Improper support on the bottom can also be a problem. PB www.performanceboats.com
Tom’s
CRUISE Photography by Dennis Johnson
Friends, fans and former customers pay tribute to speed guru Tom Papp.
F
or the last five years, friends and fans of the late, great George Thomas Papp have been gathering to pay tribute to an industry legend. It all started in 2007 when a few boaters were trying to deal with the passing of Papp, their close friend and mentor. A few phone calls later, it was decided to spend a day on the water. In all, about 10 boats showed up—boats that Papp had worked on. On a chilly day under cloudy skies, 125 rigs showed up this year to pay tribute to Tom at Southern California’s Lake
P E R F O R M A N C E B O A T S | February 2011
Elsinore California. It was a day of stories and remembrance in honor of the wealth of knowledge he passed onto his friends and customers about making boats go fast. The fun-loving spirit he instilled in others is stronger than ever, and one has to look no further than the large annual gathering of friends, family, customers, and fellow jet boat aficionados to see it. Tom Papp Day is not an organized event. There are no T-shirts to buy, no vendors to shop, or awards to win. The how, why and when about this gathering requires some
digging on the Performance Boats forums or a conduit on the grapevine in order gain access. As with most great events, though, this has one taken on a life of its own without any pomp and circumstance and has grown simply because it’s nothing more than an excuse to get together in the heart of winter and remember a good friend. “It was certainly a great event paying tribute to a man who is missed,” said Greg Shoemaker of GS Marine, Corona, CA. “It seems like the memorial to Tommy is gets bigger and bigger every year.” www.performanceboats.com
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P E R F O R M A N C E B O A T S | February 2011
tom’scruise
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tom’scruise Mark Michelson’s Cheyenne tunnel.
P E R F O R M A N C E B O A T S | February 2011
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tom’scruise Class 5’ Saris Racing (Elvis).
Josh and Daniela Walton in their California Performance hull.
P E R F O R M A N C E B O A T S | February 2011
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P E R F O R M A N C E B O A T S | February 2011
tom’scruise
Josh Walton in his California Performance hull.
P E R F O R M A N C E B O A T S | February 2011
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P E R F O R M A N C E B O A T S | February 2011
tom’scruise
PB P E R F O R M A N C E B O A T S | February 2011
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TOYS for TOTS
by J. Jay Forbes Photos courtesy of Jay Nichols/naplesimage.com P E R F O R M A N C E B O A T S | February 2011
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Things Get Crazy at the Fort Myers Offshore Season Opener
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he boaters of Ft. Myers Offshore kicked off their 2010/2011 season of six “fun runs” with a trip from the Sanibel Bridge to the Naples Bay Resort to enjoy the local Stone Crab Festival and support the U.S. Marines Toys for Tots program. Members from as close as Cape Coral and as far away as Canada participated and donated a “boatload” of new toys for the Marines to distribute. After lunch, many of the attendees traveled a few more miles to Keewaydin Island to soak up their fair share of sun and suds. Two of the Ft. Myers Offshore events this season will generate donations for their scholarship fund. Since the club’s incorporation as a registered charity, they have raised over $45,000.00 for scholarships and other charitable causes. For more information, go to ftmyersoffshore.com or email BobTheBuilder@rogers. blackberry.net.
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P E R F O R M A N C E B O A T S | February 2011
toysfortots
P E R F O R M A N C E B O A T S | February 2011
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PB
P E R F O R M A N C E B O A T S | February 2011
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TEXICAN SUNRISE
Custom tinting expert Scott Smith of Marshall, Texas, unveils The Texican, his 1980 Youngblood TX19 following an elaborate restoration.
P E R F O R M A N C E B O A T S | February 2011
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S
cott Smith has been a window tinter and automotive restyler for a quarter of a century. The 45-year-old resident of Marshall, TX, had a friend in the 1980s who owned an old Beachcomber jetboat. “I was into drag racing and building cars,” Smith says. “I always quizzed him about the boat, so he invited me to the lake to drive it.” The boat only had a weak 396 in it, but Smith was hooked. Since then, he’s owned about 20 jets. Some were just to buy and sell, but he’s also restored and run a 1978 Apollo, 1994 Kustom Kraft cruiser,1980 Centurion tunnel, 1979 Youngblood TX19, 1980 Sunkisst Gullwing and his current ride—a 1980 Youngblood TX19 he recently finished restoring and showed off at the Texas Hot Boats meet at Lake Whitney. Smith found the boat in June of 2008 listed on the Texas Hot Boats website and embarked upon a laborious project, brining the tired hull to life. We sat down with Smith to get the skinny on his amazing handiwork.
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P E R F O R M A N C E B O A T S | February 2011
texicansunrise Scott poses with the Youngblood.
Performance Boats: How did you go about refreshing this Youngblood? Scott Smith: It was a solid boat, but was in dire need of restoration. Many more months out in the weather, and I feel sure it would have been ruined. Although this wasn’t my first resto, I had been boatless for four years while I built my house and other projects. To begin with, I stripped everything, flipped it over and detailed the bottom, sprayed it yellow, flipped it and sprayed the graphics. I pinstriped it, clear-coated, wet sanded, buffed, installed the rail kit and engine, installed pump and transom plates. Then I rigged it with Autometer carbon fiber gauges, New Control cables and steering. Next, I installed a chrome flamed steering wheel, then plumbed the engine and pump, installed a battery box, wired it up, then fired it up! PB: How about the boat’s interior? SS: The interior includes fiberglass shells that were covered by my best friend Bruce’s Custom Upholstery. Matching flames were stitched in and shells were painted to match the boat. The air scoop I painted with a speed demon on the sides. It was a twoyear process with countless hours put in, but it’s been a labor of love restoring these old wingers! PB: The paint job is very striking. P E R F O R M A N C E B O A T S | February 2011
SS: The eye appeal is there! People are constantly saying how killer it looks. The handling of the boat is awesome—it’s like a magic carpet when on the river. The downside is the rough water and huge wakes... not good on a 31-year-old boat. PB: Where are the best places to take the boat? SS: I do my boating in Arkansas, Texas and Oklahoma. My favorite place to boat is on the Ouachita River in Arkansas with
the Wingers for Life crew. I also boat on Lake Broken Bow, Lake Greeson, Brandy Branch and the Caddo River in Texas. I love to cruise the river and do a little side-byside high speed testing, but mostly enjoy the friends and beautiful places it takes me. It’s the best of both worlds to me—a great lake/river boat and a good dragboat if the opportunity arises. I’m not scared win or lose to line ’em up! PB: What’s your top speed? www.performanceboats.com
Buy, Sell, Trade
Performance Boats Brokerage, located in Lake of the Ozarks, Missouri is your one stop shop for all your performance boating needs. Inside our 30,000 square foot facility your boat will be stored in a temperature controlled environment and should it need any service, paint or gel work all you need to do is let our staff know and it will be ready for your next boating adventure.
2004 Outerlimits 47 GTX, Twin Staggered HP1075sci’s, $359,950
2006 Cigarette 39 Top Gun, Twin Staggered HP850sci’s, $349,950
2002 Cigarette 42 Tiger, Twin HP575sci’s, $219,950
2002 Fountain 35 Lightning, Twin Step, HP500efi's, $84,950
1998 Baja 29 Outlaw SST, Twin 454 MAG’s, $47,950
2007 Nortech 47, NO POWER, $199,950
2007 MTI 42 RP, Twin 1350 HP Sterling engines, Call for Price
2005 Donzi 38 ZR, Twin Staggered HP525efi’s, $155,950
2004 Fountain 35 Executioner, Twin 496 MAG HO’s, $99,950
1991 Formula 419 SR-1, Triple Mercruier 502 MAG's, $52,950
1998 Fountain 42 Lightning, Twin Staggered HP600sc’s, $100,950
2007 Cigarette 38 Top Gun, Twin HP525efi’s, $259,950
2006 MTI, 42 RP, Twin 1150hp Sterlings, $359,950
2004 Fountain 42 Executioner, Twin Staggered HP525EFI’s, $139,950
1997 Fountain 47 Lightning, Triple Mercruiser HP525sc's, $94,950
2005 MTI 40 Canopy, Twin HP850sci’s, $329,950
111 Thunderboat Row, Camdenton, Mo, 65020 • Main: (573) 873-2300
texicansunrise A view of the Youngblood’s engine.
SS: I can flat foot my boat from a dead stop, and the holeshot is what it’s all about! It’s set up to shoot straight out of the hole, and pulls hard to 97 mph. Most runs are only 600 to 1,000 feet. It’s total stress relief for me—there’s hardly anything that a blast in the Youngblood won’t cure. PB: Why do you call the boat The Texican? SS: Well, the hillbillies started calling it The Texican, and the name just kind of stuck. I guess it’s good a name as any! PB: What sets apart your boat from the others on the lake? SS: First is its appearance. It’s a total P E R F O R M A N C E B O A T S | February 2011
custom build. Most guys buy a factory gel or run the old school patterns. I prefer a more tricked-out look. I’ve painted 30 or more boats and have an eye for colors. I get a thrill out of being told that it’s the sweetest boat around—especially since I did it all myself! Second is the performance. Its bite is as bad as it bark! PB: Any future plans for the boat? SS: I’m looking for 100 mph. It’s currently getting upgrades: dual-flowed Pro System carbs and a fogger NOS system. I’d just like to thank and mention my wife Traci for putting up with me saving these old jewels! She has boated side by side with me for 16 years now and love jetboat too. www.performanceboats.com
texicansunrise
ENGINE SPECS 498 c.i. BBC Cylinder block: Gen 4 iron .070 Crankshaft: Eagle forged 4.250 Pistons: +43 13-1 Forged SRP .070 Connecting rods: Eagle steel 6.385 Camshaft: .638 285 duration 108 lobe Cylinder heads: PBM aluminum 320cc stainless steel Valvetrain: Comp cams lifters and push rods,comp roller lifters Intake Manifold: Weiand tunnel ram Fuel delivery system: Dual Holley 660s Exhaust: Bassett upswept headers Ignition system: MSD pro billet Battery: Optima Drive: Berkeley jet pump with Aggressor 9 vein bowl Impeller: Bronze mag A Upgrades: Polished aluminum rail kit, Place diverter, droop snoot, polished transom plates
PB P E R F O R M A N C E B O A T S | February 2011
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INCOGNITO
R
ich Antonucci, a self-described lifelong high-performance boat nut, recently finished a two-year labor of love: a complete refit of his 1997 37 Outerlimits, “Incognito.” Only 29 when he embarked on the project, Antonucci wasn’t willing to spend $750K on the project, but still wanted a boat that could hang with the best of the best at any poker run. He couldn’t be more esctatic with the outcome, and it’s easy to see why. We sat down with the North Haven, CT, financier to talk about the project.
P E R F O R M A N C E B O A T S | February 2011
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Rich Antonucci shows off his first boat: a 14-year-old 37 Outerlimits Stiletto that he recently transformed from top to bottom.
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P E R F O R M A N C E B O A T S | February 2011
incognito
Performance Boats: How did you acquire the “need for speed”? Rich Antonucci: I aquired the need, and my love of boats, from my father. When I was growing up, he always had a lot of cool toys, including boats. I have a picture from when I was two years old, and I’m sitting behind the wheel of my dad’s big block jet boat. He also spent some time racing offshore, in the Seventies, before I was born. I always really enjoyed looking at his old pictures and hearing the stories about racing. When I was a little older, probably 11 or 12, my father had a Wellcraft with thruhull exhaust, no mufflers. It was loud and fast and he used to let me drive it while he sat in the passenger seat. I was hooked. I always knew that someday I was going to own a big offshore performance boat, no matter what. PB: What’s the power onboard? P E R F O R M A N C E B O A T S | February 2011
RA: The boat has twin Mercury Racing HP500s, for 1,000 horsepower total. When I really started to get serious about buying a boat, I knew that I wanted to have Mercury Racing engines. Reliability for me is absolutely key, but I also wanted a power package that made good power and sounded mean, so I narrowed it down to either the merc racing HP500s or 525s. I actually favored the HP500s a little bit because of the lack of electronics, thinking that they might be easier for me to work on myself should I ever need to. The HP500 is a proven motor and they are essentially bullet-proof. Plus, I think the HP500 sounds just a little meaner than the 525. I love that rumble. So, when I found this boat with HP500s, that was perfect. The motors are stock except for CMI Headers. They start on the first crank and run like a swiss watch. I can take the boat anywhere and don’t have to worry about breaking down, plus I don’t have to worry
about finding fuel because these motors run on 87 which is easy to find. PB: How did you find the boat? RA: When I started boat shopping, I really took my time to find exactly what I wanted. Besides the Merc power, I had a few other basics. I had a color scheme in mind—I like silver, blue, and white. I wanted to stay away from red, yellow, or orange. Also, I wanted light color cockpit upholstery like white or light grey. I wanted a boat with a nice cabin, a big sunpad, and some accessories like A/C. I didn’t want to buy a brand new boat, but I didn’t originally start out looking at boats as old as this one either. I was looking at newer used boats and just wasn’t finding what I wanted. Either the colors and graphics were all wrong, or the boat wasn’t in great condition, or it didn’t have the power package that I wanted. That left me with two options- either have a boat custom www.performanceboats.com
incognito built to my specs, or buy an older boat that I could customize into exactly what I wanted. I found this boat for sale and it just really piqued my interest. When I went to look at the boat it was in fantastic condition, I was really impressed. The boat was all white at the time and all of the equipment was original. I knew that it would be the perfect canvas to build exactly the boat that I wanted because all the ingredients were there. It just needed to be dressed up. It took a good 6 months from the time I first looked at the boat until we closed the deal. The whole time I was looking at other boats, but I just couldn’t get this one out of my head. I don’t think the previous owner really wanted to sell it all that much, but finally we settled on a price and I took this baby home. I had in my mind from day one that I was going to do a total makeover.
P E R F O R M A N C E B O A T S | February 2011
PB: How did you go about doing that? RA: Well, after I purchased the boat I ran it for a summer as is. Then, I set out to completely customize and upgrade the whole boat. We did new paint, interior, audio, electronics, gauges, controls- you name it. We did everything except change the power, because this boat already had the motors that I wanted. Off all the changes that we made, my favorite part of the boat is the paint. I just think it looks amazing. I choose to have Billy Streeter do the graphics because the guy is an absolute artist and a total fanatic. He isn’t well known in the
boat world but has been a leader in custom paint for cars, trucks, and motorcycles for 25 years. I had a very specific idea of how I wanted the paint to look, and none of the painters that I talked to seemed to get it except for Billy. I didn’t want a crazy design or all these crazy colors. I wanted something original. I wanted a relatively simple and clean design, but with exceptional detail woven into elements of the paint like the logos and the streaks. I don’t think that any other another painter would have taken as much time and effort to make a stripe look good, or put as much detail into
www.performanceboats.com
incognito
P E R F O R M A N C E B O A T S | February 2011
www.performanceboats.com
incognito
the slightest bit of wear was replaced. I guess I could add bigger power at some point, but I don’t really see that happening. Wrenching on blower motors is not my idea of a fun way to spend a weekend.
a logo. He really used shadows and shading to make the paint pop. The closer you get to the paint, the better it looks. And in the sunlight, those logos seem to just float right off the boat like it’s 3D. I wanted a paint design that would be impressive without P E R F O R M A N C E B O A T S | February 2011
being tacky, for lack of a better word, and I think that we accomplished that. So, yeah, for me it’s all about the paint. We also went through the boat mechanically, from front to back, to make sure that everything was 110%. Anything that showed
PB: Who helped you with the project? RA: Richie and Mark at Northeast Performance Marine/Rage Powerboats in Bridgeport, CT did most of the upgrades and custom work. Those guys were fantastic. Billy at New Haven Truck and Auto Body in New Haven, CT, was a tremendous help with the paint work and clear. We were able to use his 60 foot state-of-the-art down draft paint booth. One of the reasons that the paint looks so good is because of the clear that Billy and his crew laid down, the reflection is unbelievable. Dan from Attention to Detail in Middletown, CT helped me plan and execute a killer sound system. Dan understood the unique challenges presented by installing sophisticated electronic equipment in a boat that will be running fast and getting bounced around in salt water. He has about 90 hours invested in this boat, and he made sure the entire project was wired like a work of art. I’d also like to say that it’s been a long journey, but I couldn’t be happier with the outcome. When I bought the boat, lots of people tried to talk me out of the redo because she already looked so good. The boat didn’t actually need any work. But, I’m glad that I did it. The changes that we made to Incognito have really exceeded my expectations. Everywhere we go, she turns heads. Everyone seems genuinely thrilled with the new look. I have received tons of positive feedback and support, especially from those in the boating community. www.performanceboats.com
incognito PB: What are Incognito’s strengths and weaknesses? RA: The biggest strength of this boat is its versatitlity. It’s a fast boat, even with the “mild” power, but it’s also a very comfortable boat to spend time on. The cockpit is nice and roomy, and everyone has a place to sit or stand at speed so everyone can feel safe. The cabin is a great place to spend time and there is plenty of room, especially headroom which a lot of performance boats are lacking. Pretty much any convenience that you could want is there- A/C, heat, microwave, cooler, hot water heater, water pressure pump, cabin fans, generator, shorepower, dockside cable hook-up, and an enclosed head. We added a Samsung flatscreen TV hooked up to a 5-disc DVD changer, and the stereo system
P E R F O R M A N C E B O A T S | February 2011
is absolutely killer. A lot of boats are fast, and a lot of boats are comfortable, but I wanted a boat that is both. As far as a weakness, you could say the time and money invested, but you know what it was worth it because I got exactly what I wanted. PB: Where do you do most of your boating? Where are the best places to take the boat? RA: I do my boating on Long Island Sound in the summer, and in Miami in the winter months. In the summer I’m usually running back and forth between Connecticut and Long Island. This summer I plan to do Block Island, and even some longer trips like Martha’s Vineyard and Nantucket. In South Florida there are so many great places to take the boat. You can cruise through Biscayne Bay, run off the
coast between Miami and Fort Lauderdale, Key Biscayne, Coconut Grove, Key Largo... the options are endless. I also like heading up to Fort Lauderdale and cruising through the canals, checking out the scenery, and docking up to a nice restaurant to grab some lunch or dinner. I haven’t made the run from Miami to Key West yet, but that is definitely on my to do list. PB: What’s the top speed? RA: Top speed is 83 mph. For me, there is no other thrill in this world like running in a fast boat. It doesn’t matter what else is going on in my life at that time, if I’m out in the boat I’m smiling. I especially like it when the water is a little rough. All I need is a sunny day, warm weather, and a good chop on the water; to me there is nothing better.
www.performanceboats.com
PB: What is the significance of the name Incognito? RA: I can’t take credit for the name because the previous owner named her, but one of the reasons that I was so drawn to this boat was the name. I was already very interested, but when I walked around and saw that name on the transom, I knew that I had found my boat. I’m a private person by nature and generally don’t like a lot of attention. Everyone who knows me says that the name “Incognito” is perfectly suited to me. PB: What sets the boat apart from others of its class? RA: I love all kinds of performance boats—Cigarette, Donzi, Nor-Tech, MTI, www.performanceboats.com
Skater, Fountain, etc. But I think Outerlimits definitely is the brand that most captures everything that I want in a boat. Once I looked at my first Outerlimits during my boat search, I stopped looking at other makes. For starters, Outerlimits builds the best looking boat, they just have a very sexy shape. I also love the blend of speed and luxury. An Outerlimits can keep up with any other V-Bottom of similar size and power, yet when you step on board it feels high-end and luxurious. I continue to be impressed with the performance of the single step bottom, it somehow manages to be fast while at the same time handles fantastic and crushes big water. There are no surprises or handling quirks like you can sometimes get in a twin-step boat, this
is a very easy boat to drive fast. The build quality of an Outerlimits is second to none. Even down in the cabin, which is loaded with amenities, nothing squeaks or growns or moves. Ever. PB: What are your favorite uses for the boat? RA: I haven’t been able to put many real hours on the boat, other than test time, since we finished it. However, I do have a lot of plans. I like to travel with the boat, go to different places and see different things. Sometimes it’s also nice to just drop the hook, crank up the radio, and relax with the crew. I recently joined the Florida Powerboat Club, and I’m looking forward PB to participating in their events. P E R F O R M A N C E B O A T S | February 2011
factorytour
FORMULA BOATS
Story and photography by Val Collins
The 600,000 sq ft Decatur, Indiana home of Formula Boats by Thunderbird.
D
riving toward the Formula Boats magnificent manufacturing facility in Decatur, Indiana, you’ll pass along side a beautiful pond that graces the rolling greenway of the property. But this is no ordinary pond. As a testament to the ingenuity and resourcefulness of the Porter family - owners of Formula Boats by Thunderbird - this pond doubles as a geothermal heat and cooling source for the 50,000 square feet of office space housed inside the 600,000-plus square foot structure. Installed when the building was built in 1988, this heating/cooling project is likely the very first industrial-based geothermal project in Indiana. And the Porter family extends this same type of creativity and foresight into their boat manufacturing methodology. P E R F O R M A N C E B O A T S | February 2011
Performance Boats Magazine was accompanied on the Formula Boats factory tour by marketing manager, Scott Smith, who has been with the company since 1988. A witness to several economic recessions during his time at Formula, Smith says this current downturn has been the worst he has seen, but production is slowly coming back. Like most other boat companies during the past couple of years, Formula had to first decrease the product inventory that was already out in the field before the downturn. But as that inventory has been decreasing, they’ve seen an uptick in production, which means the company has been able to hire back some of their skilled employees that they previously had to let go. www.performanceboats.com
The wide open spaces seen in the final assembly area were very impressive.
Smith told Performance Boats, “We’re building around 5 or 6 boats per week. Last winter at this time, we were slowing way down; only two and a half or three boats per week. Before everything went south, we were producing 17 or 18 boats per week.” Smith explained that certain models have been popular during the recession, “Our 45 Yachts are staying pretty steady, but also our 400 Super Sports are remaining strong sellers, a model we’ve been building since 1998.” The highly trained and specialized staff at Formula Boats is an integral part of the company’s success. Scott said that having to let skilled workers go during the recession was more costly than just a layoff. “We had 600 people working here, and those are trained people, and by and large, most of them were very good employees. But still, now all that knowledge and experience is gone. We have 150 to 200 (of those skilled workers) here now.”
R & D employee Randy Alexander works on a prototyping project. www.performanceboats.com
Molds undergo an extra curing process with the help of the tooling department’s heated booth.
Molds in storage are easily rolled into one of the six nearby lamination booths. P E R F O R M A N C E B O A T S | February 2010
factorytour Until the economy improves, restraint has been placed on the more costly aspects of a boat manufacturing operation; mostly, those things that involve marketing, such as the 10-boat Bimini photo shoots, Ft. Myers dealer meetings with product seminars, glossy catalogs and aerial chopper video shoots – all on hold, at least for now. Fortunately, Formula had completely enhanced their website (formulaboats.com) just before the recession began, where boat shoppers can easily browse and learn about their product lines, watch videos from the floor of the factory, and even view vintage product brochures. Inside the factory, after passing through the stately, two story showroom and continuing past the design rooms - where Formula Boats’ exclusive designer, John Adams, meets with his design team - you enter the massive final assembly room, where the hulls and decks reach their final destination after looping through the production areas of the facility. Our tour then moved into the R & D department, where the plugs and molds are built and cured. This room is also home to a colossal booth that included heat to enhance the exothermic reaction of the laminates and finalize the curing process. Smith explained that molds often continue to cure even after they appear to be set, and this extra heat helps the reaction so the tooling stays the same with less chance of warping. From R & D, we then were shown the smaller boat production line, which has the capacity for half a dozen or more boats to be in the lamination process all at once. Smith explained, “The way we run our production line for the smaller boats – the performance boats and anything up to about 37-40 feet - they move around in a loop, and go from station to station – the hulls and decks together.” In the center of this room, prepared hull and deck molds as well as small part molds, were awaiting their turn in the gel coat and lamination areas. Each lamination booth contained pipelines of resin and gel coat, which is piped-in from one of several large tanks housed in a separate storage room elsewhere in the facility. 58
P E R F O R M A N C E B O A T S | February 2011
Resin and gel coat is delivered to the lamination area through a series of pipelines that run throughout the building.
Fomula Boats uses two computerized Gerber cutters; one in the upholstery department and this one, used to cut fiberglass patterns.
These gel-coat tanks can hold up to 8 different colors, which is then piped to the lamination area. But today, Formula uses Imron paint for most of its graphic work. www.performanceboats.com
Boat building of today involves multiple small parts that all require their own molds. Formula finds many clever ways to store these parts when they are not in use.
Laminated and cured deck mold that is ready for removal and cut-out.
Two 290 model hulls being prepared for rigging.
Template shrouds are used to notate where every hole is to be drilled, so that every mark is in the exact proper place.
Engines waiting to be installed during final assembly.
View of a hull just prior to the installation of power and rigging.
www.performanceboats.com
After the parts have been pulled from the molds, they are cleaned and polished and placed back into the center of the production area. Once a mold has been used five times, the mold will be removed from production, stripped clean and a new coating of mold release will be applied. If any molds are found to need maintenance, they are taken to the R&D department for more detailed attention. The larger boats – such as the 45 Yacht – do not loop from station to station, and are instead produced in one specialized area. When these larger boats are ready for cut-out, they are taken a short distance to a massive booth with two “air walls”. This was a large two-walled room with powerful fans than run along the top edge of the other two sides and send strong air currents downward into the booth which prevents the grinding dust from exiting the booth. Intake vents inside the booth then draw the messy dust away; keeping the booth and surrounding floor surprisingly dust free. In a standard manufacturing setting, anything that is within the vicinity of the cut-out and grinding area is usually the focus of steady cleaning. But thanks to these “air walls”, the hours of time typically wasted on dust cleanup has been nearly eliminated. Smith explained, “When I first saw it, I really didn’t think this would work. But I was really surprised – it’s been a good investment.” Formula Boats is also home to a number of high-tech machines. Fiberglass patterns and upholstery pieces are cut at precise specifications using two large Gerber computer cutters. One new acquisition at Formula was a deck handler machine, which hoists very large decks using straps on a spinning roller that flips the deck over, while spreading out the force evenly to prevent harming the part. Three CAD cam cutters are used for precision cutting of their high quality 5-ply and 7-ply plywood and other sheet materials. The resin storage room contained large tanks that held AME 5000 and AME 1000 resins that are circulated constantly through pipes that lead to the lamination area. In the same room, we also found eight large gel coat tanks. However, today the company uses Imron paint for nearly all the colored P E R F O R M A N C E B O A T S | February 2011
The engine compartment is prepped by final assembly employee, Craig Brown.
denly occurred to us that we hadn’t noticed much of a resin odor during our entire tour. Smith said the reason for this was that air fans exchange the entire volume of air approximately every 19 minutes. Galley units, heads and dinette units are built as separate units, and then all wiring, electrical and plumbing components are pretested long before the unit is installed into the hull. Hulls and decks are glued together with Plexus, a methacrylate adhesive. Along with the sealant, there are also mechanical fasteners every 18 inches along the seam – either thru-bolted or drilled plates - which are all made of 316L quality stainless steel. This is a standard feature on every boat. Before any boat can leave the factory, it must undergo rigorous water testing; fittings testing as well as running the boat in the water under load. The factory has seven test tanks for this purpose – four that handle the smaller boats and three for the larger boats – one that is even large enough for a 55 foot craft. Every closed bow boat
graphics. Gel coat colors currently in use are mostly base colors in whites and grays. Smith spelled out the reasoning,”Imron is far superior when it comes to putting up with sun, temperature changes, and it has a nice, glossy look.” One detail a visitor will notice immediately while exploring the Formula plant is the amazing quality of all the parts and pieces, as well as the strict care being exercised at each department. For instance, the radar arches are created from two separate parts, resulting in a class A finish on both sides, and will be fully water tested before being installed. Smith explained, “We are doing a lot more resin-transfer molding – that’s what these are actually done with. That’s an expensive piece. If you buy these as an aftermarket option, that’s a $20,000+ part right there. People wonder why boats are so expensive; well they are production products, but they are all hand made, more or less. What goes through here is all very high quality.” Returning to the huge final assembly section, where the completed hulls and decks are finally mated together, it sud-
Compartmental units, such as this head, are fully assembled and tested in their own departments before being lowered into the boat for installation.
Formula Boats’ upholstery department contains many sewing machines to handle their large scale production.
Preparing the hull for paint by prepping the surface so the Imron paint will have a stronger bond.
The interior of Formula’s newest model for 2011: The 290 FX4, which includes a 21 inch LCD flat screen TV, and Ultrasuede and Ultraleather features on the lounge and cushions, which convert into a bed when the cherry wood table (not pictured) is lowered.
Marketing Manager, Scott Smith, stands beside the gorgeous new 290 FX4 prototype, in one of several paint options.
www.performanceboats.com
Each boat must pass a twohour water leak test, which will reveal any leaks in the fittings or hardware.
P E R F O R M A N C E B O A T S | February 2011
Formula Boats Wall of Fame: 50 years of awards and recognition, including the 2009 NMMA Customer Satisfaction Award.
will also be subject to deck water testing for two hours minimum. During this testing, each boat must also pass a check list – a list which sometimes contains as many as 127 items to be verified. Performance Boats was lucky enough to catch a sneak peak at Formula’s new prototype hull for 2011, the 290 FX4, which is part of the new FX model line being launched. The line will include the 240 FX1, 270 FX2, 290 FX3, 310 FX5 and 350 FX6. Among the standout features on the 290 FX4 were the LED insert lighting located inside the side exhaust relief and in the front bow lighting areas, and a rear-facing seat located at the stern that can flip open into a full sun pad. The dash arrangement on the FX series also demonstrated a starring role – with performance steering wheel, Livorsi monster gauges and shifters, carbon fiber treatments – a great look that carries into the wet bar. Down in the plush cabin area, we found a nicely placed 21” LCD television – which is fairly substantial in a boat of this size. Smith estimated that approximately 15% of their customers will attend a shop tour before making their purchase. This gives them the chance to see the expert craftsmanship used throughout their operation. Smith pointed out that this is a major selling point. “A tour every once in a while is worth it, because this is what sells the boat.” By the conclusion of the tour, we had learned that sales at Formula Boats were trending upward again, which was a refreshing sign that the marine industry is heading toward recovery mode. PB
Contact information: Formula Boats by Thunderbird 2200 West Monroe Street P. O. Box 1003 Decatur, IN 46733 Ph: (260) 724-1404 formulaboats.com
208 or 58 mph RACING OR RELAXING...INSIST ON GENUINE LATHAM MARINE PARTS
“Congratulations to racers Dave Scott and John Tomlinson on the 2010 Top Gun Award at Lake of the Ozarks Shootout. Using Latham drives, throttle, rudder, full-power hardware and power steering pumps, they ran an impressive record brealking 208 mph (218 through the gates).” Congratulations to this long-time Latham customer for insisting on Latham outboard steering for his 38' Intrepid- a first for the 4 Yamaha 350s and now the only choice for Intrepid—cruising speed 58 mph.
THE STRONGEST NAME IN STEERING FOR OVER 38 YEARS. ✴ performance hydraulic steering systems ✴ tie-bars ✴ competition controls/throttle ✴ ✴ extension boxes ✴ trim tabs ✴ water pick-ups ✴ sea strainers and more ✴ www.lathammarine.com 954-462-3055 800-422-7267 888-422-7267
Certified
280 S.W. 32nd Court Fort Lauderdale, FL 33315
New Products The Ultimate Racing Distributor
Performance Distributors, manufacturer of the Davis Unified Ignition (D.U.I.), introduces the Ultimate Racing D.U.I. Distributor. This version of their Racing HEI incorporates three components: first, the distributor utilizes the Instant Timing Knob, allowing the user to make timing adjustments quickly and easily without having to use a timing light. Simply turn the knob to advance or retard your timing—no need to loosen and re-tighten your distributor hold-down clamp. This prevents you from burning your hands making timing adjustments between your races. Second, the distributor incorporates the company’s new Rev Limiting DynaModule, which eliminates the need for a large “box” style rev limiter. The Rev Limiting Dyna-Module mounts in the original equipment location. It’s adjustable via a small rotary dial on the end of the module from 5000 to 10,000 rpm. Additional dwell time is cranked into it, resulting in a longer duration spark. The third superior component is a Carbon Ultra-Poly composite distributor gear, which is compatible with any camshaft. Whether you run a solid, hydraulic, factory roller, or a steel billet roller cam, the Ultra-Poly gear will provide unmatched strength and durability. It eliminates wear problems, as well as the hassle of replacing gears. The unit also incorporates the company’s D.U.I. Coil, brass terminal cap and rotor, as well as its machine calibrated advance systems. For more information, contact Performance Distributors at (901) 396-5782, or visit PerformanceDistributors.com/gmracedui.htm. P E R F O R M A N C E B O A T S | February 2011
Alternator Mounting Kits
Once again, CP Performance’s leading manufacturing supplier, Hardin Marine, has come up with a simple kit to make installing your alternator on the popular 460 Ford or 455 Oldsmobile a snap. Instead of having to fab up some custom parts for your Olds or Ford like usual, just buy the kit and an alternator—that’s all you need. The kits come complete with a new crank pulley, belt, brackets and all the hardware you need to install your new alternator. With the ever-popular Ford and Olds jetboats surfacing back all over the country, check back with CP for even more upcoming accessories for the varied engine types. Order yours today at low mail-order prices from CP Performance by calling (800) 225-9871 or online 24 hours a day at cpperformance.com. www.performanceboats.com
Stylish Propeller Covers New for 2011: Hering propeller covers, designed to fit on offshore (cleaver) style propellers, as well as Bravo style propellers. The covers are designed for both safety and
functionality, and made from heavy-duty 1680D ballistics material. A super-protective non-skid interior design prevents slippage or twisting while in transit, while the durable nylon webbing handle makes for easy transport on the dock or to the trailer. Two sizes are available: the 16" Bravo (designed for 4, 5 and 6-blade Bravos up to 15.8" in diameter) and the 20" Offshore (designed for 4, 5 and 6-blade offshore/ cleaver style propellers up to 18" diameter. Other features of the prop covers: • Reflective tape and binding (for visibility at night while towing). • Heavy stitching and a strong elastic closure (no drawstring). • Full color (50,000 thread count) brightly visible embroidery (not screenprinted). • 50,000 thread count (17" embroidery). The covers retail for $125 each ($250 per set). For more information, contact Hering at 360-659-4315, or visit heringpropellers. com.
newproducts
LS-Friendly Small Block
Tired of rust, paint or chrome bubbling, or do you just want to improve the look of your trailer. Made from high quality stainless steel and polished to a mirror finish.
World Products of Ronkonkoma, NY, has introduced an innovative engine block that utilizes standard small-block Chevrolet internal components and ignition, but allows the use of the superior flowing LS-series cylinder heads and intake manifold. The cast iron block employs a standard small block Chevy water flow path, with expanded water jackets holding 152 fluid ounces of coolant per side (almost a half-gallon more than the OEM block). World Products also offers special adapters for LS cylinder heads that facilitate a return flow of coolant to the radiator and accommodate standard SBC accessory brackets. The Motown LS block is ideally suited to enthusiasts who have invested in small block Chevy components (including pulley systems) and seek an economical means of upgrading to the newer LS-series cylinder head technology. A Sportsman series block is available with nodular iron splayed 4-bolt mains, while a Race block has 1045 steel billet caps. Both have a 9.240� deck, 400 mains, and a 4.115� bore. A priority main oiling system assures optimum lubrication. Builders must use pistons compatible with the LS heads, and a special SBC camshaft that has lobes positioned properly for the LS valvetrain. For more information, call World Products at (631) 981-1918 or visit worldcastings.com.
Versatile Mini-Jackplates High-performance boaters use jackplates for more speed, better fuel economy and improved boat handling. Bob’s Machine Shop of Tampa, FL, has combined two of its popular jackplates, Versa Jacs and Mini Jacs, into one. The new Mini Versajacs are manually operated jackplates for small outboards that easily upgrade to hydraulic operation in the future. Mini Versajacs are the first upgradable small jackplates offered to the marine industry. They are constructed of high-quality, aircraft-grade aluminum and have the same look as Bob’s line of full-size hydraulic models. The jackplates come in three models, all with a 6" setback. They are adjustable on the water with only a ratchet and socket.
The standard model has 7½" of lift and is rated for up to 50 hp motors with the standard BIA bolt pattern. The Narrow Mini Versa model provides 7½" of lift for motors up to 40 hp with clamp-on mounting. Weighing only 18 pounds is the Ultra Mini Versajac with 4" of lift for up to 40-hp clamp-on motors. It is also available in a camouflage wrap for waterfowl hunters. When it’s time to upgrade from manual to hydraulic operation, conversion is simple. First, remove the manual screw assembly using a few basic hand tools. Then install the new hydraulic cylinder from the Mini Versa Upgrade Kit. Finally, mount the hydraulic pump and install the wiring harness. Mini Versajacs carry a limited lifetime warranty against structural defects. Pricing starts at $299.95 for the Ultra Mini model. For more information, call Bob’s Machine Shop at (813) 247-7040 or visit bobsmachine.com.
newproducts Special PowderCoating for Trailers
Extreme Trailers of Rialto, CA, is offering its new Wrinkle powdercoat for its line of custom trailers. The Wrinkle coat features a “matte” type finish for a totally new look. Trailer paint is always subject to chipping and fading, because it’s pulled directly behind your tow vehicle. However, chipping and fading do not show up as much with this powder paint as with standard wet-coat paint finishes. The Wrinkle powdercoating also looks great on Extreme’s 20” Wheels; Extreme takes its same Wrinkle powder it uses on its trailers and sprays it on the wheels, then adds a custom white inserts to the wheels for a distinctive look. For more information, call Extreme at (909) 546-4129 or visit extremetrailers.com.
Spark Plug Wires Keith Eickert’s years of racing engine development have lead to the development of a new line of superior ignition wires. While on most applications standard wires will do, these ignition wires are designed for maximum spark distribution while providing no interference with high end electronic engine management systems. The wires start with an 8mm Arimid core that is spiral wound in a stainless steel sheath. Next, the wire is covered in a premium silicone fiberglass wound heat shielding. This provides the ultimate in durability against abrasions and burns, the most common external failure point of spark plug wires. Next, the individual plug wires are numbered for ease of reference. The wires are numbered for easy reference, and feature silicone fiberglass wound heat shielding. For more information, call Keith Eickert Performance Products at (386) 446-0660 or visit keitheickert.com.
Cool New Cleats
From Livorsi Marine of Grayslake, IL, comes an array of new cleats, beginning with a line of Pull-Up Cleats that feature a mounded base designed to allow water to run off the cleat, eliminating the need for drainage cups or hoses. Made of marine-grade 316 stainless steel for strength and a polished finish for a long lasting shine, these easy-to-install cleats are available in three sizes: 4 ½”, 6” and 8”. Also, Livorsi is offering its stainless-steel Mushroom Cleats. Secure your fender lines to these mushroom cleats in fresh water or saltwater conditions. Stainless steel with a polished finish, they require a ¾” cutout (2” overall) and are very easy to install. For more information, call Livorsi Marine, (847) 752-2700 or visit livorsi.com. PB
FLIERS Ft. Myers
by J. Jay Forbes
Photography by Jay Nichols/naplesimage.com P E R F O R M A N C E B O A T S | February 2011
www.performanceboats.com
Far left: Jean Malouin pilots a Donzi 38 ZR. Near left: One of several pristine Fountains out on the course.
Ken and Karen Trelfa in Instant Insanity, a 42' Outerlimits with triple engines.
O
n New Year’s Day, while many of the boaters in the U.S.—and pretty much all of them in Canada—were shoveling out their driveways and dreaming of an early spring, the members and guests of Fort Myers Offshore luxuriated in a gorgeous, 80-degree day of offshore performance boating. The group of over 30 gleaming rockets met up in loose formation just outside the Sanibel Bridge at the mouth of the Caloosahatchee River at noon on Jan. 1. The first casualty was none other than the usually reliable and totally bulletproof Predator Nor-Tech 5000 Vee owned by the club’s founding father, Bob Barnhart (known as “Bob the Builder”), who suffered an oil leak. Once the passengers were spread out through the remaining boats, the group dashed off to to CJ’s at the Esplanade on Marco Island. Two other boats were hit with mechanical gremlins, but neither was serious—a broken prop blade and some bad gas. The board of directors calls this “a rain or shine event,” but this year it was the latter. Even the best boating days can be a rough ride on the Gulf of Mexico, and this day had just enough rough water to remind the boats under 35 feet where they were. The club sold more than $700 in T-shirts, raised $655 with the 50/50 draw and signed six new members. Proceeds go into the club’s scholarship fund, which recognizes local students who need a little help with school expenses. For more information, check out ftmyersoffshore.com.
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P E R F O R M A N C E B O A T S | February 2011
ftmyersfliers John and Jen Costello in a bewitching 39’ MTI.
Jim and Kelli Ailes in their outrageous 36 Spectre.
PB test team member J. Jay Forbes in his beautifully styled and appointed Nor-Tech.
P E R F O R M A N C E B O A T S | February 2011
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Sam and Joy Maye in their 42' Fountain.
Bob Barnhart in his nephew’s 43' Nor-Tech Super Vee, Bob’s My Uncle.
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P E R F O R M A N C E B O A T S | February 2011
ftmyersfliers Brian Farley in his 38 Cigarette Top Gun T/S.
Martin Proulx in his 39-foot Outerlimits.
John Costello in his 39 MTI, formerly the CRC race boat.
PB P E R F O R M A N C E B O A T S | February 2011
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