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Why Ficht failed no1
This NG has been the only place, anywhere that has been shown to have correctly predicted Ficht would fail & explain why. Yes we're a messy abusive bunch but we seem to have got this correct before anyone at all, even beforte they started to fail in huge numbers, OMC admitted 1 in 5, but that was probably a fudge like everything else they said. Hopefully I can convince anyone who reads these of the rational reasons why Ficht didn't work & why the latest modifications from the new owners will not help the situation. The initial posts on the subject were in 98 & have continued ever since, even to the same predictions & explanations for the latest incarnation from Bombardier. Regrettably the posts & discussions have almost always been in a combative environment, usually in answer to OMC dealers spamming the NG with sales spruiking, so this & the posts to follow will be new threads, hopefully to be reviewed & criticised if anyone has any comments. I'll start with some very basic understandings of how engines work, because throughout the years it's apparent even long time OB mechanics have little or no basic training & not much understanding of the rules. HOW THE FUEL BURNS (i) Liquids don't burn, not petrol ( we call gasoline petrol, sorry:-)), not diesel, not most any liquid. What does burn is the vapour given off by liquids. (ii) Temperature & pressure are one & the same, in these premises. So any "temps" will be different as the pressure the fuel is under at the time changes. The higher the pressure the higher the temps. (ii) Various flammable liquids give off vapours at various temps/pressures, which means some (petrol) will readily ignite at room temp while others (diesel) will not. The temp at which a liquid gives off enough vapour at norm atm pressure, to become flammable is usually called it's "flashpoint" (iii) The flashpoint for petrol at atm pressure (15psi) is around -40C (&F) so it will ignite in most places whereas, diesel has a flashpoint of around 60C (140F) which means in normal settings it with not ignite, even if you throw a lit match into a bucket of diesel. (iv) Next it has to be "ignited", & the only way to do this is expose the vapour to a heat higher than what is usually called it's "autoignition" temp, again this varies with lots of things as above but also, including the type of petrol, octane rating or the type of diesel, however generally for unleaded petrol this is around 260C (500F) & for diesel around 220C (430F) So petrol has a low flashoint but a high autoignition temp & diesel is the otherway around. This is why diesel engine fires are so dangerous, becasue once vapourised diesel leaks (cracked injector line?) into contact with even modestly hot (210C) articles (exhaust or turbo housing?) which are all around a running diesel, it will autoignite, then any further fuel leaked will easily use that heat to continue the fire. (v) So long as the fuel is; (a) fully vapourised or atomised so oxygen can surround each tiny droplet, (b) in the correct quantities so the heat from each can create autoignition in the surrounding droplets (too little or too lean & the flame will not be sustained or will be very slow OR too much fuel or too rich & the increasing pressure will force the vapour back into droplets too large such that it will be a "liquid" & liquids don't burn), (c) Once any are exposed to a temp higher than their autoignition temp, then the surface of that droplet will "burn" converting oxygen etc & in so doing the heat generated will heat the next droplet to above it's autoigntion temp etc etc & a flame front will travel away from the point of ignition. (vi) The flamefront, once established travels at a fairly predictable speed, again it's variable dependent on many variables but for petrol it can be talked of as 16m/s (52ft/sec.) & once commenced in a closed chamber the heat & temp will continue to rise as the burn continues. HOW THE FUEL IS IGNITED THEN BURNT INSIDE PETROL VS DIESEL ENGINES. (i) The two engines are totally different in their operation strategy, although they do appear to be very similar; just fuelled differently; (a) the petrol engine has to mix the vapourised fuel with the air inside the combustion chamber BEFORE compression & ignition, which means the amount of heat generated by the compression or anywhere else has to be limited, which in turn limits the max compression ratio to around 9 to 1 whereas, the diesel has no fuel at all in the chamber during compression & only has fuel injected just before TDC (top dead centre) allowing very high compression ratios. (b) the petrol engine has to keep any part of the chamber below the autoignition temp of the fuel (petrol 260Cor 500F at 1 atm) until the point when it's required to be ignited (near TDC), whereas, the diesel engine can allow the chamber temp to be as high as it likes, because there is no fuel there till the fuel starts to get injected (near TDC). (c) the fuel in a petrol engine is ignited by exposure to a spark which is well above it's autoignition temp so once the fuel /air mix around the plug are ignited, then the flamefront proceeds out at a predicatable rate from there whereas, the fuel in a diesel engine is ignited, after a short delay, by exposure to the hot compressed air in the chamber, which is above the low autoignition temp of diesel. In the diesel the burn can be controlled because as soon as fuel is injected it will autoignite, so at idle the injection will stop almost immediately, but at higher power the injection will continue over a longer period of the power stroke. (d) The petrol engine can only control the power by controlling the amount of fuel AND air that are in the chamber whereas, the diesel can control it's power by adjusting the amount of fuel injected on each power stroke. (e) The chamber temp in a petrol engine needs to be closely controlled so the fuel is ignited only by the advancing flamefront, if the chamber or any pat of it exceeds the auto ignition temp any fuel air mix left will just ignite starting it's own flamefront & heat pressure rise. This is usually referred to as detonation & in cylinder readings can go momentarily as high as 1800psi, which generates extreme temperature rise very quickly making the detonation self sustaining whereas, the diesel engine can allow the chamber to be very hot with no risk of the fuel igniting before intended, because there is no fuel there till it's deliberately injected. I'll post more .... K |
Why Ficht failed no1
I purchased the 225 ficht in 99, when the recall for the safety kit or
shield and software upgrade called me in and they attached the laptop diagnostics on my engine, they told me I had just over 800 hours on the engine. Since then I know I have put more than 200 hours or even 400 hours, mostly idle speeds. I have gone through 4 sets of plugs (once per year) which I found a very cheap source for and have had no problems and been very satisfied with my purchase, high value. I thought the optimax people were the ones having their aches and pains. I am fairly pleased with my decision to go with the Ficht. Only other problem I had was the trim and tilt system while under warranty, never slowed me down or prevented a trip but they ended up replacing the entire system and haven't seen the dealer since. "K Smith" wrote in message ... This NG has been the only place, anywhere that has been shown to have correctly predicted Ficht would fail & explain why. Yes we're a messy abusive bunch but we seem to have got this correct before anyone at all, even beforte they started to fail in huge numbers, OMC admitted 1 in 5, but that was probably a fudge like everything else they said. Hopefully I can convince anyone who reads these of the rational reasons why Ficht didn't work & why the latest modifications from the new owners will not help the situation. The initial posts on the subject were in 98 & have continued ever since, even to the same predictions & explanations for the latest incarnation from Bombardier. Regrettably the posts & discussions have almost always been in a combative environment, usually in answer to OMC dealers spamming the NG with sales spruiking, so this & the posts to follow will be new threads, hopefully to be reviewed & criticised if anyone has any comments. I'll start with some very basic understandings of how engines work, because throughout the years it's apparent even long time OB mechanics have little or no basic training & not much understanding of the rules. HOW THE FUEL BURNS (i) Liquids don't burn, not petrol ( we call gasoline petrol, sorry:-)), not diesel, not most any liquid. What does burn is the vapour given off by liquids. (ii) Temperature & pressure are one & the same, in these premises. So any "temps" will be different as the pressure the fuel is under at the time changes. The higher the pressure the higher the temps. (ii) Various flammable liquids give off vapours at various temps/pressures, which means some (petrol) will readily ignite at room temp while others (diesel) will not. The temp at which a liquid gives off enough vapour at norm atm pressure, to become flammable is usually called it's "flashpoint" (iii) The flashpoint for petrol at atm pressure (15psi) is around -40C (&F) so it will ignite in most places whereas, diesel has a flashpoint of around 60C (140F) which means in normal settings it with not ignite, even if you throw a lit match into a bucket of diesel. (iv) Next it has to be "ignited", & the only way to do this is expose the vapour to a heat higher than what is usually called it's "autoignition" temp, again this varies with lots of things as above but also, including the type of petrol, octane rating or the type of diesel, however generally for unleaded petrol this is around 260C (500F) & for diesel around 220C (430F) So petrol has a low flashoint but a high autoignition temp & diesel is the otherway around. This is why diesel engine fires are so dangerous, becasue once vapourised diesel leaks (cracked injector line?) into contact with even modestly hot (210C) articles (exhaust or turbo housing?) which are all around a running diesel, it will autoignite, then any further fuel leaked will easily use that heat to continue the fire. (v) So long as the fuel is; (a) fully vapourised or atomised so oxygen can surround each tiny droplet, (b) in the correct quantities so the heat from each can create autoignition in the surrounding droplets (too little or too lean & the flame will not be sustained or will be very slow OR too much fuel or too rich & the increasing pressure will force the vapour back into droplets too large such that it will be a "liquid" & liquids don't burn), (c) Once any are exposed to a temp higher than their autoignition temp, then the surface of that droplet will "burn" converting oxygen etc & in so doing the heat generated will heat the next droplet to above it's autoigntion temp etc etc & a flame front will travel away from the point of ignition. (vi) The flamefront, once established travels at a fairly predictable speed, again it's variable dependent on many variables but for petrol it can be talked of as 16m/s (52ft/sec.) & once commenced in a closed chamber the heat & temp will continue to rise as the burn continues. HOW THE FUEL IS IGNITED THEN BURNT INSIDE PETROL VS DIESEL ENGINES. (i) The two engines are totally different in their operation strategy, although they do appear to be very similar; just fuelled differently; (a) the petrol engine has to mix the vapourised fuel with the air inside the combustion chamber BEFORE compression & ignition, which means the amount of heat generated by the compression or anywhere else has to be limited, which in turn limits the max compression ratio to around 9 to 1 whereas, the diesel has no fuel at all in the chamber during compression & only has fuel injected just before TDC (top dead centre) allowing very high compression ratios. (b) the petrol engine has to keep any part of the chamber below the autoignition temp of the fuel (petrol 260Cor 500F at 1 atm) until the point when it's required to be ignited (near TDC), whereas, the diesel engine can allow the chamber temp to be as high as it likes, because there is no fuel there till the fuel starts to get injected (near TDC). (c) the fuel in a petrol engine is ignited by exposure to a spark which is well above it's autoignition temp so once the fuel /air mix around the plug are ignited, then the flamefront proceeds out at a predicatable rate from there whereas, the fuel in a diesel engine is ignited, after a short delay, by exposure to the hot compressed air in the chamber, which is above the low autoignition temp of diesel. In the diesel the burn can be controlled because as soon as fuel is injected it will autoignite, so at idle the injection will stop almost immediately, but at higher power the injection will continue over a longer period of the power stroke. (d) The petrol engine can only control the power by controlling the amount of fuel AND air that are in the chamber whereas, the diesel can control it's power by adjusting the amount of fuel injected on each power stroke. (e) The chamber temp in a petrol engine needs to be closely controlled so the fuel is ignited only by the advancing flamefront, if the chamber or any pat of it exceeds the auto ignition temp any fuel air mix left will just ignite starting it's own flamefront & heat pressure rise. This is usually referred to as detonation & in cylinder readings can go momentarily as high as 1800psi, which generates extreme temperature rise very quickly making the detonation self sustaining whereas, the diesel engine can allow the chamber to be very hot with no risk of the fuel igniting before intended, because there is no fuel there till it's deliberately injected. I'll post more .... K |
Why Ficht failed no1
On Fri, 16 Jan 2004 23:21:29 +1100, K Smith
wrote: This NG has been the only place, anywhere that has been shown to have correctly predicted Ficht would fail & explain why. Yes we're a messy abusive bunch but we seem to have got this correct before anyone at all, even beforte they started to fail in huge numbers, OMC admitted 1 in 5, but that was probably a fudge like everything else they said. ~~ snippity do da ~~ I have a '00 200 Evinrude FICHT on my Ranger CC that Bombadier has been most helpful with by updating the engine with all the safety/fuel fixes, replacing the computer and electronic harness twice all at no charge to me. They wre not required to do this I might add - they did it on their own with no prompting from me when I bought the boat. I have a new fuel pump sitting right next to my desk that is an update and will be installed in the spring - no charge to me. The engine does have a slight vibration around 2300 rpm, but I understand that is typical for this model engine and is related to the V angle of the block and is not an unbalance or fuel delivery problem. It delivers plenty of horsepower in the normal rpm range and will push the Ranger beyond 50 mph with a following wind and around 45/47 (GPS) mph on a normal run. I have nothing but good things to say about Bombadier and the FICHT engine ignition/injection scheme. Later, Tom S. Woodstock, CT ---------- "My rod and my reel - they comfort me." St. Pete, 12 Lb. Test |
Why Ficht failed no1
K Smith wrote:
I'll post more .... The only thing more dependable than a Ficht, that you will continue to post ... ad nauseum. Rick |
Why Ficht failed no1
" Tuuk" wrote in message ...
I purchased the 225 ficht in 99, when the recall for the safety kit or shield and software upgrade called me in and they attached the laptop diagnostics on my engine, they told me I had just over 800 hours on the engine. Since then I know I have put more than 200 hours or even 400 hours, mostly idle speeds. I have gone through 4 sets of plugs (once per year) which I found a very cheap source for and have had no problems and been very satisfied with my purchase, high value. I thought the optimax people were the ones having their aches and pains. I am fairly pleased with my decision to go with the Ficht. Only other problem I had was the trim and tilt system while under warranty, never slowed me down or prevented a trip but they ended up replacing the entire system and haven't seen the dealer since. My readings here and elsewhere tell me that there is not a single brand of outboard motor without some sort of problems somewhere in its line. "K Smith" wrote in message ... This NG has been the only place, anywhere that has been shown to have correctly predicted Ficht would fail & explain why. Yes we're a messy abusive bunch but we seem to have got this correct before anyone at all, even beforte they started to fail in huge numbers, OMC admitted 1 in 5, but that was probably a fudge like everything else they said. Hopefully I can convince anyone who reads these of the rational reasons why Ficht didn't work & why the latest modifications from the new owners will not help the situation. Your material is not well presented. If you want to know how things work, why not simply go to www.howstuffworks.com Many of the subjects there are very well presented in words and in graphics. Aside from trashing Harry Krause regularly, what is your area of expertise? Are you an engine design engineer or a super mechanic who regularly works on these motors? If you are you might have something useful to pass along. If not and if you are going to sprinkle your usual invective in your "rational reasons" why would anyone bother. I guess what I am sahing is that if you want to present science present it scientifically. |
Why Ficht failed no1
I have a '2000 Ficht 225, and have nothing but positive things to say about
the Fichts. It's by far the most reliable and efficient outboard I've owned. The only thing that I feel is necessary is to change the plugs annually, no big deal... I know that there were a lot of problems with the early years 150 & 175 HP Fichts, but for the most part the problems were resolved by upgrades and confined to the lower hp models. I know that there are just as many cases of Optimax's failing as there have been Ficht, but for some reason it seems more acceptable for Mercury. Your incessant postings on this topic makes me wonder if you have stake in another outboard manufacturer? "Rick" wrote in message link.net... K Smith wrote: I'll post more .... The only thing more dependable than a Ficht, that you will continue to post ... ad nauseum. Rick |
Why Ficht failed no1
Karen pretends to have some interest in large, butt ugly diesel outboards.
Todd Dye wrote in message news:z1XNb.13485 snip .. Your incessant postings on this topic makes me wonder if you have stake in another outboard manufacturer? snip |
Why Ficht failed no1
Please add my little 1999 model 115 FICHT to the list of those owned by happy
owners. During break in the engine had an annoying habit of dripping oil into the motor well. This has stopped after approximately 120 hours of use. It slowly diminished from about 20 hours until it stopped completely. I like just about all outboards. The newish Merc 115 Opti is interesting and I guess is one bank of the 225 Opti. Four strokes are, probably, the future of outboards and as I expect they will have lost weight and improved hole shot performance by the time I'm in the market I'll probably move on from my FICHT then. BTW, amongst it's two stroke brethern my 115 is the quietest, fastest, most fuel efficient 115 I've seen. YMMV. Butch |
Why Ficht failed no1
JDavis1277 wrote:
Please add my little 1999 model 115 FICHT to the list of those owned by happy owners. During break in the engine had an annoying habit of dripping oil into the motor well. This has stopped after approximately 120 hours of use. It slowly diminished from about 20 hours until it stopped completely. I like just about all outboards. The newish Merc 115 Opti is interesting and I guess is one bank of the 225 Opti. Four strokes are, probably, the future of outboards and as I expect they will have lost weight and improved hole shot performance by the time I'm in the market I'll probably move on from my FICHT then. BTW, amongst it's two stroke brethern my 115 is the quietest, fastest, most fuel efficient 115 I've seen. YMMV. Butch Thank you to all the Ficht owners who took the trouble to reply. Obviously I, like you, (& yes like you:-)) am very glad that your motors have not failed, indeed a good majority of them "didn't" actually fail. That you are in that majority is good & I wish you no ill. However the "Ficht" DFI as a concept has failed, OMC bust, Bomb bailed, etc etc, even the latest owners have chosen to drop the name outright, given the numbers of failures. As to what constitutes a failed design??? I guess it's an eye of the beholder thing & what percentage of failed engines is too many???? likewise. I'd suggest that if GM or Ford had any that were above even a tiny part of 1% as totally unrepairable save a new block/pistons etc, that line would wreck the market for all models of their cars etc. however that's just in the eye of this beholder. You're happy so to you Ficht were 100% good, equally for the 2 in 5 owners who's engines failed, they're 100% unhappy. The fact your boats have been greatly devalued because they carry a Ficht is again an opinion thing. Again thanks for going to the trouble to support your engines I honestly appreciate it. Seeing they're not sold anymore these posts weren't intended to start any sort of war with you nor the dealers but to, in an unpressured way, explain the reasons behind our "opinion". The explanations may be flawed, even fatally so; by posting them it will give anyone the opportunity to say whatever, just as you have. Seeing there has been no real challenge on the basic facts, the important things to have grasped are; (i) Only fuel vapour burns never the liquid itself. (ii) Fuels have an autoignition temp. & will self ignite when the vapour is brought to or in contact with, that temp. (iii) The flame front must travel to all the charge before the chamber temp/pressure amalgam exceeds the fuel's autoignition temp. or the burn is abnormal & unpredicable. The next thread will move on to mainly petrol engines & the application of these basics. Best regards, K |
Why Ficht failed no1
Hey, I don't think the purchase of a Ficht has devalued my boat. I will
guarantee to you, without a doubt, that it has increased the value of my boat by double. Guaranteed. Sure any new car or engine is going to have bugs, but you really seem to have an axe to grind with this technology. What you have said, I have heard the opposite. "K Smith" wrote in message ... JDavis1277 wrote: Please add my little 1999 model 115 FICHT to the list of those owned by happy owners. During break in the engine had an annoying habit of dripping oil into the motor well. This has stopped after approximately 120 hours of use. It slowly diminished from about 20 hours until it stopped completely. I like just about all outboards. The newish Merc 115 Opti is interesting and I guess is one bank of the 225 Opti. Four strokes are, probably, the future of outboards and as I expect they will have lost weight and improved hole shot performance by the time I'm in the market I'll probably move on from my FICHT then. BTW, amongst it's two stroke brethern my 115 is the quietest, fastest, most fuel efficient 115 I've seen. YMMV. Butch Thank you to all the Ficht owners who took the trouble to reply. Obviously I, like you, (& yes like you:-)) am very glad that your motors have not failed, indeed a good majority of them "didn't" actually fail. That you are in that majority is good & I wish you no ill. However the "Ficht" DFI as a concept has failed, OMC bust, Bomb bailed, etc etc, even the latest owners have chosen to drop the name outright, given the numbers of failures. As to what constitutes a failed design??? I guess it's an eye of the beholder thing & what percentage of failed engines is too many???? likewise. I'd suggest that if GM or Ford had any that were above even a tiny part of 1% as totally unrepairable save a new block/pistons etc, that line would wreck the market for all models of their cars etc. however that's just in the eye of this beholder. You're happy so to you Ficht were 100% good, equally for the 2 in 5 owners who's engines failed, they're 100% unhappy. The fact your boats have been greatly devalued because they carry a Ficht is again an opinion thing. Again thanks for going to the trouble to support your engines I honestly appreciate it. Seeing they're not sold anymore these posts weren't intended to start any sort of war with you nor the dealers but to, in an unpressured way, explain the reasons behind our "opinion". The explanations may be flawed, even fatally so; by posting them it will give anyone the opportunity to say whatever, just as you have. Seeing there has been no real challenge on the basic facts, the important things to have grasped are; (i) Only fuel vapour burns never the liquid itself. (ii) Fuels have an autoignition temp. & will self ignite when the vapour is brought to or in contact with, that temp. (iii) The flame front must travel to all the charge before the chamber temp/pressure amalgam exceeds the fuel's autoignition temp. or the burn is abnormal & unpredicable. The next thread will move on to mainly petrol engines & the application of these basics. Best regards, K |
Why Ficht failed no1
"K Smith" wrote in message ... This NG has been the only place, anywhere that has been shown to have correctly predicted Ficht would fail & explain why. Hey , It sounds like deja vu all over again. All you are repeating is a 1998 quote about 1 in 5 having failures, and yes, that was from the then president David Jones. FICHT has been around since mid 1996 and is still going strong today. That's eight years of production. The E-TEC system that has been recently introduced is what was called FICHT II back in OMC days and was scheduled to be introduced in 2003, but their financial problems took care of that. What's your point???? Bill Grannis service manager |
Why Ficht failed no1
Short Wave Sportfishing wrote:
On Fri, 16 Jan 2004 23:21:29 +1100, K Smith wrote: This NG has been the only place, anywhere that has been shown to have correctly predicted Ficht would fail & explain why. Yes we're a messy abusive bunch but we seem to have got this correct before anyone at all, even beforte they started to fail in huge numbers, OMC admitted 1 in 5, but that was probably a fudge like everything else they said. ~~ snippity do da ~~ I have a '00 200 Evinrude FICHT on my Ranger CC that Bombadier has been most helpful with by updating the engine with all the safety/fuel fixes, replacing the computer and electronic harness twice all at no charge to me. They wre not required to do this I might add - they did it on their own with no prompting from me when I bought the boat. I have a new fuel pump sitting right next to my desk that is an update and will be installed in the spring - no charge to me. The engine does have a slight vibration around 2300 rpm, but I understand that is typical for this model engine and is related to the V angle of the block and is not an unbalance or fuel delivery problem. It delivers plenty of horsepower in the normal rpm range and will push the Ranger beyond 50 mph with a following wind and around 45/47 (GPS) mph on a normal run. I have nothing but good things to say about Bombadier and the FICHT engine ignition/injection scheme. Later, Tom S. Woodstock, CT ---------- "My rod and my reel - they comfort me." St. Pete, 12 Lb. Test Thanks for you reply Tom I'm just adding a quick reply so I have it on the disk, if you don't mind I'll address the "vibration" at 2300 rpm later. However again well done that you Ficht is performing reasonably well & I believe it will continue to. K |
Why Ficht failed no1
Tuuk wrote:
I purchased the 225 ficht in 99, when the recall for the safety kit or shield and software upgrade called me in and they attached the laptop diagnostics on my engine, they told me I had just over 800 hours on the engine. Since then I know I have put more than 200 hours or even 400 hours, mostly idle speeds. I have gone through 4 sets of plugs (once per year) which I found a very cheap source for and have had no problems and been very satisfied with my purchase, high value. I thought the optimax people were the ones having their aches and pains. I am fairly pleased with my decision to go with the Ficht. Only other problem I had was the trim and tilt system while under warranty, never slowed me down or prevented a trip but they ended up replacing the entire system and haven't seen the dealer since. Again like Tom I'm chuffed you're happy, well done & congratulations. I respond because you mention the "safety recall", again this will be addressed in a later thread, however genuine thanks again for reading & responding. K |
Why Ficht failed no1
Billgran wrote:
"K Smith" wrote in message ... This NG has been the only place, anywhere that has been shown to have correctly predicted Ficht would fail & explain why. Hey , It sounds like deja vu all over again. All you are repeating is a 1998 quote about 1 in 5 having failures, and yes, that was from the then president David Jones. FICHT has been around since mid 1996 and is still going strong today. That's eight years of production. The E-TEC system that has been recently introduced is what was called FICHT II back in OMC days and was scheduled to be introduced in 2003, but their financial problems took care of that. What's your point???? Bill Grannis service manager It's a boating NG Bill that's my point, people have been well ****ed lately by OT posts so here's some on topic, that's my point, it's winter there so people might like to look into this or not as they wish, that's my point. As usual you're just here to spam deceptions & as usual you try to silence anyone who posts material you think will damage sales. So you have nothing to add of a technical nature to the post?? any questions?? No?? Nothing at all??? going once, twice, third & final chance Bill?? I'll take it then thus far we're OK??, as the following threads continue please don't hesitate to comment if you wish or challenge any of the material, without your customary personal abuse of course:-) I'll suggest that if you follow this even you might be able to understand why Ficht failed & why your latest engines with higher melting point pistons, higher temp oils etc are also doomed for the same reasons. Indeed your latest offering is proof absolute we were 100% correct in the assessments given in early 98. Probably you should be concentrating on the autoignition temps I've given thus far, please check, check, & recheck everything. I will point out that garden variety aluminium, we use it here, has a "melting" point of about 660C or 1220F. So your new "special" high temp alloy pistons might be stronger, but they are an admission the fuel is autoigniting, which it definitely is by much much lower temps. As usual you get me ahead of myself, this will all be dealt with in a later thread, so read or don't as you wish. K |
Why Ficht failed no1
"K Smith" wrote in message ... I will point out that garden variety aluminium, we use it here, has a "melting" point of about 660C or 1220F. So your new "special" high temp alloy pistons might be stronger, but they are an admission the fuel is autoigniting, which it definitely is by much much lower temps. Ah, you don't get it at all, Karen. With FICHTs performing well over 2000 hours in commercial fishing use and for years doing OK, it's not a problem of piston melting. The "NASA space age" aluminum does not expand as much as traditional alloys. This allows E-TEC to have a very snug piston to cylinder fit for less piston-slap noise in the motor. There are also no cutaways in the skirts either, so the piston has less "rocking" motion. The E-TEC is competing against the 4-stroke noise issue and the less expanding, tighter fitting piston helps. I've run the motors and mechanical noise is almost non-existant, even with the motor cover off. You are correct about the off-topic posts, most should be relegated to alt.news. political. crap. See, we can agree on something! Bill Grannis service manager |
Why Ficht failed no1
On Sat, 17 Jan 2004 03:29:10 GMT, "Billgran"
wrote: "K Smith" wrote in message ... I will point out that garden variety aluminium, we use it here, has a "melting" point of about 660C or 1220F. So your new "special" high temp alloy pistons might be stronger, but they are an admission the fuel is autoigniting, which it definitely is by much much lower temps. Ah, you don't get it at all, Karen. With FICHTs performing well over 2000 hours in commercial fishing use and for years doing OK, it's not a problem of piston melting. The "NASA space age" aluminum does not expand as much as traditional alloys. This allows E-TEC to have a very snug piston to cylinder fit for less piston-slap noise in the motor. There are also no cutaways in the skirts either, so the piston has less "rocking" motion. The E-TEC is competing against the 4-stroke noise issue and the less expanding, tighter fitting piston helps. I've run the motors and mechanical noise is almost non-existant, even with the motor cover off. You are correct about the off-topic posts, most should be relegated to alt.news. political. crap. See, we can agree on something! Bill Grannis service manager Bill - I heard that the new baffling system on the air intake and some mechanical changes in the interior surface of the cowling has quieted the E-TEC engines down a lot. Any truth to that? It sure would be an improvement over the FICHT - my FICHTs aren't terribly noisy, but on the Ranger (which is twenty feet long and you are about 8 feet from the engine) you have to talk louder than normal. It's better on the Contender because of distance. Speaking of quiet engines, I was at the last Miami boat show and as a result of knowing somebody who knew somebody who knew somebody I managed a ride on a Hydrasport with one of the new Merc outboards - the motor was all black with no identifying marks, but it had to be at least 250 Hp - anyway, at full throttle, you could stand next to the motor and have a conversation at normal volume - incredibly quiet. That would be the gold standard to my way of thinking. Later, Tom S. Woodstock, CT ---------- "My rod and my reel - they comfort me." St. Pete, 12 Lb. Test |
Why Ficht failed no1
K Smith wrote in message
I will point out that garden variety aluminium, we use it here, has a "melting" point of about 660C or 1220F. So your new "special" high temp alloy pistons might be stronger, but they are an admission the fuel is autoigniting, which it definitely is by much much lower temps. Gee, I have some garden-variety aluminum in my aluminum-framed folding lawn chairs. Are you implying that because engine manufacturers use something stronger that that implies there is something inherently wrong with the engines? Maybe the higher temp aluminium has different machining qualities or expands less when heated or allows for tighter tolerances. There are many reasons in engine manufacturing to step up to a higher grade metal or even a different metal altogether. You seem to suffer from tunnel vision and think that because Manufacturer X does something different, it must be for a negative reason. I think I asked you before are you an engine design engineer or some sort of super mechanic? |
Why Ficht failed no1
Karen is more likely a recycler of scrap vehicles.
She strips junked trucks of their diesel engines, has the 'blokes' fabricate a rough housing for a shaft/propeller and tries to pawn off this monstrosity on some poor unsuspecting sap. Mad Dog Dave wrote in message om... snip You seem to suffer from tunnel vision and think that because Manufacturer X does something different, it must be for a negative reason. I think I asked you before are you an engine design engineer or some sort of super mechanic? |
Why Ficht failed no1
Billgran wrote:
"K Smith" wrote in message ... I will point out that garden variety aluminium, we use it here, has a "melting" point of about 660C or 1220F. So your new "special" high temp alloy pistons might be stronger, but they are an admission the fuel is autoigniting, which it definitely is by much much lower temps. Ah, you don't get it at all, Karen. With FICHTs performing well over 2000 hours in commercial fishing use and for years doing OK, it's not a problem of piston melting. The "NASA space age" aluminum does not expand as much as traditional alloys. This allows E-TEC to have a very snug piston to cylinder fit for less piston-slap noise in the motor. There are also no cutaways in the skirts either, so the piston has less "rocking" motion. The E-TEC is competing against the 4-stroke noise issue and the less expanding, tighter fitting piston helps. I've run the motors and mechanical noise is almost non-existant, even with the motor cover off. Sorry Bill they're having a lend of you yet again, just as they did when they told you all the other BS, by know I thought you might have been more wary; (a) It was the ECU programs, till they changed them every second wednesday to no effect & now you see more changes as a plus??? (b) it was all the evil "piston supplier's QA" that was causing the blown powerheads back in the Ficht times. But again we had to point out to you that the carbed almost same engine (block, internal, HP outputs etc etc etc), from the exact same lines were not chucking 2 in 5 powerheads, indeed they were running about as well as the carbed engines ever had, what???? it seems those "evil" suppliers were only supplying those faulty pistons to the Ficht engines?? Marketing BS nothing more. (c) they told you it was a solenoid driven piston in bore injector pump, even taught you how to dis & re assemble them, we had to explain to you that it wasn't, it's just a very low pressure impact pulse pump, (you didn't believe us till you measured one yourself:-)), (d) they told you it was the oil "quality", we explained it wasn't because most mineral oils start to bake solid around 300C, (e) so Ficht gave you the super duper special dealer only 3 times the price ficht oil which was supposed to be the "fix". Till we explained to you it was just vege oil which can take higher temps before it bakes solid (will you be having fries with that blown ficht?), However despite all the troubles, OMC got chucked & now Bomb have chucked it; you never once stopped to wonder why they needed all this desperate experimental with other peoples' money crap?? What the hell is in there at anything like 300C that can, break or melt pistons? bake mineral oil???, bounce & then force injectors out of the cyl heads? crack the plumbing carry pressurised fuel? We've been suggesting excess heat from abnormal poorly atomised lean mixture burns for literally years, but you just pretend, cover your ears & say I can't hear you!! I can't hear you!! If anything even near the combustion chamber gets to the sorts of temps that leave the sorts of things your endless experimental modifications are trying to fix, then sorry Bill; the fuel is autoigniting for sure & well before the oil bakes, the piston overheats, the detonation impacts start breaking fuel lines, the injectors (held in as they have been in diesels no less!! for many years) start bouncing out of the heads. We've been screaming poor atomisation!!(no pressure), lean mixture!!! detonation (because the flamefront is too slow) since day one & you nor they have ever even mentioned the words; why?? because if not you, certainly "they" know that's the real cause of the failures, but have no clue as to what to do about it. If they do figure out how to run IC engines lean at power, we'll all know pretty quickly because that's the holy grail, all the big blokes have lusted after for what?? 60 yrs, all previous attempts failed, just as has this. Thankfully Chrysler & Honda stopped before it buried them as it did OMC. Stronger injector fastenings, pistons, vege oils, etc etc etc will stand up to detonation damage longer, maybe even till the normal mixture mode can cool the chamber enough, but it's not a solution, it's merely a defense against the symptoms of the real cause. We have a new joke line around here?? The latest ficht makes no noise. It's about how you OMC blokes now tell everyone how quiet the latest renamed Ficht is: a seized powerhead makes no noise:-) (You need to be an old ex cruising yachty to fully appreciate it, it follows from the standard comment when anything takes you by surprise; hmmmm a falling coconut makes no noise) I hope you don't think I'm avoiding the issues as you spruik them;-) but I need to do this one step at a time, & as usual you don't address the post in hand just spruik more totally incorrect marketing BS your masters have fed you. However I will have this on disk now & will deal with it in a later thread; if not, please remind me:-) You are correct about the off-topic posts, most should be relegated to alt.news. political. crap. See, we can agree on something! If you could stop repeating the same spruiker marketing lines over & over we could agree on more than you imagine. I haven't even mentioned Ficht within the post yet, so address the substance of the thread then we can move on. So far then we're in full agreement of those particular issues??? I promise you'll get lots of opportunity to spruik Ficht defense lines later because Ficht & E-tech will be getting lots of mentions. Karen Smith at your service Bill Grannis service manager |
Why Ficht failed no1
Mad Dog Dave wrote:
This is the brain dead liar Harry, I think they've bussed him to the south so he can hold a placard & protest against Bush, really sad thing is he'll be back. He's even going to meet him just a minute, just how stupiod can he be??? K I try to keep a little on topic material if possible so ..... Here's where this liar works, the lowest of the low, a spruiker for a union rip off, he works in the "PR" dept of a union, that about tells it all PR Contacts For media inquiries, please contact the individual listed below: Harry Krause ULLICO Inc. (202) 682-7957 Here's some of Harry's lies for you, just to bring back old memories:-) But if I may?? before you read; take a look at these passages from an article about the bent union rip off, who rip off other unionists, (honour among .......???) ULLICO Union Pension-Owned Company Set to Lose $20-$30 Million Its stock windfall from the bankrupt Global Crossing now gone, Georgine, former head of the AFL-CIO's Bldg. & Construction Trades Dept., blamed chief financial officer John Grelle for the losses. Days later, Grelle resigned in protest, blasting Georgine for not selling the company jet, which costs $3 million a year. N.B. Now did you see that!!!!!??? Harry as you'll see below "claims" his wife has a corporate jet!!!! He's making these stories up as the jealous junior mail person in the PR dept!!!! There was no indication if Grelle also called on Georgine and other union boss directors of Ullico to return the more than $6 million they made in inside deals of Ullico stock in 2000 and 2001. In the late 90s, Ullico was able to buy Global Crossing stock at its initial public offering (IPO) price. By 1999, a $7.6 million investment had mushroomed to $335 million. After pricing its own stock at a set $25 per share, Ullico directors changed the rules, setting a new price at the beginning of each year. So these rip offs were raking it in at the expense of the workers in many unions & I'll suggest that the fantasy boats that Harry claims are HIS OWN are in fact the play things of the execs of the insurance CO, I also suggest that's his only involvement is as the boat boy for his union bosses!!! Global Crossing spiraled toward bankruptcy, and Ullico's stock took a tumble, the Ullico directors who had bought their stock at $54 a share were given two opportunities to sell it back, the first time for $146 a share, the second time for $75. As Georgine and the other Ullico officials made $6.7 million in profits, the union pension funds that own Ullico could not take advantage of the same deal. And clearly they have a very well practiced liar in the PR dept mail room to help post out those bogus spin releases:-) [New York Times 3/28/03] Anyway back to the lies:-) Just to make your day, not only was I a civilian employee in SE Asia, it was in Vietnam, it was during the war against Vietnam, I did see some horrific sights and I was working at the time for a U.S. general. Is that straightforward enough for you, John, or is your amoeba still chasing your synapse I'm doing my part to ease unemployment. I'm hiring another writer for my staff. Will be putting the ad on MONSTER.COM and in the Wash Post. I need more staff because 2004 is a major election year and business booked to date indicates we'll be drowning in work. We need to hire a production coordinator, too. It has very little to do with the state of the economy, other than using it as reason to defeat Republicrap candidates. I'm doing my part to ease unemployment. I'm hiring another writer for my staff. Will be putting the ad on MONSTER.COM and in the Wash Post. We have first-class benefits, including a top-of-the-line health insurance plan, a non-contributory defined-benefit pension plan, a 401k, and a life insurance policy equal to annual salary. We contribute a share of profits to the 401k on behalf of the employee. Our employees pay $4.50 for generic prescriptions and $8.00 for non-generics, but that's going up next year to $10 and $15. New employees get two weeks vacation the first year, and that goes to three weeks the third year. In addition, we have 12 paid holidays and we shut down from noon on Christmas eve to the day after New Year's Day. We also provide 20 days of paid sick leave a year. And we have an outside company administering pre-tax flexible bennies for our employees. Our fringe benefit package follows the trade union model, except, of course, for the profit contributions to 401k's. Trade unions are not-for-profit enterprises. How do these compare to the bennies at your shop? Paid? Every year? I call "bull****". With 3 weeks vacation, 12 paid holidays, and 20 paid sick days that's 47 *paid* days off every year. Are they hourly employees? For a "small business", that's the road to bankruptcy. Boy...and you had me going there for a minute. Not quite so simple, though you are trying hard to make it so. Our business is up because we're on the cusp of an election year. Our business always goes up in a major election year. You could say we're going to be doing very well in 2004 because Bush is such a total failure. The 20 paid sick days aren't part of the "paid" days off unless those days are used. None of our people abuses sick leave. In fact, no one as yet has even come close to using 20 sick days in one year. They're there in case they're needed. Oh, I forgot. We also provide everyone with LTD. The company provides an insurance plan that pays 50% of an employe's salary for Long Term Disability. Employes have the option of purchasing an additional 16.66%, bringing their total to 66.66%. The basic benefit maximum is $4,000 per month. With the buy up, the limit is increased to $10,000 per month. Sure. I'm in the market for a new marine diesel of 420-480 shp. I'm especially interested in Volvo's TAMD74P EDC, because Volvo has had a lot of experience with electronic controls in that size diesel. I've dismissed getting a Cat 3208 TA because the technology is so old and because a couple of commercial fishermen I know who have had 3208's have, basically, burned them out. Thanks. Yes, Cummins is talked about favorably by some of the guys I've been talking to. Most of them have had experience with Cats, especially the 3208, and in recent years some have moved to Volvos. These are commercial fishermen, mostly, running hulls somewhat similar to what we're doing. No, the diesel is for a new boat we're having built. Hmmm. A fishing/day cruising boat with some range, nice speed, a real soft ride, offshore capabilities and sleeping/full head(with standup shower enclosure)/galley accommodations. Fiberglass, although the architect did try to convince me to go with cold-molded wood, which I do like. More specifically, I suppose, a lobsta' boat, sort of, if that brings up a mental image for you. She'll measure 36' sans a bowsprit x a little more than 12' in beam. The hull buttom is built down to the keel. There are no chines. The hull is efficient at displacement and planing speeds. According to the hull builder, if we keep the weight within certain limits, we'll achieve a WOT of about 37-38 mph, and a very easy cruise of 30-32 mph on a single diesel of about 420-450 hp. She'll cruise slow and economically, too. We expect a very smooooooooooth riding boat, able to take on a big headsea at a pretty good clip without beating up the folks inside. Fitting out a boat like this is going to be an interesting and stimulating experience. Basically, we get to spec everything and we end up with a custom boat It's Lou Codega. He's a widely known and respected naval architect. He does Regulator's hulls, too. He's done the Navigator 37. I believe he's also done designs for Carolina Classic. Cummins faxed me a bunch of computer generated data today on engine choices for the new boat. On the 36-footer, 16,000 pounds displacement: QSM11 635 hp, 36.3 mph WOT, 32.1 mph at sustained cruise, marine gear ratio of 1.77, turning a four blade 26x35 prop on a 2.50 inch Aquamet 22 shaft. Too much engine. QSM11 535 hp at 2300 rpm, 33.3 mph WOT, 29.5 mph at sustained cruise of 2100 rpm, same gear ratio, 24x34 prop. Right on the money. 6CTA8.3 450 hp, 30.6 mph WOT, 27.5 mph at sustained cruise, 2.00:1 gear ratio, 24x31 four blade prop on Aquamet 22 2" shaft. Cummins tells me its program is "about 8% too conservative." Looks like the QSM11 535 will be the right engine. Its fuel use is only a little more than the 450's and a lot less than the 635 hp engine. What I want is a 30 mph sustained cruise speed, and 535 hp will do it. Cummins also figured the boat at 1000 pounds heavier than our target, which is probably the smart thing to do. Besides, the QSM is a new, all computerized design. The hull form is what got to me. The boat has a substantial keel and it is a built-down keel, right to its bottom, not just "tacked" on. It backs down beautifully. And it seems to roll one heck of a lot less in a beam sea than the semi-vee 36 footers I've been on, and especially some large deep vee fishing boats of about the same size its been my pleasure to fish aboard. I believe it is a function of the keel and the really low center of gravity. Amazing, for a boat that is round bilged and fairly flat under the transom. No chines. Just splash rails forward and aft. A soft, soft ride...which is what I wanted. Here's just some of his prior lies (in his own words pasted); I sold off nearly $3,000,000 in new motors and boats, depressing the new boat industry in southern Connecticut for an entire season. Everything was sold...every cotter pin, every quart of oil, 30 days after I started. For near full-retail, too. He had just under $1,000,000 on floor plan with a syndicate of banks led by National Shawmut of Boston. He had been a solid customer of that back for more than 20 years and they gave him great rates. As far as your other complaints, well, almost every president in my memory, and I *remember* Truman, Eisenhower (who cheated on his wife), Kennedy, Johnson, Nixon, Ford, Carter, Reagan and Bush, lied and participated in deceit to one degree or another, and on issues far more important than who was giving them blow jobs. Good lord. I met *every* president in the damned group except Bush, and I worked once for his father. My father used to pray that the north shore of LI Sound would be hit by a mild hurricane. No one injured, no on-shore property damaged, but lots of boats sunk. Preferably early in July. We had the Hatteras for two years. Last year, out of the cold clear, a broker approached me with an offer to buy. Our continued Florida lifestyle was somewhat up in the air, because the two breadwinners hereabouts were about to be offered long-term but temporary assignments they could not refuse in the Washington, D.C., area. So, after being romanced a little, we sold the Hatt for almost precisely what we paid for it. Not bad, after two full years of use. And I mean full years. So, we didn't "make" any money off the Hatt, but we didn't lose any, either. The proceeds were prudently invested. The PWC was won as a prize in a raffle. Never mind that. Why does he have a Bilgeliner in front of his office? Is it a display of "Boating Don'ts?" Yeah, when we were in the boat biz, my father always had one or two "around the back" that he was forced to take in trade. These were sold as "as is, where is." He made sure the engine would start and run. Beyond that, it was up to the prospective buyer to decide if he wanted it. They moved off the lot pretty quickly, partially because my dad's main store was on a highly trafficked commercial route with lots of manufacturing and machining and aerospace plants near by. In those days, workers at these places could fix anything. Actually, Dipper, I don't think my father ever saw a Bayliner. But he still called bumpers bumpers. -- Bayliner wined and dined my father a half dozen times to entice him into becoming its dealer. His operation was the largest small boat dealership in its area of New England, and for 30 years, he was the *exclusive* Evinrude dealer in a densely populated coastal county. He also handled Mercuries. He never liked Bayliners, and referred to them as "jerry-built." From 1947 until he died, he sold more than 500 outboard motors a year from his stores, accounting for a reasonably high percentage of *all* outboards sold in his home state for those years. This is a killer. My father was in the boat business dating back to right after the Big War. When he died and I was looking through his warehouse, I found wrapped in a nuclear fall-out bag (no kidding), a brand-new 1949 Evinrude 8015 50 hp outboard. The motor was a gift to my father from Evinrude for winning some outboard stock utility or hydroplane race. I gave the motor to a friend of my dad's, who worked at the shop as head mechanic. I don't believe he ever used it and I'm sure it is still brand-new. I have no idea who might own it now. He also built boats, and I worked on a few, both wood, glass covered wood and all fiberglass. After he died, however, we sold the biz and I've just been an occasional boat owner. Besides, I worked off and on in the boat business and inherited it when he died. So, as I said, I'm knee-deep in boat heritage. Oh, and I had some friends who died in the service, too, but it wasn't for what they believed in. They were drafted, shipped to Vietnam and came back in body bags. During the war, he turned out experimental brass shell casings for the Army and hopped up outboards for the Navy, which wanted to use them on smaller landing craft. I had photos at one time of my father with Ole Evinrude himself. My mother knew one of Evinrude's wives...she was a minor movie star or singer...I forgot which. Maybe both. Have you ever sailed from San Francisco to Hawaii? I have. Have you ever rounded Cape Horn? I have, twice. Have you ever transited the Panama Canal? I have. Have you owned more than 20 boats in your lifetime? I have. Have you ever sailed large boats competitively? I have. Have you ever been hundreds of miles from land in a powerboat under your command? I have. My father and his chief mechanic once crossed the Atlantic in winter in a 22' boat powered by twin outboards. Yes, it is possible, even the fuel. Got a "fireboat" welcome in NYC. Here are some: Hatteras 43' sportfish Swan 41' racing/cruising sloop Morgan 33 O'Day 30 Cruisers, Inc., Mackinac 22 Century Coronado Bill Luders 16, as sweet a sailboat as ever caught a breeze. Century 19' wood lapstrake with side wheel steering Cruisers, Inc. 18' and 16' wood lapstrakes Wolverines. Molded plywood. Gorgeous. Several. 14,15,17 footers with various Evinrudes Lighting class sailboat Botved Coronet with twin 50 hp Evinrudes. Interesting boat. Aristocraft (a piece of junk...13', fast, held together with spit) Alcort Sunfish Ancarrow Marine Aquiflyer. 22' footer with two Caddy Crusaders. Guaranteed 60 mph. In the late 1950's. Skimmar brand skiff Arkansas Traveler fiberglass bowrider (I think it was a bowrider) Dyer Dhow Su-Mark round bilge runabout, fiberglass Penn Yan runabouts. Wood. Old Town wood and canvas canoe Old Town sailing canoe...different than above canoe Sometime in the early 1960s, I was driving back from Ft. Leonard Wood to Kansas City in a nice old MGA I owned at the time. About halfway home it started raining heavily, I turned on the wipers, and EVERY SINGLE electrical accessory and light in the car flashed on, there was a large popping sound and it all blew out at once. And the car caught fire. I pulled over to the side of the road, watched the fire, removed my license plate and hitched on home. For all I know, that old MGA is still there. Sure was a pretty little car. Puh-lease, Karen. You've not seen nor have I ever posted one example of my professional writings on building structure and the effects on it of hurricane-force winds and seismic activity. I haven't done any of these in at least 10 year, but at the time I was field researching, photographing and writing these reports, they were quite accurate, topical and well-received by their intended audiences. A small fleet of Polar skiffs were purchased by an inshore bait, tackle and boat rental business on the ICW in NE Florida. These boats were not used on open waters. Within 90 days, cracks developed in the liners that also served as the deck over the flotation in the bottom of the hulls. A guide I know, one whose boats and engines are supplied to him by manufacturers, also had a Polar skiff go bad on him for the same reasons -liner and then hull fractures. Harry has claimed to have a 20 yrs his junior beautiful wife, he even put a fake pic of a beautiful woman on a website once claiming it was his "young bride", he may have a wife, although I doubt it, we don't like nor tolerate misogynists for long. Needless to say he's made up many "dramatic" over the top stories over the years about this lie to feed his ego & pretend he's the centre of attention, but as with his boat claims & other crap, there's never once been even a shred of independently verifiable material. After he stalked Madcow in real life, which was most frightening, I do suspect he's very very dangerous & that this "bride" story is his delusional appropriation of his, probably court ordered, treating psychotherapist as "wife" (it seems he was under lock & key for what?? over a year??? a sexual deviant maybe??), have a read of just a small part of his BS & make up your own mind, it's all about free choice:-) 1. She *is* my bride. There are no rules that determine the end of "bride-hood." If I want to refer to her as my bride, I may. 2. As a professional writer, I know the rules of language and am entitled to break them in exercise of my license. 3. I doubt many married women would object to their husbands lovingly referring to them as brides. The connotations are pleasant. 4. She's 20 years younger than I am. Naw. What happened was that I handled a couple of "political" consulting jobs funded out of the DC area to help a few candidates and defeat a couple of ballot issues. Through no fault of mine, we won each of the races, so some of the deep pockets types based in the DC area think I actually *know something* about the process. I was offered a contract that requires my presence in DC quite frequently. My bride also was offered a job up here that represented a significant professional career move. So, we're "up here" much of the time and "down there" the rest of it, except when we're "somewhere else." I've been back to Jax (well, really south of Jax) five times since coming "up here" late last summer and my bride just returned from a business trip there. I swear this is true. Here's a funny. My bride had to fly out to San Diego Wednesday and hitched a ride on her company's corporate jet. They landed in Salina, Kansas, which is due north of Wichita and Skippy's suburb of Derby. So when she gets to San Diego, I get a call asking, "What the hell did you do in Kansas...we didn't fly over one significant patch of water...?" Harry, you make over 500 posts a week to this group and you don't own a boat? And why are you so crabby? Maybe these two factors are related? One has to own something to use it? Hmmm. My bride drives off in her car every day, but she doesn't own it. I'm not crabby. You asked for advice I gave you some. I questioned your wanting to take a very small boat out into high seas and suddenly you turned sour. It's your pot; you are the one stewing in it. No, it is the boat of a friend. It is a 24' ProLine center console with, if I recall, a 225 hp Merc on it. It was a dark and stormy day in January (1997) when we went out, but the sky cleared once we got out to the Gulf Stream. Bride and I caught and released: 1 white marlin 12-15 yellowtail snappers, maybe two pounds each. Pretty, pretty fish. Assorted red snappers 1 amberjack 2 jack crevalle jacks 1 snook Nondescript sharks Did you spend a year as a line psychotherapist at a 650-bed state hospital for forensic patients? Did you spend a year as senior psychotherapist at a county facility for substance abusers? Did you spend two years as chief of therapy at a private, 200-bed facility for the mentally and emotionally ill, at which approximately half the patients were trying to beat drugs or alcohol? Are you currently chief of therapy for a for a multi-practitioner practice of some 825 patients, about a third of which are seeking help for substance abuse problems? Licensed psychotherapist Screening as to character and background for each degree earned On-going screening by faculty while in educational system Interviews and screenings for required years of internships, plus, at the same time, supervision by a licensed professional. Close professional and personal supervision by a licensed therapist for two years of employment before being allowed to apply for licensure Licensure background check, submission of recommendations by licensed practitioners Four hour written examination on state laws Five hour written examination on diagnosis, procedure and practice My wife went through this before becoming licensed. Her final internship was as a psychotherapist at a 600-bed high security state psychiatric hospital where, on a daily basis, she was exposed to more danger than your average soldier. My wife worked for a year as psychotherapist in a Florida 600-bed state mental institution for forensic patients. She saw and treated numerous sexual deviants who do a bit more than expose themselves. Such "treatment" is part of being in the mental health professions. You see, I'm a nautical psychotherapist, and for only $125 an hour, until their health insurance runs out, I help Bayliner owners overcome their feelings of boatable inadequacy. She is a licensed, practicing psychotherapist and often tells me I am the sanest person she sees each day. Which can be taken any way one likes. 1. I'm married to a psychotherapist. Live-in therapy, dontcha know? And much of Freud is passe. My ex-wife surpassed the anti-Christ at least a decade ago. They're not actually "free" moments. I go to boat dealers to round-up Bayliner owners who are trying to find one who will take their own version of flotsam and jetsam in on trade. 1. The address listed is not a home address. It is an office. 2. I have three phone numbers. The phone number listed is not one of mine. It has never been one of mine. The phone number *did* belong to an after-hours message recording hotline my wife maintained for her most mentally disturbed patients. Some of these troubled souls were court-ordered referrals. *Every* call to that phone number--every call--was recorded AND because of the nature of the line, my wife had the ability to alert the telephone company to trace the phone number of every incoming call to that line, *even* if the person making the call tried to block his number. Why, you might ask? Because when you are dealing with suicidal people, they'll liable to tell their therapist over the phone that they are planning to take their life. If the therapist believes the threat is real, she or he will want to dispatch emergency srvices and perhaps the police. In the years my wife has provided this pro bono service, she has never received a threatening or abusive call from a mentally ill patient or court-ordered referral. However, after the ranking Flaming Ass of this newsgroup posted the hotline number in this newsgroup, she received a number of abusive, foul-mouthed AND life-threatening calls. These were mostly directed at me but, of course, I never received them BECAUSE (duh!) the phone is not mine and I've never answered it. Naturally, my wife alerted the authorities, with whom she works closely because of her court-referred patients. The authorities are investigating the callers and have involved both the FBI *and* authorities in other states, including Florida, Georgia, California and Texas. Working with the telephone company, the authorities have been able to trace the origin of virtually every abusive call. And, of course, they have the tape recordings of the abusive messages. Several suspects have been identified. I really don't know what the outcome of all this will be. We haven't had an update in several weeks, nor are either of us here that interested in the sleazeballs that would make such calls. The phone number, of course, is "wired," so when the obnoxious calls came in from the idiot rec.boaters, the numbers were easy enough to trace. The local police handled a complaint, the local telco was involved and when it was discovered the point of origin was out of state, the FBI got involved. At least one of the idiots was caught and prosecuted. As far as I can tell, he has not posted here again K Smith wrote in message I will point out that garden variety aluminium, we use it here, has a "melting" point of about 660C or 1220F. So your new "special" high temp alloy pistons might be stronger, but they are an admission the fuel is autoigniting, which it definitely is by much much lower temps. Gee, I have some garden-variety aluminum in my aluminum-framed folding lawn chairs. Are you implying that because engine manufacturers use something stronger that that implies there is something inherently wrong with the engines? Maybe the higher temp aluminium has different machining qualities or expands less when heated or allows for tighter tolerances. There are many reasons in engine manufacturing to step up to a higher grade metal or even a different metal altogether. You seem to suffer from tunnel vision and think that because Manufacturer X does something different, it must be for a negative reason. I think I asked you before are you an engine design engineer or some sort of super mechanic? |
Why Ficht failed no1
Gene Kearns wrote:
On Fri, 16 Jan 2004 23:21:29 +1100, K Smith wrote: This NG has been the only place, anywhere that has been shown to have correctly predicted Ficht would fail & explain why.... Tripe Mercifully Snipped Oh, geeze, not these half-applicable OCR scans from a IC Engine textbook again.... All right, all ready, we know you *hate* Ficht.... we got it Karen. Now, get over it and move on..... Gee thanks Gene so on topic isn't enough hey?? Anyway I note you have no challenge to the material so far??? Thanks good to know you're keeping an eye on it for me:-) K |
Why Ficht failed no1
"Don White" wrote in message ...
Karen is more likely a recycler of scrap vehicles. She strips junked trucks of their diesel engines, has the 'blokes' fabricate a rough housing for a shaft/propeller and tries to pawn off this monstrosity on some poor unsuspecting sap. Mad Dog Dave wrote in message om... snip You seem to suffer from tunnel vision and think that because Manufacturer X does something different, it must be for a negative reason. I think I asked you before are you an engine design engineer or some sort of super mechanic? I've gotten emails from two posters here warning me that Karen Smith was unbalanced, paranoid and a stalker. It looks to me as if she is trying to stir the pot over issues that have been discussed here to death. Is anyone aware of her credentials, or is that a no-no question to ask? I don't make comments about my field of endeavor, but at least I have the credentials to make such comments if I so chose. |
Why Ficht failed no1
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Why Ficht failed no1
K Smith wrote in message ...
Mad Dog Dave wrote: This is the brain dead liar Harry, I think they've bussed him to the south so he can hold a placard & protest against Bush, really sad thing is he'll be back. He's even going to meet him just a minute, just how stupiod can he be??? K I guess the two emails I got about you were correct. The consensus here is that you are an off-balance psycho with too many axes to grind. |
Why Ficht failed no1
K Smith wrote in message ...
If anything even near the combustion chamber gets to the sorts of temps that leave the sorts of things your endless experimental modifications are trying to fix What a wonderful scientific explanation. We've been screaming poor atomisation!!(no pressure), lean mixture!!! detonation (because the flamefront is too slow) since day one & you nor they have ever even mentioned the words; You've been screaming. Not we, you. Grannis is an outboard motor service manager? Then anyone rational will believe him before they believe your nonsense. |
Why Ficht failed no1
K Smith wrote in message ...
Gene Kearns wrote: On Fri, 16 Jan 2004 23:21:29 +1100, K Smith wrote: This NG has been the only place, anywhere that has been shown to have correctly predicted Ficht would fail & explain why.... Tripe Mercifully Snipped Oh, geeze, not these half-applicable OCR scans from a IC Engine textbook again.... All right, all ready, we know you *hate* Ficht.... we got it Karen. Now, get over it and move on..... Gee thanks Gene so on topic isn't enough hey?? Anyway I note you have no challenge to the material so far??? Thanks good to know you're keeping an eye on it for me:-) K My guess after reading several of your posts here is that no one wants to challenge you, not because you know what you are talking about, but because you may be an off-balance psychotic. You sure come across as one. |
Why Ficht failed no1
Regardless of her questionable state of balance. ....
Just like the B1 bomber is so "unflyable" that it needs a computer to help fly it, likewise DFI is so "unworkable" that it needs computerized precision to help run it. Yes the B1 *does* fly, and the DFI's *do* work. But both of them are quite "unnatural". DFI got off to a rough start. Both OMC and Mercury had a lot of "teething problems" with those critters. I'm *almost* comfortable that they have them pretty well sorted out now. But, were I to buy a DFI I'd go with Mercury over OMC. IMHO Mercury had a bit less trouble with the early Opimax than OMC did with the FICHT All that said, I'll give up my Mercury Tower of Power when they pry it from my cold dead hands. -W "Mad Dog Dave" wrote in message My guess after reading several of your posts here is that no one wants to challenge you, not because you know what you are talking about, but because you may be an off-balance psychotic. You sure come across as one. |
Why Ficht failed no1
"Short Wave Sportfishing" wrote in message ... On Sat, 17 Jan 2004 03:29:10 GMT, "Billgran" : Bill - I heard that the new baffling system on the air intake and some mechanical changes in the interior surface of the cowling has quieted the E-TEC engines down a lot. Any truth to that? It sure would be an improvement over the FICHT - my FICHTs aren't terribly noisy, but on the Ranger (which is twenty feet long and you are about 8 feet from the engine) you have to talk louder than normal. It's better on the Contender because of distance. The early FICHTS upt thru 1999 had the air intake on the front of the motor cover and they could be loud at higher speeds, the 2000 had aft side intakes that were a tad quiter. Finally in 2001, the cover was redesigned with a baffled aft intake and the motor was very much quieter. When Bombardier took over for the 2002 and later models, they were even quieter yet with more silencing and tighter tolerances on the engine components.. The E-TEC without the air silencer and motor cover is a very quiet motor compared to any other. The nice thing is there are no sound producing parts like timing belts or alternator belts, ari compressors, or high pressure belt driven fuel pumps. With it's aft facing air intake manifold for below 15 % power, and a "tuned" Heimholz Resonator style air box for higher speeds, there is next to no air noise at high rpms. It has a deep quiet tone at speed, compared some 4-stroke "tinny" noise. The motor cover and the lower motor pans are lined with acoustic foam. By ear, it is quiter than the 90hp 4-strokes. It does not even have the "water ****ing" sound like the 4-strokes have with their overboard water indicator. E-TEC has a 3/8" discharge port so the water flows out gently without making the "****ing in the toilet" sound. The nice thing about this system is that it is not dependent on a battery like every other EFI or DFI motor. It has a self contained magneto and develops enough energy to start the motor within one revolution. The starting is so quick, it's almost scary, the tach is reading almost the instant you turn the key to START. Since it is magneto controlled, it can be built for very small motors, unlike fuel injected systems. I saw an experimental one that ran a few years ago that was a single cyl. 3hp. Bill Grannis service manager |
Why Ficht failed no1
On Sun, 18 Jan 2004 09:07:07 GMT, "Billgran"
wrote: "Short Wave Sportfishing" wrote in message .. . On Sat, 17 Jan 2004 03:29:10 GMT, "Billgran" : Bill - I heard that the new baffling system on the air intake and some mechanical changes in the interior surface of the cowling has quieted the E-TEC engines down a lot. Any truth to that? It sure would be an improvement over the FICHT - my FICHTs aren't terribly noisy, but on the Ranger (which is twenty feet long and you are about 8 feet from the engine) you have to talk louder than normal. It's better on the Contender because of distance. The early FICHTS upt thru 1999 had the air intake on the front of the motor cover and they could be loud at higher speeds, the 2000 had aft side intakes that were a tad quiter. Finally in 2001, the cover was redesigned with a baffled aft intake and the motor was very much quieter. When Bombardier took over for the 2002 and later models, they were even quieter yet with more silencing and tighter tolerances on the engine components.. The E-TEC without the air silencer and motor cover is a very quiet motor compared to any other. The nice thing is there are no sound producing parts like timing belts or alternator belts, ari compressors, or high pressure belt driven fuel pumps. With it's aft facing air intake manifold for below 15 % power, and a "tuned" Heimholz Resonator style air box for higher speeds, there is next to no air noise at high rpms. It has a deep quiet tone at speed, compared some 4-stroke "tinny" noise. The motor cover and the lower motor pans are lined with acoustic foam. By ear, it is quiter than the 90hp 4-strokes. It does not even have the "water ****ing" sound like the 4-strokes have with their overboard water indicator. E-TEC has a 3/8" discharge port so the water flows out gently without making the "****ing in the toilet" sound. The nice thing about this system is that it is not dependent on a battery like every other EFI or DFI motor. It has a self contained magneto and develops enough energy to start the motor within one revolution. The starting is so quick, it's almost scary, the tach is reading almost the instant you turn the key to START. Since it is magneto controlled, it can be built for very small motors, unlike fuel injected systems. I saw an experimental one that ran a few years ago that was a single cyl. 3hp. Thanks for the info Bill - I appreciate it. Later, Tom S. Woodstock, CT ---------- "My rod and my reel - they comfort me." St. Pete, 12 Lb. Test |
Why Ficht failed no1
Mad Dog Dave wrote:
"Don White" wrote in message ... Karen is more likely a recycler of scrap vehicles. She strips junked trucks of their diesel engines, has the 'blokes' fabricate a rough housing for a shaft/propeller and tries to pawn off this monstrosity on some poor unsuspecting sap. Mad Dog Dave wrote in message .com... snip You seem to suffer from tunnel vision and think that because Manufacturer X does something different, it must be for a negative reason. I think I asked you before are you an engine design engineer or some sort of super mechanic? I've gotten emails from two posters here warning me that Karen Smith was unbalanced, paranoid and a stalker. It looks to me as if she is trying to stir the pot over issues that have been discussed here to death. Is anyone aware of her credentials, or is that a no-no question to ask? I don't make comments about my field of endeavor, but at least I have the credentials to make such comments if I so chose. Poor Harry he's been bussed away by the democrats rent a unionist crowd & has to use yet another of his names. I do like the bit where he's going to meet HArry:-) What a hoot, make a good movie When Harry meets Harry & they'll both have the same, a significant head injury. K I try to keep a little on topic material if possible so ..... Here's where this liar works, the lowest of the low, a spruiker for a union rip off, he works in the "PR" dept of a union, that about tells it all PR Contacts For media inquiries, please contact the individual listed below: Harry Krause ULLICO Inc. (202) 682-7957 Here's some of Harry's lies for you, just to bring back old memories:-) But if I may?? before you read; take a look at these passages from an article about the bent union rip off, who rip off other unionists, (honour among .......???) ULLICO Union Pension-Owned Company Set to Lose $20-$30 Million Its stock windfall from the bankrupt Global Crossing now gone, Georgine, former head of the AFL-CIO's Bldg. & Construction Trades Dept., blamed chief financial officer John Grelle for the losses. Days later, Grelle resigned in protest, blasting Georgine for not selling the company jet, which costs $3 million a year. N.B. Now did you see that!!!!!??? Harry as you'll see below "claims" his wife has a corporate jet!!!! He's making these stories up as the jealous junior mail person in the PR dept!!!! There was no indication if Grelle also called on Georgine and other union boss directors of Ullico to return the more than $6 million they made in inside deals of Ullico stock in 2000 and 2001. In the late 90s, Ullico was able to buy Global Crossing stock at its initial public offering (IPO) price. By 1999, a $7.6 million investment had mushroomed to $335 million. After pricing its own stock at a set $25 per share, Ullico directors changed the rules, setting a new price at the beginning of each year. So these rip offs were raking it in at the expense of the workers in many unions & I'll suggest that the fantasy boats that Harry claims are HIS OWN are in fact the play things of the execs of the insurance CO, I also suggest that's his only involvement is as the boat boy for his union bosses!!! Global Crossing spiraled toward bankruptcy, and Ullico's stock took a tumble, the Ullico directors who had bought their stock at $54 a share were given two opportunities to sell it back, the first time for $146 a share, the second time for $75. As Georgine and the other Ullico officials made $6.7 million in profits, the union pension funds that own Ullico could not take advantage of the same deal. And clearly they have a very well practiced liar in the PR dept mail room to help post out those bogus spin releases:-) [New York Times 3/28/03] Anyway back to the lies:-) Just to make your day, not only was I a civilian employee in SE Asia, it was in Vietnam, it was during the war against Vietnam, I did see some horrific sights and I was working at the time for a U.S. general. Is that straightforward enough for you, John, or is your amoeba still chasing your synapse I'm doing my part to ease unemployment. I'm hiring another writer for my staff. Will be putting the ad on MONSTER.COM and in the Wash Post. I need more staff because 2004 is a major election year and business booked to date indicates we'll be drowning in work. We need to hire a production coordinator, too. It has very little to do with the state of the economy, other than using it as reason to defeat Republicrap candidates. I'm doing my part to ease unemployment. I'm hiring another writer for my staff. Will be putting the ad on MONSTER.COM and in the Wash Post. We have first-class benefits, including a top-of-the-line health insurance plan, a non-contributory defined-benefit pension plan, a 401k, and a life insurance policy equal to annual salary. We contribute a share of profits to the 401k on behalf of the employee. Our employees pay $4.50 for generic prescriptions and $8.00 for non-generics, but that's going up next year to $10 and $15. New employees get two weeks vacation the first year, and that goes to three weeks the third year. In addition, we have 12 paid holidays and we shut down from noon on Christmas eve to the day after New Year's Day. We also provide 20 days of paid sick leave a year. And we have an outside company administering pre-tax flexible bennies for our employees. Our fringe benefit package follows the trade union model, except, of course, for the profit contributions to 401k's. Trade unions are not-for-profit enterprises. How do these compare to the bennies at your shop? Paid? Every year? I call "bull****". With 3 weeks vacation, 12 paid holidays, and 20 paid sick days that's 47 *paid* days off every year. Are they hourly employees? For a "small business", that's the road to bankruptcy. Boy...and you had me going there for a minute. Not quite so simple, though you are trying hard to make it so. Our business is up because we're on the cusp of an election year. Our business always goes up in a major election year. You could say we're going to be doing very well in 2004 because Bush is such a total failure. The 20 paid sick days aren't part of the "paid" days off unless those days are used. None of our people abuses sick leave. In fact, no one as yet has even come close to using 20 sick days in one year. They're there in case they're needed. Oh, I forgot. We also provide everyone with LTD. The company provides an insurance plan that pays 50% of an employe's salary for Long Term Disability. Employes have the option of purchasing an additional 16.66%, bringing their total to 66.66%. The basic benefit maximum is $4,000 per month. With the buy up, the limit is increased to $10,000 per month. Sure. I'm in the market for a new marine diesel of 420-480 shp. I'm especially interested in Volvo's TAMD74P EDC, because Volvo has had a lot of experience with electronic controls in that size diesel. I've dismissed getting a Cat 3208 TA because the technology is so old and because a couple of commercial fishermen I know who have had 3208's have, basically, burned them out. Thanks. Yes, Cummins is talked about favorably by some of the guys I've been talking to. Most of them have had experience with Cats, especially the 3208, and in recent years some have moved to Volvos. These are commercial fishermen, mostly, running hulls somewhat similar to what we're doing. No, the diesel is for a new boat we're having built. Hmmm. A fishing/day cruising boat with some range, nice speed, a real soft ride, offshore capabilities and sleeping/full head(with standup shower enclosure)/galley accommodations. Fiberglass, although the architect did try to convince me to go with cold-molded wood, which I do like. More specifically, I suppose, a lobsta' boat, sort of, if that brings up a mental image for you. She'll measure 36' sans a bowsprit x a little more than 12' in beam. The hull buttom is built down to the keel. There are no chines. The hull is efficient at displacement and planing speeds. According to the hull builder, if we keep the weight within certain limits, we'll achieve a WOT of about 37-38 mph, and a very easy cruise of 30-32 mph on a single diesel of about 420-450 hp. She'll cruise slow and economically, too. We expect a very smooooooooooth riding boat, able to take on a big headsea at a pretty good clip without beating up the folks inside. Fitting out a boat like this is going to be an interesting and stimulating experience. Basically, we get to spec everything and we end up with a custom boat It's Lou Codega. He's a widely known and respected naval architect. He does Regulator's hulls, too. He's done the Navigator 37. I believe he's also done designs for Carolina Classic. Cummins faxed me a bunch of computer generated data today on engine choices for the new boat. On the 36-footer, 16,000 pounds displacement: QSM11 635 hp, 36.3 mph WOT, 32.1 mph at sustained cruise, marine gear ratio of 1.77, turning a four blade 26x35 prop on a 2.50 inch Aquamet 22 shaft. Too much engine. QSM11 535 hp at 2300 rpm, 33.3 mph WOT, 29.5 mph at sustained cruise of 2100 rpm, same gear ratio, 24x34 prop. Right on the money. 6CTA8.3 450 hp, 30.6 mph WOT, 27.5 mph at sustained cruise, 2.00:1 gear ratio, 24x31 four blade prop on Aquamet 22 2" shaft. Cummins tells me its program is "about 8% too conservative." Looks like the QSM11 535 will be the right engine. Its fuel use is only a little more than the 450's and a lot less than the 635 hp engine. What I want is a 30 mph sustained cruise speed, and 535 hp will do it. Cummins also figured the boat at 1000 pounds heavier than our target, which is probably the smart thing to do. Besides, the QSM is a new, all computerized design. The hull form is what got to me. The boat has a substantial keel and it is a built-down keel, right to its bottom, not just "tacked" on. It backs down beautifully. And it seems to roll one heck of a lot less in a beam sea than the semi-vee 36 footers I've been on, and especially some large deep vee fishing boats of about the same size its been my pleasure to fish aboard. I believe it is a function of the keel and the really low center of gravity. Amazing, for a boat that is round bilged and fairly flat under the transom. No chines. Just splash rails forward and aft. A soft, soft ride...which is what I wanted. Here's just some of his prior lies (in his own words pasted); I sold off nearly $3,000,000 in new motors and boats, depressing the new boat industry in southern Connecticut for an entire season. Everything was sold...every cotter pin, every quart of oil, 30 days after I started. For near full-retail, too. He had just under $1,000,000 on floor plan with a syndicate of banks led by National Shawmut of Boston. He had been a solid customer of that back for more than 20 years and they gave him great rates. As far as your other complaints, well, almost every president in my memory, and I *remember* Truman, Eisenhower (who cheated on his wife), Kennedy, Johnson, Nixon, Ford, Carter, Reagan and Bush, lied and participated in deceit to one degree or another, and on issues far more important than who was giving them blow jobs. Good lord. I met *every* president in the damned group except Bush, and I worked once for his father. My father used to pray that the north shore of LI Sound would be hit by a mild hurricane. No one injured, no on-shore property damaged, but lots of boats sunk. Preferably early in July. We had the Hatteras for two years. Last year, out of the cold clear, a broker approached me with an offer to buy. Our continued Florida lifestyle was somewhat up in the air, because the two breadwinners hereabouts were about to be offered long-term but temporary assignments they could not refuse in the Washington, D.C., area. So, after being romanced a little, we sold the Hatt for almost precisely what we paid for it. Not bad, after two full years of use. And I mean full years. So, we didn't "make" any money off the Hatt, but we didn't lose any, either. The proceeds were prudently invested. The PWC was won as a prize in a raffle. Never mind that. Why does he have a Bilgeliner in front of his office? Is it a display of "Boating Don'ts?" Yeah, when we were in the boat biz, my father always had one or two "around the back" that he was forced to take in trade. These were sold as "as is, where is." He made sure the engine would start and run. Beyond that, it was up to the prospective buyer to decide if he wanted it. They moved off the lot pretty quickly, partially because my dad's main store was on a highly trafficked commercial route with lots of manufacturing and machining and aerospace plants near by. In those days, workers at these places could fix anything. Actually, Dipper, I don't think my father ever saw a Bayliner. But he still called bumpers bumpers. -- Bayliner wined and dined my father a half dozen times to entice him into becoming its dealer. His operation was the largest small boat dealership in its area of New England, and for 30 years, he was the *exclusive* Evinrude dealer in a densely populated coastal county. He also handled Mercuries. He never liked Bayliners, and referred to them as "jerry-built." From 1947 until he died, he sold more than 500 outboard motors a year from his stores, accounting for a reasonably high percentage of *all* outboards sold in his home state for those years. This is a killer. My father was in the boat business dating back to right after the Big War. When he died and I was looking through his warehouse, I found wrapped in a nuclear fall-out bag (no kidding), a brand-new 1949 Evinrude 8015 50 hp outboard. The motor was a gift to my father from Evinrude for winning some outboard stock utility or hydroplane race. I gave the motor to a friend of my dad's, who worked at the shop as head mechanic. I don't believe he ever used it and I'm sure it is still brand-new. I have no idea who might own it now. He also built boats, and I worked on a few, both wood, glass covered wood and all fiberglass. After he died, however, we sold the biz and I've just been an occasional boat owner. Besides, I worked off and on in the boat business and inherited it when he died. So, as I said, I'm knee-deep in boat heritage. Oh, and I had some friends who died in the service, too, but it wasn't for what they believed in. They were drafted, shipped to Vietnam and came back in body bags. During the war, he turned out experimental brass shell casings for the Army and hopped up outboards for the Navy, which wanted to use them on smaller landing craft. I had photos at one time of my father with Ole Evinrude himself. My mother knew one of Evinrude's wives...she was a minor movie star or singer...I forgot which. Maybe both. Have you ever sailed from San Francisco to Hawaii? I have. Have you ever rounded Cape Horn? I have, twice. Have you ever transited the Panama Canal? I have. Have you owned more than 20 boats in your lifetime? I have. Have you ever sailed large boats competitively? I have. Have you ever been hundreds of miles from land in a powerboat under your command? I have. My father and his chief mechanic once crossed the Atlantic in winter in a 22' boat powered by twin outboards. Yes, it is possible, even the fuel. Got a "fireboat" welcome in NYC. Here are some: Hatteras 43' sportfish Swan 41' racing/cruising sloop Morgan 33 O'Day 30 Cruisers, Inc., Mackinac 22 Century Coronado Bill Luders 16, as sweet a sailboat as ever caught a breeze. Century 19' wood lapstrake with side wheel steering Cruisers, Inc. 18' and 16' wood lapstrakes Wolverines. Molded plywood. Gorgeous. Several. 14,15,17 footers with various Evinrudes Lighting class sailboat Botved Coronet with twin 50 hp Evinrudes. Interesting boat. Aristocraft (a piece of junk...13', fast, held together with spit) Alcort Sunfish Ancarrow Marine Aquiflyer. 22' footer with two Caddy Crusaders. Guaranteed 60 mph. In the late 1950's. Skimmar brand skiff Arkansas Traveler fiberglass bowrider (I think it was a bowrider) Dyer Dhow Su-Mark round bilge runabout, fiberglass Penn Yan runabouts. Wood. Old Town wood and canvas canoe Old Town sailing canoe...different than above canoe Sometime in the early 1960s, I was driving back from Ft. Leonard Wood to Kansas City in a nice old MGA I owned at the time. About halfway home it started raining heavily, I turned on the wipers, and EVERY SINGLE electrical accessory and light in the car flashed on, there was a large popping sound and it all blew out at once. And the car caught fire. I pulled over to the side of the road, watched the fire, removed my license plate and hitched on home. For all I know, that old MGA is still there. Sure was a pretty little car. Puh-lease, Karen. You've not seen nor have I ever posted one example of my professional writings on building structure and the effects on it of hurricane-force winds and seismic activity. I haven't done any of these in at least 10 year, but at the time I was field researching, photographing and writing these reports, they were quite accurate, topical and well-received by their intended audiences. A small fleet of Polar skiffs were purchased by an inshore bait, tackle and boat rental business on the ICW in NE Florida. These boats were not used on open waters. Within 90 days, cracks developed in the liners that also served as the deck over the flotation in the bottom of the hulls. A guide I know, one whose boats and engines are supplied to him by manufacturers, also had a Polar skiff go bad on him for the same reasons -liner and then hull fractures. Harry has claimed to have a 20 yrs his junior beautiful wife, he even put a fake pic of a beautiful woman on a website once claiming it was his "young bride", he may have a wife, although I doubt it, we don't like nor tolerate misogynists for long. Needless to say he's made up many "dramatic" over the top stories over the years about this lie to feed his ego & pretend he's the centre of attention, but as with his boat claims & other crap, there's never once been even a shred of independently verifiable material. After he stalked Madcow in real life, which was most frightening, I do suspect he's very very dangerous & that this "bride" story is his delusional appropriation of his, probably court ordered, treating psychotherapist as "wife" (it seems he was under lock & key for what?? over a year??? a sexual deviant maybe??), have a read of just a small part of his BS & make up your own mind, it's all about free choice:-) 1. She *is* my bride. There are no rules that determine the end of "bride-hood." If I want to refer to her as my bride, I may. 2. As a professional writer, I know the rules of language and am entitled to break them in exercise of my license. 3. I doubt many married women would object to their husbands lovingly referring to them as brides. The connotations are pleasant. 4. She's 20 years younger than I am. Naw. What happened was that I handled a couple of "political" consulting jobs funded out of the DC area to help a few candidates and defeat a couple of ballot issues. Through no fault of mine, we won each of the races, so some of the deep pockets types based in the DC area think I actually *know something* about the process. I was offered a contract that requires my presence in DC quite frequently. My bride also was offered a job up here that represented a significant professional career move. So, we're "up here" much of the time and "down there" the rest of it, except when we're "somewhere else." I've been back to Jax (well, really south of Jax) five times since coming "up here" late last summer and my bride just returned from a business trip there. I swear this is true. Here's a funny. My bride had to fly out to San Diego Wednesday and hitched a ride on her company's corporate jet. They landed in Salina, Kansas, which is due north of Wichita and Skippy's suburb of Derby. So when she gets to San Diego, I get a call asking, "What the hell did you do in Kansas...we didn't fly over one significant patch of water...?" Harry, you make over 500 posts a week to this group and you don't own a boat? And why are you so crabby? Maybe these two factors are related? One has to own something to use it? Hmmm. My bride drives off in her car every day, but she doesn't own it. I'm not crabby. You asked for advice I gave you some. I questioned your wanting to take a very small boat out into high seas and suddenly you turned sour. It's your pot; you are the one stewing in it. No, it is the boat of a friend. It is a 24' ProLine center console with, if I recall, a 225 hp Merc on it. It was a dark and stormy day in January (1997) when we went out, but the sky cleared once we got out to the Gulf Stream. Bride and I caught and released: 1 white marlin 12-15 yellowtail snappers, maybe two pounds each. Pretty, pretty fish. Assorted red snappers 1 amberjack 2 jack crevalle jacks 1 snook Nondescript sharks Did you spend a year as a line psychotherapist at a 650-bed state hospital for forensic patients? Did you spend a year as senior psychotherapist at a county facility for substance abusers? Did you spend two years as chief of therapy at a private, 200-bed facility for the mentally and emotionally ill, at which approximately half the patients were trying to beat drugs or alcohol? Are you currently chief of therapy for a for a multi-practitioner practice of some 825 patients, about a third of which are seeking help for substance abuse problems? Licensed psychotherapist Screening as to character and background for each degree earned On-going screening by faculty while in educational system Interviews and screenings for required years of internships, plus, at the same time, supervision by a licensed professional. Close professional and personal supervision by a licensed therapist for two years of employment before being allowed to apply for licensure Licensure background check, submission of recommendations by licensed practitioners Four hour written examination on state laws Five hour written examination on diagnosis, procedure and practice My wife went through this before becoming licensed. Her final internship was as a psychotherapist at a 600-bed high security state psychiatric hospital where, on a daily basis, she was exposed to more danger than your average soldier. My wife worked for a year as psychotherapist in a Florida 600-bed state mental institution for forensic patients. She saw and treated numerous sexual deviants who do a bit more than expose themselves. Such "treatment" is part of being in the mental health professions. You see, I'm a nautical psychotherapist, and for only $125 an hour, until their health insurance runs out, I help Bayliner owners overcome their feelings of boatable inadequacy. She is a licensed, practicing psychotherapist and often tells me I am the sanest person she sees each day. Which can be taken any way one likes. 1. I'm married to a psychotherapist. Live-in therapy, dontcha know? And much of Freud is passe. My ex-wife surpassed the anti-Christ at least a decade ago. They're not actually "free" moments. I go to boat dealers to round-up Bayliner owners who are trying to find one who will take their own version of flotsam and jetsam in on trade. 1. The address listed is not a home address. It is an office. 2. I have three phone numbers. The phone number listed is not one of mine. It has never been one of mine. The phone number *did* belong to an after-hours message recording hotline my wife maintained for her most mentally disturbed patients. Some of these troubled souls were court-ordered referrals. *Every* call to that phone number--every call--was recorded AND because of the nature of the line, my wife had the ability to alert the telephone company to trace the phone number of every incoming call to that line, *even* if the person making the call tried to block his number. Why, you might ask? Because when you are dealing with suicidal people, they'll liable to tell their therapist over the phone that they are planning to take their life. If the therapist believes the threat is real, she or he will want to dispatch emergency srvices and perhaps the police. In the years my wife has provided this pro bono service, she has never received a threatening or abusive call from a mentally ill patient or court-ordered referral. However, after the ranking Flaming Ass of this newsgroup posted the hotline number in this newsgroup, she received a number of abusive, foul-mouthed AND life-threatening calls. These were mostly directed at me but, of course, I never received them BECAUSE (duh!) the phone is not mine and I've never answered it. Naturally, my wife alerted the authorities, with whom she works closely because of her court-referred patients. The authorities are investigating the callers and have involved both the FBI *and* authorities in other states, including Florida, Georgia, California and Texas. Working with the telephone company, the authorities have been able to trace the origin of virtually every abusive call. And, of course, they have the tape recordings of the abusive messages. Several suspects have been identified. I really don't know what the outcome of all this will be. We haven't had an update in several weeks, nor are either of us here that interested in the sleazeballs that would make such calls. The phone number, of course, is "wired," so when the obnoxious calls came in from the idiot rec.boaters, the numbers were easy enough to trace. The local police handled a complaint, the local telco was involved and when it was discovered the point of origin was out of state, the FBI got involved. At least one of the idiots was caught and prosecuted. As far as I can tell, he has not posted here again |
Why Ficht failed no1
Gene Kearns wrote:
On Sun, 18 Jan 2004 09:47:34 +1100, K Smith wrote: Gee thanks Gene so on topic isn't enough hey?? Anyway I note you have no challenge to the material so far??? Thanks good to know you're keeping an eye on it for me:-) No.. on topic isn't enough and you know it. This is about as much on topic as ..... well, "Bayliner Sucks," which to this day, is the L-O-N-G-E-S-T running acerbic thread on rec.boats... lasting well over a year and consuming (uselessly) bandwidth beyond all comprehension. I, on this matter, have challenged your application of the truth before and I feel no compulsion to do so again. While it is true that fuel burning lean of peak will toast cylinders, pistons, valves, etc.... it is not a given and there have, historically, been many engines doing just so without any deleterious effects. The controlling factor is the engine's ability to dissipate the heat generated. If successful, the engine is successful.... else, not. The fact that there are posters here that are satisfied with their engines proves the concept. Can engines be operated out of specs... sure, and there are plenty of FICHT horror stories to prove this true, as well. The fact remains that not *all* FICHTS fail. Would I want one? Not no, but HELL NO..... but that is just me. I go with low tech solutions wherever possible. FICHT is the antithesis of what I want to rely on. However, in spite of my reservations, there are those that have been and are pleased with FICHT technology. Having said that, the point of my post is to say that any "on topic" post that will be as predictably inflammatory as any OT post [republicans, democrats, any bush, unions, you name it] suck is just as counterproductive. Couldn't you just enlighten us with some current boating information? Human interest stories from AU boating? Anything that won't be intentionally inflammatory? Well that's your view Gene & good on ya, I've been waiting for just one post to say my facts are wrong, thus far that hasn't happened so all is OK, even poor Bill is just running his marketing BS again. I'm a tad busy at the moment however during the next week I'll move on to some more of why Ficht failed. I sincerely hope you read & challenge any of the facts, but just saying you don't like me is of no consequence to me, saying I don't like Harry as if that's a problem I'll wear that like a crown, thanks:-) Have you noticed that apart from his mad dog posts, the NG is much better without him?? nowhere near as much OT political crap?? anyway just my perception I guess. K |
Why Ficht failed no1
"K Smith" wrote in message ... I sincerely hope you read & challenge any of the facts,....... Karen, First of all, where are you getting your " facts? " Are they 6 year old articles and "opinions" from blokes, or are you quoting information from the Bombardier factory, the warranty section, the service department, the training center, the service manuals and bulletins, and technicians from all over America? I doubt it very much!!!!!! Bill Grannis service manager |
Why Ficht failed no1
Gene Kearns wrote:
On Mon, 19 Jan 2004 22:40:15 +1100, K Smith wrote: I sincerely hope you read & challenge any of the facts, Unlikely that I'll waste the bandwidth. My issue is with the selection of facts the conclusion(s) are drawn from. No "conclusions" have been drawn; yet. & so far the facts seem OK?? So why are you so upset when I start an on topic thread?? What you think Ficht is OK?? surely not?? it sent OMC under, $1.3 billion of retirees' money lost, & about 7000 jobs. I know Bill pretends it's all OK now but he sells sells sells. Gees louise he even denied there were any problems till OMC itself admitted 2 in 5. but just saying you don't like me is of no consequence to me, Nice. An implicit lie. Please point to that sentence. So you do like me, that's a relief:-) I like you too. saying I don't like Harry as if that's a problem I'll wear that like a crown, thanks:-) I really don't care if you and Harry don't like each other or not. It isn't any of my business or the business of other posters here on rec.boats... and that is the point I have tried to make before. In fact, a lot of the stuff you have posted recently (especially those 850+ line diatribes) should have been personal correspondence between you and Harry... not aired in an open forum. I really don't need you to show me your dirty linen, nor do I need to see Harry's.... and I think I speak for nearly all of the posters, here. Take it off the forum and if you must, email Harry directly. No thanks that lying grub has chased me for years & now I return the favour, if you don't like it please just kill file me, or just don't bother with the appended material. Do whatever makes you feel better. Here is a point to ponder... why force everybody that comes to this newsgroup to download scores of 850+ line posts because you have a problem with another poster? You are punishing the wrong person(s). Try email..... I don't "force" anyone to read anything, gee I wish you policed the OT threads the way you seek to control what I post. You have no control over my posts as nobody can stop the lying socialist idiot starting his OT political threads, so either challenge the substance of what I say or don't bother. Have you noticed that apart from his mad dog posts, the NG is much better without him?? nowhere near as much OT political crap?? anyway just my perception I guess. K I am afraid these are just your perceptions, or for illustration, your facts. Yes, the fact is that it would be better not to see Harry post off topic. Your conclusion is tainted by the inclusion of just one fact. A better conclusion would be to cite the fact that it would be better not to see any off topic posts. Conclusions drawn from that body of facts would be more accurate and useful. I agree but as I said the OT posts have gone way down since the liar was bussed out to protest or whatever. If you don't agree then fine, but honestly look at the threads they're mostly on topic & there's much less nastiness. I submit because the lying little grub is not here. Your fact about Harry is no better than your fact about FICHT... you despise both of them and you need to let it go and move past that to posting useful information that appeals to other people. Your hatred for Harry and FICHT has a very limited audience and your preoccupation with both makes your posts seem very strange. I don't despise ficht I despise that the OMC dealers came here & spam/lied about it. With people like you running interference for them no wonder people get taken in by dealer BS. I'll continue to say what I say & I guess you'll continue to bang your head against the wall in protest, however the best protest you could make is to correct my facts. At the end when I do draw it together I'll make it clear "conclusions" are just my opinion & that you or anyone should draw their own, in the mean time we better make sure of the issues. You are able to keep up aren't you Gene?? Let me know & I'll explain anything till even Bill can understand it. K |
Why Ficht failed no1
K Smith wrote in message
Couldn't you just enlighten us with some current boating information? Human interest stories from AU boating? Anything that won't be intentionally inflammatory? Well that's your view Gene & good on ya, I've been waiting for just one post to say my facts are wrong, thus far that hasn't happened so all is OK, even poor Bill is just running his marketing BS again. Your facts are wrong. You're not presenting facts, you are presenting opinion. As I pointed out earlier, you probably get little rebuttal because no one wants to tangle with a crazy bitch like you. I'm a tad busy at the moment however during the next week I'll move on to some more of why Ficht failed. Electroshock therapy? I sincerely hope you read & challenge any of the facts, You don't present facts. You just present your warped opinions. My little dictionary says a fact is usually a particular truth known by actual observation or authentic testimony, backed up by documentation. Where are your observations? Where is your authentic testimony? Where is your documentation? but just saying you don't like me is of no consequence to me, saying I don't like Harry as if that's a problem I'll wear that like a crown, thanks:-) Have you noticed that apart from his mad dog posts, Are you now implying that I am Harry? You certainly paint a broad stripe with your hatred. I've been posting here for many months. the NG is much better without him?? Actually, it isn't. The newsgroup of late has been as boring as watching water freeze. Which I have been doing. But your buddy harry will return soon, I'll bet. He said he was going to be away for about a week. |
Why Ficht failed no1
snip Here is a point to ponder... why force everybody that comes to this newsgroup to download scores of 850+ line posts because you have a problem with another poster? You are punishing the wrong person(s). Try email..... I don't "force" anyone to read anything, gee I wish you policed the OT threads the way you seek to control what I post. You have no control over my posts as nobody can stop the lying socialist idiot starting his OT political threads, so either challenge the substance of what I say or don't bother. snip Please remember that about 1/2 of the internet world still uses dial-up services. An 850 line post takes a long time to dribble in. That is also the reason why it a matter of courtesy to trim all but the relevant portions portion of the original posts in a reply. Ditto for posting pictures to a non-binary newsgroup. Mark Browne |
Why Ficht failed no1
Oz Lady wrote: Quote: snipped I've been waiting for just one
post to say my facts are wrongsnip K, If you provided ANY facts they wouldn't be refutable. Facts, dontchaknow, are true even when taken out of context or incompletely presented. Alas, you have yet to provide one single FACT in your tirades aqainst Evenrude outboards. Your CLAIMS are not true and have been well refuted by several Evinrude users. You have yet to admit that you have never seen, heard, touched, used, examined, smelled any FICHT at any time. Yet, to your credit, you've never claimed to have done those things either. Since you admitedly KNOW absolutely nothing about FICHTs and have only READ some material on them you have no credibility on the subject. Furthermore, since you are unwilling to provide any credentials attesting to any level of expertise on FICHTs (neither user, repairer, designer, engineer, technician, nor tester) you have no credibility amongst those who have ANY level of expertise. It really wouldn't matter what you say if not for the poor newbie who may be frightened off by your untruths and thus be deprived of another choice. Your personal attacts toward Bill demonstrate how low you will go. To infer that Bill is a liar is low indeed. Seems your only supporter among the regulars here is John; and he seems to support you out of a wish to be entertained by all this rather than to learn the truth. Butch |
Why Ficht failed no1
Mad Dog Dave wrote: Your facts are wrong. You're not presenting facts, you are presenting opinion. Gotta shake my head at this guy: shakin head. His handle fits him well; brawn but little brain; mouth but little cognizant ability. Bone for ya doggie: What product fiasco bankrupted OMC? -- Charlie ----== Posted via Newsfeed.Com - Unlimited-Uncensored-Secure Usenet News==---- http://www.newsfeed.com The #1 Newsgroup Service in the World! 100,000 Newsgroups ---= 19 East/West-Coast Specialized Servers - Total Privacy via Encryption =--- |
Why Ficht failed no1
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Why Ficht failed no1
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Why Ficht failed no1
On Mon, 19 Jan 2004 07:43:29 -0500, Gene Kearns
wrote: Your hatred for Harry and FICHT has a very limited audience and your preoccupation with both makes your posts seem very strange. ====================================== I'll second that. Strange AND obsessive. http://www.nimh.nih.gov/publicat/ocd.cfm |
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