Others have addressed the drive. Here is my take on maintainability. Imagine
the power path of a stern drive. Horizontal out of the engine, then turn
downwards through a fully articulating joint (left right, up down). Enter
the gear box and turn again while providing direction reversal. Add to this
a hydraulic or electric system to provide power tilt/trim. The power path on
my boat is: horizontal out of the engine, period. Impeller is on the engine
shaft, with no gearing, joints, or cylinders. The steering cable turns the
nozzle, and the thing that looks like a gear shift controls the bucket,
providing forward/reverse and a no go position that still allows turning.

The jet is the SUV of boats. Like using four wheel drive, I don't run
shallow all the time; but nice to have the capability when needed. The tides
were all wrong for boating in the river yesterday. We went anyway.

Disadvantages are lost efficiency and insurance agents who believe Harry
Krause.
wrote in message
...
Due to my requirements of shallow draft, light weight and relatively
plush interior, I find myself looking into jet boats as a likely
purchase. My questions are as follows:

Does "jet boat" mean "jet drive" and what exactly does jet drive mean?

Is a jet drive fairly straightforward in maintainability? Can marine
mechanics in a podunk Florida fishing village work on these?

Living on a large sound in the Gulf, just how much wave action can
this boat take before it becomes unsafe?

Thanks in advance for any knowledge you have of this. It is MUCH
appreciated.

Don

"Steve Alexanderson"
Idon'tlikegreeneggsandspamIdon'tlikethemsamIamsal
wrote in message ...
[snip]

shaft, with no gearing, joints, or cylinders. The steering cable turns the
nozzle, and the thing that looks like a gear shift controls the bucket,
providing forward/reverse and a no go position that still allows turning.

What kind of jet boat do you have?

Most, if not all, have a universal joint set between the engine and drive.

Also, please explain how you can turn in a "no go" position.

Later...

--
-Netsock

"It's just about going fast...that's all..."
http://home.insight.rr.com/cgreen/

Jetcraft with a 7.4L GM close coupled to a Hamilton 212. Close coupling
eliminates the U-joint and its possible failure points, and makes engine
box smaller. If the neutral no-go position is adjusted properly and wheel is
straight ahead, bucket directs flow down and to out to each side equally so
boat is stationary, or becomes stationary if moving. (The brakes on this
thing are amazing; probably should have seat belts) Turning the wheel at
this point unbalances the side flows so boat will spin around a point very
close to center, with no net forward or reverse movement.


"Netsock" wrote in message
...
"Steve Alexanderson"
Idon'tlikegreeneggsandspamIdon'tlikethemsamIamsal
wrote in message ...
[snip]

shaft, with no gearing, joints, or cylinders. The steering cable turns
the
nozzle, and the thing that looks like a gear shift controls the bucket,
providing forward/reverse and a no go position that still allows
turning.

What kind of jet boat do you have?

Most, if not all, have a universal joint set between the engine and drive.

Also, please explain how you can turn in a "no go" position.

Later...

--
-Netsock

"It's just about going fast...that's all..."
http://home.insight.rr.com/cgreen/

"Netsock" wrote in message
...
"Steve Alexanderson"
Idon'tlikegreeneggsandspamIdon'tlikethemsamIamsal
wrote in message ...
[snip]

shaft, with no gearing, joints, or cylinders. The steering cable turns
the
nozzle, and the thing that looks like a gear shift controls the bucket,
providing forward/reverse and a no go position that still allows
turning.

What kind of jet boat do you have?

Most, if not all, have a universal joint set between the engine and drive.

Also, please explain how you can turn in a "no go" position.

Most of the more advanced pumps have buckets which shoot down and to the
sides(along with forwards), when you turn the nozzel, the side forces get
unbalanced and spin the boat. Often with larger jets the pumps are also
clutched and with multi units they have an option to independently control
the steering per pump.

Most of the more advanced pumps have buckets which shoot down and to the
sides(along with forwards), when you turn the nozzel, the side forces get
unbalanced and spin the boat. Often with larger jets the pumps are also
clutched and with multi units they have an option to independently control
the steering per pump.

All my experience has been with big block Berkeley and Dominator pumps.
Those keep a "neutral" by equally maintaining rear, and forward thrust.

A properly set up Berk or Dom will not move in "neutral" no matter what way
the nozzle is pointed.

Oh well...live and learn!


--
-Netsock

"It's just about going fast...that's all..."
http://home.insight.rr.com/cgreen/

"Netsock" wrote in message
...
Most of the more advanced pumps have buckets which shoot down and to
the
sides(along with forwards), when you turn the nozzel, the side forces
get
unbalanced and spin the boat. Often with larger jets the pumps are also
clutched and with multi units they have an option to independently
control
the steering per pump.

All my experience has been with big block Berkeley and Dominator pumps.
Those keep a "neutral" by equally maintaining rear, and forward thrust.

A properly set up Berk or Dom will not move in "neutral" no matter what
way
the nozzle is pointed.

Oh well...live and learn!


--
-Netsock

"It's just about going fast...that's all..."
http://home.insight.rr.com/cgreen/



The river jet boats normally run a low pressure pump. Berkeley and Dom are
high pressure. Small nozzle outlet. The Hamilton and earlier Kodiak that I
run are triple impellers in a same size tube. Very little restriction at
the opening. Work better if you lose prime in a set of rapids.
Bill

Most of my jet pump experience is with KaMeWa units behind 1500+hp Diesels
or 3500+hp gas turbines.

"Netsock" wrote in message
...
Most of the more advanced pumps have buckets which shoot down and to
the
sides(along with forwards), when you turn the nozzel, the side forces
get
unbalanced and spin the boat. Often with larger jets the pumps are also
clutched and with multi units they have an option to independently
control
the steering per pump.

All my experience has been with big block Berkeley and Dominator pumps.
Those keep a "neutral" by equally maintaining rear, and forward thrust.

A properly set up Berk or Dom will not move in "neutral" no matter what
way
the nozzle is pointed.

Oh well...live and learn!


--
-Netsock

"It's just about going fast...that's all..."
http://home.insight.rr.com/cgreen/