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YAMAHA WAVE VENTURE 1995/1996
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YAMAHA TRIPLES Technical Updates by GroupK
INDEX
Yamaha Triple Bore Distortion
High Speed Smooth Water Venture Handling
About Carb Synchronization
GP 1200 Water Speed Variations -----------10/97
About Glass Water Scoop Grates -----------10/97
Exhaust Pipe Options--------------------------10/97
1100 Sleeper Cylinder head and Jetting Update---------------- 3/98
1100/1130 kit RPM's and CDI boxes-------------------------------3/98
Solas J Impeller Pitch variations----------------------------------- 9/98
R&D Ride Plate Mod for GP 1200---------------------------------12/98
Ride Plate Mod For XL 1200-------------------------------------- 12/98
Skat Trak 'D Pump' Testing--------------------------------------- 12/98
Yamaha Triple Bore Distortion- During the 1996 season, we at Group K, have bored (and big bored) many Yamaha1100 cylinders. Very early on, we found that many low hours cylinders seemed tobe noticeably out of round...particularly the rear cylinders. After many hoursof examining the situation we found one common theme...the bores were beingseriously distorted (out of round) when the exhaust manifold was torqued on. Weimmediately assumed that either the surface on the manifold or the cylinder wasnot flat. Lapping both surfaces showed no 'bowing' or irregularitiesof any kind. When the freshly lapped parts were once again torqued together, thebores were once again distorted. After repeating this process with manydifferent cylinders and manifolds, we found another consistent theme. The twofront cylinders were always distorted about .0015' out of round, and therear cylinder was always distorted .003' - .004' out of round. Wedon't know why this happens, we just know that it does. It bears noting that.0015' of distortion can be eliminated during the honing process of doing abore job...but .003' - .004' cannot.
As a result, Group K does all the boring andhoning of 1100 Yamaha cylinders with an exhaust manifold torqued on. Thisprocess makes for perfectly round 'installed' bores. However the boresdo distort again when the manifold is removed. This causes a strange situationwhen we ship a bored 1100 to a customer with bore measurement equipment. We willinvariably get a call back saying, 'You guys bored my cylinders out ofround?'...well, not exactly.
High Speed Smooth Water Wave Venture Handling- The stock (52 mph) 1100 Venture handles very safely and predictably in bothrough water and glass water situations. Even the (57 mph) Sleeper kit equippedVenture is manageable under all conditions. However, when horsepower isincreased to levels that permit 60+ mph speeds, the smooth water handling of theVenture changes significantly.
In our testing with the 1130 cc big bore kit onthe Venture, we started to notice a problem. The boat would accelerate swiftlyup to the 6700 rpm range...then stop accelerating in a way that felt premature.The 1050cc Sleeper Venture has an rpm peak in the 6700's. We knew that the 1130had the power to run faster...but for some reason it wasn't. During a later(smooth water) radar test session with the 1130, the hull encountered somerippled water at peak speed. Instantly the tach numbers escalated 200 rpm intothe middle 6900s. The radar speed instantly jumped 2.5 mph at the same time. Atfirst we were quite proud. We assumed that we had reached some sort of planingthreshold that allowed the extra rpms and speed by simply lifting a little moreof the hull out of the water. What had actually happened was that the hull gotgoing fast enough to lift up on the second set of chines. It bears noting thatthis hull was never intended to go this fast, nor was it ever intended to get upon this second set of chines. Either way we were happy about it...for a while.
Getting our 1130 up onto these chines (on glasswater) takes some doing. While stuck at 6700 rpm, the rider can rock the hullaround to sort of 'coax' the hull up to the second set of chines.After our test riders mastered this, we were able to make long sustained runs at60 - 61 mph. During these runs we found the down side of this 'higher'ride. The hull would spontaneously 'turn' itself in any givendirection without notice. The rider had little or no control over the steeringof the hull at this point. More than once, the shore based radar gun holders ranfor cover as the massive Yamaha barreling towards them seemed to develop a mindof it's own. The steering problem became so profound that we chose to cancel anyfurther smooth water radar tests until the problem was fixed.
The most effective solution (to date) has beenthe fitting of a Jet Dynamics concave ride plate. Unfortunately Jet Dynamics (atthis time) does not make a ride plate for the Venture. We re-drilled and fitteda plate that was originally made for the Blaster 701. Not only did this plateeliminate the high speed 'self steering' problem, but it alsoeliminated the need for the rider to coax the hull past the 6700 rpm barrier. Weexperienced a quantum improvement of overall acceleration, along with confidenceinspiring control at 60 mph on glass water. Jet Dynamics has told us that theywill make this plate (soon).
All these tests were conducted using a stockscoop grate with the center bars cut out. This scoop would be the best choicefor grudge racers interested in smooth water peak speeds. However for high speedrough water riding, The Pro Tec grate offered much improved hook up. This ProTec grate did scrub off 1.5 mph on the Venture hull riding on the second set ofchines (glass water), but the rough water speeds would likely be much increasedover our modified stock grate. For more info about this ride plate, contact JetDynamics...we will not make reproductions of our prototype.
About Carb Synchronization - Everyone understands the importance of carb synchronization on the triple engines.However we have observed some important variables related to synchronizedbutterfly opening.
It's important to understand that perfectbutterfly synchronization at all throttle opening is always a plus, but notalways attainable. Because of slight variations in the throttle shafts, and theclearance between all the shafts and the carb bodies, very few carb'racks' offer absolutely identical butterfly angles all the time.Having identical butterfly angles at full throttle is not totally crucialbecause the butterflies are all usually within the cross section of the shaftitself. However maintaining identical butterfly angles from 0 - 30% throttle isabsolutely crucial. Particularly the butterfly angles at the idle position.
During our modification of 3 cylinder carb racksfor our triple kits, we reassemble and synchronize each rack on the bench.However we have seen several situations where those bench 'synced'racks offered visibly uneven butterfly opening angles at 0 - 30% throttle'on the boat'. After much inspection, we found the reason for thisinconsistency. On the bench, our technician checks for perfect synchronizationby rotating the throttle shaft end that connects to the cable. However on themachine, there is no rotating action. The throttle cable pulls in a straightline from one direction. As the cable is drawn, it first pulls out all theclearance between the throttle shaft and carb body in the number one carb. Thisslightly changes the fulcrum point where the #1 and #2 shafts meet. Thisshaft/body clearance, and changed fulcrum, can slightly delay the opening of the#2 and/or #3 carb butterflies.
On the water, the engine can still start well andidle okay. However it will often be idling from the opening of the 1 and 2 carbopenings...the #3 butterfly is often still closed. As the throttle is snappedopen, the front two cylinders (which already have fuel and air flowing) willreact, while the #3 cylinder stumbles momentarily because it was passing no airor fuel. In other words, #3 takes a moment to catch up. To the rider, theseuneven butterfly opening angles cause, what feels like, a low speed bog orpossible lean condition. But it's not a fuel mixture problem. You can tune thelow speed screws til the cows come home...and you won't fix it.
The only way to assure 'absolutelyperfect' butterfly synchronization in the 0 - 30% range, is by actuatingthe installed carb rack off of the idle stop screw using the throttle cable(that is 'installed on the boat'). Turn the idle stop screw in andout, in half turn increments, to assure that you can see identical butterflyangles all the way down to full closed. Then assure that the #1 carb is notleading when the cable is initially drawn. We have found the Keihin carbs of theKawasaki triples to be much more susceptible to this effect than the Mikuniracks on the Yamahas.
While it sounds a little complex, this inspectionwill pay big dividends in initial throttle response.
GP 1200 Water Speed Variations- During the autumn of ’97, the varying peak water speeds of GP1200's hadbecome a significant controversy among owners and rec sport jetski regulars. Tobe sure, there were many inconsistencies and many unanswered questions. For ourpart, we are primarily interested only to the point of meeting the needs ofGroup K kit owners…not all GP 1200 owners. Just the same, this followinginformation likely holds answers for all of the above.
We received our brand new production GP1200 testunit in February '97. Our pace of testing was immediate and full time. Weatherconditions were perfect, and air density (in western AZ) commonly ran in the100% - 105% range (this makes for uncommonly good performance and radarresults). After one full day of break in, we radared the machine at 58.3 mph @6830 rpm (close to the speeds forecast by Yamaha). Given our long experiencewith big bore kits on the 1100's, the prototype testing of this 1200 project ranuncommonly quickly. After only a few days of constant on water testing (a totalof 13 operating hours), our finished Sleeper GP1200 ran 64.4 mph (@ 7000 rpm w/SolasJ). By this time, the boat was exhibiting some 'unfriendly' handlingcharacteristics in very rough water at high speeds. Since we hoped to make thesemachines a prime endurance racing boat, we immediately went on to the testing ofvarious handling components before pursuing more water speed.
Since no aftermarket parts were available yet,numerous prototypes of trim tabs, ride plates and scoop grates were fabricatedand tested. Since our stock trim tabs were destroyed during the removal process,a set of aluminum plate duplicates were made to replace them. Of all thedifferent trim tab shapes we tried, these aluminum duplicates of the stock tabsproved to net the best of handling and water speed. All in all, our handlingtesting had not brought about any big improvements in high speed rough waterhandling. We decided to carry on the rest of our performance testing on glasswater only. With less than 25 operating hours on our GP, we had completed ourType 2 testing that yielded a batch of 68 mph (@ 6970 w/ Solas X1) glass waterpasses. We concluded that no more horsepower work could be done until thehandling issues were resolved. At this writing (October '97), we still feel thesame way.
Through the course of ’97 we have seen a verybroad variation of the peak speed abilities of other production GP 1200s. Veryfew, that we have seen, have equaled the 58 mph we saw in February. However veryfew were swiftly broken in, and then radared in 100% density air. For severalmonths, we simply wrote off the speed variations as a reflection of 'lessthan ideal' air and weather conditions. We justified this with the factthat very few, if any, other stockers were turning 6800+ rpm in stock form.
This perspective changed when we started to seecustomers, with Sleeper kits, whose water speeds and rpms varied greatly fromour test boat. The only common thread among these machines was that they all hada lot of hours on them before the modification, and none of them had been tachor radar tested before the modification.
In time, we were fortunate enough to get accessto one of these machines that was running speeds (and rpms) much lower thanprojected...this machine provided many of the answers we were looking for.
The first 'gremlin' we uncovered wasvery unexpected. This machined had previously had a flush kit installed in oneof the lines running from the head to the exhaust pipe. When this flush kit waslater removed, the separation in the hose was mended with a two ended PVC barbthat had a .235' inside diameter (much smaller than the oem .310' aka8mm fittings). Apparently the GP1200 does not respond well to having the waterto the exhaust pipe restricted (at all). The net gain in peak rpm, from thiscorrection alone, was about 120 rpm. Unfortunately, this 120 rpm did not regainour lost speed, it only helped to uncover the next culprit.
During a glass water pass, under full power, thisparticular GP 1200’s rear end suddenly swung a couple of feet to one side. Theresult was an instant (and unwelcome) 45° turn at 60+ mph. Later examinationled us to suspect the stock trim tabs, which appeared to be lifted very slightlyaway from the hull in a couple of spots. We had heard that 'less thanperfectly sealed and fitted' tabs could cause high-speed instabilities.With this, we installed a set of Riva tabs, which are identical replacementsmade of aluminum plate. The difference in radar readings, tachometer readings,and high speed handling, was immediately apparent. However even with thisimprovement, we still noticed the tail of the boat lifting (at around 64 mph)causing the nose to be driven downward. This causes the hull to 'steer onthe nose'...a very undesirable effect at 64 mph.
In this case, the problem was easily traced tothe aftermarket sponsons attached to this GP. While these sponsons make foroutstanding rough water turning, they caused an unacceptable amount of lift atthe rear end of the boat at high speed on glass water. Installing the stocksponsons restored even more of our lost peak speed, not to mention the same highspeed stability we remembered from our February test boat. All in all, ourlittle amount of testing resulted in an 8 mph increase on this machine...withoutever touching the engine adjustments. We suspect that machines like this one areless the exception, and more the rule.
Since this test scenario, we have advisednumerous GP 1200 Sleeper kit owners to install the aluminum trim tabs. Thesecustomers have commonly experienced 4 - 5 mph increases with the tabs alone, tosay nothing of the increases offered by going back to stock grates and sponsons.We are not about to defend the magazine tests that claimed stock GP 1200's canrun 60+ mph (we have never seen it). However we firmly believe that big measuresof peak speed can be easily (and affordably) recovered from so-called'slow' GP 1200's.
About Glass Water Scoop Grates- As most glass water grudge racers already know, the fastest scoop grate is thestocker with the center bars cut out. However for GP 1200 owners there is anadditional option.
While the 1100 and 1200 Yamaha grates areidentical with respect to mounting points, they do differ in intake area. Thestock 1100 (Raider) scoop grate has a water intake opening that is measurablysmaller than that of the stock 1200 grate. This smaller opening on the 1100grate is a disadvantage in every area but one...high-speed glass water. On wellmodified GP1200s, the stock 1200 grate can actually over-stuff the front side ofthe pump during very high speed glass water runs. By installing the stock 1100grate (with the smaller opening) this over-stuffing effect is reduced...thusincreasing peak water-speed ability. Be forewarned that the rough water hook-upof this setup is 'poor'. However the 'glass boys' don’tusually care about that.
Exhaust Pipe Options- Yamaha triple owners have waited a long time for the aftermarket to offeran affordable and effective replacement for the stock exhaust pipe. In themeantime, GP 1200 owners (willing to run 110 octane race gas) do have an option.The rear body section of the 1100 triples has a rear stinger exit that isconsiderably smaller in diameter than the same stinger diameter on the 1200 rearbodies. This smaller stinger has two basic effects. The first is a noticeableincrease in peak horsepower output in the higher rpm range. The second is anequally noticeable increase in piston crown operating temperature. We do notrecommend this modification for anyone using pump gasoline's. However for those'race gas' grudge racers out there who are looking for a little moretop end power, this works.
1100 Sleeper Cylinderhead and JettingUpdate - When we first developed our1100 and 1130 big bore kits for the Yamaha triples, the styles (and specificgravity) of oxygenated pump fuel was varying widely. Since then, the consistencyof fuels has become much more uniform (within the continental USA).
Our original 1100/1130 big bore kits were jettedto accommodate this wide range of prevailing fuels. More recently, we haverevisited that carburetor calibration (for the Group K modified 38s) used onthese Sleeper kits. These tests resulted in a new jetting arrangement thatoffers much better low and middle acceleration along with (in most cases) anincrease in peak rpm. While there are changes to all the circuits, the mostprofound change is the use of much larger pilot (low speed) jets along withleaner mains. Because of this particular combination of changes, we noticed aslightly escalated operating temperature of the rear cylinder. To abate thisproblem, we further reduced the (already staggered) compression of the rearcylinder head dome. This reduced compression does not reduce power output in anyway…however we consider the head mod to be a mandatory partner for the jettingchange. This update would apply to all 1100/1130BB sets (both pump gas and racegas) modified before Dec '97.
We are offering this upgrade to the currentowners of these Sleeper kits at a cost of $50 for the re-jetting, and $50 forthe head modification. Please call first to make us aware that the parts arecoming our way.
1100/1130 kit RPMs and CDI boxes- We recently had a customer bring us his 1130cc Sleeper equipped Venture with acomplaint of low rpm ability. He told us that no matter how he jetted themachine, his digital tach would never show more than 6700 rpm (high 6900's isnormal). We conducted every imaginable test and part replacement with no visibleresult. Even a new oem Yamaha cdi box did not appear to make any change.Throughout this entire battery of tests, the machine exhibited a 'runningover rich' kind of sputtering sound (yet big steps in leaning out made nochange). This machine had our attention because we had received a couple ofcalls from 1100 owners who had reported this same high speed sputtering, andlower than normal tach readings (on both Group K and other 1100's).
During one of our test outings, we had another 3seat endurance machine that was radaring at just over 60 mph. After doing a fewback to back tests on the two different machines, the test rider remarked thatour problem Venture 'felt' every bit as fast as the good one. Wedecided to run a quick radar test of the problem Venture. At it’s current 6650- 6700 rpm (with a Solas J), we expected 56 - 57 mph (this is what all thenormal stock bore Sleeper Ventures run). All four radar passes were over 60mph...a speed that can only happen with 6950+ rpms.
In time, we realized that all our digitaltachometers were not indicating 'actual crankshaft revolutions', butrather the number of observable spark pulses being delivered to the plug. Wefurther realized that it would be possible for a weakened ignition component topermit rough operation up to the 6900's while only providing about 6700observable pulses for our tachometers. Initially we out ruled the possibilitythat a new oem cdi box could be the culprit. However it bears noting that thestock cdi box is only required to deliver a maximum of 6400 - 6500 rpm againstthe load of the very mildly pitched stock impeller. The load increases inducedby the steeper Solas J, and the higher rpm/output of the Sleeper kit, could verypossibly be enough to cause a new 'stock spec' cdi box operate at theedge of it’s envelope.
The apparent solution is an aftermarket (Riva)cdi box. In the past, we have discouraged the use of these boxes on pump gas1100/1130 kits because they could permit rpms that were not pump gas safe.However the most current Riva boxes do have a setting capability for 7100 rpm (apeak limit that can still be 92 octane safe for 'average' recreationaluse). In the meantime, our problem Venture is getting the Riva box, and we willpost the results.
Solas J Impeller Pitch variations- The Solas 'Super Camber' series of impellers was introduced shortlybefore we started development on our first Yamaha 3 cylinder Sleeper kits (onthe 1100 Raider). We quickly found that the Solas 'J' pitched impellerwas a perfect match for the 1100 Sleeper kit (allowing rpms in the high 6900s).As the 1100 Venture and GP 1200 models became available, we found the'J' to offer the same ideal results on those models (as well as on ourbig bore Yamaha 1100 kits).
During late ’97 and early ’98, we begangetting reports from 1100 and 1200 Sleeper kit owners about rpms that wereuncharacteristically low. The GP 1200 and 1100 big bore kits that were supposedto turn into the middle 6900's, were only able to attain 6700 rpm. After gettingseveral of these reports, we finally obtained a Sleeper equipped ’98 GP 1200that was experiencing the same problem. We spent a week inspecting and tuningthis machine in an effort to recover the lost rpms...but the tuning had noeffect.
After exhausting all the other variables, weinstalled a 2year old Solas J that we knew turned high 6900's in one of ourearlier test boats. With this older J prop mounted, our ’98 GP 1200 Sleeperturned 6980 rpm, and ran 2.5 mph faster. When we compared the 'old J'against the 'new J', there were several very obvious designdifferences. These differences were the cause of the heavier engine loading (andlower rpms) experienced with these 'newer J props'. We contacted Solasregarding the nature of the design change, however they claimed no knowledge ofany change at all...yet the newer props are clearly different.
Our next tests were centered around re-pitchingthe new J in an effort to match the performance of the older J. After several onwater tests, we were able to make a specification adjustment to all the impellerblades that recovered all the lost rpm. The unexpected surprise was that the'adjusted' new J ran about 1 mph faster that the conventional'old J'. The acceleration in the mid-range appeared to be better aswell.
As a result of these tests, we now perform thisadjustment to all the Solas J props used for our kits. We would urge any 1100big bore, or 1200 Sleeper, customers (running a Solas J) to check their peakrpms with a digital tachometer (on glass water). If your peak rpms are under6840, you very likely have the new design J that would require the adjustment.The cost for the adjustment is $48, and in house turn around is 2 - 3 days. Forcustomers who purchase a new J from us with their engine kit, the impelleradjustment is done at no extra charge. Please note that we cannot weld of repairdamaged impellers. This specification adjustment can only be performed on goodcondition impellers.
R&D Ride Plate Mod for GP 1200- The ’98 GP 1200's employ an exit nozzle that has a 5 degree upward angle tohelp lift the nose of the hull off the water. The net gain of this change isabout 1 mph. Installing this nozzle on the '97 hulls has the same good effect,and we recommend it.
The stock trim adjustment on all the GP 1200'sallows you to set nose ride height, however this is done by re-aiming thedirection of the water exiting the pump nozzle. This re-aiming processcompromises the efficiency of the thrush, and therefore peak speed ability. Themore effective way to lift the nose of the hull off the water is by altering thebottom face angles on the ride plate. By changing these angles, the front of thehull can literally be lifted away from the water surface, thus decreasing watercontact area (and increasing peak speed). It bears noting that, like everythingelse, it’s easy to cut too much angle on to the plate, resulting inuncontrollable porpoising.
We chose to start out with the R&D Pro Seriesride plate (which already carries some multiple negative angles). After testingwith many angle combinations, we found a specification for the ride plate thatallows for maximum nose lift along with 'porpoise free' operation onsmooth water. While the cutting of accurate dimensions on ride plates is notcommon fare for most high performance machines, it is a mandatory modificationfor this Hammer 92 kit. While this mod still allows for reasonable rough waterhandling, it is intended to allow the best in smooth water speeds. Rough waterracers may not benefit as much from this mod. We strongly recommend the R&DPro Series scoop grate to go along with this modified ride plate (there is nomod for the grate). Group K price for this ride plate mod is $58.
Ride Plate Mod For XL 1200 - Afterhaving the afore mentioned experience with the GP 1200s, we decided to visit thesame issue on the longer XL 1200 ride plate. The 98 XL 1200's have a very'nose heavy attitude in the water. This nose-heaviness causes the rider totake excessive punishment at high speeds in rough water, not to mention anoticeable loss in peak speed ability. To reduce both these problems, Group Kmakes a machining modification to the stock ride plate. On our Sleeper XL testboat, this ride plate mod accounted for a full 1.5 mph increase in smooth waterpeak speed, and an instant increase of 80 rpm (on a digital tach). On pureglass, this mod did create a slow nose 'bobbing'. However even withthis slight bobbing, the radar numbers were 1.5 mph better. Once the XL was onanything rougher than glass, the bobbing vanished altogether. Perhaps the bestbenefit of this mod (on the XL hull) was the tenancy for the nose to'loft' over rougher water (as a motorcycle lofting the front wheelover rough terrain). The end result is a much less punishing ride through roughwater, with no compromise at all in handling or turning ability. Thismodification makes a noticeable improvement in high-speed rider comfort in roughwater (the speedo drive remains intact and functional). Group K price for thisride plate mod is $48.
Skat Trak 'D Pump' Testing- Once we finished all our testing with our 70 mph GP1200 Hammer, we had severalcustomers ask about the potential improvements of the all stainless steel SkatTrak 'D Pump' used by so many closed course racers. Skat Trak was kindenough to lend us a pump to gather the test data.
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The 'D' pump is actually a stainlesssteel insert that is fitted into the aluminum outer housing of the stock Yamahapump. This insert consists of an all stainless steel vane body assy, and asleeve for the impeller housing as well. The stock Yamaha impeller diameter is155mm. The 'D' pump impeller diameter is 148mm. The folks at Skat Trakhave found (after 'lots' of testing) that the higher horsepowertriples seem to yield the best overall thrust with this smaller diameter. Sincethey are the experts, we don’t question their judgment in this area.
For our tests, we decided to retain the stock ’98exit nozzle with it’s 5 degree upward angle. The Skat Trak 'D' pumpsare available with variable length bearing cover 'cones' that extendrear-ward into the exit nozzle area. Using a longer cone increases therestriction (and pressure) at the exit nozzle. That is, a longer cone has theeffect of using a slightly smaller diameter exit nozzle. Using a shorter conehas the effect of slightly boring out the exit nozzle. The available conelengths are 2.5', 2.75', and 3.0'. We used the 2.75' inchcone for all our tests.
We had lots of prop testing under our belt withthe 155mm setup (on our triple pipe GP1200 Hammer) that had proven to us thatthe best results would be had with an rpm peak between 7350 and 7550. We had abroad range of 148mm Swirl props to choose from. At first we were very concernedabout a loss of peak speed ability that often can come along with the swirldesign impellers...but that concern didn’t last too long. In short order, itwas down to two props, the 16/26°, and the 16/27°. With a peak rpm of 7530,the 16/26° was clearly the best accelerating and faster choice (although fasterby only .4 mph). The 16/27° also accelerated great, but pulled the motor downto a more comfortable 7410 rpm peak. The milder 16/26° would have certainlybeen our choice for closed course racing (so long as the fuel octane was'spiced up' with a percentage of race gas). We considered the 7530peak rpm to be a little too high stress for recreational applications...but boywas it quick and fast. The 16/27° in no way 'tamed' the GP, but theride did become a little less violent and abusive (but some folks like that).For sure, the crankshaft and other moving parts would tend to prefer the16/27°. In the end, the higher revving 16/26 only gained us .5mph over our bestsetups using the stock 155mm pump (the 16/27° ran the same as our 155mm pump).
Yamaha Wave Venture 1100 Wvt1100 Manual Pdf
Unfortunately, our full battery of (glass water)radar tests never really uncovered the 'D' pump’s best quality...thatis hook up. However further testing gave a new dimension to the importance ofthat hook-up. During our many weeks of radar testing with the stock 155mm pumpon our GP1200 Hammer, we learned that this hull delivered it’s best radarnumbers on pure glass water, and significantly slower numbers on 'anythingthat’s not glass'. While a mild 1 inch wind ripple didn’t noticeablyeffect the stability of our GP, it made for a 2 - 3 mph loss on the radar gun.As the water became 'rougher' (3 - 4 inch chop), the radar speedsdropped 5 - 7 mph.
When we installed the Skat Trak 'D'pump, all these rules changed. Water conditions that used to knock 2 - 3 mph offour GP, now made for losses of less than .4 mph...and the rough water that usedto lose us 5 - 6 mph, couldn’t even take 2 mph off the 'D' pumpGP12. Equally important, our GP handled and hooked up like it was still'riding on glass' as we flashed through 4' wind chop. With eitherpump, on glass, our GP could easily wax any boat on the water. However, with the'D' pump, we were no longer 'searching for glass' to chooseoff some of the better rough water machines.
In short, the 'D' pump may not pay bigdividends on glass water, but we live in a world were most guys want to racelonger than that first pass on the glass water. The D pump (with prop) is not aninexpensive modification. However if you want your modified GP1200 to be theabsolute king of a wind chopped piece of water, there is no better place tospend your money than on a Skat Trak 'D' pump.
Our email address is groupklemm@aol.com
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