Pascoe on 53 Hatt

[REBrueckner]

I happened to reread Pascoe's comments just now...man, is he WAY off in this section: (53 foot models '71 to '89)

http://www.yachtsurvey.com/boatreviews/Hatteras53.htm

Pascoe does not review the 52 and 55 foot Hatt models....I was wondering how he compared the three.....oops, he does discuss the 52 convertible...

For anyone interested, base prices for all 1991 Hatts are listed here:
http://www.yachtsurvey.com/boatreviews/hatteras52.htm


"The primary weak point is the 8V71TI engines which have a poor turbocharger/intercooler system. The two part AirResearch turbos are held together with acorn clamps that frequently crack and leak. And the intercoolers are notorious for getting clogged up with sludge and causing high engine temperatures. Plus the venerable 8V71 was never intended to put out this much power, so its being run on the edge of her power range. The Allison M20 gearboxes were another weak point. They had trouble with getting adequate lube oil to the upper shaft bearings, which was a design defect. Many of these got a fixit kit installed after the boxes went bang."

What up wit dat???? elsewhere he discusses 1 HP per cube as the threshold, so how does 435 HP in (8 x 71) 568 cubes at only 0.77 HP/cubein get even close?? I ran a pair of these in my 1972 YF for 11 years and never had a "clogged intercooler" and never touched the trannys...my turbos (AirResearch) were as far as I could tell original and I know I never touched them during my ownership....mechanics said they were clean and looked good during other refurburshment....

"Most of these boats through the early 80's had upsweep, water jacketed risers. Which means that if the riser leaks, as it eventually will, the water runs into the engine. Many of these systems were revised, others were not. Best to look for one that has insulated risers."

ok, I guess I'd agree here regarding preference for dry risers, but how many other engines also had water jacketed risers, natural or turbo.....

"Leaking windows in these boats were not much of a problem except for the Convertible front windshields, many of which have been removed and filled in."

Many DO have window leaks,especially salon side windows from poor caulking as has been discussed many times, and on a variety of models, any aft cabin portholes on the cabin sides usually have leaks....my 48YF did, others I looked at did, and so do a number of 53MY...you can usually see water stains on the aformosa......

 

[Passages]

Pascoe offers opinions, not gospel.

For example, based on his rave review of Walker AirSeps, I "upgraded" my intakes. That was a waste of $1800.

Still, he's more right than wrong in most boat musings.

btw, he's known to lurk here on HOF.

 

[rsmith]

There a couple of errors on the convert section the std hp was 525 and the allisis were MH gears. Im pretty sure the last year was 80 and they put the 8/92's in them that year.

 

[smoothmove]

Pascoe offers opinions, not gospel.

For example, based on his rave review of Walker AirSeps, I "upgraded" my intakes. That was a waste of $1800.

Still, he's more right than wrong in most boat musings.

btw, he's known to lurk here on HOF.

I sorta thought we had concluded he was dead.

Of course you did say "lurking"
ej

 

[rsmith]

"The primary weak point is the 8V71TI engines which have a poor turbocharger/intercooler system. The two part AirResearch turbos are held together with acorn clamps that frequently crack and leak"

I can attest to that first hand I was on a '76 46 that the turbo bracket mnt broke on and set the blankets on fire.

 

[MikeP]

Well, I don't know about him being wrong... The turbo is a poor design with the acorn clamp. Current turbos bolt the two halves together (most did, even back then). They don't do it now for exactly the reason he stated - leaks (and a less rigid assembly).

He is also correct about the intercoolers - they do collect sludge if there is any oil seal leakage in the turbos and he's right about the transmissions. The M20s needed an oil passage modification to keep from going boom and that mod is explained in the later editions of the tranny manual.

I have found his advice/opinions to be extremely useful and have never found that following his recommendations caused a problem. I HAVE found that NOT following them and doing it an "easier" way has caused me to have to do things over...

 

[jim rosenthal]

A better alternative to the AirSep is the Envirovent system made by Seaboard Marine in Oxnard, CA. I have them on my cummins 370s and they have worked very well.

I think Pascoe is wrong about the longevity of 8v71s at those power ratings. The biggest problem with yacht engines is that they sit for extended periods of time with nothing happening and then get started and run at high loads. Engines in workboat service see more frequent use and hold up better, even with high hourage.

 

[Glory]

A better alternative to the AirSep is the Envirovent system made by Seaboard Marine in Oxnard, CA. I have them on my cummins 370s and they have worked very well.

I think Pascoe is wrong about the longevity of 8v71s at those power ratings. The biggest problem with yacht engines is that they sit for extended periods of time with nothing happening and then get started and run at high loads. Engines in workboat service see more frequent use and hold up better, even with high hourage.

Work boats, as most industrial engines, are rated lower than the pleasure boat version, for example, I have seen 1271s at 265 HP in a fishing trawler.

That is a far cry from the 1271s at 650 HP or the later 870 HP.

I do however agree that an 871 can last a long time even pass the 8,000 hour mark with the correct care and use. I once looked at a '72, 47 Concorde MY with 871Ns with 13,000 hours, yes that is 13,000.

I don't plan on that, (13,000 that is), but I'm not planing to yank out any pistons until something fails or the engine sends a signal.

JM