1999 Longhorn Nautique Restoration Thread

Received a couple more pictures of the fiberglass work. Most of the repairs on the deck are done. Now they are focusing on rebuilding the edges of the deck and hull where the shoe box was screwed together. The boat has had a number of repairs, overhauls, and rub-rails in it's life so the edges of the deck and hull looked like swiss cheese once they were separated. The floor is slowly coming together. The rounded ski locker will be squared off and this area will become my sub-floor battery compartments. The stiffening ribs at the bow are being repaired and then a composite rib is being re-glassed in place. There will also be some horizontal stiffening ribs put in place along the gunnel. I feel like a ton of progress has been made in the last couple weeks! By mid month, they should have the hull flipped over so they can begin repairing and respraying gelcoat.

rosconole wrote: 8122pbrainard wrote: rosconole wrote: More power its going to make more heat, heat is the #1 killer of any transmission. Ross, From what component(s) in a marine trans is the heat generated with the extra HP? Many. A break down of the fluid can occur above a predetermined point.

rosconole wrote: Many

many what???

8122pbrainard wrote: rosconole wrote: More power its going to make more heat, heat is the #1 killer of any transmission. Ross, From what component(s) in a marine trans is the heat generated with the extra HP?

Many. A break down of the fluid can occur above a predetermined point.

If you get tight on space at the front of the motor box with the arrestor setup, you may have room to slightly shift the motor box forward from it's stock rear hinge placement. You may not need much, and you can leave some extra floor in that area when you test fit it all, then trim as needed. The limiting factor is space to the pylon. My memory says it's not much, so then you're talking about a relo of the pylon. Not sure how feasible that would be.

DHMcFadin wrote: KENO wrote: It might also reference on the arrestor, Underwriters Lab UL1111 approval or SAE J-1928 approval which satisfies the USCG The arrestor I have is straight from a PCM ZR409.

We already knew that and the question was whether you'd find something to fit under the engine box since that manifold and throttle body stick way out front and the arrestor adds some more length.

Then it turned into a whole new discussion about whether you needed a marine arrestor. (That would have been your easy way out)

I think it's pretty iffy whether it would fit, but you'll figure that out That's pretty flat and short already

KENO wrote: It might also reference on the arrestor, Underwriters Lab UL1111 approval or SAE J-1928 approval which satisfies the USCG

The arrestor I have is straight from a PCM ZR409.

8122pbrainard wrote: TRBenj wrote: I wouldn’t worry about the transmission. If Joe and all the 502ci pythons our there can’t kill it, you won’t either. If Joe didn't bust his trans, then I agree there is no concern. . DHMcFadin wrote: rosconole wrote: you might be ok with a larger oil cooler for awhile but looks like 80 series might be next step up. I already have a larger oil cooler ready to install. . Ross, Why the larger cooler? Unlike a automotive where there's slippage (oil shear) in the converter, a marine clutch packs are locked up. The only time there's gear to gear face slippage is in reverse when the planetary is rotating. I question the need for more cooling with more HP.

More power its going to make more heat, heat is the #1 killer of any transmission.

DHMcFadin wrote: Gary S wrote: I didn’t think you needed a “marine” flame arrestor, isn’t it considered a dry manifold ? So what’s the consensus on the flame arrestor. Would a throttle body screen be sufficient?

As some Kung Fu type guy once said............."Patience young grasshopper"

Ask yourself a few questions

1) Does this thing run on gasoline?

2) Does it suck air in through the throttle body ?

3) Can the engine backfire out the intake?

4) where does that backfire flame and energy want to go?

5) Why does my or any later GM based engines with multipoint fuel injection come equipped with a flame arrestor?

6) Why would this engine not need a flame arrestor?

One screen does not make a USCG flame arrestor either by the way

so awesome to watch!

Right, on injected engines I thought the flame arrestor was no longer a safety issue. Maybe I'm wrong about that?

Any alternatives or suggestions?

KENO wrote: By the way, do you have a marine flame arrestor for that setup that will clear all the pulleys etc. and fit under the engine box without hitting the front of the box?

I have a flame arrestor from a PCM ZR409 6.0. With the flame arrestor installed (the one in the video above) the intake sticks out further than the pulleys by about 3 inches. Not sure what I’m going to do there. May have build out the engine cover a little bit.

KENO wrote: DHMcFadin wrote: Kinda what I am thinking as well. I already have a larger oil cooler ready to install. My only concern with my current 40a is I have no idea how many hours are on it. Well since the boat has been in the family since new and has over 4000 hours on it (from the first post in this thread) somebody must know if the transmission has over 4000 hours too or if it's been rebuilt or replaced at some point. Everything else on the boat will be new or refurbished..................you know what you'll end up doing, it's only money. By the way, do you have a marine flame arrestor for that setup that will clear all the pulleys etc. and fit under the engine box without hitting the front of the box?

The trans was replaced in 2005. Unfortunately, Sail and Ski no longer has the service records dating that far back. I think it’s safe to assume the new trans has a 1000 hours

TRBenj wrote: I wouldn’t worry about the transmission. If Joe and all the 502ci pythons our there can’t kill it, you won’t either.

If Joe didn't bust his trans, then I agree there is no concern. .

DHMcFadin wrote: rosconole wrote: you might be ok with a larger oil cooler for awhile but looks like 80 series might be next step up. I already have a larger oil cooler ready to install. .

Ross,
Why the larger cooler? Unlike a automotive where there's slippage (oil shear) in the converter, a marine clutch packs are locked up. The only time there's gear to gear face slippage is in reverse when the planetary is rotating. I question the need for more cooling with more HP.

Should be a good package at that number!