Using the boat speed calculator, David Gerr’s
formula, I’ve calculated with the above figures, that the vessel has a theoreticalSL Ratio of 1.37 as opposed to a traditional
monohulls SL Ratio of 1.34. The reason that this boat can feasibly go beyond the
traditional displacement hull speed is that
it is lighter than the traditional monohull. This gives a maximum feasible hull
speed of 6.33 Knots. This speed would however require around 17HP.
Looking at the hull speed calculator’s
power required chart, the first thing that jumps out is the power required rises
almost exponentially as speed increases. For example 5.6 Kts (88% of top speed)
only requires 10HP! You need to more than double the HP to get that last 20% of
top speed, hardly seems worth it. But that of course, that depends on the particular
application and requirements of the owner. For a number of reasons however, in my
case, it is not.
I’m not sure who installed the motor, or what they were thinking, but it’s
almost a perfect example of how not to do it. The motor was sized and mounted incorrectly
and the propeller was completely wrong. A 30HP, regular go fast two stroke outboard,
hanging off the transom, which incidentally wasn’t designed to hold a motor
of any size. The result was an extremely inefficient and problematic arrangement.
By the results, a motor with 1/3 of the HP and using less than ¼ of the fuel
pushes her at the same top speed!! This is simply due to a more appropriate gear
ratio (a go slow outboard) and propeller selection.
I’ve determined from the calculations that a 10HP engine is sufficient for
my application. The reasons I am not putting in the full 20HP engine are: Firstly,
being a catamaran she is very weight sensitive and I would like to take her on extended
cruses which means more water, provisions etc., I could use the extra 100lb in engine
weight and the weight of the additional fuel needed. Of course, some would argue
that the additional 10HP is for safety, so I could put a 20HP engine in and only
use 10HP but then the propeller would be inefficient at ten because it’ll
be sized for twenty and knowing myself, if I had twenty I would probably use it.
Secondly, cost, I managed to get my hands on a new, old stock, 9.9 Yamaha high thrust
four stroke for a reasonable price. I would of course have preferred a diesel but
this with installation and the myriad of marinization parts would have been cost
prohibitive (almost double).
The high thrust (HT) label on the outboard is of key importance in this application,
simply for the slower shaft speed that it provides, which allows for a larger and
more efficient propeller. A standard two stroke of the same size would have provided
very different results. Under around 35 knots, which is where most of us spend our
time, bigger is better… that is to say, a larger diameter propeller is more
efficient, but in order to swing a larger diameter prop you need a lower gear ratio
i.e. slower shaft speed hence the “High thrust”. Considering that on
displacement hulls propellers are generally around 55% efficient and often less,
propeller diameter is the single biggest determinant of overall efficiency.
Major outboard manufacturers these days rate the horse power at the shaft, so I
don’t have to compensate for friction losses in the gearbox or exhaust back
pressure like I would with a diesel. This 9.9HT engine should give me close to 10HP
at the shaft or SHP.
Using the Bp-Delta charts produced from propellers of various sizes, I’m able
to determine if the stock outboard propeller is sufficient or if I need to go find
a closer match. The stock propeller is an 11.25 inch diameter and 9.75 inch pitch.
First, speed of propeller advance is different to boat speed through the water.
Due to the fact that friction of the boat and its appendages with the water drags
water along and the propeller moves slower than the boat through the water. The
wake factor can be calculated from the block coefficient. In this case however the
propeller is below the center cockpit between the hulls as opposed to behind a hull
so will be moving much closer to boat speed though the water. Probably around 99%?
Using the power factor and pitch ratio on the Bp-Delta charts, gives me an efficiency
of around 45% and a speed of around 5.5 Knots which is reasonable but not optimal.
As always, a larger diameter prop with a slower shaft RPM would be better but with
this being an outboard it is not possible to change the reduction gear. In addition
the propeller has a little too much pitch, so the propeller power curve will cross
the engine power curve at around 90% which means the pitch will actually bring the
top RPM down overloading the engine a bit. But it’s the closest fit available
from Yamaha for this motor, so it’s going to have to do, and the results are
The test results are promising with the current displacement approximately 6000lb
on a sunny morning with a touch of wind on Ensenada harbor:
The calculations using the boat speed calculator with estimated current displacement
(6000lb) are pretty close 4.6, 5.35 and 5.83 Knots respectively. The calculations
assume 55% efficiency at the prop, so they are pretty damn spot on. Fully loaded,
she should max out around 5.5 Knots which is good enough for a snail, even a psycho