After reading all these threads with everyone building DE's, I had to pull the trigger myself. Below is the first picture from H&H of the Osmond Beal 32 hull fresh out of the mold. It should be in the Clark Island Boat Works (www.clarkislandboatworks.com) shop on Thursday.
I will try and keep regular updates here as I have really enjoyed reading the various threads and have gotten a lot of ideas from the people who have already gone through this process.
The boat is going to be used for fishing (not commercial - tuna, wahoo etc. off Bermuda) and family, wife insisted on the creature comforts. As for the engine, still split between Yanmar 440 and the Cummins QSB5.9 440 - I keep bouncing back and forth, but need to make my mind up soon.
Bermuda, I'm a Cummins guy, repowering my 31 Blackfin with a pr. of mechanical 6BTA370s.
There is your identical boat 32 H&H in MA with a Yanmar 500.
My question for you, do you think 440 ponies will be enough for your long term real world usage?? The Cummins QSB is hands down better than the Yanmar, but did you consider something beefier like a QSC 8.3 500
As you know the QSBs are rated from 380 to 480 hp. Well designed but it's asing alot of an engine to pull 440 ponies out of 5.9 liters.
Me I would have considered 500 ponies out of 8.3 liters. Just a thought.
Bermuda, do us all a favor.......no scrimping with the digital pics !!!
P.S. The following is a response to a question I presented to a Cummins expert on boatdiesel.com asking how in heck Cummins can squeeze 480 hp out of a QSB. Here was a response Interesting reading:
Paul Foulston: Bill, There is actually very little common about the block B Vs QSB. However lets get down to some basics. The plain old B loved to scream with no ill effects as the Dodge Ram guys know, in fact it loves to spin around 3200 all day where there no hint of crank activitity at all. Bearing in mind that the B crank does not run into trouble until 4200 rpm, other than a torsional grumble at 2700 rpm bottom end is incredibly robust and torsional free. If you ever get to lay a Yanmar LY crank on the floor alongside a B the 3,300 rpm Yanmar crank which looks like a bent pin and nobody questions it. QSB did not need anything doing to the bottom end up to 380 Hp. The big deal is heat. Power equals heat. Once over 350 Hp the old B block has difficulty getting the heat out of the piston crown. The 91 block refinements improved piston cooling. The 370B has had a small piston design change since it first came out to make it more tolerant to abuse. ISB base motor design recognised the need release more power out of 5.9 liters to match the capability of the bottom end. As I said power is heat. The radical and simple piston cooling nozzles in the main bearing saddle of the B were no longer up to the job. ISB was designed from the outset with ´J´ jet under piston cooling nozzles just under the bottom of the bore in order that the oil jet travel was far shorter and better targeted on the underside of the piston. New higher capacity lube pump and cooler came as part of the ISB. The whole ISB block was redesigned and has far greater tensile strength than B Storm block as well as noise reduction benefits. QSB marine was slow off the blocks, the original top rating of 380 was all about using the 370B cooling package, bear in mind QSB 380 is 375 proper Hp 370B is 355 proper Hp. Higher ratings had to wait for a more capable cooling package. Right out of the box ISB proved to be a potential powerhouse and Cummins subcontracted Ricardo to develop ISB for military ´funny´ applications and 500 Hp came straight out of the box. That was in 2001. However what was apparent was the need to get the fluids pumping around the engine and this work saw the capability of the four valve head to continue to follow at high rpm´s. The four valve head actually demonstrated a better valve control than the two valve B at high rpm, probably due to the lower inertia of the valves. QSB 425 came out with a large heat exchanger an even larger oil cooler, still 3000 rpm rated speed. However Cummins is ultra conservative and they developed a unique con rod with an even larger pin bore than a normal 5.9 which is already generous. I think the larger pin bore is borrowed from the 6.7. If you take the QSB 425 as a base platform and improve the coolant flows by spinning it faster the power grows accordingly. If you consider the 480 will have been signed off at 10% overfuel overspeed for 500 hours before anybody even considered letting it loose to the public you realise what the capability of the engine is. Although the 440/480 benefit from the more muscular rods of the QSB425 the part#´s are different even though they look identical, I suspect they a balanced assemblies. I have been very close to a pair of QSB´s in a raceboat running at 3600 rpm all season with calibrations of over 600 Hp at times. Yes an engine blew. Why too much oil, same old story, oil level becomes super critical at 3600 rpm, increased windage in the pan causes aeration of the lube oil and lube temperature rockets. Boat ran a race with 20 psi lube pressue at 3600 and 600+ Hp! and the crank held out but the block split around the area of main bearings, but it held together. Problem solved with CAREFUL calibration of oil pan. New engine sat at 60 psi at 3,600 at the end of a days racing without any issues after that. To sum up the 3400 rpm QSB certainly not a marginal product it is not the Cummins way. What limits the engine from developing even more power? Just the lube oil cooler design, you just cannot cram any more plates in there. Once Cummins have solved that one like they did with the piston cooling jets somebody will be asking all the same questions about some even higher rating.