If you are shopping for a new boat, you'll find many of the more affordable models will incorporate a saildrive powertrain: diesel engine coupled to a gear leg. As we've discussed here before, there are some disadvantages of this gear for the active sailor (and every cruising sailor), altho' a number of advantages for the designer and builder. And if you're looking at a European-built boat, the engine will usually be a Volvo. One news tidbit I picked up from the Volvo factory folks at the London Boat Show is that they had heard so many complaints about their smaller saildrives providing no way to change the hyphoid (gear) oil in the sail leg without hauling the boat that that they designed a new gear leg which permits the gear oil to be sucked out in much the same way we suck or pump the lube oil out of an engine's crankcase. That's the good news. The bad news is that this is considered an option by Volvo and is never provided to the builder unless it is requested by them. So...for those few of you to whom this might apply, I'd encourage you to follow up with the Volvo distributor. BTW there's an article on saildrives in the February issue of SAIL. It struck me as a good journalistic example of how writing ends up being influenced by commercial interests, but at least it's somewhat informative. Jack
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Saildrives Still and Always, Inherently, will SU*K
Jack Thanks for the head's up. I read that. What nonsense. Saildrive STILL and almost will forever, engineer-ing-wise, Su*k for basically THAT very reason. Gee, does an impossible to get to important seal drive you over the top with servicing fervor? Makes me want to go change the oil on my 20 year old Universal M25 every two weeks. Thanks for the input.
Stu
Jack Thanks for the head's up. I read that. What nonsense. Saildrive STILL and almost will forever, engineer-ing-wise, Su*k for basically THAT very reason. Gee, does an impossible to get to important seal drive you over the top with servicing fervor? Makes me want to go change the oil on my 20 year old Universal M25 every two weeks. Thanks for the input.
StuI read that article too. Not a sail-drive fan.
It is just troubling to know that all that stands between you and the bottom of the ocean is that rubber bladder. Yikes! I will, for as long as I can help it, never buy a boat with a sail drive unit. Call me old fashioned. Fair Winds, Jack Beneteau 411 hull#84
It is just troubling to know that all that stands between you and the bottom of the ocean is that rubber bladder. Yikes! I will, for as long as I can help it, never buy a boat with a sail drive unit. Call me old fashioned. Fair Winds, Jack Beneteau 411 hull#84
Tim, you have a 'conventional' power train...
...which, for a sailboat, means your engine - via your transmission - turns a shaft which exits the hull, may/may not be supported by a strut and terminates in a propeller. Think of a saildrive as someone's notion to steal the outdrive from the powerboat next door, cut a hole in your hull right under the aft end of your engine, swap out your transmission for the outdrive, and then cover the hole with a rubber pad so the boat won't leak. Engine turns crank which, via universal gear, turns a vertical shaft which, via another universal gear, turns a stub shaft to which the prop is connected. If looking at your boat underwater, you would see a vertical leg (the gear leg, which has a bath of hypoid or gear oil in it) with a prop sticking out the bottom aft end. When manufactured for this purpose, these units are very space efficient. No shaft means no alignment issues, so usually a smoother running power train. The small footprint (no shaft alley, no fiddling with flax packing every few years) allows for more use of the interior volume, which looks great at the boat shows. Installing the components is easier, and so build costs are lowered. Everyone loves the idea until it comes time to live with the unit, and then the compromises start to make themselves known... Jack
...which, for a sailboat, means your engine - via your transmission - turns a shaft which exits the hull, may/may not be supported by a strut and terminates in a propeller. Think of a saildrive as someone's notion to steal the outdrive from the powerboat next door, cut a hole in your hull right under the aft end of your engine, swap out your transmission for the outdrive, and then cover the hole with a rubber pad so the boat won't leak. Engine turns crank which, via universal gear, turns a vertical shaft which, via another universal gear, turns a stub shaft to which the prop is connected. If looking at your boat underwater, you would see a vertical leg (the gear leg, which has a bath of hypoid or gear oil in it) with a prop sticking out the bottom aft end. When manufactured for this purpose, these units are very space efficient. No shaft means no alignment issues, so usually a smoother running power train. The small footprint (no shaft alley, no fiddling with flax packing every few years) allows for more use of the interior volume, which looks great at the boat shows. Installing the components is easier, and so build costs are lowered. Everyone loves the idea until it comes time to live with the unit, and then the compromises start to make themselves known... Jack
? Don't get it
Tim Wander down to a bookstore near you and thumb through the latest issue of the maagzine. You don't even have to buy it. They even have pictures, which will help you visualize it. Then, when you see a boat with it, you'll know to run, not walk, quickly to the nearest exit. *5 Stu
Tim Wander down to a bookstore near you and thumb through the latest issue of the maagzine. You don't even have to buy it. They even have pictures, which will help you visualize it. Then, when you see a boat with it, you'll know to run, not walk, quickly to the nearest exit. *5 Stu
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