And for those still following this marathon thread (hopefully you are still with me Rick!)...
Yep..... still here!
I may have brought home the weirdest pair of marine engines ever, but I am having fun trying to figure them out!
Jon, I think that your last sentence is an understatement
, and that you have the cart way ahead of the horse here!
These Chrysler engines are very likely from an entirely different set up. The copper exhaust system is likely custom made for that application only.
IMO, you need to first learn just what engine/transmission configuration your hull and prop shafts are set up for.
What I'm saying is; begin with what your hull requires..... NOT with how these Chrysler engines are currently configured. I think that you're working in reverse here.
Since this hull came to you minus engines/transmissions, you'll need to find a similar boat to look at.
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Although they used nice bronze parts......, these are threaded pipe fittings being used for sea water plumbing. I don't care for this, as they be internally restrictive at each male/female thread transition.
This shows copper pipe fittings that are certainly less restrictive at the interior.
View attachment 5947
This sea water introduction port (below) is rather goofy to me...
unless this is what you're calling "double wall".
I say
Goofy in that there is no "riser" here in terms of height. Any sea water entering the exhaust flow is right at the end of the main exhaust manifold. This would easily lend itself to what's called "water reversion", given the right rpm, intake/exhaust valve over-lap, etc.
But again....... this may be double wall, in which case it may be OK!
Today's exhaust manifold "Risers" or "Elbows" introduce the sea water at the down side at the elbow bend.
Add to this...... the above is very old and outdated technology, IMO.
BTW, the hose attached to the oil pan may be a remote drain hose.
If it's capped offed or plugged at the other end, I'll bet that's what it is.
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