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Many of our trawlers and cruising motorboats are equipped with twin engines driving twin propellers. And while many experienced sailboat rudder manufacturers type prefer a single engine for long range cruising, a properly equipped twin screw boat is capable of passagemaking with proper management. An often-asked question is how best to maximize the long distance capability in a vessel with twin engines. When the owners decide it is time to go on a long passage, perhaps even an ocean crossing, they must look for alternative sailboat rudder manufacturers type of increasing the number of miles they can squeeze out of each gallon of fuel to extend their range.

Aside from increasing the fuel capacity of the boat, what can be done to increase range with sufficient reserves for that long passage? There are several options available to long range twin screw owners who want more range-and some of these options have been successfully used to cross oceans. But there is no single strategy for all sailboat rudder manufacturers type and situations-a lot depends on your hull form and the particulars of your engine sailboat rudder manufacturers type equipment and drive train components.

We'll review these different strategies, and discuss the factors concerning each of. Remember, each may work for you, but it is up to you to try out the various strategies and determine the best for your own needs, vessel characteristics, and propulsion. Let's think of the basics about your hull driving through the water. There are many different powerboat hull sailboat rudder manufacturers type from full displacement, rounded bilge, keel boats that can never be driven faster than displacement speed, to hardchined semi-displacement boats that can operate at speeds above the displacement limits, to the fine entry sailboat rudder manufacturers type hulls that efficiently run at higher planing speeds.

These hulls are all quite different in their ability to travel through the water, and it is simply impossible to generalize long range procedures that fit all of these boats. In the faster hulls, it would be nice to believe it possible to make a mile passage at a thirty-knot cruising speed to optimize the gallons of fuel per hour consumed, but the weather and sea conditions might become overwhelming factors.

Trawlers are most effective when they are doing miles day-after-day at a constant rate of speed-like a turtle. Additionally, beam and waterline length are very important to the equation. A beamy boat often has engines mounted quite far apart, which certainly impacts the ability to run on one engine, especially if the boat has mechanical steering, requiring constant force on the helm, instead of hydraulic steering that automatically holds rudder set.

And a long hull will likely track much better than a smaller vessel, so each may require a different approach to maximize range. Running your Current Us Sailboat Manufacturers Zoom boat in calm water conditions, eliminating the distraction of wind, waves, and current, you can try different things to determine how to maximize range-at least in calm conditions.

Unfortunately, once you go off passagemaking, the actual conditions you'll encounter will never be quite as optimum, and your horsepower requirements will vary as conditions change. As wave height increases, so does the wetted surface of your boat, requiring more horsepower to drive the boat at the same speed.

Each boat is different, taking into account the fuel and water loads, number of crew, and onboard equipment-and conditions are constantly changing, so it is important to try each of the various strategies to really determine the best solution to the long distance question.

The point of all this is that there is no secret or magic panacea to the question. There are things that can be tried on your boat and it is a very worthy goal-especially if you want to expand your cruising territory. Understand the basic facts-it requires a certain amount of horsepower to push a given hull through the water at any given speed.

It might astound you to learn just how little power is required to propel a displacement or semi-displacement hull at speeds less sailboat rudder manufacturers type the maximum calculated hull speed.

But if this power requirement goes up, a diesel engine will require more fuel to produce more horsepower. This is usually calculated in number of pounds of fuel per brake horsepower. Decreasing sailboat rudder manufacturers type total resistance of the boat going through the water, as well as assuring that there is efficient propeller action are the two most important strategies that can be applied to all boats and conditions.

Even a small patch of barnacles or grass on your Current Sailboat Manufacturers Design hull or running gear can make a huge difference in overall resistance-and fuel economy. A handful of barnacles on the propeller will cause increased slippage due to the cavitation these critters create, and there will be increased fuel consumption because the propeller is harder to turn. Eliminate the wasted power absorption. Clean sailboat rudder manufacturers type boat's bottom and remove all barnacles from the propeller!

Liveaboard cruisers sit for long periods at anchor or at the dock, and cleaning the bottom in an annual haulout just doesn't cut it. Get a diver or have the boat hauled for a quick cleaning. Everything else aside, having a scrupulously clean bottom and drive line is the best way to increase overall range, no matter what hull type and size boat.

You probably already know that less fuel is burned when your sailboat rudder manufacturers type speed drops by even a couple of knots.

For example, in a Fleming 55 with standard engines, running at 10 knots burns approximately 9. Slowing the Fleming down to 8 knots reduces the fuel consumption considerably, cutting fuel burn by almost half. And that is with twin engines running. Similarly, a Grand Banks 42 Classic with twin hp diesels uses 14 gallons per hour at 11 knots. Reducing the speed of the GB42 to 9 knots cuts fuel consumption down to 6 gallons per hour.

These figures are rough examples, of course, and they don't sailboat rudder manufacturers type into account the many factors that affect fuel consumption-such as how the boat is loaded, sea conditions, or stabilizing gear. But you can see that running both engines at reduced displacement speeds can be quite economical and even miserly-increasing sailboat rudder manufacturers type overall range of the boat.

If you apply this strategy to a fast boat with a long easily-driven hull with a fine entry and two powerful diesels, you might still be running relatively fast-even with the engines almost idling. Such a thoroughbred is meant for speed, and idling the twin engines at a very low rpm is probably not good for long-term operation. Assuming long distance is still the goal, running both engines at slow rpms may not be a good strategy for this kind of boat.

If you shut down one engine, you can almost always count on using less fuel. Assuming your boat has adequately-sized engines that can each drive your boat to an acceptable cruising speed, this can be an effective strategy. The running gear of the unused engine propeller, strut, shaft and rudder are left still in the water, creating a tremendous amount of drag as the running engine moves the boat through the water.

Drive line drag increases exponentially as the one engine's speed increases. Dragging unused drive components through the water becomes a bigger problem if your boat has a broad beam, and the engines are far apart in the hull.

In some cases there is so much additional drag that the boat can't go in a straight line without a great deal of sailboat rudder manufacturers type deflection-which in turn creates yet additional drag-more wasted horsepower. The largest single source of drag from running one engine comes from the unused propeller- which opens up the age-old argument as to whether a spinning freewheeling propeller induces more drag than a propeller that has been locked.

How about removing the propeller? This is a rather serious option. Sailboat rudder manufacturers type, the whole point of this discussion is to find ways to maximize range, not disable the boat. Even on a long distance passage-in some conditions, speed and control are sailboat rudder manufacturers type more important than just maximizing range.

If you remove a propeller, you have eliminated the ability to use the second engine. An approaching weather system or a rough channel entrance may make things difficult. Just when you need all possible control-you want to have both engines up and running.

Remember, your ability to avoid a broach isn't helped at all by having off-center propulsion and sailboat rudder manufacturers type small rudder sailboat rudder manufacturers type slow speeds. You could use a sailboat rudder manufacturers type to compensate, but why create this situation in the first place?

A twin engine boat is sailboat rudder manufacturers type to run with both engines, so running a single propeller in a boat designed for two may also mean the single propeller will sailboat rudder manufacturers type be as effective as the seas build.

As waves increase in size, so does the wetted surface of the boat- requiring more horsepower to keep a given speed, which burns more fuel with the increased rpms. You may actually overload the single engine if conditions really deteriorate.

This is especially true if your boat has two smaller engines and your second engine will be just sitting there-useless. So it would seem the strategy of removing a propeller can put you in a dangerous situation without recourse. And diving over the side with the propeller and tools to reinstall the propeller is extremely dangerous in rough conditions.

One strategy that offers interesting possibilities is to run just one engine, but allow the second propeller to freewheel as the boat moves through the water. There is some drive line drag, with wear and tear to the drive line, but the second engine is still instantly available. For many years some marine transmission manufacturers sailboat rudder manufacturers type the pleasure boat industry advertised their units were or were not safe to be freewheeled.

Paragon Gear, for example, promoted their P-Series transmission for freewheeling without harm, while in the s Warner Gear Division was saying "we do not recommend freewheeling of our transmissions under any condition.

In later years it was determined that freewheeling was not as detrimental as originally thought- and by the Warner Gear Division of Borg Warner stated in its Marine Installation Manual "Under sail with the propeller turning, or at trolling speeds with one of two engines shut down, the design of the Velvet Drive gears maintains adequate cooling and lubrication.

This precaution was specifically targeted sailboat rudder manufacturers type large multihull sailboats engaged in ocean crossings, during which they freewheeled for days on end. Some Twin Disc and Caterpillar transmissions are built to freewheel, but you need to check your transmission to see if this is possible with your equipment.

One potential problem with this strategy is that as the freewheeling propeller turns, so do the gears in the transmission, generating heat. Since the engine is shut down, there is no cooling circuit available oil or water to maintain proper operating temperature- which may overheat the transmission.

If the transmission temperature gets too high after freewheeling for hours, it is a simple matter to start the engine-which will circulate the hot oil through the gear and oil cooler while the engine's water pump provides cooling water to drop the oil temperature. If the single engine is powerful enough to drive the boat at your calculated maximum-range speed, this sailboat rudder manufacturers type may be the most viable alternative- giving you the most flexibility in all conditions.

You can travel at reduced speed on one engine for most of your voyage, maybe even alternating engines. If conditions require more control or speed than is available from the off-center propulsion, the second engine is instantly brought online.

And all things considered, there will be a reduction in fuel consumption running one engine instead of both engines at slow speeds. Please note that if freewheeling is planned, a stop collar, or runaway collar, should be installed on the propeller shaft. This collar should be clamped on the shaft just forward of the packing gland-so that the shaft will be prevented from running away should the coupling set screws or bolts loosen while freewheeling.

Many cruising sailors can confirm the need for such a simple device. Think about what's happening-an engine-driven propeller is constantly pushing forward against the drive line, transmission and engine mounts. When the engine is shut down and the propeller now freewheels, the drag it creates pulls back in the opposite direction as it tries to pull the propeller and shaft right out of the back of the boat.

Different stress loads are occurring, and things might loosen. Play it safe-if you freewheel a propeller for long distance cruising, install a stop collar. Another possibility is to run one engine to drive the boat, and run the second engine in gear at slow speed and minimal fuel burn. This gets the second propeller turning to reduce drag although it may still have more drag than a freewheeling prop as the reduction gears limit the propeller's rpm.

This strategy reduces fuel consumption on the "off engine", and only actual measurement with an accurate fuel flow monitor will let you know if such a procedure significantly increases the overall range on your boat.

Check with your engine manufacturer for the best speeds to idle your engines. This strategy still uses more fuel than the freewheeling scenario, but may be a good tactic if freewheeling is not possible with your running gear.

There is support for the argument that a locked propeller produces less drag than one that is spinning. The benefits are obvious-if you lock the shaft from turning, all of the above-mentioned concerns for heat, wear and tear are removed. Support that a locked propeller produces less drag comes from the aviation world, where the turning rotor of a gyro-copter or helicopter sailboat rudder manufacturers type lost power can produce lift to support flight or ease the ship to the ground.

When the rotor is stopped from spinning, the reduced frontal blade area is not enough to support flight-and the aircraft falls from the sky! How do you stop the propeller from spinning while running on one engine?

Main point:

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