A clearer look at prize money, rules changes, media expansion, and stability across offshore, tunnel, outboard, and drag boat racing! The International Hot Rod Association’s (IHRA) 2025 entry into powerboat racing marks one of the most dramatic shifts the sport has seen in decades. With IHRA acquiring P1 Offshore  (announced October 17, 2025) and F1 Powerboat Racing  (announced December 11–12, 2025), CEO Darryl Cuttell  has signaled an ambitious plan to unify offshore racing, tunnel boat racing, outboard racing, and drag boat racing under a multi-discipline motorsports umbrella. Supporters see bigger purses, more structure, and global media opportunities. Critics question the pace of expansion, the level of consolidation, and whether long-term sustainability can match short-term excitement. Here are 10 real impacts  shaping how teams, fans, and sponsors should prepare for the next era. 1) Big Purses Will Reshape Competitive Strategy IHRA has committed to $2 million in prize money for 2026 offshore racing , including major payouts tied to events such as Key West, plus an additional $500,000 targeted for F1 tunnel boat racing . These numbers dwarf typical purses in many marine racing categories and are attracting new and returning teams. Momentum is already visible: 98 boats registered for the 2025 Race World Offshore Key West World Championships , signaling strong interest heading into the transition. 2) Unified Rules and Scheduling Will Change Entries A core part of the IHRA strategy is to reduce fragmentation by aligning rulebooks, safety standards, and scheduling across offshore, tunnel, outboard, and drag boat racing. If executed well, this could: Simplify cross-disciplinary participation Reduce contradictory tech rules Make events easier for broadcasters and sponsors to support However, a more centralized system may also limit experimentation among smaller independent series. Tim Seebold , now part of IHRA’s leadership team, brings deep competitive and organizational experience—his career includes 37 U.S. Formula One wins,  and the Seebold name carries decades of credibility. 3) Expanded Media Brings Boat Racing to New Audiences IHRA’s integration with SPEED SPORT 1  and other broadcast partners means more consistent, professional coverage of offshore and tunnel boat racing. This visibility can: Increase sponsorship value Attract new fans unfamiliar with powerboat racing Help unify branding across disciplines Smaller events that can’t meet production requirements, however, may lose some spotlight as the sport shifts toward a polished national presentation. 4) Investments Aim to Reduce Barriers for Racers IHRA has emphasized logistical support—tow funds, operational standardization, and stronger event infrastructure—particularly in drag boat racing. These changes can reduce costs and uncertainty for traveling teams. Yet expansion has not been without controversy. Confusion surrounding the attempted purchase of Maryland International Raceway , followed by public clarification and legal tension, showed how fragile trust can be during rapid growth. Teams will be watching closely to see whether future acquisitions unfold more smoothly. 5) Development Ladders Are Expanding for New Racers IHRA’s plan includes clearer entry-level and rookie pathways, particularly within tunnel boat racing. Strong development systems are critical as the sport faces an aging driver pool and rising equipment costs. A more unified structure can make it easier for young racers to understand the steps from grassroots programs to elite offshore and F1 competition—though participation fees or compliance requirements will need careful balancing to avoid pricing out newcomers. 6) Professionalism Expected to Rise Across Disciplines With higher speeds and bigger budgets, safety oversight becomes more important than ever. IHRA’s leadership has emphasized racer-first standards, and bringing multiple forms of racing under one governing body can create: Clearer rescue protocols Unified technical inspections Better data sharing for accident analysis The heritage behind the initiative is notable: Bill Seebold Jr. , patriarch of the Seebold racing family, amassed 69 world and national titles and more than 900 race wins , shaping modern approaches to equipment and driver protection. 7) Tech, Talent, and Team Crossover Will Accelerate Unifying racing categories encourages movement between them. Offshore, tunnel, and drag boat teams may share technologies, testing resources, and even drivers. Engine development, rigging strategies, and aerodynamic ideas traditionally tied to specific classes could spread more rapidly. This growth in crossover is exciting, but some fans worry it may blur the identity of highly specialized formats—especially tunnel boat racing, where class-specific purity is part of the culture. 8) Sponsorship Opportunities Grow with the Platform By offering an integrated “one-stop” motorsports platform, IHRA is giving brands: Multi-series exposure More predictable event calendars Higher-quality media assets This makes marine racing more competitive with mainstream motorsports for corporate investment. At the same time, consolidation can raise concerns for companies that prefer diversified ecosystems rather than a single dominant sanctioning body. IHRA’s expanding slate—which also includes snowmobile competition and traditional drag racing—creates new cross-season promotional opportunities that may appeal to year-round sponsors. 9) Fan Experience Could Improve Larger events, stronger media production, and unified branding could make powerboat racing easier for casual fans to follow. Tunnel boat and offshore events are poised to gain the most from packaged weekends and consistent presentation. But the sport’s audience is increasingly sensitive to transparency. Missteps—like confusing acquisition announcements or unclear rule changes—risk alienating fans who expect professionalism from a rapidly growing organization. 10) Long-Term Depends on Trust and Stability The vision behind IHRA’s powerboat expansion is bold: a unified marine racing ecosystem with standardized rules, strong media infrastructure, and large-scale financial incentives. But ambition alone won’t secure the future. Sustainability will depend on: Delivering promised purses Maintaining open communication Ensuring teams feel included, not overshadowed Keeping expansion financially balanced If IHRA can pair its rapid growth with long-term stability, offshore, outboard, tunnel, and drag boat racing could enter a new era of visibility and opportunity. Final Word IHRA’s 2025–2026 moves represent one of the most aggressive transformations in modern powerboat racing. The opportunities are enormous—so are the challenges. Whether this becomes a renaissance or a recalibration will depend on execution, transparency, and racer confidence.

A big bore kit, also known as a top-end kit, is an upgrade for a 2-stroke outboard high-performance engine that increases the engine's displacement by enlarging the cylinder bore size and replacing the pistons and rings. This rebuild modification allows for increased air/fuel mixture into the engine's combustion chamber and high compression with the same size combustion chambers, resulting in increased power output and torque. By increasing the engine's displacement, a big bore kit can enhance the overall performance of the engine, providing more horsepower and better acceleration for applications such as racing or high-speed boating. To calculate the HP increase in a Mercury 2.5 Liter racing outboard when the engine displacement is increased to 2.6L, we need to know the exact HP rating and/ or configuration of the original engine. However, we can make an educated estimate based on typical HP ratings for engines of this size. We know the Mercury V6 2.5L 2-stroke outboard engine was produced to make anywhere from 150 to 300 HP, depending on the specific model and design. Assuming a baseline HP rating of 200 for the Mercury 2.5L outboard, an increase in displacement to 2.6L might result in a 2-5% increase in HP. This is based on the assumption that other factors such as engine design, compression ratio, and fuel quality remain constant. So, the HP increase might range from 4 to 10 HP, resulting in a new HP rating of 204 to 210 HP. It is essential to ensure that the engine is properly tuned and maintained after installing a big bore kit to optimize performance and prevent any potential damage.

Upgrading to lightweight slip-fit wrist pins in your next Mercury 2-stroke V6 outboard (2.0, 2.4, 2.5 Liter) powerhead rebuild will enhance engine performance for outboard drag, tunnel boat, endurance, closed course (circle) and river racers. Here’s how: Reduced Reciprocating Mass: The lighter weight of these wrist pins reduces the reciprocating mass within the engine’s rotating assembly. This decrease allows the engine to operate more efficiently, leading to improved engine responsiveness and higher RPM capability. Enhanced Acceleration: With a lower rotational mass, your outboard’s engine can achieve faster acceleration and better throttle response. This upgrade is crucial for those seeking quicker hole shots and high-performance boating. Decreased Component Stress: Lightweight wrist pins reduce the stress on internal engine components like the connecting rods and crankshaft. This reduction in stress can increase the durability and longevity of your engine, especially under high RPM conditions or heavy load. Potential for Higher RPMs: By lowering the inertia of the engine’s reciprocating parts, lightweight wrist pins can allow for safer operation at higher RPMs, resulting in greater top speed and overall engine power output. This is particularly beneficial for racing or high-performance marine applications. Incorporating lightweight slip-fit wrist pins is a strategic upgrade for any Mercury 2-stroke V6 (150 Black Max, 175 HP, 200 HP, XR2, XR4, XR6, XRI, 225 Pro Max, SST-120, S3000, F1, 260 EFI, 280 ROS, 300 Drag) outboard engine build, offering benefits such as improved engine efficiency, power, and reliability—key factors for achieving peak performance on the water.

Best Fuel for Old 2-Stroke Outboards: Ethanol vs Recreational Gas for Mercury, Johnson, Evinrude, Yamaha, OMC! If you own a legacy 2-stroke outboard and you’re filling up at today’s gas pumps, you’re running fuel that your engine was never originally designed to see. Modern gasoline with ethanol, typically E10  (up to 10% ethanol), behaves very differently than the straight gasoline that powered classic Mercury, Johnson, Evinrude, Yamaha, and Tohatsu  2-stroke outboards for decades. For performance-minded owners and racers, understanding the difference between ethanol pump gas  and recreational ethanol-free fuel  is critical. It affects tuning, reliability, storage, and ultimately how long your engine lives. This technical guide breaks down what changed, what it means for your legacy 2-stroke, and how to fuel and set up your outboard for today’s gasoline. From Old-School Gas to Modern Ethanol Blends When older 2-stroke outboards were designed, they ran on conventional gasoline with no ethanol and different additive packages. Today, most roadside fuel is reformulated gasoline  with ethanol  added as an oxygenate to reduce emissions. Key differences between old fuel and modern ethanol blends: Ethanol content  – Most pump gas is E10 (up to 10% ethanol by volume). Ethanol carries oxygen and has less energy per gallon than pure gasoline. Energy content  – Ethanol-blended fuel has slightly lower BTU content, which can translate into a leaner effective mixture and a small drop in power and fuel economy. Hygroscopic behavior  – Ethanol attracts water from humid air and can lead to phase separation in storage. Solvent action  – Ethanol can loosen varnish and deposits in old fuel systems, and can be harder on certain older rubbers and plastics. Your legacy 2-stroke outboard will usually run on E10, but ignoring these differences is how you end up with clogged carbs, water-contaminated fuel, or a lean-burned piston. How Ethanol Affects Legacy 2-Stroke Outboards Whether you run a Mercury 2.5L , a Johnson / Evinrude looper , a Yamaha V4/V6 , or a Tohatsu 2-stroke , the fundamentals are the same. Here’s what modern ethanol fuel does to older two-stroke outboards. 1. Leaner Effective Mixture Ethanol contains oxygen and less energy per unit volume than pure gasoline. When you pour E10 into a carbureted 2-stroke that was jetted for old fuel, the carburetor doesn’t know the difference – it meters roughly the same volume. But because the fuel has less energy and contains oxygen, the engine sees a leaner effective air–fuel ratio . For stock or lightly modified fishing engines that are correctly jetted and timed, this is usually safe. For high-compression, high-RPM, or performance-ported engines , that leaner mixture cuts into your margin of safety and increases the risk of: Detonation or “pinging” under load Elevated exhaust gas and piston temperatures Scuffed pistons and ring land damage If your 2-stroke is set up on the ragged edge for max power, common Pump Fuel (E10) is not “just gas” – it’s a tuning factor. 2. Slight Power and Economy Loss Because ethanol has less energy than pure gasoline, most engines see: A slight drop in top-end power A small reduction in fuel economy On a stock fishing outboard this may be barely noticeable. On a dialed-in performance motor, you may see a difference in RPM and throttle response. 3. Fuel System Clean-Out and Contamination Ethanol acts as a solvent and can loosen old varnish and deposits inside tanks, lines, and carburetors. This is especially true when a boat that sat with old fuel is suddenly fed fresh E10. The result can be: Clogged filters and water separators Restricted carb jets and idle circuits Debris in needle seats and inlet screens When transitioning an older outboard to ethanol fuel, it is common to need more frequent filter changes  and sometimes a full carburetor cleaning or rebuild  as the system “cleans itself out.” 4. Compatibility With Older Rubber and Plastic Many engines and boats built after roughly the early 1980s use fuel system components that tolerate ethanol well. Older hoses, bulbs, and seals, however, may soften, crack, or weep. For any legacy Mercury, OMC (Johnson / Evinrude), Yamaha, or Tohatsu outboard that will see E10, you should: Replace old gray or soft fuel line with ethanol-rated USCG-approved hose Install a fresh, good-quality primer bulb  designed for ethanol-blended fuel Inspect all under-cowl fuel hoses, grommets, and seals and replace anything hardened or cracked This is cheap insurance compared to a lean failure caused by an air leak or a collapsed hose. 5. Water, Phase Separation, and Storage Ethanol is hygroscopic – it absorbs water from the air. Over time in a vented boat tank, moisture can accumulate. When water content climbs high enough, ethanol and water can separate out of the gasoline and settle at the bottom of the tank as a heavy layer. That layer is what your fuel pickup will grab first when you start the engine after storage. Consequences can include: Hard starting and rough running Corrosion inside carbs, pumps, and injectors Severe lean conditions if the main gasoline layer is depleted This is one of the biggest drawbacks of E10 in seasonal, rarely used, or stored boats  and a major reason many owners move to recreational ethanol-free marine fuel  whenever possible. Fuel Choices: E10 vs Recreational Ethanol-Free Fuel For most two-stroke outboard owners today, the realistic options are: E10 pump gas  (up to 10% ethanol) Recreational ethanol-free marine fuel  (often labeled REC-89, REC-90, REC-93 non-ethanol, or boat fuel) (E10) Pump Gas - Often 87, 89, 91, 93 Octane E10 is the default at most roadside gas stations. For a modernized, well-maintained fuel system and a stock or mildly modified engine, it can work reliably if you: Use fresh fuel  and avoid long storage with E10 Upgrade to ethanol-rated hose and components Install and regularly service a 10-micron water-separating fuel filter Ensure carburetor jetting and ignition timing are correct for the load and environment For many everyday fishing outboards, E10 is acceptable as long as you pay attention to maintenance. Recreational / Ethanol-Free Fuel (i.e. REC-90) Recreational gasoline or “marine fuel” is ethanol-free and much closer to what older outboards were designed to run on. Benefits include: No ethanol, so no phase separation  and reduced water absorption issues Higher energy content , which can improve throttle response and fuel economy A slightly richer effective mixture, which is gentler on high-output 2-strokes Less aggressive behavior toward older hoses and seals For high-performance Mercury 2.5L racing builds , hot Johnson/Evinrude loopers, performance Yamaha outboards, and any legacy 2-stroke that lives at high RPM and heavy load, ethanol-free fuel is strongly preferred . It is also ideal for boats that sit between outings or are stored seasonally. A smart strategy for many owners is to run E10 when necessary but switch to ethanol-free fuel for the last few outings of the season, stabilize that fuel, and store the boat with an ethanol-free mixture in the tank and system. Tuning Tips for Running E10 in Legacy 2-Strokes If you must or choose to run E10 in older Mercury, Johnson, Evinrude, Yamaha, or Tohatsu 2-stroke outboards, take the time to set the engine up correctly. Modernize the Fuel System Replace any questionable components in the fuel path: Tank pickup and lines Primer bulb Under-cowl fuel hoses Quick-connect fittings Use ethanol-compatible marine hose  and quality clamps. Air leaks in the suction side of the system can lean out the engine and cause surging at high RPM. Add a Water-Separating Fuel Filter (Unless you Drain Your Fuel Regularly) Legacy 2-stroke running E10 should have a 10-micron water-separating fuel filter  between the tank and the engine. This filter captures both water and loosened contaminants from the tank, protecting carburetors or injectors. Mount it where it is easy to inspect and change. For boats transitioning from old fuel to E10, plan on early filter changes until the system stabilizes. Check Jetting, Mixture, and Sync On carbureted engines: Verify that carb synchronization is correct Confirm idle mixture and transition circuits are clean and properly adjusted Consider slightly richer main jetting on heavily loaded or performance applications when using E10, especially in hot weather and heavy boats A plug check at your typical cruise and WOT settings is invaluable. On high-performance engines, many builders choose to tune assuming ethanol fuel so that a surprise tank of E10 doesn’t push the engine over the edge. Verify Ignition Timing and Cooling Running slightly leaner on E10 means the engine has less thermal margin. Make sure: Ignition timing is set to factory specification or slightly conservative  for performance builds The cooling system is healthy: fresh water pump impeller, clear passages, working thermostats or poppet valves Do not push timing or compression to the edge and then add ethanol on top. Build in margin. Use Quality Oil at the Correct Ratio Two-stroke oil is part of your fuel system. Use a premium TC-W3 outboard oil Mix at the ratio recommended by the manufacturer or set your oil injection system correctly Resist the urge to run less oil “because modern fuel and oil are better” – that logic, plus leaner fuel from ethanol, is a fast way to damage a high-output 2-stroke Storage Strategy for Legacy 2-Stroke Outboards How you store your fuel matters just as much as what fuel you choose. For boats running on common Pump Gas ( E10) : Avoid letting E10 sit in vented tanks for long periods Either run the tank down and drain carburetors, or stabilize a full tank of known-fresh fuel and run the engine long enough to pull treated fuel through the system Store in a cool, dry environment wherever possible to reduce moisture absorption For boats using ethanol-free recreational fuel , storage is more forgiving, especially when combined with a good marine fuel stabilizer. Many owners deliberately switch to ethanol-free REC-90  for the last stretch of the season and store the boat with ethanol-free fuel in the tank and carbs. Regardless of fuel type, always: Run the engine on the hose or in the water after winterization or layup work to confirm proper operation Check the water-separating filter at the start of each season and replace it if there is any sign of water or sludge Brand-Specific Considerations (Mercury, OMC, Yamaha, Tohatsu) While each manufacturer publishes its own specifications and guidance, the practical rules for running legacy 2-strokes on modern fuel are very similar across brands: Mercury  – Many classic 2.0L, 2.4L, and 2.5L carbureted V6 engines can operate on E10 if correctly jetted, with a clean, ethanol-capable fuel system and proper filtration. Performance builds benefit from ethanol-free premium or racing fuel and careful jetting. OMC / Johnson / Evinrude  – Loop-charged and cross-flow engines will run on E10 but can be sensitive to lean conditions, dirty carbs, and weak fuel pumps. Ethanol-free gas and rich, safe jetting are especially important for high-RPM or ported engines. Yamaha  – Many Yamaha 2-stroke outboards tolerate E10 well when maintained, but their precision carburetion and, on some models, oil injection systems make clean fuel and a healthy fuel system crucial. Tohatsu  – Smaller two-stroke Tohatsu engines are robust, but like the others, they benefit from ethanol-rated fuel components, proper filtration, and preference for ethanol-free marine gasoline where available. In all cases, fuel quality, filtration, and correct tuning matter more today than they did when these engines were new . Key Takeaways for Legacy 2-Stroke Fueling If you want your older 2-stroke outboard to survive and perform on modern gasoline: Recognize that E10 is different : slightly leaner, lower energy, and more sensitive to storage. Modernize your fuel system  with ethanol-rated components and a quality water-separating filter. Take the time to tune carburetion and timing  for the fuel you’re actually running. For high-output, high-RPM, or racing applications, strongly consider recreational ethanol-free marine fuel  with proper octane. Treat long-term storage as a fueling decision, not just a fogging and anti-freeze job. Legacy Mercury, Johnson, Evinrude, Yamaha, and Tohatsu 2-stroke outboards  can run safely on today’s fuels – but they will not tolerate being treated like they’re living in 1985. Understand the fuel, set the system up correctly, and your 2-stroke will keep pulling hard, season after season. *All Octane Numbers in this article are based on the common AKI Rating used in the USA.

Analysis of the 7 Mercury Racing APX Gear Ratios with an 18-Pitch Propeller and 20% Slip We conducted a theoretical analysis to examine the performance of Mercury Racing APX Outboards (200 V6, 250 V8, and 360 V8 models) and the seven (7) available OEM gear ratios from the Factory. These gears can be changed in the overdrive box! We factored in the 1.13 final drive ratio found in the current SuperSpeed Master #4 (SSM4) drive, an 18-pitch propeller, and a typical 20% propeller slip found on F1 Tunnel Boats. The impact of these configurations on speed and torque provides insights for optimizing race setups. Mercury Racing APX Gear Ratios and Performance Data The table below presents the adjusted gear ratios, peak propeller shaft speeds, and calculated top speeds for V8 and V6 engines: Gear Ratio Overall Ratio (1.13) Peak Prop Shaft Speed (V8) Peak Prop Shaft Speed (V6) Top Speed (V8, mph) Top Speed (V6, mph) 0.667 0.754 9,259 9,055 126.26 123.48 0.714 0.807 8,756 8,564 119.40 116.78 0.724 0.818 8,672 8,483 118.25 115.68 0.739 0.835 8,483 8,302 115.68 113.21 0.765 0.864 8,191 8,024 111.70 109.42 0.786 0.889 7,987 7,823 109.05 107.00 0.818 0.926 7,718 7,551 105.85 103.55 Key Findings Maximizing Top Speed : The 0.667 gear ratio  delivers the highest top speed for both V8 and V6 engines, reaching 126.26 mph (V8)  and 123.48 mph (V6) . This configuration is best for flat-water or top speed racing. Prioritizing Torque and Acceleration : Higher gear ratios like 0.765 , 0.786 , and 0.818  provide more torque at the expense of top speed. These configurations excel in rough water or technical courses requiring rapid acceleration and precise handling. Balanced Configurations : Ratios such as 0.724  and 0.739  (Stock on the APX 360) offer a balance of speed and torque, making them suitable for circuits with mixed conditions, including straights and tight turns. Effect of the 1.13 Final Drive Ratio : The final drive ratio slightly reduces prop shaft speeds to better match prop speeds found on the legacy 2-stroke S3000, F1 and SST-120 while enhancing durability and efficiency, ensuring consistent performance under demanding conditions. Practical Applications for Racers Top Speed : For straight-line speed dominance, the 0.667  gear ratio is ideal, especially in calm water with minimal resistance. Technical Race Courses : In courses with sharp turns or rough water, ratios like 0.786  or 0.818  (Stock on the APX 200 V6 and APX 250 V8) improve acceleration and cornering capabilities. Class-Restricted Competitions : The APEX 200/250  engines with the 0.818 ratio  provide dependable torque for restricted power classes, while the APX 360 with the 0.739  thrives in high-performance scenarios with lower gear ratios. Overdrive Gear Teeth Count 0.667  (20/30) Unobtainable 0.714  (25/35) Available (Contact Mike Hill at +1-714-697-1716) 0.724  (21/29) Unobtainable 0.739  (17/23) Homologated for V8 360 APX 0.765  (26/34) Available (Contact Mike Hill at +1-714-697-1716) 0.786  (22/28) Available (Contact Mike Hill at +1-714-697-1716) 0.818  (18/22) Homologated for the V6 200 & V8 250 APX The teeth count is required for APBA US F1, F200, F150, Champ, and UIM F1H20 Tech Inspection. For instance, the 250 APX is currently legal to run only the 22-tooth and 18-tooth gear set. Special Event races may allow other gear set combinations. Conclusion The choice of gear ratio is critical for achieving the desired balance of speed and torque. With an 18-pitch propeller and 20% slip, racers can fine-tune their Mercury Racing APX outboards to excel in specific racing conditions. By leveraging the insights from this analysis, crew chiefs and boat racers can optimize their configurations for maximum performance and competitive advantage. Check out our New DDT Scan Tool for the APX 200, 250, 360 and more!

The story of König outboard engines: record-setting two-stroke motors that redefined outboard racing history from 1927 to 1998. Introduction The history of König outboard racing engines  is one of the most remarkable stories in the evolution of 2-stroke outboards  and competitive boat racing. Founded in Berlin in 1927 by Rudolf König, the company began as a small workshop producing simple one-horsepower motors. Within a few years, König Motorenbau transformed the world of outboard racing history , proving that lightweight, high-revving two-stroke engines could outperform the heavier, more complex four-stroke designs of the era. Their innovations not only set world records but also defined an entirely new standard for racing outboard engines . Early Development and Record-Breaking Success By the early 1930s, König had begun producing stern-mounted outboards tailored for speed competitions. In 1935, the company introduced the legendary König “J” engine, which set two straightaway world records that remained unbeaten for eighteen years. This achievement placed König at the forefront of boat racing history  and proved the dominance of their lightweight engineering. With rotary-disc inlet timing, advanced water-cooling, and precise port geometry, the König “J” represented the cutting edge of 2-stroke outboard racing technology . Post-War Expansion and Racing Dominance After World War II, Dieter König, Rudolf’s son, expanded the company’s focus on competitive racing. Through the 1950s, 1960s, and beyond, König dominated outboard racing  in classes ranging from 250cc to 700cc. Their modular two-stroke engines provided versatility and unmatched performance across hydroplane and circuit racing categories. For decades, König-powered boats captured the majority of European and World Championship titles, reinforcing their place as the most successful manufacturer in outboard racing history . Cross-Disciplinary Innovation: From Boats to Motorcycles König’s reputation grew even further when their racing engines crossed over into motorcycle competition. In the early 1970s, New Zealand engineer Kim Newcombe adapted a König 500cc flat-four outboard motor for use in a Grand Prix motorcycle. With a new cooling system and Norton transmission, the König GP bike shocked the world by finishing second overall in the 1973 500cc World Championship. König technology also powered world-championship-winning sidecar racing teams, proving that their two-stroke racing engines  were as effective on land as they were on water. Later Years and Closure In later decades, König experimented with aircraft and ultralight propulsion systems but remained best known for racing outboards. By the 1980s and 1990s, their engines were still at the top of competitive boat racing , outpacing much larger rivals with their lighter, faster, and more efficient two-stroke designs. After Dieter König’s tragic death in 1991, the company continued briefly but officially closed its doors in 1998. While production ceased, König outboards remain highly valued by collectors and restorers, symbolizing a golden era of boat racing heritage . Legacy in Outboard Racing History The story of König Motorenbau is inseparable from the history of racing outboard engines . From the record-setting “J” of 1935 to their decades of championship dominance, König proved that two-stroke engineering could achieve unparalleled success in outboard racing history . Their influence extended across hydroplane racing, motorcycle Grand Prix, and even aviation, showcasing the versatility and brilliance of their designs. Today, König engines are remembered not only as machines of speed and precision but also as milestones in boat racing history . They embody the relentless pursuit of innovation in small-engine technology and remain a touchstone for anyone passionate about the world of 2-stroke outboards  and competitive racing. This marked König’s first true rear-mounted outboard racing engine , designed to be installed directly on the transom at the back of a boat—an innovation that set the stage for modern 2-stroke outboard racing history . In 1956, a 25-year-old Dieter König  introduced König racing engines  to the United States, marking a pivotal moment in outboard racing history . His debut came at the World Championships in Minden, Louisiana, where he won the C Division and initially finished second in the A Division, only to be disqualified for not securing a U.S. inspection stamp on his motor. At that time, König already held the C Class world speed record  at 73 mph, set in Berlin in March 1955. By then, König Motors had also swept all the European Championships of 1955 and set two additional world speed records, firmly establishing themselves as the premier 2-stroke outboards  in international competition. By the late 1960s, König outboard racing engines  had firmly established themselves as the power of choice in American and international boat racing history . An advertisement for the 1968 König models proudly showcased their unmatched record of success, pointing to a string of victories at the 1967 Outboard Nationals. Champions like Armand Hebert, William Hoctor, and Bill Seebold captured national titles in A Hydro, B Hydro, and B Runabout divisions. Homer Kincaid and Clayton Elmer added to König’s tally with wins in C Hydro at the APBA and NOA Nationals, while Ron Hill proved unstoppable with wins in both C Hydro at the famed John Ward Race and D Runabout at the APBA Nationals. Freddie Goehl secured the C Runabout victory, while Billy Seebold doubled down with wins in D Hydro and D Runabout at the NOA Nationals. Together, these racers formed a roster of legends that underscored König’s reputation for building the fastest, most dependable 2-stroke outboards  in the world. The results told the story: whether on hydroplanes or runabouts, in the A, B, C, or D divisions, König engines were faster, dependable, and proven , powering champions to the top of the podium across the United States. The striking yellow machine pictured here is the legendary König 500 GP motorcycle , one of the most fascinating chapters in racing engine history . Developed in the early 1970s, this motorcycle was powered by a modified König flat-four 500cc two-stroke outboard engine, originally designed for competitive boat racing. New Zealand engineer and rider Kim Newcombe adapted the engine for land racing by adding a custom radiator system, a Norton six-speed gearbox, and lightweight racing chassis. The result was a motorcycle that shocked the world of Grand Prix racing. In 1973, Newcombe rode the König to second place overall in the 500cc World Championship, proving that a small Berlin workshop famous for outboard racing engines  could challenge the dominance of Japanese giants in motorcycle Grand Prix history . With its disc-valve induction, high-revving power delivery, and innovative design, the König GP bike remains a symbol of ingenuity and cross-disciplinary engineering, blending the best of 2-stroke outboard technology  with the demands of world-class motorcycle racing. Even though König Motorenbau is no longer in operation, its name continues to stand as a legend in the history of 2-stroke outboard and motorcycle racing .

Quincy Welding: O. F. Christner’s Legacy and the Evolution of Two-Stroke Outboard Racing In the specialized and fiercely competitive world of outboard racing , few names carry the historical weight and technical reverence of Quincy Looper and Welding , the trailblazing shop founded by O. F. (Chris) Christner . What began as a small-town welding and machine shop in Quincy, Illinois, would become one of the most influential forces in the 2-stroke outboard development  history, particularly within the high-stakes arenas of professional and modified outboard racing . From the 1940s through the 1980s, Quincy Looper and Welding set new standards in performance, reliability, and mechanical innovation, helping Mercury outboards not only catch up to but surpass industry giants like Johnson  and Evinrude , while also challenging elite European contenders such as Konig . O. F. Christner was born near Mendon, Illinois, and began demonstrating mechanical aptitude at a young age, often repairing farm machinery for his family. By his teenage years, he had become a skilled auto mechanic and later added welding and machining to his resume. His passion for performance engineering was ignited in the early 1940s when he began experimenting with old two-stroke fishing motors . One of his early triumphs was modifying a 7.5 hp Mercury outboard motor , guided with a tiller handle, to reach a top speed of 32 miles per hour—an impressive feat at the time that hinted at Christner’s potential as one of the most gifted 2-stroke tuners  of his generation. In 1948, Christner opened Quincy Welding & Radiator , and after attending a Chicago boat show with his son David, he crossed paths with Carl Kiekhaefer , the founder of Mercury Outboards. After a conversation that led Christner to drop Neptune motors and commit fully to Mercury, he became an official dealer. However, he didn’t just sell Mercury outboards—he reinvented them through meticulous 2-stroke tuning and modification , gradually transforming the brand’s stock engines into race-winning machines. His pioneering work in 2-stroke outboard modifications turned Mercury’s early fishing motors into competitive racing engines that could challenge and beat the top performers from Johnson and Evinrude. The foundation of Quincy’s technical legacy began with the creation of what became known as the Quincy Modified Mercurys , or Quincy Mods . Christner’s approach to 2-stroke engine tuning  was methodical and performance-focused. He modified the Mercury powerheads to run on alcohol and nitromethane, enabling higher compression ratios and greater thermal efficiency. Intake and exhaust porting were reshaped to increase volumetric efficiency and improve gas flow. He introduced cylinder head pads—metallic inserts welded into combustion chambers—to change compression ratios and optimize burn characteristics. He reengineered carburetors for better fuel delivery and developed tuned exhaust stacks that improved scavenging and widened the power band. These modifications laid the groundwork for modern 2-stroke tuning , which continues to be used by enthusiasts and motor builders today. As Quincy Welding’s reputation grew in 2-stroke outboard development , so did its racing success. The shop became the epicenter of a thriving race team that included Christner’s sons, sons-in-law, and a host of talented drivers. Throughout the 1950s, Quincy engines racked up championships in the Modified Outboard Racing  classes, competing successfully against the dominant Evinrude  and Johnson  motors of the era. By offering both complete race motors and a range of custom hardware—including throttle systems, props, life jackets, and ignition gear—Quincy Welding positioned itself not just as an engine builder but as a full-service performance shop dedicated to 2-stroke outboard racing technology . However, by the mid-1950s, a formidable competitor emerged from Europe. Dieter Konig , a German engineer, began importing his lightweight, high-revving race motors into the U.S. racing scene. Konig engines used advanced features such as megaphone exhausts and loop-charged scavenging, presenting a serious challenge to Quincy’s Mercury-based 2-stroke outboards . But O. F. Christner was never one to back down from innovation. He responded by designing and implementing his open megaphone exhaust systems on the Quincy-modified Mercury engines. This enhancement led to a new generation of performance motors dubbed the Quincy Mercs , which continued to hold their own against Konig and other rising competitors. The true breakthrough, however, came in 1963 with the introduction of the Quincy Looper —a design that represented a seismic shift in 2-stroke outboard engine development . Prior Mercury engines, including the Mods, relied on deflector pistons for scavenging. The Looper replaced this with a loop-charged scavenging system , allowing the use of flat-top pistons and producing a far more efficient and powerful combustion cycle. In this configuration, fresh air-fuel mixture entered the combustion chamber and was directed across and around the piston crown in a looping path, significantly improving cylinder filling and reducing fuel loss through the exhaust port. With dual exhaust stacks exiting both sides of the cylinder block , the Looper had both aesthetic and functional appeal, quickly becoming one of the most iconic engines in modified outboard racing history . The performance gains were immediate. D Hydro class boats, which had previously topped out near 75 mph, suddenly found themselves running nearly 30 mph faster with a Quincy Looper on the transom. These engines were so dominant that they redefined what was possible with 2-stroke outboard powerplants , becoming a benchmark not only in the United States but globally. From 1963 to the early 1970s, the Quincy Loopers  helped establish total dominance in alky-fueled classes. Racers like Jerry Waldman , David Christner , Earl Hull , and Jim Schoch  brought home countless national titles, solidifying Quincy Welding’s role as one of the most important contributors to 2-stroke performance tuning  in the racing world. Waldman’s unmatched achievement of winning five national championships in one year—all with Quincy engines—stands as a high-water mark for any outboard racer. In 1969, O. F. Christner’s contributions caught the attention of Mercury once again, and he was brought on to work at the company’s secretive Lake X testing facility  in Florida. There, he applied his knowledge of 2-stroke tuning  and experimental development to help Mercury evaluate endurance engines and prototype powerheads. Even as he worked behind closed doors for Mercury, Christner remained deeply engaged in the evolution of 2-stroke outboard modifications . Upon returning to Quincy in 1975, Christner—working alongside his youngest son, Paul—designed the Quincy Z Looper , a next-generation racing motor built to compete in a rapidly changing environment. The Z Looper incorporated more advanced scavenging strategies and port timing refinements, but initial reliability challenges kept it from immediate success. That changed in 1977, when Jeff Kugler , using a Z engine in his first professional race, won the national title in M Hydro at Alexandria, Louisiana. Soon, Z Loopers were once again setting and resetting speed records, especially in the 125, 250, and 350 Runabout classes. In 1984, O. F. Christner retired, and Quincy Welding officially closed its doors. The company’s racing operations were taken over by Jack Kugler  and Larry Latta , while Christner moved to Florida. Yet, even in retirement, his passion for innovation endured. He developed a groundbreaking 2-cycle engine that required no oil in the fuel mixture , a concept so far ahead of its time that it was patented in 1999, when Christner was 87 years old. In 1991, O. F. Christner was inducted into the APBA Honor Squadron , a tribute to his monumental contributions to professional and modified 2-stroke outboard racing . The citation acknowledged that his modified Mercury-based engines had powered countless competitors into the sport and set enduring records in speed and reliability. His legacy lives on through the vintage racing community, where restored Quincy Mods, Quincy Mercs, and Quincy Loopers continue to compete in exhibitions and historic races. O. F. Christner passed away in 2003, marking the close of one of the most impactful careers in 2-stroke engine development  history. His wife Vera, who created the memorable “Mr. Quincy” advertising character, passed in 2008. Together, they built a family-run company that punched far above its weight, delivering innovation that pushed the entire outboard racing industry forward. Quincy Welding was more than a business—it was a proving ground for American ingenuity, a place where 2-stroke outboard modifications  turned fishing motors into race champions. Through hands-on experimentation, deep mechanical insight, and fearless innovation, O. F. Christner changed the trajectory of 2-stroke outboard tuning  forever, leaving behind a legacy that continues to ripple through the waters of racing history.

This technical reference provides a comprehensive listing of WH, WMH, and WMV carburetors used on Mercury V6 two-stroke outboards  and Sport Jet inboard engines , covering 135HP , 150HP , 175HP , 200HP , 225HP , as well as Sport Jet 90 , 120 , and 175  models. These carburetors were used on engines built from 1976 through 2005 , spanning displacements of 2.0L , 2.4L , 2.5L , and 3.0 Liter. Each carburetor model # (number) was used to distinguish differences in calibration, primarily in main and idle jetting , and in some cases, fuel circuit design , such as air bleeds, emulsion passages, and vent tubes. Proper identification is essential for tuning, repair, and replacement. Carburetors in this listing were found on platforms like the Black Max , XR4 , XR6 , Magnum III , and Sport Jet series , all of which used mechanical fuel delivery systems before the transition to EFI and DI technologies. This chart is intended for marine technicians, outboard and jet drive rebuilders, and Mercury owners performing maintenance , restoration , or diagnostic work  on V6 2-stroke powerheads. Note: Pro Max and Super Magnum models are excluded, as they used alternative intake and fuel systems. 🔧 WH, WMH, and WMV Carburetors – Complete Master Listing HP Model Year(s) Carburetor Identification 135HP 1991–1994 WMH-28, WMH-30 150HP 1978–1990 WH-2, 12, 21, 23, 27, 29, 35, 38, 40, 48 150HP 1980–1982 WH-7A 150HP 1994–1995 WMH-31 150HP 1996–1997 WMV-2 150HP 1998–1999 WMV-18, WMV-21 150XR6 1994–1995 WMH-32 150XR6 1996–1997 WMV-3 175HP 1976–1990 WH-1, 4, 6, 7, 13, 17, 30, 34 175HP 1980–1982 WH-7A 175HP 1991–1994 WMH-1, 2, 3B, 5, 7, 8, 8A, 11A, 12, 12B, 13, 13B, 14A, 15, 16, 18A, 21, 22, 23, 24, 25, 28, 90, 31, 32, 33, 34 175HP 1994–1997 WMH-33 175HP 1996–1997 WMV-4 175HP 1998–1999 WMV-19, WMV-22 200HP 1978–1990 WH-3, 14, 18, 22, 26, 28, 31, 39, 46 200HP 1991–1994 WMH-1, 2, 3B, 5, 7, 8, 8A, 11A, 12, 12B, 13, 13B, 14A, 15, 16, 18A, 21, 22, 23, 24, 25, 28, 90, 31, 32, 33, 34 200HP 1994–1995 WMH-34, WMH-39 200HP 1996–1997 WH-46 & WMV-5 (SST-120) 200HP 1998–1999 WMV-20, WMV-23 225HP 1980–1981 WH-15, 20 (Big Bore) 225 3L 1994 WMH-19A 225 3L 1994½ WMH-46 225 3L 1995 WMH-47 225 3L 1996 WMV-7 225 3L 1997 WMV-13 225 3L 1998–1999 WMV-24, WMV-25 245HP 1996 WMH-X Sport Jet 90 1993–1995 WMH-29, WMH-43 Sport Jet 120 1994–1995 WMH-44, WMH-45 Sport Jet 175 1996–1999 WMV-6, WMV-8, WMV-9 Sport Jet 175XR2 2000–2005 WMV-10, WMV-11, WMV-12 Service Manuals Exploded Views

A prop slip speed calculator  is a valuable tool for high-performance boaters and boat racers looking to optimize their vessel’s speed, efficiency, and overall performance. Welcome to Buckshot Racing #77 free online Prop Slip Speed Calculator! This tool helps you estimate the speed of your boat based on engine RPM, propeller pitch, and gear ratio, taking into account a 10% prop slip. Dial in your setup with a precision propeller slip calculator—optimize RPM, pitch, and gear ratio for clean acceleration. It's a quick and easy way to calculate your boat's expected performance with a change in the propeller. How to use the Prop Slip Speed Calculator? Engine RPM: Enter the engine’s revolutions per minute (RPM). This is the speed at which your engine is turning. Propeller Pitch: Input the pitch of your propeller in inches. This is the distance the propeller would move forward in one full rotation, assuming no slippage. Gear Ratio: Enter the gear ratio between your engine and propeller. This is the ratio of how many engine turns it takes to rotate the propeller once. Once you’ve entered all values, click the "Calculate Speed" button to see the estimated speed with a 10% slip factor. The result will be displayed in miles per hour (mph). Change your variables to learn how different pitch props will run with different lower unit gear ratios, turning different rpms. Our calculator is particularly simple and user-friendly, allowing high-performance boaters the ability to quickly input values and get accurate results. It simplifies the process, making it accessible for both seasoned racers and newcomers. By routinely using a prop slip calculator , racers can refine their setup for maximum speed, better fuel efficiency, and enhanced handling , ultimately leading to better results on the water. Prop slip %, ideal pitch, and theoretical speed—built for tuners, racers, and weekend speed junkies.

The Lower Unit Thread Chaser Tool  from Buckshot Racing #77 provides a professional-grade solution for restoring damaged bearing carrier retainer nut threads  in Mercury outboard lower units. Saltwater corrosion, cross-threading, or mechanical wear can compromise internal threads, but this tool can help you restore them to OEM specifications —eliminating the need for lower unit replacement. The Buckshot Racing #77 Thread Chaser is available in four precision-machined sizes , each engineered to match a specific Mercury and Yamaha gearcase thread types: 4.000″–16 UNC  for XR4/XR6 small gearcases 4.375″–16 UNC  for standard, CLE, and Sportmaster gearcases 5.44″ OD  thread form for Verado & Mercury Racing offshore gearcases Yamaha 3.3L & 4.2L VMAX SHO Preparation Remove the lower unit and secure it in a bench fixture or vise. Wear safety glasses and gloves. Clean the damaged thread area using a wire brush and degreaser. Apply a true cutting oil  (such as Tap Magic or Ridgid) to reduce friction and prevent galling. ⚠️ Do not  use WD-40 or multipurpose lubricant. Use only thread-cutting oil formulated for aluminum Thread Repair Procedure Step 1 – Select the Correct Thread Chaser Size Use the 4.000″–16 UNC  version for early Mercury XR4 and XR6 small bullet-style gearcases. Use the 4.375″–16 UNC  version for most Mercury V6 outboards (135–300 HP), including CLE and Sportmaster. Use the 5.44″ OD  version for Mercury Verado V6/V8 and Racing models like the 300R, 400R, and 450R. Use the Yamaha 4.2L SHO V6 – 200, 250, 300 hp models (2009–2025) and Yamaha 3.3L V6 – 225 and 250 hp four-stroke models Step 2 – Align the Tool Hold the chaser square to the housing face . Carefully center the tool to avoid cross-threading. Step 3 – Begin Cutting Using a bearing carrier nut wrench  (Buckshot Racing #77 wrench or equivalent), slowly and incrementally rotate the chaser clockwise. Let the cutting teeth engage naturally. Do not force it. Step 4 – Clear Chips and Lubricate Every incremental turn, reverse the tool slightly to clear chips. Remove and clean the tool and thread area as needed. Reapply cutting oil throughout the process. Step 5 – Inspect Threads Once the chaser has passed completely through, clean the threads. Visually inspect for uniform, clean threads. Test-fit a new, clean, lubricated retainer nut by hand to confirm smooth, proper engagement. Tool Applications 4.000″–16 UNC Thread Chaser For early Mercury XR4 and XR6  small bullet-style gearcases (1980s–1990s). Common in lightweight performance and outboard drag racing applications. 4.375″–16 UNC Thread Chaser For standard production and high-performance gearcases on 2.0L–3.0L V6 outboards , including: Black Max, XR2, XR4 (standard), XR6 XRi, Pro Max, 260 EFI, 280 ROS, 300 Drag SeaPro, Marathon, DTS commercial models Sterndrives: Alpha One, R/MR, Bravo XR 5.44″ Thread Chaser (OD Specified) For heavy-duty 5.44″ offshore gearcases  used on: Mercury Verado V6/V8 (200–350 HP) Mercury Racing 300R, 400R, 450R Applications include offshore center consoles, catamarans, and high-speed tournament boats Supports Sportmaster and 5.44 HD gearcases with gear ratios of 1.60, 1.75, 1.85 Yamaha Metric Thread Chaser fine-pitch 119 mm × 2.0 carrier thread 4.2L SHO V6 – 200, 250, 300 hp models (2009–2025) Yamaha 3.3L V6 – 225 and 250 hp four-stroke models Best Practices Always use cutting oil. Work slowly and avoid over-torquing. Do not use power tools or impact drivers. If threads are beyond restoration, seek welding/re-tapping or gearcase replacement.

Aluminum Transfer Removal on Mercury V6 Outboards (2.0L, 2.4L, 2.5L, 3.0L, 3.2L If you’ve torn down a Mercury V6 and found dull, silvery streaks on the cylinder wall, you’re looking at aluminum transfer —piston material smeared over the bore after a scuff or brief overheat. Cleaning that transfer correctly is the cheapest “machine work” you’ll ever do: once it’s gone, you can see the true condition of the wall, measure it accurately, and decide whether a hone, re-ring, sleeve, or replate is warranted. For context: 2.0L, 2.5L, 3.0L, and 3.2L production Mercs are steel-sleeved , 2.4L are typically hard-chrome , while high-performance race 2.5L blocks are Nikasil/NiCom . The F1 2.0L  can be either—verify before you treat. Understanding what you’re working with Start with identification. A steel or iron sleeve  is unmistakably magnetic and shows a darker gray tone with a conventional stone-honed crosshatch. A hard-chrome bore  (common on 2.4L) is non-magnetic and looks bright and glassy; crosshatch appears shallow and “diamond finished.” Nikasil/NiCom  (race 2.5L) is also non-magnetic but presents a finer matte silver-gray with razor-sharp crosshatch. If you’re unsure, do a tiny, timed spot test with the appropriate chemistry (10–20 seconds), neutralize, and inspect—better safe than sorry. Once the bore type is known, the chemistry almost chooses itself. Steel sleeves  respond best to sodium hydroxide (NaOH, lye) at 5–10% , because it rapidly dissolves aluminum without attacking iron. You can  use hydrochloric acid (HCl, 5–10%)  on steel for stubborn spots, but only as small, timed dabs kept under ~30 seconds—acid will etch steel if you linger. Hard-chrome bores  are the opposite: HCl (5–10%)  is the fast, safe way to strip aluminum transfer without touching the chrome, while NaOH  remains a slower, conservative fallback. For Nikasil/NiCom , err on the side of caution and use NaOH  as your primary. If you insist on HCl, use pin-point applications of very short duration (15–20 seconds), then neutralize immediately. Set up the job like a pro Lay out nitrile or chemical gloves, eye protection, and ventilation . Keep two neutralizers ready: baking-soda solution  for acid, white vinegar or dilute citric acid  for lye. Use cotton swabs or a small acid brush to keep applications local, and have paper towels plus a light oil (2-stroke oil or ATF) for post-rinse protection. Mask port windows and crankcase passages with painter’s tape or create small grease dams  so liquid cannot run onto bare aluminum. When mixing, remember the two rules that prevent ER visits: add lye to water , never water to lye; add acid to water , never water to acid. Never mix acid with base, and never mix either with bleach. Degrease the bore first. A clean surface lets the chemistry touch only the transfer, not trapped oil. The cleaning process Work in short, controlled cycles . On steel sleeves , brush NaOH 5–10%  onto the aluminum streaks and give it one to three minutes  to work. You won’t see lively fizzing like with acid; instead, the transfer gels and undermines. Wipe the slurry clean, neutralize with vinegar , rinse with water, dry thoroughly, and oil immediately to stop flash rust. Repeat until the wall is uniformly clean. If a streak laughs at you, you can spot it with HCl  for ≤30 seconds , neutralize with baking soda, rinse, dry, and go back to lye for the larger areas. On hard-chrome bores (2.4L) , the routine is snappier. Dab HCl 5–10%  directly onto the aluminum transfer; you’ll see bubbling within seconds. Keep each touch to 20–60 seconds , wipe clean, neutralize with baking soda , rinse, dry, and oil. If you prefer the slow-and-safe path, you can do the entire job with NaOH  on chrome—it just takes more cycles. For Nikasil/NiCom race 2.5L , stay with NaOH  unless you’re extremely confident. When HCl is used at all, it should be micro-localized  and very brief , followed immediately by a thorough neutralization. Throughout all variants, let the chemistry work—avoid scraping that could gouge the base surface. A gray Scotch-Brite pad with oil  at the end is fine for removing light staining; don’t chase stains so hard you remove base material. Family-by-family nuances On 2.5L, 3.0L, and 3.2L steel-sleeved  engines, lye is king. You’ll get predictable results with minimal risk to the sleeve, provided you neutralize and oil promptly. Any black oxide that appears is superficial and will wipe out with oil or vanish during a light deglaze hone. On 2.4L chrome-bore  blocks, HCl is your friend. If the transfer clears but you start seeing dark peppering, voids, or edges that look “lifted,” that isn’t leftover aluminum—that’s plating failure . No chemical can fix it; plan for a replate or a sleeve . On race 2.5L Nikasil , patience and NaOH preserve the expensive coating. Any sign that the matrix itself is compromised means replating  is in your future. 2.0L  blocks vary—verify the bore type and follow the appropriate path. Clean, then measure—never the other way around Aluminum transfer lies about bore size and surface finish. Once the wall is truly clean and lightly oiled, bring in the dial bore gauge and micrometer . Measure at multiple heights and axes and write down diameter, taper, and out-of-round . Compare to your model’s specifications. On steel sleeves , plan a light deglaze hone (220–280 grit)  if you’re installing fresh rings, and recheck ring end-gap in that bore. Do not  attempt to hone chrome or Nikasil —both require specialized abrasive systems and procedures outside normal shop tooling. Look closely at the ring travel zone . Shallow, smooth discoloration is usually harmless; deep scoring that catches a fingernail is not. In steel, you’ll hone or rebore; in plated bores, you’ll replate or sleeve. Check port edges  for raised lips and knock them back very lightly  with a fine stone only if necessary. Finish by fogging the cylinders if the engine won’t be run right away. When something goes sideways If transfer refuses to move, lengthen contact time a touch within the safe window  or switch chemistries (NaOH ↔ HCl) appropriate to your bore. If you see flash rust  on steel after rinsing, remove it with an oiled Scotch-Brite wipe or a couple strokes of a fine hone and oil again. If you see etched steel , the acid sat too long; a light hone generally restores the surface, but pitting in the ring path calls for a sleeve. If a plated wall looks mothy  after cleanup, you’re not staring at aluminum anymore—you’re staring at damage. Budget time and money for replate. Safety, always Gloves, eyewear, and ventilation aren’t optional. Keep chemicals off bare aluminum  crankcases and port roofs; that’s why you built dams. Neutralize tools and rags before disposal. Label, cap, and store chemicals like you plan to live a long time. Quick recap you can tape to the toolbox Steel sleeves (2.0/some 2.4/2.5/3.0/3.2 production):  Clean with NaOH 5–10%  for 1–3 minutes, neutralize with vinegar, rinse, dry, oil. Use HCl ≤30 s  only as a spot assist. Hard-chrome (2.4L):  Clean with HCl 5–10%  for 20–60 seconds per pass, neutralize with baking soda, rinse, dry, oil. Race 2.5L Nikasil/NiCom:  Prefer NaOH ; if HCl is used, make it a pinpoint 15–20-second touch and neutralize instantly.

How to Speed Up the Trim of a Mercury Oildyne Style Outboard Trim Pump Enhance the performance and speed up the trim of a Mercury Oil Dyne style outboard trim pump  by following these steps. This guide includes adjustments to relief valves, optimizing the pump, and advanced techniques such as increasing voltage or using a speed controller. These changes should be done be experienced professionals. 1. Relief Valve Adjustment Locate the Relief Valves : Relief valves are found on the pump in the reservoir area under the external UP and DN ports. Measure and Record Settings : Use a pressure gauge to measure current settings. Record the distance between the jam nut and the adjusting screw for accurate reassembly. Adjust Pressure for Faster Trim : Loosen the jam nut on the UP relief valve (associated with raising the trim). Tighten the adjusting screw clockwise to increase pressure, speeding up trim operation. Each full turn of the screw increases pressure by approximately 500 psi on the UP side, it's about 350 psi on the down side. Retighten the jam nut to secure the adjustment. 2. Increase Voltage from 12V to 24V Upgrading from a 12V to a 24V motor can significantly improve speed and responsiveness by providing more power to the pump. Steps to Upgrade : Ensure the motor is rated to handle 24V. Replace or modify the power source (battery or transformer) to supply 24V. Upgrade wiring and relays to handle the increased voltage and prevent overheating. Advantages : Faster motor RPM, directly leading to quicker trim adjustments. More consistent performance under heavy loads. 3. Add a Speed Controller Installing a DC motor speed controller allows you to fine-tune the motor’s RPM and optimize trim speed without permanently modifying the voltage. How to Install a Speed Controller : Select a speed controller compatible with your motor and voltage range (e.g., 12-24V DC). Wire the controller between the power supply and motor, following the manufacturer’s guidelines. Use the controller’s dial or software (if available) to increase motor speed as needed. Advantages : Adjustable control over trim speed. Ability to balance speed and power consumption based on conditions. 4. Optimize Pump Size Mercury-style trim pumps often offer various pump sizes: .0098, .0187, .0246, .0321 CIPR (Cubic Inches Per Revolution) . Upgrading to a larger displacement pump increases the flow rate, allowing the trim to operate faster, provided the motor can handle the additional load. 5. Use Proper Hydraulic Fluid Ensure the system is filled with hydraulic fluid compatible with the pump’s specifications: Prop Power Trim Fluid or mineral-based hydraulic oil with a viscosity of 32-64 cSt (150-300 SUS)  at 38°C (100°F) . Correct fluid reduces resistance and enhances speed. 6. Check for Debris or Air in the System Dirty and or Air in the system can reduce efficiency and slow operation. Clean and Bleed the System : Cycle the trim up and down several times. Keep the reservoir filled with hydraulic fluid during bleeding. 7. Upgrade Motor Performance Use high-performance motors such as: DC Permanent Magnet Motors (AE/BE)  or Series Wound Motors (AM/BI)  for increased speed and torque. 8. Review Circuit Type Ensure the pump circuit (e.g., RR or RB configurations) is optimized for fast operation. Reversible circuits may require specific adjustments for speed. 9. Proper Venting The fill/oil level screw  on Mercury trim pumps also functions as the reservoir vent . Proper venting prevents pressure buildup that can cause erratic trim movement or seal damage. To vent correctly, turn the screw 1½ turns counterclockwise from lightly seated . This allows controlled air exchange without leaks, ensuring consistent hydraulic pressure and reliable pump operation. Warnings and Best Practices Always depressurize the system before making adjustments. Do not exceed the system’s maximum rated pressure (typically 207 bar or 3000 psi ) to avoid damage. Use calibrated tools and follow all safety protocols during the process. Consult an experienced mechanic. By increasing voltage, using a speed controller, and optimizing other factors, you can significantly enhance the performance of your Mercury-style outboard trim pump . Let us know if you need further assistance. Mike Hill at 714-697-1716 Flow Rate Differences for Gear Sizes The flow rate differences for the various gear sizes (.0098, .0187, .0246, .0321) of this style hydraulic pump depend on the gear displacement, pump speed (RPM), and system characteristics. Here are the flow rates of the gear sets: .0098 in³/rev (CIPR) : Smaller displacement. Produces the lowest flow rate, typically used for low-speed or high-precision applications. .0187 in³/rev (CIPR) : Moderate displacement. Produces higher flow than .0098 but remains efficient for medium loads. .0246 in³/rev (CIPR) : Larger displacement. Produces a significantly higher flow rate than smaller gears, suitable for faster actuation or higher volume systems. .0321 in³/rev (CIPR) : Largest displacement available for this series. Produces the highest flow rate, ideal for high-speed or large-cylinder applications. Summary A trim pump  uses hydraulic pressure to adjust the angle of the motor. The system consists of an electric motor , a hydraulic pump , solenoid valves , and hydraulic rams (actuators). The pump pressurizes hydraulic fluid stored in a reservoir, directing it to the rams, which either extend or retract based on the operator’s input. This movement tilts the motor up or down, allowing for optimized performance  and fuel efficiency  in various conditions. These pumps are designed to operate efficiently under the extreme demands of high-performance boating. Most modern trim pumps can handle pressures of up to 2000 PSI, enabling them to lift heavier motors or respond more quickly in racing scenarios. Whether used in a 2-stroke Mercury V6 outboard  or a MerCruiser sterndrive , Mercury Oildyne Style trim pumps ensure reliable and consistent operation.