Another New TomCat

After another 6 days of cruising, comparing speed off the paddle wheel, engine pitot and GPS, I have a better feel for the fuel comsumption. It was pretty simple to figure. At 22 knots, we were using 11 gallons per hour. Simple math says 2 nautical miles per gallon.

We continue to grin :lol: when we cross the Straits at that speed. It is very cool.
 
Roger,

Good numbers indeed. At what RPM? My TC24 also was +/- 2 NMPG but I cruised a little faster. IF we get a new TC it will probably be with the Honda 135's... but maybe ETEC... ooohhh decisions. But the IF is a huge one.

Enjoyed touching base at Bellingham -- Dreamer is beautiful.

Dusty
 
Dusty,

At 22 kts, we were at 3850 or so. It likes to cruise above 4000 even better but the logs come up pretty fast for that.

On another note, several weeks ago we toasted the Outback inverter while in the Gulf Islands. It may very well have been my fault for poor load management. However, I called the Outback tech help line and talked to Eric. He told me what he thought happened and asked if I wanted to open up the unit rather than ship it back. He sent $1200 worth or boards and a set of instructions that were humerous and very accurate.

After installing a new FET board and reassembling, the inverter is humming along like new. I returned the unused and defective boards today after the CBGT. I was very impressed by their service and willingness to let a layman open up their unit. Total repair time was less than an hour. Eric's diagnosis was right on.

I wouldn't hesitate to reccomend an Outback to anyone interested in an Inverter.
 
The numbers are certainly interesting. JoeC (#1 TC255) reported in his post on air-conditioning that he has a flow scan now and that he has seen some runs getting 5 miles a gallon (light boat)--and did 70 miles on 14 gallons. It will be interesting to see how these numbers hold up.

Also interesting are the RPM and speed. We found with light boat (full fuel and only one person aboard) that we were going 33 mph at 4000 RPM. Of course a lot of this is different engines and props. I agree that the boat is "happier" in mid to high 20's. Of course our numbers may change as we get more weight aboard!
 
Being cautious about drilling holes in the hull, I found what I think is an ideal place for the raw water wash down intake. Those Armstrong brackets hanging on the stern weren't being used for anything but holding the engines! I guess they could conceal a lot of wine for our Canada trips.

I mounted the bronze through hull about half way from front to back. I Painted the bare aluminum with two coats of gel coat and used 5200 to bed the rascal in place. Attached directly to it is a valve for positive control of incoming water. Photos posted 9/13.

Next is a strainer, pump and faucets at the cockpit and windlass. It seems there are no small project anymore.
 
My recent numbers with the new flow scan was way off base. I neglected to set the instrument head for the proper turbines. New numbers with the 140 Suzukis about 2.3 mpg at 28.5 mph on Gps at 4200 rpm. On offshore trips which I have done a lot of the flowscan agrees with the amount of fuel burned. Punched to get on plan or on a speed run it will burn over 14 gals per hour at 6200rpm
JoeC
 
Thanks for the update Joe. I don't feel so bad now! These mpg and gph measurements we get don't seem to be ironclad accurate but are good tools for deciding on cruising speeds and trim settings. I wish I had looked into the Suzuki's more but thats water under the transom.

We have been stealing a trick from Brent and operating on one engine when in 5 mph zones. The Cat tracks very straight in this mode due to hull design.
 
John, The Capital D is 6". I assume you mean the height while in the water. I'll have the boat in Saturday and measure that for you. On the trailer it measures 13'8"! It's close on some back streets.
 
Thanks, Roger. I finally decided to go back to my original order of a TomCat 255 like yours. I am wanting the tall radar arch like yours, but have to make certain it will fit under a covered slip with a lift. While in the water, the roof edge clearance is just a bit over 13 foot, but increases once all the way into the slip. I am thinking about 15 inches of the 13 foot 8inch road clearance will be in the water. John
 
John, We are making an emergency trip to CA due to a death in my wife's family. I'll get the measurement for you as soon as we return. Perhaps one of the other owners with the tall arch can help us out.
 
One of the problems with towing the TC-255 is sway and a light feeling in the front end of the F-250 at speeds over 50 mph. Following up on a tip from this site, I looked into an Equal-I-Zer load equalizing hitch. Due to the load carrying bars being able to slide in their aft brackets, the surge brakes still operate normally.

After a fairly simple installation, about 90 minutes, a road test verified the sway is gone. The rear of the truck drops 1" when the trailer is attached and the front drops 1/2" where it used to rise 1/2". I suppose further adjustment could produce equal down force but it works very well as is.

Now we tackle the power problem. I know a Power Stroke would be the best cure but a new truck is on the back burner for now. First step will be a new Cat converter and 3" exhaust.

Photos of hitch posted in Dreamer album
 
Thanks I have been wondering about this. I was considering stabalizer bars/springs on my Excursion (power stoke 7.3). This looks like a better way--and I probably will convert to electric over hyraulic--which avoids any of the surge brake problems with mountain towing.
 
Dreamer, thanks for posting that info. I have an F-250 powerstroke and wondered what was going to happen when that TC 255 got hooked up to it. I went ahead and ordered the electric controlled hydraulic trailer brakes, so a standard equalizing hitch ought to work. Even pulling the farm trailers, that 250 dips in the back. John
 
I just looked through your photo album. You have a very nice boat. Very nice modifications. Good luck with your new towing arrangement.

Bill
 
John, True, you won't have the concern of surge brakes. The electric over hydraulic brakes were never mentioned as a possible option by the factory guys. I would have gone for that option.

You might still want to look at the Equal-I-Zer over the Eaz-Lift, Reese, etc because of the built in 4 point sway control. They have an online video where you can check it out.

Cheers,
 
Thanks, Roger, for the hitch leads.

As far as the factory mentioning the electic over hydraulic option goes, that never happened. I had heard some of the C-Brats talk and have experienced the stress and brake burnout caused by heavy towing over contour, but Brent and Dixie's picture of the unit mounted on his trailer step led me to ask the factory to see if the trailer manufacturer would install that system right out of the barn. I don't think the factory ppl have spent alot of time towing single boats over the mountains, so they may have not been aware of the severity of the problem.

However, once I asked, they quickly arranged to have the electric over hydraulic option installed at the trailer manufacturer for me.

Pretty expensive! I see why that type of brake system is not standard.

John
 
The Titan BrakeRite electric conversion kit runs from $559 to $1000, depending on model plus controler. I would go for the potted version with the dual break away--a U1 battery is cheap and would take care of the emergency power. The Equal-I-zer hitch looks to run about $ 650. Seems as if it would be worth it for the safety. That looks like our next purchase.
 
Thataway and drjohn,

We opted for the electric over hydraulic brake controller because it is required by law for that size boat to be towed in Canada. We plan to make some trips up there. We also do a lot of towing in the mountains and it has been our experience with two previous C-Dorys (a CD22 and Tomcat 24) that the constant up and down was hard on the surge brake controller and brakes. We towed the full length of the baja pennisula several times and had trouble with the brakes overheating on long mountainous stretches. We've towed the new TC255 with the E/hyd controller about 6000 miles now and it tows like a dream. We always check the hubs at each stop and they have never over heated. It takes a little getting used to a first because the reaction time is delayed by a second or two over what you're used to with the surge brakes.

We figured out today that in the past 6 months, we have spent more than 90 days and nights on the boat--and we can't wait to go again. Anybody up for Florida in January and February?
 
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