Dave,
I'll most likely use Eagle NRG Helical Offset Tooth (White - 32mm wide, 8 degree H.O.T. pitch) belt drive, with about a 4:1 motor:prop ratio, no additional clutching. Diesel's transmission in neutral will allow pure electric. In other words, if prop is turning, e-motor will be turning.
It's a modern ZF transmission with thin ATF lube, but there will still be up to maybe 10% parasitic drag loss. And when straight diesel motoring, electric motor will no-load spin, robbing maybe 4% engine:trans:prop efficiency.
In Western terms: everything's a compromise. Or to put it more Zen-like: life is a balancing act.
Mark Stafford
--- In electricboats@yahoogroups.com, Dave Kellogg <inganear1@...> wrote:
>
> Marc,
> Just curious, what clutching mechanics were you planning on using with the hybrid thoughts when using one or the other or both together... Dave K
>
>
> ________________________________
> From: Mark n Angela <mstafford@...>
> To: electricboats@yahoogroups.com
> Sent: Tuesday, August 2, 2011 12:50 PM
> Subject: [Electric Boats] Re: 55' wooden hull in SFBay
>
> Eric,
>
> To take Myles off the hook, it is Mark Stafford who ripped out a 2500 pound GM271 diesel from a 1983 Herreshoff Marco Polo 55' sailboat named Constance in San Francisco Bay, and put in a 96volt DC GE 23hp motor and 1300 pounds of used and abused lead acid batteries.
>
> Batteries were the hardest part for installation and maintenance.
>
> I'm going hybrid: installing a 30hp ListerPetter diesel in parallel (either electric and/or diesel can drive the prop). I had planned to go serial hybrid (generator to batteries to e-motor), but my budget would not allow.
>
> Mark Stafford
>
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