Reigning SST 120 World Champion Chris Fairchild won the 2012 SST 200 UIM/APBA World Championship Sunday, July 22. The championship consists of four heats of racing at the PNC Trenton Roar on the Riveroutboard tunnel boat race, an annual event that takes place on the Detroit River in Trenton, Michigan.
Chris earned a pole position by winning the one lap time trials on Saturday. His two heat race wins on Saturday and a second place finish behind Dan Orchard in Heat three on Sunday provided him enough points to clinch the championship. Dan, Donny Lick, Mark Proffitt and Jimmie Merleau rounded out 2-5 in overall championship points. All were powered by Mercury OptiMax 200XS SST race outboards.
Seven out of 10 competitors relied on OptiMax power. This was the largest gathering to date of low-emissions, 2-stroke Mercury outboards in a U.S. tunnel boat competition.
The event title was updated from SST 120 to SST 200 World Championship this year. Formula 2 competitors running the traditional Mercury SST 120 race outboard voted to separate the scoring of SST 120 and OptiMax 200XS SST powered boats for all 2012 American Power Boat Association (APBA) sanctioned events. The change makes SST 120s legal to run in SST 200 events; but an OptiMax 200XS SST is not legal and thus points are not accumulated in SST 120 competition.
The Union Internationale Motonautique (UIM) would have nothing to do with the battle between the original SST 120 class and the new SST 200 class featuring Mercury’s low-emissions OptiMax technology, especially since the SST 120 is still winning races. They gave an ultimatum stating “There will be only one world championship.” Trenton race organizers decided to go with SST 200 – acknowledging OptiMax as the preferred power for Formula 2 outboard tunnel boat competition. Read more
People are fascinated with propellers. The response to Scott Reichow’s Prop School blog series proves people are craving to learn more. Our visitors are a bit surprised when they enter Racing’s propeller finishing area. I think they are expecting to see a number of robotic machines pumping out finished propellers. Nope. What they do see is highly skilled craftsmen creating precision tuned works of art. Each puts their finishing touch on every propeller Racing makes – including our CNC machined Sterndrive Cleavers.
The trademark, “Lab Finished,” was created by Mercury Racing back in 1970s – when factory outboard racing required a dedicated Engineering Lab to create specialized props. We have proven through the years that hand-working a prop enhances performance. This is particularly true for props run at elevated transom heights (surface piercing) and higher RPMs where impact-induced vibrations and other nuances are amplified.
Only a small percentage of our propeller line is designed specifically for racing. Our most popular propeller is mostly used for recreation: the Bravo I. We first enhanced performance of this MerCruiser sterndrive propeller by lab finishing them for racing. Read more
Mercury Racing offers a variety of sterndrives fit for virtually any application. Bravo One XRs are enhancements of existing designs while NXT1, NXT6 and M8 drives were designed and developed in-house for Mercury Racing sterndrive packages. The Bravo One XR is a beefed up version of MerCruiser’s Bravo One drive. It was developed to withstand the rigors of offshore racing and performance boating. Our Bravo One XR Sport Master drive targets surface piercing applications. Bravo One XR and Bravo One XR Sport Masters are popular options for boats fitted with 525 EFI,565 and 600 SCi engine packages. Mike Riedi, who has over 30 years experience building high performance outboard gearcases, also builds Bravo Sport Masters.
Next door to Joe, Dave Vehrs (when not man-handling our 18-wheel Marketing big rig in the Arizona Desert or Florida Keys) builds the drives to go with Joe’s transoms.
When I first started working here, I attended outboard and sterndrive service schools. Drive building was the sterndrive school’s main focus. A beginner quickly learns the challenge of building a drive – over and over – to get the shimming right for correct gear tolerances. It was with this experience that I gained an appreciation for what Mike and Dave do every day. I’m still a rookie; these fellas are top-shelf pros. Read more
“Horsepower Highway” is where our 525 EFI, 565, 600 SCi , 662 SCi and 700 SCi sterndrive engine family is built. One technician hand builds each engine from a bare cylinder block to a “long block” (with all the rotating and reciprocating bits fitted inside). Sub-assembly work prior to an engine build includes the rotating assembly: balancing a crankshaft, matching it with a camshaft, pistons, rings, and connecting rods for later fitment into the block.
Horsepower Highway was conceived, engineered and built in-house. It features a unique rail system and assembly fixtures used to transport cylinder blocks along the line. At each station, all the required tools and components are located for assembly. Each technician controls the speed of his build, moving the block along at their own pace. If something doesn’t look right, it is his discretion to stop right then and there. The build begins with installation of a camshaft. Next is the installation of a crankshaft, timing chain and matched piston and connecting rod sets. The bottom end is sealed with the installation of the oil pan.
The engine is rotated on its assembly fixture to enable work on the top end: The cylinder heads are installed; then push rods and rocker arms. Temporary valve covers mask the valve train prior to paint. An intake is the last component installed before the long bock goes to our paint line. Upon return from paint, it goes back on The Highway for installation of a bell housing. Color matched valve covers replace the temporaries to complete valve train assembly. Transmissions for NXT1 or NXT6 drive models are installed at this point as well.
Long blocks for various engine models look similar. One noticeable difference is the intake (long blocks with naturally aspirated intakes are destined to become 525 EFIs or 565s; those with pressure charged intakes will become 600/662 or 700 SCi’s). Custom color long blocks stand out, too. The “dress line” is where an engine get its true personality. Read more