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The engineroom on a 50ft cruiser typically occupies a third of the boat’s overall length, valuable full beam space at the back of the boat that could be used for extra accommodation instead. The reason they are expecting the V12 to sell so well on these larger craft is not just the extra speed and refinement of a V12 petrol engine compared to a noisier inboard diesel but because of the room it frees us on board. The V12 weighs a formidable 544kg giving it a power to weight ratio of 1.1hp per kg whereas the smaller, lighter 450hp supercharged V8 has 1.44hp per kg. That’s because the main market for the V12 is likely to be large, luxurious sportscruisers of 40ft or more rather than smaller, more focussed performance boats where power to weight is key.
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Mercury says despite the V12 being produced as the most powerful production outboard in the world, it has been optimised for maximum speeds of up to 80mph (70 knots) so it’s no slouch but nor is it aimed at the 100mph plus brigade that its single-prop Mercury Racing products appeal to. Putting all this power into the water is a counter-rotating twin propeller set up designed for maximum bite on the water rather than all out speed. Helping this is a hydraulic wet clutch design that allows a degree of slip for super slick movements in and out of gear and synchronised gear shifting for multiple installations that ensures all the engines change gear at exactly the same time. This is all taken care of by the engine control management system based on throttle and engine speed and is said to be so smooth that you’d be hard pressed to notice it shifting. The other big innovation is a two-speed automatic gearbox (first gear is around 20% lower than second) which enables better acceleration onto the plane, even on big heavy boats, without compromising quiet, fuel-efficient high speed cruising. As well as the inherent natural balance of a V12 configuration, every effort has been made to reduce unwanted noise and vibrations. Naturally aspirated with quad cams, 4-valves per cylinder and indirect injection, the emphasis is on smoothness and refinement as much as maximum power.
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The starting point for building the most powerful outboard engine in production, is an all-new narrow angle V12 block with the same 60 degree angle between its banks as the smaller V8 and V6 ranges. How do you create the world’s the most powerful production outboard?
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So what are the secrets behind Mercury’s newĦ00hp V12 and how has it managed to outsmart the opposition. The world, it seems, cannot get enough of big outboard-engined day boats and cruisers – and it’s not just the US builders – everyone from Windy to Wally is building them.
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To 50-something year-old sportsboat owners brought up on a diet of spluttering two-stroke oil-burners struggling to make more than 60hp, it seems an utterly outlandish proposition and yet Mercury is fully expecting to sell thousands of them, mostly as twins, triple or even quad installations.