PROPELLER BASICS

Diameter
Diameter is two times the distance from the center of the hub to the tip of the
blade. It also can be looked at as the distance across the circle that the propeller
would make when rotating. It is the first number listed when describing a
propeller.

Pitch
Pitch is defined as the theoretical forward movement of a propeller during one
revolution - assuming there is no “slippage” between the propeller blade and the
water. For most boats, there is slippage and therefore the distance advanced is
less than the design pitch. The amount of slippage varies from boat to boat. Pitch
is the second number listed in the propeller description.

Cupped Uncupped Cupping

Many of today’s propellers incorporate a cup at the trailing edge of the propeller
blade. This curved lip on the propeller allows it to get a better bite on the water.
This results in reduced ventilation, slipping, and allows for better hole shot in
many cases. A cupped propeller also works very well where the motor can be
trimmed so that the propeller is near the surface of the water. The cup will
typically result in higher top end speed on one of these applications.

Rake
30˚ Rake is the degree that the blades slant forward or backwards in relation to the
hub. Rake can affect the flow of water through the propeller, and has implications
with respect to boat performance.

Aft Rake helps to trim the bow of the boat upwards, which often results in less
wetted surface area and therefore higher top end speed. Aft Rake propellers also
typically provide better “bite” on ventilating-type applications.

Forward, or Negative Rake, helps hold the bow of the boat down. This is more
common in workboat type applications.

Ventilation
Ventilation is a situation where surface air or exhaust gases are drawn into the propeller blades. When this situation occurs, boat speed is
lost and engine RPM climbs rapidly. This can result from excessively tight cornering, a motor that is mounted very high on the transom,
or by over-trimming the engine.

Cavitation
Cavitation, which is often confused with ventilation, is a phenomena of water vaporizing or “boiling” due to the extreme reduction of
pressure on the back of the propeller blade. Many propellers partially cavitate during normal operation, but excessive cavitation can
result in physical damage to the propeller’s blade surface due to the collapse of microscopic bubbles on the blade.

There may be numerous causes of cavitation such as incorrect matching of propeller style to application, incorrect pitch, physical
damage to the blade edges, etc.

Be advised disturbances in the water flow forward of the propeller can result in blade damage, which appears to be blade cavitation,
but is actually due to non-favorable water flow into the propeller.
 PROPELLER BASICS
Finding the right match between the propeller, engine type and boat size will optimize the following performance factors:
• Increased Top End Speed
• Faster Planing Speed (Hole Shot)
• Improved Low End Punch
• Load Carrying Capability

If you want to modify your boat’s performance, consider the following before making your selection:

3-Blade Propeller vs. 4-Blade Propeller

We recommend 3-Blade propellers for recreational boats with 3, 4, and 6 cyl-
inder outboards and I/O engines. These propellers provide good hole shot and
top-speed erformance.

We recommend 4-Blade propellers for practical, all-around boat performance.

These propellers enhance handling, hole shot, load- carrying performance, and
fuel efficiency.

Aluminum vs. Stainless Steel

Most pleasure boats are factory equipped with aluminum propellers. Aluminum
propellers are relatively inexpensive, easy to repair, and under normal conditions
can last for many years.

Stainless steel is more expensive, but much stronger and durable than aluminum.
If you are looking for better performance than can be provided by your
aluminum propeller, such as ultimate top speed or better acceleration, a stainless
steel propeller may be required.

Advantage of a Left Hand Propeller

Two propellers spinning in the same direction on twin engine boats will create
steering torque. In other words, two right-hand propellers pull the stern hard to
the right and the bow to the left.

Two opposite-direction (counter-rotating) propellers on twin engines eliminate

this steering torque because the left-hand propeller balances out the right-hand
propeller. This results in better straight-line tracking and helm control at high
speed.

Affect of Slip on Performance

Slip is the difference between actual and theoretical travel of the propeller blades
through water. A properly matched propeller will actually move forward about
80 to 90 percent of the theoretical pitch.
 PROPELLER BASICS
What is the difference between thru-hub exhaust, over-hub exhaust, and non thru-hub exhaust?

THRU-HUB EXHAUST OVER-HUB EXHAUST

Thru-hub exhaust propellers consist of a round barrel Over-hub exhaust propellers have the blades attached
to which the blades are attached. The exhaust passes directly to the smaller tube that fits over the propeller
through the barrel and out the back, without making shaft, eliminating the larger exhaust tube. These types
contact with the propeller blades. This provides a good, of propellers are often used for attaining maximum top
clean water flow to the blades, usually resulting in speeds. (On some boats, the hole shot can often suffer
good acceleration and hole shot. due to the extreme exhaust flooding that occurs around
the propeller blades during acceleration.)

THRU-HUB EXHAUST and OVER-HUB EXHAUST propellers are used on boats where the exhaust passes out through the rear of
the “torpedo” on the lower unit, around the propeller shaft. Most outboards utilize this type of exhaust.

OVER/THRU-HUB EXHAUST NON THRU-HUB EXHAUST

Over/Thru-hub exhaust propellers are a combination of Non thru-hub exhaust propellers are used for inboards
thru-hub and over-hub exhaust propellers. This allows using shaft driven propellers, sterndrives using through
some exhaust to escape at lower RPM, providing a hull exhaust, and on some outboards that don’t route
controlled amount of exhaust flooding. These types of the exhaust through the lower unit torpedo.
propellers will allow the propeller to be slightly easier
to turn during initial acceleration, allowing for better
hole shot on some engine/boat combinations.
 CHOOSING THE CORRECT PITCH
For safety and efficient performance, it is critical that your engine operates within the RPM range
recommended by the manufacturer. Matching the right prop for the load is the most significant factor when
choosing a new propeller.

1) Determine Manufacturer’s Recommended

RPM Manufacturer's
Recommended
WOT RPM's
Find the manufacturer’s recommended RPM range in
the owner’s manual or ask your dealer. A reference chart
showing common engine applications is shown on Pages
A6-A7 of this catalog.

2) Test for Maximum RPM

Using the existing propeller or a new propeller, make test

runs to determine the maximum RPM and boat speed. Vary Test Run
the trim angle for optimum performance. WOT RPM

3a) If RPM are Higher Than Recommended

If the actual WOT RPM are above the recommended RPM

Increase in Prop Decrease in WOT
range, install the next larger pitch propeller to decrease Pitch Equals... RPM's
your WOT RPM. Re-test the WOT RPM.

3b) If RPM are Lower Than Recommended

If the actual WOT RPM range is below the recommended

Decrease in Prop Increase in WOT
range, install the next smaller pitch propeller to increase Pitch Equals... RPM's
your WOT RPM. Re-test the WOT RPM.

When you combine all these factors, you have the

information you need to select the correct propeller for
maximum performance, safety, and fuel efficiency.

Effect of Propeller Pitch on RPM 23" Pitch

300 to 400
A pitch change can increase or decrease the RPM and RPM's
bring RPM into the recommended range. A 2” increase in
21" Pitch
pitch (for example, from 21” to 23”) typically results in a
decrease of approximately 300-400 RPM.

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