FAQs

• Will this system give me better top- end speeds?
• Is the speed coming from the thrust from the exhaust?
• What do you know for about for sure the est. 300?
• Is the IEHS A MUFFLER?
• Will this system affect the running angle of the boat?
• What about corrosion in aluminum and steel construction?
• How can I inspect the exhaust run?
• What the designer has to say about exhaust thrust?

Will this system give me better top- end speeds?
Will is not saying are always going to see more speed. However, based on the testing of more than 150 vessels we can say most of them have achieved a speed increase of between 1 and 2 knots of speed increase of between 1 and 3 knots of speed. The vast majority of application has also result in reduced time to plane as well.

Is the speed coming from the thrust from the exhaust?
We believe so but a lot of engineers and naval architects have different opinions on this subject. Some people believe it might be coming from the relief of hull suction and others believe it might be a combination of both, no matter where it is coming from, the fact of the matter is that we have documented speed increase on a multitude of boats. In time, we will be able to better substantiate these finding as well as anticipate the degree of increase speed based on each specific application.

What do you know for about for sure the est. 300?
The system is putting boats on plane sooner, resulting from the exhaust exiting at the edge of the transom lifting the rear of the boat and helping it to plane sooner. Boston whaler did a test without the system and planning time with the system increased by more than 50%. In the early development of the system it was the most noticeable change in the performance of the boats that were retro-fitted.
It has been the same on every boat since then from a 19’ ski boat to the 105’ Broward.Planning time have been reduced while getting better fuel efficiency. Fuel burn is at its highest when a boat is getting on plane so by reducing the time to plane we are saving fuel and reducing stress on the engine where it’s working the hardest.

Is the IEHS A MUFFLER?
No this system is not a muffler. The sole design objective of a muffler is to reduce exhaust noise. Conventional mufflers achieve this by restricting the exhaust, passing it through baffles or pushing .It through water, the trade off is engine performance.

The IEHS is designed as an engine performance system. The design objective of our system include: better engine performance through the reduction of engine backpressure, redirecting the smoke and soot away from the boat. We have accomplished this in every application that I have designed to date.

As a former yacht master, designer and builder, there is no better way to manage main engine exhaust. No matter what you have to put an exhaust system in your boat. So, you may as well get the most out of it.

Will this system affect the running angle of the boat?
Once on plane the flow of the water across our exit point directs the exhaust aft through the semi-atmospheric thrust slot. To date, no one has reported any change of running angle as a result of implementing the IEHS.

What about corrosion in aluminum and steel construction?
The fact that the stringer pipe or duct run is completely submerged in water protects it from corrosion. The aluminum pipes that are traditionally above the waterline are more susceptible to corrosion because they are exposed to the air which causes oxidation.

How can I inspect the exhaust run?
The inspectabliity of the exhaust run is largely up to the builder. Inspection ports can be added to bottom of boat, inside the stringer pipe or duct run. A multitude of devices are available today to inspect areas with a limited access.

The system does not have any baffles or restriction that can break off and cause blockage. The IEHS is like a totally straight pipe system.

Our experience to date, with system over ten years old, is that nothing will grow inside the exhaust chamber and the exhaust run. The lack of light combines with the exhaust particulate that eventually coast the exhaust run prevents anything form growing.

What the designer has to say about exhaust thrust?
The fist internal installation of the system was on a 43’ Bertram. The system was located on centerline against the inside wall of the transom, the boat was powered by a pair of 6v92 DDCs rated at 550 hp each. While at the block loaded the engine up to 2100 rpm out of gear. The mechanics from Detroit were in the cockpit looking up at me with a strange look. The cockpit of the boat was rising up out of the water and rocking side of side. The exhaust exiting through the bottom had lifted the 43’ out of the water some 3”. It was the thrust of the exhaust that was lifting the rear of the boat. So the question is, if the thrust of exhaust can lift the rear of the boat upward when the engines are put into full throttle, where does this energy go once the boat is on place? The energy is directed though the slot at the rear of the system by the water that is running across the exit once the boat is underway. That energy must be doing some work on the boat. The question then becomes how much of that energy is helping the boat to move forward? As we collect more empirical data, over time, we will be able to answer that question. What we do know is that the potential energy of the thousands of exhaust cfm is going somewhere and we can now control that flow with the use of an adjust rear flap. Jet fighter has been using this same technology for years they call it ector-nozzling. It is our belief that the thrust from the exhaust is being used to help both engine and hull efficiency. The thrust of the exhaust is more apparent on the higher hp engines, such as on the 105’ Broward. A test was done on the Broward so see whether the thrust of the exhaust could be adjusted, to increase of decrease the speed of the exhaust through the notch at the rear to the system. It was easy to physically see manor with which we were able to manipulate the exit speeds of exhaust. I n closing, we have learned a great deal about this technology over 12 twelve years of its development. We believe that on very high hp engines, such as the DDC/mtu Series 4000 engines and on turbine systems,

We will begin to realize the full benefit of exhaust thrust as is relates to overall hull performance.