ONE MORE TIME is a one of 3 custom built Sportfish Yachts manufactured by Lydia. She is a 92 Foot / 28.01 Meter Yacht. She was built by Lydia Yachts and delivered in 1992 .Her top speed is 31 kn powered by twin Detroit Diesel 16V92 engines. Both engines are in good working contition with 2,200 hours each. Her 4 staterooms can accommodate up to 6 people and 2 crew members. She was designed by Walter Hahn. Her second story fully enclosed cockpit was retrofited and designed by Ryboich. The structure of the cockpit is all aluminum and glass. Her solid custom built hull is made of cold moulded wood with a fiberglass finish.I am the second owner of this boat and have had it since 2002. The vessel is equipped with electro/hydraulic/mechanical controllable pitch (C.P.) propeller system, built by a Norwegian outfit Servogear.
Below is an article published by Dick Simon Yachts describing the vessel:
STANDING AT THE HELM OF the biggest, baddest sportfisherman in the world, Lydia Yacht's 92' Double Expresso, 68-ton, cold-molded. Expresso's flying bridge, encased in an air-conditioned, electronics-stuffed, stereo-equipped, glass-sided enclosure. Expresso's doing 35 mph, charging across Ambrose Channel like The Light Brigade, with twin 1,400-hp DDC 16V-92TA DDEC diesels hammering full-tilt, turning a set of mammoth, 3'2"-diameter, control-lable-pitch props worth a cool $300,000. they call, A surging combination of 16V-92 DDEC diesel inboards and twin 2,850-hp turbines deliver a 53.4 mph top end on the Lydia 92. And canyon-cruising goes deluxe with gear like a giant 50' tuna tower. At the same time, he leans on the Norwegian-built Mar-El control on the dash, adding pitch to the controllable-pitch wheels while carefully monitoring fuel consumption and engine load via DDEC readouts.
"Four years and four million bucks it took to build this boat," Eric says a bit wearily.
Second, they wanted to trim fat and boost speed. The horsepower-to-weight ratio of turbines is excellent, so a CoDAG system weighs a lot less than a straight-diesel powerplant. McIntyre's Textron/Lycoming T-55s have a horsepower-to-weight ratio of about 3.7:1. The ratio for stand-alone diesel installations is typically something like .2:1.
Inboard CoDAGs have a faintly dicey reputation these days, based on some big, expensive projects that fell apart. The problem was pretty much the same every time. Diesel-interfaced, fixed-pitch props, necessarily adapted for maneuvering, trolling and slow cruising, were underpitched at warp speed. As a consequence, they created drag, rotated faster than they were supposed to and caused their diesels to overspeed.
The solution was based on relatively simple technology first developed in 1928. The brothers opted for an electro/hydraulic/mechanical controllable pitch (C.P.) propeller system, built by a Norwegian outfit called Servogear.
The mechanism's fairly simple. Each of the two Nibral-bronze wheels on Expresso has four blades that pivot at the root, via a yoke/keyway assembly inside the hub. The assembly is actuated by a push-pull rod that enters the hub after passing through a length-wise bore in the propeller shaft. Electronically controlled hydraulics, located on either side of the big ZF BW195(P) gearboxes in Expresso's engine room, operate the push-pull rods. From zero (or flat) pitch, the props can be adjusted to 66" of positive pitch for forward thrust and 66" of negative pitch for thrust astern. No more diesel overspeed.
And check out our diesel-only fuel consumption and range numbers at 600 rpm - being able to precisely adjust pitch to rpm does have advantages. Moreover, with C.P. props, maneuvering Expresso is easier than maneuvering more traditional fixed-pitch boats, because thrust, whether forward or astern, is infinitely and minutely variable.
We've already covered just about everything else onboard Double Expresso, from the stark, Awlgripped, Corian-embellished interior to the bodacious airscoop concealed in the brow of the bridge, with atendant 4' x 4' air shaft directed straight down to the engine room. Not to mention the giant, offset Scopinich fighting chair in the cockpit, and a 1'4" hudraulically-operated American Bow Thuster, with foot controls on the bridge and, for the docking-savvy deckhand, on the bow, too.
Built by PipeWelders of air-foil-shaped anodized aluminum extrusions, Expresso's tuna tower is a veritable skyscraper. It soars 50' above sea level.
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