Product Line

and Selection Guide

 General Information

The Waterjet Difference

In the modern world, waterjets have rapidly gained acceptance as the leading means of propulsion for all types of high speed
craft -ferries, workboats, patrol craft, yachts etc. Recent advances in waterjet technology put them ahead of conventional pro-
peller systems in both performance and reliability. Ride in a modern water jet powered craft and the difference is obvious -rapid
acceleration, higher speed, shallow draft capability, unrivaled maneuverability and smooth, quiet operation. Add to these lower
maintenance, longer engine life and easy installation and the advantages over propellers with their inherent shortcomings of
vibration, engine overloading and susceptibility to damage are obvious.

Hamilton Jet Overview

Hamilton Jet pioneered commercial development of the modern waterjet in the early 1950s and today, have over
30,000 jets installed worldwide. With a complete range of models for power inputs ranging up to 4700hp per unit,
Hamilton waterjets are ideally suited for the efficient propulsion of a wide variety of high speed work and patrol
boats, fast passenger ferries and pleasure cruisers, typically in the 20 to 200 feet size range. Hamilton Jet is dedicat-
ed to the production of the highest quality jets and all models are designed and manufactured to meet the require-
ments of the worlds leading certifying authorities. Full logistic support for all projects is provided by the Hamilton
organization and its extensive network of factory trained distributors who can be found in over 50 locations world-
wide.

Todays Waterjet Unit

Mounted partly inboard at the stern of the vessel, the
Hamilton waterjet consists of a totally integrated pack-
age with steering, reverse and hydraulic control system
included. Water is drawn through an inlet screen at the
base of the intake or transition which is mounted flush
with the hull bottom. The pumping unit accelerates
the water rearwards where it is discharged through
the outlet nozzle, creating a powerful forward
thrust. A single piece balanced steering deflector
directs the flow to port or starboard as commanded at the helm
giving maximum turning force. The separate split-duct reverse deflector, usually
hydraulically driven, redirects the water forward and underneath the boat giving powerful astern thrust. The fol-
low-up control system allows intermediate positioning of the reverse deflector for zero speed while maintaining
full steering capacity.

Typical Applications
With over 30,000 installations worldwide, Hamilton Jet propulsion systems are well proven for providing efficien-
cy, reliability and flexibility in a wide range of hull forms. With models available to suit speeds in excess of 60 knots
and power inputs ranging from 200 to 4700hp, Hamilton waterjets can be used in single or multiple configurations
in vessels typically up to 200 feet long as main propulsion system, or as boost or loiter propulsion. Fast Passenger
Ferries, Work Boats, Patrol Craft, Rescue Craft, Military Support Craft, Pilot Boats, Recreational Cruisers and Fishing
Boats are just a few of the typical applications of the Hamilton Waterjet.

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 Advantages

Waterjet propulsion has many advantages over other forms of marine propulsion, such
as stern drives, outboard motors, shafted propellers and surface drives. These advan-
tages include...

Precise steering control at all speeds

Excellent Maneuverability
"Zero Speed" steering provides 360 thrusting ability for docking and holding
stationary.
Sideways movement possible with multiple jet installations.
High efficiency astern thrust with "power-braking" ability at speed

Propulsive coefficients as good or higher than the best propeller systems achievable
High efficiency
at medium to high planing speeds
Low drag and shallow draft
Absence of underwater appendages reduces hull resistance. Jet intake is flush
with hull bottom to afford minimum draft

No exposed propeller for complete safety around people in the water

Total safety
Low maintenance
No protruding propulsion gear eliminates impact damage or snags
Minimum downtime and simple maintenance routines

No hull vibration, no torque effect and no high speed cavitation gives maximum
Smooth and quiet
comfort levels on board
Low underwater acoustic signature

Jet unit impeller is finely matched to engine power

Maximum engine life
Power absorption is the same regardless of boat speed
No possibility of engine overload under any conditions

Single packaged module

Simplicity
No heavy and expensive gearbox required for many installations. Simple driveline
from
engine to jet coupling

Complete factory tested package, ready to bolt in

Easy installation
No difficult engine alignment problems

Hamilton waterjets have several advantages over other waterjet makes.

These include...

Pump design offers up to 25% more thrust than other waterjets between 0 and 20 knots.
Superior cavitation resistance
Maneuverability at low speeds & acceleration to high speeds are superior.

The unique JT steering nozzle minimizes thrust loss when steering. No central dead
Precise steering control
band provides higher course-keeping efficiency and higher overall boat speeds.

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 Hamilton Waterjet Features
Complete Integrated Design
Each Hamilton waterjet is a single packaged propulsion
module providing thrusting, steering and ahead/astern
functions. All functions are optimized then integrated
into the single package for maximum effectiveness. On
models which offer hydraulically actuated astern func-
tion, the hydraulic power system in an integrated part of
the jet, incorporating hydraulic pump driven by the
mainshaft, oil cooler cast into the intake, hydraulic pip-
ing and control valves. The system is setup to be fully
proportional so the astern deflector movement follows
that of the control lever and is fully factory adjusted and
tested.
Proven Practicality
The intake is an integral part of the Hamilton Jet design.
This section is of robust cast construction capable of
transmitting the full force of the generated thrust to the
hull bottom, not the transom or engine via the driveshaft.
The main thrust bearing is incorporated in this rigid
structure and is unaffected by hull movement. All
Hamilton waterjets include an intake protection screen
and this feature is engineered into the design so that
operational parameters such as cavitation resistance are
unaffected by its presence.
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Optimized Controls Package
To interface between the control station(s) and the jets, a
number of control system options are available.
Depending on the jet model, these range from simple
push/pull cables to sophisticated microprocessor driven
electronic systems.
High Propulsive
Efficiency
The impeller design employed in Hamilton
waterjets is a highly refined inducer style,
capable of pumping large volumes of water at relatively
low pressures, permitting very high propulsive coeffi-
cients to be achieved at fast boat speeds with outstanding
resistance to cavitation. The impeller runs within a
removable stainless steel wearing, with the whole design
permitting easy routine maintenance to be carried out in-
situ. Water flow exiting the impeller passes through sta-
tor vanes where the rotational elements are removed so a
straight uniform flow pattern is presented to the dis-
charge nozzle.
 Hamilton Waterjet Features
International Design Standards
All Hamilton waterjets are designed and manufactured
to meet the requirements of the worlds leading certify-
ing authorities. Materials renowned for strength and
resistance to corrosion, such as LM6 aluminum, SAF2205
and CF8M stainless steel are used extensively and in
models suitable for use in permanently moored craft, an
integral cathodic protection system using pure zinc
anodes is incorporated.
Like propeller diameter in conventional drive systems,
Large Range Optimum Sizing
nozzle diameter is the key to achieving the best propul-
sive efficiency. Because of the size of the Hamilton Jet
range, the large number of effective nozzle sizes available
enables the most effective propulsion option to be select-
ed for all applications. Computerized selection, taking
into account factors such as speed, power input, fuel
load, lifetime propulsion costs etc, are possible.
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Maximum Astern Thrust
Ahead/astern function is an integral part of the
Hamilton Jet package. The split duct astern deflector is
designed to provide maximum astern thrust under all
conditions of boat speed, water depth and throttle open-
ing. A splitter is incorporated in the deflector to divide
the flow and angle the astern jet stream down to clear the
transom, and to the sides to retain a steering thrust com-
ponent. This arrangement vectors the astern jet stream
away from the jet intake, avoiding recycling
and producing a powerful astern
thrust which can be maintained
up to high throttle settings.
Balanced Powerful Steering
The balanced steering deflector is a separate but integral
part of the Hamilton Jet design. Deflecting the jet stream
to port or starboard in response to helm commands, the
deflector is designed to maximize lateral thrust with min-
imal loss of forward thrust, whilst maintaining lightest
operating loads for highly responsive steering control.
Precise Vessel Control
The separation of steering and ahead/astern functions
permits the independent effects to be used in conjunction
with each other to achieve complex vessel maneuver.
With the astern deflector fully raised, full ahead thrust is
available. In the fully lowered position, full astern thrust
is generated. In all positions full independent steering
effect is available for rotating the craft. By setting the
astern deflector in the intermediate zero-speed position,
thrusts are equalized for holding the vessel on station but
with full steering effect still available. Infinitely variable
adjustment of the astern deflector either side of zero-
speed enables the craft to be crept ahead or astern result-
ing in unparalleled vessel control and maneuverability.
 Applications
Suitable Hull Forms
In general the hull shape, whether monohull or multihull, should be that which best suits the size, displacement
and cruising speed of the craft but, with the following prerequisites:
hull shape and appendages must avoid entraining air into the waterjet inlet.
if no keeling is proposed, the hull shape must be directionally stable without such appendages.
there should be no appendages such as keels, rudders, planing strakes, water-pickups etc. for at least 6.5 feet in
front of the waterjet intake. These appendages can however generally be placed to the outside of the projected
area in front of the waterjet inlet(s) without affecting their performance.
in order to prime (pump water when driven) the water level must be at least up to the waterjet mainshaft when
the craft is at rest.
Hamilton Jet should be consulted in all cases before construction starts.

High (Planing) Speed Craft (over 30 knots)

For best directional stability and speed, a hull with monohedron lines (constant deadrise over the aft planing area)
is recommended.
Deep and fine bow stems should be avoided as, without additional keeling, these can cause directional instability
at speeds over 25 knots. Also for directional stability and to avoid air being entrained into the waterjet from bow
waves, deadrise angles of between 10 and 25 are generally recommended.

Medium Speed Craft (10 to 30 knots but increasing with length)

Low trim angles, particularly in conjunction with slender hulls of high length to beam ratio are best suited.

Semi-Displacement Hulls with beam narrowing and bottom lines rising towards the transom are suitable
provided there is sufficient immersion for the waterjet(s) to prime when the craft is at rest. For best speed, take
care to maintain the LCG well forward, especially with round bilge hulls.

Warped Hulls with reducing deadrise angles going aft can reduce trim angles and thus hull resistance in the
semi-planing speed range, improving load carrying ability.

Catamarans, of both semi-planing and semi-displacement types, can perform well in this speed range provid-
ed they obtain low running trim angles.

Keeling due to moderate dead rise and immersion aft and deeper vee forward sections, some keeling aft may
be required to maintain directional stability.

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 Applications
Slow Speed Craft (0 to 10 knots but increasing with length)
Slow (or Displacement) speed craft operate at speeds where the water is displaced around and underneath their
hull and no significant lift or planing effect is generated. Craft speed is limited by the Water Line Length (LWL) and
efficient speed hull shape rather than shaft power.

Natural Displacement Speed (NDS), a function of the crafts Water Line Length (LWL), is the speed at which dynam-
ic lift, and thus planing effects, commence. At speeds up to NDS, very modest shaft power is required and accept-
able propulsive efficiencies can thus be obtained with relatively small waterjets.

Slender hulls, having higher length to beam ratios, are recommended as they are more easily driven.

True efficient displacement speed craft, refer Low Resistance below, are designed to generate minimal bow and
stern waves with narrowing beam and rising bottom lines towards the transom.

Any less efficient slow speed hull forms can however be operated at their inherently reduced NDSs, refer High
Resistance below.

Low length to beam ratio (>3:1) High length to beam ration (<5:1)
High Resistance Low Resistance

Large area of submerged transom Medium area of submerged transom

Heavy displacement Light displacement
Flat, non-veed bow shape (such as scow type Well veed bow shape
bow commonly used on landing craft/barges)

Ensure the water level is at least up to the mainshafts of the waterjets at rest so that there will be sufficient immer-
sion for them to prime. For best speed take care to maintain the LCG well forward, especially with round bilge hulls.
Due to moderate deadrise and immersion aft and deeper forward sections, some keeling aft is recommended to
maintain directional stability.

Multihulls
Long narrow multihulls, which maintain low trim angles throughout the whole speed range, are well suited to
waterjet propulsion. The waterjet machinery package is ideal for fitting into slender catamaran hulls offering high
efficiency, vibration free and quiet operation and excellent maneuverability. As maintaining low trim angles is essen-
tial to minimize the hull resistance of catamarans, designers should compensate for the lost buoyancy aft caused by
the installation of the waterjets, generally by keeping the Longitudinal Centre of Gravity (LCG) well forward.

SES concept hulls and foils provides additional lift to the hull and a significant reduction in hull resistance. Care
must then be taken to avoid aerated water from the bows and foils entering the waterjets and thus reducing thrust.

Unsuitable Hull Forms

Generally, any hull forms that direct air to the waterjet inlet should be regarded as unsuitable. These include some
multihulls, Hickman Sea Sled types, Flat Bottom Hulls, Air Trapping Hulls (eg. some barges), Low Roof Tri-hulls,
Stepped Hydroplanes etc.

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 Preliminary Jet Selection
High (Planing) Speed Craft (over 30 knots)

Having determined the hull shape is suitable for

Maximum Recommended Displacement HJ Series Selection
Jet Model &

the intended speed range, estimate the likely dis-

Configuration High Speed Craft

placement or All-Up-Weight (AUW) of the craft

(tonnes) at maximum power input(s)
Weight 0 10 20 30 40 50 60

(include fuel, payload, passengers etc.). Using

the estimated AUW as a guide, select a suitable
jet model (or multiple of jets) from the High
Speed Selection Table.

1 Tables assume that the hull size and shape

are appropriate (ie: the hull is not overloaded
for its size).

2 Best propulsive efficiency (or performance) is

achieved by utilising jets at an All-Up-Weight
well below the recommended maximums list-
ed.

3 Selection in the shaded region implies

reduced propulsive efficiency and application
restrictions.

4 Tables assume the water flow into the jet

intake is undisturbed. Disturbance can be
caused by incorrect installation, hull
appendages or aeration (eg: white water/river
rapids).

Medium Speed Craft (10 to 30 knots but increasing with length)

The resistance for craft can vary considerably in this speed range. It is very dependent on having appropriate hull
shape and trim plus how heavily loaded the craft is for its size.

As craft design speeds reduce, larger diameter propellers are required to maintain propulsive efficiency. The same
is true for waterjets, therefore best propulsive efficiency and craft speed will be obtained by selecting waterjet(s) at
least one model size larger than the above High (Planing) Speed table suggests.

Consult Hamilton Jet with full details in all cases for this Medium speed range, include hull Lines Drawings
if possible and the completed Questionnaire on Page C-15.

Multi-Speed Craft
Because engine overload does not occur and there is no appendage drag with waterjets, they offer a simple solution
to multi-speed craft. Waterjets can be used, at lower shaft powers, for Loiter Speed operations but still boost the
crafts top speed in conjunction with the main propulsors, whether these be other waterjets or propellers. If optimum
efficiency and speed is required at the crafts top speed then, taking into account the other propulsors, select the
waterjet model from the High Speed Table above. If the same waterjet is also to be used at loiter speeds then the
shaft power must be restricted to the maximum recommended for that model at slow speed. When the primary
function of the waterjet is to provide loiter speed ability, then select the model from the Slow Speed Table on Page
???. Note the waterjet will still provide thrust in conjunction with the main propulsors, boosting the crafts maxi-
mum speed.

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 Preliminary Jet Selection
Slow Speed Craft (0 to 10 knots but increasing with length)

Having determined the hull shape is suitable for

Jet Model & Maximum Recommended Displacement HJ Series Selection

the intended speed range, estimate the likely dis-

Configuration High Speed Craft

placement or All-Up-Weight (AUW) of the craft

(tonnes) at maximum power input(s)
Weight 0 10 20 30 40 50 60

(include fuel, payload, passengers etc.). Using the

estimated AUW as a guide, select a suitable jet
model (or multiple of jets) from the Slow Speed
Selection Table.

1 Tables assume that the hull size and shape are

appropriate (ie: the hull is not overloaded for its
size).

2 Best propulsive efficiency (or performance) is

achieved by utilising jets at an All-Up-Weight
well below the recommended maximums listed.

3 Utilising jets at an All-Up-Weight above the

recommended maximums listed implies reduced
propulsive efficiency and maneuvering respon-
siveness.

4 Tables assume the water flow into the jet

intake is undisturbed. Disturbance can be
caused by incorrect installation, hull appendages
or aeration (eg: white water/river rapids).

HM & HS Series Selection

Both HM and HS Series waterjets are suitable for a wide range of craft requiring higher power inputs and/or more
complex technical considerations that the above guidelines provide for full details of the proposed craft should be
submitted to Hamilton Jet for analysis of optimum propulsion options.

WARNING
The Selection Tables shown on these pages are only intended to provide a guide for
selecting particular model(s) of Hamilton waterjet based primarily on craft weight.
However, to achieve optimum propulsive coefficients it is necessary to include
other factors in the selection process which may change the final selection of model
to suit a particular application.

Full details of all applications, especially those which fall in the shaded region
or outside the limits, should be submitted to Hamilton Jet for appraisal prior to
construction.

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 Performance Guide
High (Planing) Speed Craft (over 30 knots)
Using the Speed Guide Table below, plot a vertical line corresponding to the waterline length (LWL) of the craft in
metres. At the point where the vertical plot intersects the nominated Boat Speed on the horizontal axis, read off
the recommended Power to Weight Ratio (hp/ton).

NOTE: With waterjets, the higher the boat speed the higher the propulsive efficiency. For best propulsive efficien-
cy with directly driven jets (no reduction gearbox}, plan for a minimum fully laden cruise speed of 25 knots.

This table is an approximate

CAUTION:

guide to boat speed only.

on

It does not consider variations in

n
p/t /to
40h 30hp /ton

hull parameters, eg: beam or

1 1 hp
120 hp/ton
110

deadrise angle, Longitudinal

on
hp/t
100

Centre of Gravity (LCG) etc,

/ton
90hp

which directly affect hull resist-

/ton
80hp

ance. The table assumes solid

/ton
70hp

unaerated water is supplied to

on
60hp/t

the jet intake in a hull with a

n
50hp/to

medium deadrise angle between

10 - 15.
40hp/ton

Deep vee hulls andcatamarans

are likely to be 2 to 3 knots slow-
er than the table predicts.

For more accurate speed estimates, the jet(s) Dynamic Thrust can be compared with Hull Resistance data. Jet
Thrust Curves are contained in the appropriate Hamilton Jet model Designers Manual.

Hull Resistance can be evaluated either by calculation or model testing. If Hull Resistance Data is not available,
complete the Questionnaire on Page C-15 and submit to Hamilton Jet for a computer assessment of optimum
propulsion options.

Hull resistance, and thus craft speed prediction, in this Medium speed range is difficult and it is recommended
Medium Speed Craft (10 to 30 knots but increasing with length)
in all cases that a Naval Architect and/or Hamilton Jet be consulted with full details for craft speed predictions.

If not already supplied, include hull Lines Drawings if possible and the completed Questionnaire on Page C-15.

Multi-Speed Craft
Assuming all propulsors are waterjets, for speeds over 25 knots use the table above for High (Planing) Speed
Craft. For a loiter or slow speed, use the Slow Speed Craft Guide on Page C-10 to make preliminary craft speed pre-
dictions.

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 Performance Guide
Slow Speed Craft (0 to 10 knots but increasing with length)
Determine whether your hull is a High or Low resistance displacement speed craft, or in between these, by
studying the following characteristics

Low length to beam ratio (>3:1) High length to beam ratio (<5:1)
High Resistance Low Resistance

Large area of submerged transom Minimum area of submerged transom

Heavy displacement Light displacement
Flat, non-veed bow shape (such as Well veed bow shape
scow type bow commonly used on
landing craft/barges).

Then refer to the Natural Displacement Speed (NDS) Guide Table below. Follow the Water Line Length (LWL) for
your craft upwards and at the appropriate distance between the High and Low resistance curves read off the
preliminary prediction of the crafts Natural Displacement Speed.

For all hull shapes, NDS will be achieved with only moderate shaft power. Do not attempt to exceed NDS with a
pure displacement (Low Resistance) hull form as increasing shaft power will not give any significant speed
increase. For example, doubling the shaft power may only give a 1 knot speed increase.

This table is anapproximate

CAUTION:

guide to boat speed only.

It does not consider variations

in hull parameters, eg: beam
or deadrise angle,
Longitudinal Center of
Gravity (LCG) etc, which
directly affect hull resistance.
The table assumes solid
unaerated water is supplied
to the jet intake.

For more accurate speed estimates, the jet(s) Dynamic Thrust can be compared with Hull Resistance data. Jet Thrust
Curves are contained in the appropriate Hamilton Jet model Designers Manual. Hull Resistance can be evaluated
either by calculation or model testing.

If Hull Resistance Data is not available, complete the Questionnaire on Page C-15 and submit to Hamilton Jet for a
computer assessment of optimum propulsion options.

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 Engine Selection
Determine the Power/Weight Ratio Required
For High (Planing) Speed Craft, determine the required Power to Weight Ratio (hp/ton) to achieve the required per-
formance from the High (Planing) Speed GuideTable on Page C-9.

For Slow Speed Craft, refer to the Natural Displacement Speed Guide Table on Page C-10 and decide whether your
craft is a High or Low Resistance type, or in between. Then choose a Power to Weight Ratio between 5hp/ton (for a
Low Resistance Hull) and proportionally up to 15hp/ton (for a High Resistance Hull) in order to achieve your crafts
Natural Displacement Speed (NDS).

Determine the Power Required per Jet

Power to Weight Ratio (hp/ton) x All-Up-Weight (tons)
Required Shaft Power per Jet (hp) =
Number of Jets (single, twin, triple etc)

Maximum Power Inputs per Jet

Maximum recommended power inputs at craft speeds below 35 knots are limited by propulsive efficiency and cav-
itation considerations. For any craft design speed below 35 knots the maximum power input should thus be limit-
ed in proportion to the proposed craft speed. For HJ Series waterjets, use the chart below to determine approximate
maximum power input per jet at various boat speeds.

HM Series waterjets suit power inputs up to 3,500kW (4,695hp) at speeds over 35 knots consult Hamilton Jet for
details.

Engine Selection
Select an engine of equal or slightly higher power than determined above. Note that for direct driving from engine
to jet without a gearbox, the engine rpm must also lie within the rpm range of the jet refer to the appropriate
Designers Manual for that jet model or to Hamilton Jet.

WARNING: the preceding guide leads to a preliminary selection only and other criteria, such as cavitation lim-
itations, may necessitate selection of a different model. Complete the Questionnaire on Page C-15 and return to
Hamilton Jet for a confirmation of your jet model selection and speed prediction.

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 Model Range
HJ Series
The HJ Series comprises a range of highly efficient inducer style jets which can usually be applied directly driven
from a marine engine and suitable for propelling craft at speeds ranging from zero to over 50 knots and typically
of length up to 65 feet Layout and dimensions shown below are for jets with standard 5 intake block which facili-
tates close direct drive coupling of the engine. An optional 0 intake block, which positions the jet parallel to the
hull bottom for reduced engine installation height when using a drop center gearbox, is available for certain mod-
els. Full details available on request.

Model A B C D E F G Dry Weight

(mm) (mm) (mm) (mm) (mm) (mm) (mm) (kg)
HJ212 498 252 743 720 420 386 450 77
HJ213 413 249 762 720 420 386 450 89
HJ241 424 284 829 824 491 502 431 132
HJ274 570 302 1100 840 548 608 470 138
HJ292 681 330 1180 862 550 680 495 169
HJ322 866 371 1380 980 637 680 550 300
HJ362 1025 343 1590 725 840 550 785 426 Intake weights
HJ391 1285 470 1720 1098 995 690 985 636 not included

HM Series
The HM Series comprises a range of highly efficient inducer style jets which can usually be applied driven from a
marine engine via a reduction gearbox and suitable for propelling craft typically from 55 to 200 feet in length.

Model A B C D E F G Dry Weight

Intake weights (mm) (mm) (mm) (mm) (mm) (mm) (mm) (kg)
not included HM422 1380 485 2082 1105 785 660-960 990 786
HM461 1280 420 2046 1440 1020 900 1040 974
HM521A 1395 475 2350 1625 1225 1000 1190 1160
HM521B 1434 475 2350 1625 1225 1000 1190 1160
HM571 1542 530 2585 1800 1300 980 1285 1452
HM651 2103 593 3348 1660 1500 1100 1500 2057
HM721 2400 667 3815 1830 1577 1245 1622 2770
HM811 2700 750 4290 2100 1860 1400 1825 3640
HS Series
The HS Series comprises a range of highly specialized multi-stage jets optimized for propelling craft at speeds in
excess of 50 knots. These models can be directly driven by high speed diesel engines, avoiding the cost and weight
of a reduction gearbox, or by marine gas turbine engines.

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 Dimensions

212 Dimensions 213 Dimensions

Please note that dimensions below are indicative only - Full installation
details are contained in the 212 installation and service manual sup-
plied with each jet.
479
Please note that dimensions below are indicative only - refer to
213 Designers Manual for complete technical data.
422

5o

420
252

249
743 720
762

720
450
386

385

450
241 Dimensions 274 Dimensions
Please note that dimensions below are indicative only - refer to Please note that dimensions below are indicative only - refer to
241 Designers Manual for complete technical data. 274 Designers Manual for complete technical data.

570

424
5o

548
302

o
5
491

Standard 5o Intake Block

284

829
617
270

824

Optional 0o Intake Block

502
431

608

1100 5o Intake Block

840
1000 0o Intake Block

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 Performance Guide

292 Dimensions 322 Dimensions

Dimensions below are indicative only for a Standard 5o Intake Please note that dimensions below are indicative only - refer to 322
block - refer to HJ292 Designers Manual for complete technical Designers Manual for complete technical data.
data.

862

40o

550
495

680 40o

681
715
550

637
330

371
835
980 1380
1180

362 Dimensions 391 Dimensions

Please note that dimensions below are indicative only - refer to 362 Please note that dimensions below are indicative only - refer to 391
Designers Manual for complete technical data. Designers Manual for complete technical data.
888
985
690
930

550
462

5o

1025
470

172 1098

5o
820

341
319

5o 0.5o 65
251 1110

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 Information Request Form

Information Request Form

______ I am interested inHamilton Jets for my boat. Please supply me with information on Model

______ I am unsure of which model is appropriate for my application. Please contact me regarding my project.

Company Name:__________________________________________________________________________________
Contacts Name: __________________________________________________________________________________
Address: ________________________________________________________________________________________
________________________________________________________________________________________________
Phone Number: __________________________________ Fax Number: __________________________________

Pleae check one of the following:

______ Naval Architect ______ Boat Builder _______ End User
______ Other (Specify): __________________________________________________________________________

Type of Boat:
______ Planing Hull ______ Displacement Hull

Length Overall ____________________________ Waterline ____________________________

10-25o

__________________________________________
Deadrise Angle

Maximum chine beam ______________________ Desired speed ________________________________(kts)

Deadrise: @ transom ________________________ @Max. chine beam ________________________________

All up weight (fully laden displacement in pounds) __________________________________________________

Proposed engines: ______ Gas ______ Diesel ______ Quantity

______ Make ______ Model ______ Reduction Ration (if any)

Max rated horsepower: hp ____ @ ______ rpms

Cruise rated horsepower: hp ____ @ ______ rpms

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