Jet Boat Impellers

Are there differences for Jet Impellers similar to propellers? I know after 500ish HP you have to step up to stainless. Are some setup for top and and some setup for acceleration ?

I am sure Jetboat performance will be along shortly.

The impeller output is sized to hold the motor according to its peak torque, similar to how a dyno works. (AA A B C D)

Stainless is recommended so it doesn't blow into pieces.

Assuming you have a Berk

The output nozzle has more to do with top speed/acceleration.

It's a whole package from intake, shoe, loader, inducer, impeller, and nozzle.

Lots of data can be gained from understanding it all but generally speaking it goes something like this...

Basically an AA would be the largest impeller moving the most amount of water but it's a delicate job to pick the right one. It has to match your optimum goal of horsepower, torque, and at what RPM.

The larger the impeller the more it's going to pull the RPM's of the motor down thus the higher horsepower needed to turn the impeller and the motor. More RPM's generally means more speed in a jet.

This is all a basic overview...

rivrrts429 said:

It's a whole package from intake, shoe, loader, inducer, impeller, and nozzle.

Click to expand...

and those ring inserts, I have a red one on the place diverter.

When the Horsepower , usage, environment and application dictate (mixed flow jets) , the necessity for Stainless or Bronze versus Aluminum alloy impellers becomes an issue. Most of the various impellers offered have not changed much since the 60's/70's in terms of strength , alloys and particularly design , in fact Berkeley OEM aluminum alloy impellers are nearly identical today to their original counter parts introduced in the mid 60's. Even inasmuch as its generally thought or touted that Aluminum alloy Impellers are "good to 500 HP" the reality is that they (Aluminum) were largely designed to work with closer to 350 HP "ish", The standard among most manufacturers seems to be currently 450 to maybe 500 as a caveat. Like said here earlier the impeller "cut" needs to work with the boat size and weight, the engine (particularly where the engine actually makes power) and a multitude of other factors , choosing or applying an impeller can be complex and even then sometimes a bit of an experiment, the proof comes in how the boat and engine "likes" the impeller . Stainless Impellers contrary to common belief don't add performance but rather strength. JBP has an algorithm Impeller calculator that helps determine or sort out applications relative to "cuts" however the other factors remain (loading etc),additionally detailing/labbing can change the actions and reaction of the impellers significantly . Our JBP XL Impeller (introduced last year) although similar to the others produced over the years is our own design and was tooling made from the "drawing board"/ground up, Its made of 356 T6 alloy, CNC machined and then each unit is hand finished , They were prototyped for nearly 3 years before release , we manufacture our Impellers from 4A down to C- cuts for applications from Diesels to small displacement 4 cyl engines. more to follow Tom

jetboatperformance said:

Our JBP XL Impeller (introduced last year) although similar to the others produced over the years is our own design and was tooling made from the "drawing board"/ground up, Its made of 356 T6 alloy, CNC machined and then each unit is hand finished , They were prototyped for nearly 3 years before release , we manufacture our Impellers from 4A down to C- cuts for applications from Diesels to small displacement 4 cyl engines. more to follow Tom

Click to expand...

Tom-

Any Horsepower charts on the 3A or 4A Impellers? Or pics???

Thanks,
Dan'l