Specialty rigs.
September 20, 2009
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I figured I’d talk about some specialty rigs for soft plastics. By now everyone knows about the effective drop shot rig, the split shot rig, doodling and of course the Texas rig but there are other ways of rigging plastics that are not as well known yet they are very effective.
Today I’ll talk about wacky rigging and a few different variations of it. All a wacky rig consists of is a worm type bait, and a hook. The difference between this rig and your normal way of rigging is instead of hooking through the nose you run the hook through the “Egg Sack” on the plastic leaving the hook tip exposed.
Another way of hooking it is to place an O-ring on your worm and run the hook under it so the hook itself never penetrates the plastic. With this style of rigging you can save money because your plastics don’t get torn up as easily and we all know how expensive they can get, especially when were talking Senkos.
To fish a wacky rig you just toss it out, give it slack and let it sink. If you don’t get bit on the initial fall pull it up by lifting your rod tip slowly and let it fall on slack line. I cant stress this enough, WATCH YOUR LINE! The bites can be very light. If it seems to be sinking more than it should or moves to one side, especially if it moves up current, reel down the slack, feel the pressure and set the hook, don’t be asleep at the reel! Slow is the biggest trick to fishing a wacky rig. This is not a technique that will cover a lot of water but it will produce bass, especially when the conditions are tough.
Next lets discuss the Izzy rig. This rig is basically just a modified wacky rig with a nail weight inserted into the head of whatever plastic worm type bait you feel like using. Experiment as to how much weight you need to put in, let the fish tell you how quickly they want it sink. A floating worm seems to be the most effective type to use for this rig because the nose will go down and the tail will float up but any type of worm will work. Here again, it can be hooked either through the egg sack or you can utilize an O-Ring.
The origins of the name stem from a gentleman named Izzy Byrd from San Jose who brought this style of fishing into the lime light, at least here in the states. Rumor has it that he learned it while in Japan on a business trip Irregardless of where he learned it he fished Pro/AM tournaments out of the back of the boat and just smoked everyone. As to how to fish it, use the same technique as you would a regular wacky rig.
Another variation of the Izzy rig comes from Korea and its called a Neko Rig, I’m not sure of the origin of the name but instead of using a nail weight in the head you use a small round jig head. You can purchase specialty ones or you can get your basic crappie type jigs and either cut the hook and the bend or just straighten it out.
Experiment with various ways of rigging the wacky rig. I’ve seen people catch bass using full sized bass jig heads hooked through the center of their plastics as well as small crappie jig heads. Remember, nothing is written in stone when it comes to bass fishing, you just might come across something different that just whacks them by thinking outside the box.
Thanks for visiting my site. Be sure to tell all of your fishing buddies and come back soon
Until Next Time, Good Luck and Tight Lines To Ya!
What a Great Fishing Trip!
September 20, 2009
I took the nephew for a day of fishing recently over to my home lake, Isabella and we had a blast! We pulled out of town at 0445 and headed over to the lake.
As we were driving along shortly after cresting Walker pass, we rounded a turn and there in the middle of the road was a deer, luckily we were going slow enough to be able to stop. As we drive along I noticed that all of the cows in the fields were feeding. This is something I have always watched for ever since I was a kid. Shhh, it’s a secret that my dad shared with me. On your next trip, take note if nature in general is active, if it is then chances are the fish will be active as well.
So we arrive at the lake and splash the boat, I can hardly wait till Josh, my nephew, is old enough to pull the truck up into the parking lot so we don’t have to tie off to the dock and block access for others to launch, even though its just for a couple minutes.
So off we go to my first spot. We start out tossing Sammy’s looking for the top water bite and the bass didn’t let us down. We caught 7 nice bass pretty quick then it just died so instead of slowing down the presentation I make the call to fire up the Mercury and off we go to spot number 2 looking for more active bass.
As we pull up to the spot I notice that the water looked “nervous”. What I mean by that is it looked “rippley” yet there was no wind, woo hoo, shad activity. I pick up my BBZ1 slow sinking shad and make a long cast. After it hits the water I do a ten count and ten start to reel, BAM! A good solid 3 pounder. Josh decides he wants to switch to a Spinner bait and on his first cast he sticks my fish’s twin brother. We continue to catch bass, 4 more, for about the next ½ hour then the spot dies as well. So that’s 13 bass and we’ve only been on the water for about 1 ½ hours, looks like its gonna be a great day. Time to make a move to find more actively feeding bass so off we go to spot number 3.
Next spot I try tossing the big trout swim baits for awhile but I’m not getting any followers. Meanwhile Josh manages to put 2 more bass in the boat on his blade so I figure I’ll switch up to a DD22. After about 5 casts it felt like I got stuck on a rock so I try pulling it free when all of the sudden it starts to move off. “Holy Crap, that’s not a rock!” and the fight begins. I look at Josh and tell him, “This is a good one, grab the net.” I would reel up 10 feet and the fish would take 20 back. After what seems like forever I finally get him to the boat and he turns out to be a 8 pound channel catfish, that’s dinner so in the livewell he goes. We continue to fish the spot and manage to put 3 more decent bass in the boat.
The time now is about 9:00, the reaction bite seems to have slowed down some but we’ve managed to catch 18 bass and 1 catfish, what fun.
I continue to throw my DD22 and Josh has switched to a Deep Little N, we are working this rock pile in 12 foot of water when we get a double hookup, once again we boat twin 3 pounders. 2 casts later Josh says to me, “Uncle Mike, I’m stuck” I tell him to use the bow technique to pop it free so he does and the lure pops free. As soon as it comes free from the rock pile I notice the line moving towards the boat and Josh is not reeling it. He finally catches up to the fish and realizes he has a big one., it ends up being a 6 pound catfish which goes into the livewell so the other cat now has a room mate.
After about 30 more casts without a bite I toss a Senko onto the rock pile and WACK, another good bass in the boat. Josh wants to try a drop shot. We continue to work the rock pile but nothing is happening, the bass seem to have shut off so now its crappie time.
We move off to the trees in the channel and look for them on the Lowrance. After checking 3 stets of tree, bingo, there they are. Roadrunner time! We lost count of just how many crappie we caught but by the time we were done the second livewell had a limit of good 1 ½ to 2 pound crappie in it, yes they were packed in there like sardines, HA! Lucky for them my Champion has deep livewells.
The time is now about 11:30 and we deciede to call it a day and what a great day its been, 21 bass, 2 catfish and a limit of crappie. We stop by the fish cleaning station at Paradise cove and fillet out our catch of catfish and crappie and Josh calls up his mom and my other sister to let them know that were having a fish fry.
On the ride home Josh asks me why all fishing days are not like today was. I explain to him that they all cant be like today but the more times a person goes fishing the better the odds of having a day like today, as long as he learns something from every trip
Its days like this that keep kids interested in fishing and make the days when you only get a couple bites worth it to them because they know the potential is always there of having a great day!
Thanks for visiting my site. Be sure to tell all of your fishing buddies and come back soon
Until Next Time, Good Luck and Tight Lines To Ya!
Supercharger vs Turbo Charger
September 18, 2009
Recently I’ve been hearing people going back and forth between which is better, the Supercharger or the Turbo charger. I can honestly say that I did a bunch of research, the little woman says that I research the heck out of everything I do, befiore going with the Magnacharger Radix Supercharger system instead of a turbo. For my needs I found the Supercharger more efficent for my appkication. I wanted to be able to use my Silverado as a daily driver, increase my mileage while hauling my bass boat and from time to time smoke the Rice burners with their loud “fart cans” and all the while NOT voiding my warranty as well as keeping my vehicle within CARB standards seeing how I live in the wonderful state of California.
After determining that the Supercharger was the right one for me I once again did major research before I went with the MagnaCharger System. Its a complete bolt on system right down to new injectors that is basically plug and play. As a matter of fact if you have basic mechanical skills and basic habd tools you can install the system by yourself in an afternoon. The only time you would need help is setting the new assembly onto the block, its kind of heavy and you want to be sure everything lines up correctl
To help clear up all the confusion between the 2 I copied the following was from Superchargersonline, its a good read if your thinking about adding some major boost to your rig.
It’s one of the most common questions we are asked – the answer to which is almost impossible to find “What is better – a supercharger or a turbo?”
We only wish the answer were that simple, but unfortunately it is not. The simple answer is: “It depends.” But don’t worry, we’ll go into more depth than that here. Both superchargers and turbos have distinct advantages and disadvantages. Selecting the right kind of forced induction for your vehicle will depend upon your particular vehicle, your driving habits, your power preferences, and your needs.
Clearing Up Confusion
According to Merriam-Webster’s dictionary, a supercharger is defined as:
“a device (as a blower or compressor) for pressurizing the cabin of an airplane or for increasing the volume air charge of an internal combustion engine over that which would normally be drawn in through the pumping action of the pistons”.
A turbocharger is defined as:
“A centrifugal blower driven by exhaust gas turbines and used to supercharge an engine”.
According to Webster’s, a turbocharger is included in the definition for superchargers – it is in fact a very specific type of supercharger – one that is driven by exhaust gasses. Other superchargers that do not fall into this category – the kind that we are all used to hearing about – are normally driven directly from the engine’s crankshaft via a crank pulley. So in reality, it is not fair to compare all superchargers to turbochargers, because all turbochargers are also superchargers. For the purpose of this discussion, however, a supercharger will be considered all superchargers that are not driven directly by the engine, while turbochargers will be considered all superchargers that are driven by engine exhaust gasses.
Similarities
Both superchargers and turbochargers are forced induction systems and thus have the same objective – to compress air and force more air molecules into the engine’s combustion chambers than would normally be allowed at atmospheric pressure here on Earth (14.7 psi at sea level). The benefit of forcing more air molecules into the combustion chambers is that it allows your engine to burn more fuel per power stroke. With an internal combustion engine, burning more fuel means that you convert more fuel into energy and power. For this reason, supercharged and turbocharged engines normally produce 40% to 100%+ more power (depending on the amount of boost – check out our horespower calculator) than normally aspirated engines.
How They Work
A supercharger is mounted to the engine and is driven by a pulley that is inline with the crank (or accessory) belt. Air is drawn into the supercharger and compressed by either an impeller (centrifugal-style supercharger), twin rotating screws (screw-type supercharger), or counter-rotating rotors (roots-type supercharger). The air is then discharged into the engine’s intake. Faster crank speed (more engine rpm) spins the supercharger faster and allows the supercharger to produce more boost (normally 6 to 9 psi for a street vehicle). Typical peak operating speeds for a supercharger are around 15,000 rpm (screw-type and roots style superchargers) and 40,000 rpm (centrifugal-style superchargers).
A turbocharger operates in much the same way as a centrifugal (internal impeller) supercharger, except it is not driven by pulleys and belts attached to the engine’s crank. A turbo is instead driven by exhaust gasses that have been expelled by the engine and are traveling through the exhaust manifold. The exhaust gas flows through one half of the turbocharger’s turbine, which drives the impeller that compresses the air. Typical operating speeds of a turbocharger are between 75,000 and 150,000 rpm.
Head to Head Comparison
Now it’s time to evaluate the turbocharger versus the supercharger according to several important factors.
Cost
The cost of supercharger and a turbocharger systems for the same engine are approximately the same, so cost is generally not a factor.
Lag
This is perhaps the biggest advantage that the supercharger enjoys over the turbo. Because a turbocharger is driven by exhaust gasses, the turbocharger’s turbine must first spool up before it even begins to turn the compressor’s impeller. This results in lag time which is the time needed for the turbine to reach its full throttle from an intermediate rotational speed state. During this lag time, the turbocharger is creating little to no boost, which means little to no power gains during this time. Smaller turbos spool up quicker, which eliminates some of this lag. Turbochargers thus utilize a wastegate, which allows the use of a smaller turbocharger to reduce lag while preventing it from spinning too quickly at high engine speeds. The wastegate is a valve that allows the exhaust to bypass the turbine blades. The wastegate senses boost pressure, and if it gets too high, it could be an indicator that the turbine is spinning too quickly, so the wastegate bypasses some of the exhaust around the turbine blades, allowing the blades to slow down..
A Supercharger, on the other hand, is connected directly to the crank, so there is no “lag”. Superchargers are able to produce boost at a very low rpm, especially screw-type and roots type blowers.
Efficiency
This is the turbo’s biggest advantage. The turbocharger is generally more economical to operate as it as it is driven primarily by potential energy in the exhaust gasses that would otherwise be lost out the exhaust, whereas a supercharger draws power from the crank, which can be used to turn the wheels. The turbocharger’s impeller is also powered only under boost conditions, so there is less parasitic drag while the impeller is not spinning. The turbocharger, however, is not free of inefficiency as it does create additional exhaust backpressure and exhaust flow interruption.
Heat
Because the turbocharger is mounted to the exhaust manifold (which is very hot), turbocharger boost is subject to additional heating via the turbo’s hot casing. Because hot air expands (the opposite goal of a turbo or supercharger), an intercooler becomes necessary on almost all turbocharged applications to cool the air charge before it is released into the engine. This increases the complexity of the installation. A centrifugal supercharger on the other hand creates a cooler air discharge, so an intercooler is often not necessary at boost levels below 10psi. That said, some superchargers (especially roots-type superchargers) create hotter discharge temperatures, which also make an intecooler necessary even on fairly low-boost applications.
Surge
Because a turbocharger first spools up before the boost is delivered to the engine, there is a surge of power that is delivered immediately when the wastegate opens (around 3000 rpm). This surge can be damaging to the engine and drivetrain, and can make the vehicle difficult to drive or lose traction.
Back Pressure
Because the supercharger eliminates the need to deal with the exhaust gas interruption created by inserting a turbocharger turbine into the exhaust flow, the supercharger creates no additional exhaust backpressure. The amount of power that is lost by a turbo’s turbine reduces it’s overall efficiency.
Noise
The turbocharger is generally quieter than the supercharger. Because the turbo’s turbine is in the exhaust, the turbo can substantially reduce exhaust noise, making the engine run quieter. Some centrifugal superchargers are known to be noisy and whistley which, annoys some drivers (we, however, love it!)
Reliability
In general, superchargers enjoy a substantial reliability advantage over the turbocharger. When a turbo is shut off (i.e. when the engine is turned off), residual oil inside the turbo’s bearings can be baked by stored engine heat. This, combined with the turbo’s extremely high rpms (up to 150,000rpm) can cause problems with the turbo’s internal bearings and can shorten the life of the turbocharger. In addition, many turbos require aftermarket exhaust manifolds, which are often far less reliable than stock manifolds.
Ease of Installation
Superchargers are substantially easier to install than a turbos because they have far fewer components and simpler devices. Turbos are complex and require manifold and exhaust modifications, intercoolers, extra oil lines, etc. – most of which is not needed with most superchargers. A novice home mechanic can easily install most supercharger systems, while a turbo installation should be left to a turbo expert.
Maximum Power Output
Turbos are known for their unique ability to spin to incredibly high rpms and make outrages peak boost figures (25psi+). While operating a turbocharger at very high levels of boost requires major modifications to the rest of the engine, the turbo is capable of producing more peak power than superchargers.
Tunability
Turbochargers, because they are so complex and rely on exhaust pressure, are notoriously difficult to tune. Superchargers, on the other hand, require few fuel and ignition upgrades and normally require little or no engine tuning.
Conclusion
While the supercharger is generally considered to be a better method of forced induction for most street and race vehicles, the turbo will always have its place in a more specialized market. Superchargers generally provide a much broader powerband that most drivers are looking for with no “turbo lag”. In addition, they are much easier to install and tune, making them more practical for a home or novice mechanic.
Revo, Low Profile Baitcasters:
September 13, 2009
Ever since I can remember I have been a Round Abu Garcia Reel man, I loved the tried and true design of the reels. Now don’t take that statement wrong. I still love and use my round Abu reels, especially my Abu Morrum’s but this is not about them, its about the new Abu Revo low profile baitcasters.
Not to long back, I believe it was around 2006 Abu Garcia introduced its new line of low profile baitcast reels. There is the Revo S, Revo SX, Revo STX, Revo Winch, Revo Skeet, Revo Premier, Revo Inshore and Revo Toro.
I personally think that Revo reels are kind of cool looking, and the specifications on them are pretty impressive as well. They all come with the following, an oversized main drive gear and X-CrafticTM aluminum alloy frame that provides corrosion resistance, which Abu says will stand up to salt water use. High Precision Corrosion Resistant ball bearings for smooth casting and retrieving and world renowned Carbon MatrixTM drag system which they claim will generates up to 24 lbs. of drag, precision machined DuragearTM brass gears for torque, and a six-pin centrifugal braking system. The STX series also adds a Linear Magnetic BrakeTM system. Most Revo models are available in either right or left hand retrieve depending on your needs. The High Precision Corrosion Resistant Stainless Steel ball bearings range from 6 in the Premier series up to 11 in several other series.
Another thing I love about the Revo reels is the way Abu stayed with its simplistic design making it easy to service yourself. Basic cleaning oiling and greasing is very straight forward if your even just slightly mechanically inclined. If you want to upgrade the ball bearings to say an ABEC 5 if your not comfortable doing it yourself you might want to consider having it professionally done.
I can only write a review on the Revo series reels that I currently own. As of the writing of this I have the STX, Skeet, Winch and Inshore versions, all of which I love. They all cast effortlessly, are smooth as silk in their cast ability as well as retrieve. The STX series reel which is silver and its close cousin the Skeet version, which is basically an STX in Yellow and Black with a few slight differences are a couple of my favorites. One very noticeable aspect of these reels is the ported gold spool which is kinda cool looking in my opinion. They added an oversized handle as well. Abu basically kept the same design of the tension knob and star drag, they just upgraded them somewhat. The STX is available in two different gear ratios, 6.4:1 and 7.1:1 whereas the Skeet is only available in a 6.4:1 ratio.
The Revo Winch has 11 ball bearings and is geared lower than other Revos, 5.4:1 which Abu says is designed for retrieving deep diving crankbaits as well as pulling big fish out of heavy cover. I like to flip jigs and Senkos with mine as well as throw crankbaits or slow roll spinnerbaits
Next is my In Shore version, it comes with 7 ball bearings and a 6.4:1 gear ratio and additional power handle for use in salt water applications. It also holds more line than the other Revos, I’m guessing this is for the times when you need more line because you hook into a big hard fighting fish that will pull the 24 pounds of drag pressure without much trouble. I like to use mine primarily when I go striped bass fishing and I’m doing the bait and wait thing with anchovies or throwing Hawg Raiser jigs at them.
The only negative things I have noticed about them is number 1, Abu seems to not oil and grease them very well when you buy them new, this is not really a big deal seeing how all you need to do is un-screw one thumb screw to remove the side cover and add some oil to the bearings and grease to the gears, which only takes a few minutes. Number 2 is the fact that they are no longer made in Sweden. While I have not personally noticed that they are an inferior product now that they are made in Korea instead of Sweden, I know that the older Swedish made Abu’s last forever, only time will tell with the Revos but I can say that I use mine a lot and they have shown no sigh of being inferior.
As I mentioned earlier I do like my Revo reels and I would recommend them to anyone looking to get a nice low profile reel.
Thanks for visiting my site. Be sure to tell all of your fishing buddies and come back soon
Until Next Time, Good Luck and Tight Lines To Ya!
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