About Our Business
Who is CSP:
CSP Electronics, LLC was established in May of 2001 to meet the technological challenges
of an evolving crew boat market. This team is comprised of engine, transmission, and
The Start of CSP:
In the late 80's it became apparent that on a weight/hp basis and power per liter of
displacement, marine diesel engines were poised to equal highly rated gasoline engines.
As an example, the Cummins K 50 underwent a 44% power increase in this period. This
meant that it could pull significantly larger propellers. Smaller and less highly rated diesels
experienced the same scenario. The same physical engine would now drive a larger boat.
For example, a 300B diesel marine engine at last had equivalent power density to a 454 cu
in gasoline Chevrolet marine engine.
The one piece of the equation that had not changed was that below the turbocharger cut-in
point, they were all still naturally aspirated engines and the speed at which the engine idled
was basically unchanged. Hence, a scenario arose where these vessels would frequently
not idle in gear below 5 to 6 knots. They also were poor performers while maneuvering as
they lacked the low speed torque to manipulate the large propellers they could now really
only pull at rated speeds. This can all be explained mathematically.
Therefore, in the early 90's we embarked on the construction of the earliest 2 speed marine
gear, which would maneuver in low and switch into high as vessel speeds increased. This
worked to a degree, except the ratios were fixed, shift-shock was always an issue and the
end result was heavy and complicated. The move to epicyclic trains helped but didn't get
away from the fact that the ratios were never what one really needed. It has since become
apparent that the Granville C. McCall for example, is using ratios as deep as 9:1 in
maneuver mode, but all the while utilizing a standard 3:1 marine gear. A bull gear of a 9:1
reduction would stick through the bottom of the boat, and the gear gaps would be so large
as to be impossible. Unfortunately a lot of work went into finding out 2 speed boxes were
not suitable for commercial applications. The original still exists and the technology has
proven successful in pleasure craft applications.
In about 1992, we switched course completely and set about pulse width modulating the
control circuitry of a conventional single speed gear to provide an infinitely variable, low
speed propeller control. Through special engineering we adapted a control module with
special components and software. This allowed infinite low-speed control via a panel
mounted potentiometer. However, the speed settings were inconsistent and there was a
clear need for a feedback loop. Once developed, the system would hold, and go back to any
precise propeller speed demanded of it. At about this same time, engine monitoring was
developed and offered to Seacor. Issues such as vessel communication limitations at the
time, cost considerations, and simply timing, resulted in the products implementation being
put on hold.
This situation continued until the construction of the Granville C. McCall, when it became
clear that the vessel would suffer severely compromised low speed handling unless some
improvement in low-speed power transmission could be effected. Thus it appeared that the
work done in the early 90's had the potential to solve not only the low speed control issues,
but also allow multi-engine vessels a DP performance equal to or better than conventional
CP – propeller equipped supply boats.
CSP Electronics, LLC
111 Suwanee Rd.
Lafayette, LA 70503