Super Racing Parts

Thanks for visiting our site!
Dry Sump Inline
Checkout Ebay Auctions For The Cheapest Prices

Check out Amazon:

Account limit of 2000 requests per hour exceeded.

Here are some more information for Dry Sump Inline:

Basement Tanking simplified means keeping water out of your basement or below ground structure. Your basement does not need to be fully underground either to have potential problems with water. Even sloping sites where your basement is built into a hill side or has just one wall with earth up against it means that you could have a problem with water in the future. So what are your Basement Tanking Options.?

Simplified there are two ways of tanking a basement. The first method is to use an external system. These systems when applied to the outside of the structure form a barrier to stop water penetrating the building. To use this approach you can only really do this when constructing a new basement. (for the obvious reasons). The area to pay close attention to is the wall floor junction. Successful external basement tanking means forming a waterproof membrane barrier both underneath the concrete slab and up the vertical surfaces effectively making a waterproof tank around your basement. This has benefits of keeping the building dry and using the power of any water present to push the membrane onto the structure. Many designers use a land drain at adjacent externally to the wall floor junction footing. This is where water pressure is at its greatest and the land drain intercepts water and diverts it away from the applied membrane and the structure. There are a variety of different products available to people using this choice when basement tanking including, paint on or spray applied liquid membranes, torch on/heat welded membranes, bonded sheet membranes, clay matting membranes etc. Please be aware that although it may seem easy in principle the detailing and site conditions can be a significant problem in getting these systems put in properly. It only takes one error in workmanship in applying external basement tanking products and you could have a really waterproofing disaster. Wet, muddy and also very cold conditions may not suit the manufacturers recommendations when applying this type of system be very aware that unless you follow their guidelines you may have no recourse should things go wrong.

We can also achieve success in basement tanking by using an internal basement tanking alternative. This is traditionally used on all existing basements and can also come in a variety of different products. The secret here is making sure the surface preparation is correct to receive the type of basement tanking product you wish to apply. So depending upon which product and what substrate you are applying it to you could spend many an long hour, using a bush hammer to scabble the bricks, racking out the mortar joints, sand blasting or needle gunning the bricks to get the right "key" for your basement tanking solution to work. Techniques applied externally can also work internally, slurry trowel applied systems, paint on bitumen, asphalt based products, etc the problem being that if water pressure is applied your basement tanking it will be trying to "push it off" the walls. This puts extreme pressure on the applied system and can cause defects meaning water can come in. Also be very aware here of drying out times and fixtures and fittings applied to your basement in the future. These type of systems need to be defect free and cannot be punctured without risking a compromise of the system. Be aware also that these type of systems are very difficult to get on but they are indeed very difficult to remove. When dealing with listed buildings throughout the entire UK you will need to be using a basement tanking system which is removable at all times. These applied systems are definitely not and will not conform to conservation requirements.

The other way we can look at the basement tanking problem is to use what is known as a water management system. Internally! Yes, these systems are known as cavity drain membrane systems and are successfully being specified and installed into thousands of new build and refurbishment basement projects and have been for over 30 years. Suitable for domestic and commercial environments this internal drained cavity systems is a basement tanking technique which is not in any way holding water back but diverting it to spaces created by the system to eventually remove it via natural gravity drainage, existing drainage or a sump and pump. These systems require a minimal surface preparation unlike the other basement tanking options making them quick and easy to install with no messy, noisy and expensive preparation works. They are a series of cavity drain membrane dimpled HDPE rolls of inline studded dimples which form an air void on the retaining walls. These basement membranes create a air gap so if water is to get through the structure it can be guided to an exit point. Some of these dimpled sheets can accept direct render finishes. This type of basement "tanking" is taking over from traditional forms for wet applied systems by professional waterproofing contractors as they conform to all the British standards as a very effective way of basement waterproofing. Professional Waterproofing contractors should always be instructed to apply and guarantee the system whatever you choose. Basement tanking is not a job you want to do twice. Get it right the first time and follow the experts advice.

Warren Muschialli is a Director at John Newton & Company, the leading independent provider of basement waterproofing and damp proofing solutions in the UK. John Newton & Company have provided basement tanking solutions for thousands of properties in the UK.

Vincent Motorcycles

History

Vincent Motorcycles, "the makers of the world's fastest motorcycles", began with the purchase of HRD Motorcycles, less the factory premises, by Phil Vincent in 1928.

HRD was founded by the British Royal Flying Corps (RFC) pilot, Howard Raymond Davies, who was shot down and captured by the Germans in 1917. Legend has it that it was while a prisoner of war that he conceived the idea of building his own motorcycle, and contemplated how he might achieve that. It was not until 1924 that Davies entered into partnership with E J Massey, trading as HRD Motors. Various models were produced, generally powered by JAP (JA Prestwich Industries) engines.

Unfortunately, though HRD motorcycles won races, the company ran at a loss, and in January 1928 it went into voluntary liquidation. The company was initially bought by Ernest Humphries of OK-Supreme Motors for the factory space, and the HRD name, jigs, tools, patterns, and remaining components were subsequently offered for sale again.

Phil Vincent

Main article: Phil Vincent

Philip Vincent was advised to start production under an established name. He had built a motorcycle of his own in 1924, and in 1928 had registered a patent for a cantilever rear suspension of his own design. In 1928 Philip Vincent left Cambridge University with an engineering degree and, with the backing of his family wealth from cattle ranching in Argentina, acquired the trademark, goodwill and remaining components of HRD from Humphries for 450.

The company was promptly renamed Vincent HRD Co., Ltd and production moved to Stevenage. The new trademark had "Vincent" in very small letters above "HRD" written large. After World War 2 Britain had an export drive to repay its war debts, and the USA was the largest market for motorcycles, so in 1949 the HRD was dropped from the name to avoid any confusion with the "HD" of Harley Davidson, and the motorcycle became The Vincent.

In 1929 the first Vincent-HRD motorcycle used a JAP single-cylinder engine in a Vincent-designed cantilever frame. The earliest known example extant exists in Canberra, Australia. Some early bikes used Rudge-Python engines. But after a disastrous 1934 Isle of Man TT, with engine problems and all three entries failing to finish, Phil Vincent (with Phil Irving) decided to build their own engines.

Phil Vincent also experimented with three wheeled vehicles, amphibious vehicles, and automobiles. In 1932 the first 3-wheeler, "The Vincent Bantam" appeared, powered by a 293 cc SV JAP or 250 cc Villiers engine. It was a 2.5 cwt delivery van with a car seat and a steering wheel. The Bantam cost 57-10-0 and the windscreen and hood option cost 5-10-0. Production ceased in 1936.

Phil Irving

Main article: Phil Irving

In 1931 Phil Irving joined Vincent as chief engineer. His first engine design was an OHV 500 cc single-cylinder engine in 1934. The standard motor was known as the Meteor and the sports motor was the Vincent Comet; it was distinguished from earlier Vincent models of that name by the eries-A prefix. There was a TT replica & the Comet Special (basically a TTR with lights, horn etc), which used a bronze head. The Meteor motor produced 26 bhp (19 kW) @ 5300 rpm,

An unusual feature of the valve design for these motors was the double valve guides, and the attachment of the forked rocker arm to a shoulder between the guides, to eliminate side forces on the valve stem and ensure maximum valve life under racing conditions.

The Series-A Comet could do 90 mph (140 km/h), but Phil Vincent and his racing customers wanted more.

1936 Series A Rapide

Main article: Vincent Rapide

Legend has it that Irving accidentally put a side-view tracing of the Vincent 500 motor wrong way up on top of an equally sized drawing of the same view of the same motor, and saw, moving the tracing so the crankshafts and idler gears coincided, that the result looked like a possible design for a V-twin. This resulted in the 47.5 V twin which appeared in 1936. (The single leaned forward 23.75.)

With 6.8:1 compression, it produced 45 bhp (34 kW).

The Vincent V-twin motorcycle incorporated a number of new and innovative ideas, some of which were more successful than others.

The Vincent HRD Series A Rapide was introduced in October 1936. Its frame was of brazed lug construction, based on the Comet design but extended to accommodate the longer V twin engine. It continued the use of "cantilever" rear suspension, which was used on all Vincents produced from 1928 through 1955. Other innovations included a side stand.

Pneumatic forks were not to be a Vincent innovation, with both Phils believing girder forks were superior at the time. The Series-A had external oil lines and a separate gearbox.

The 998 cc Series A Rapide Vincent cost $600, produced 45 hp (34 kW), and was capable of 110 miles per hour (180 km/h).

The high power meant that the gearbox and clutch did not cope well.

Engine - 998 cc, 47.5 degree v-twin ohv four-stroke

Bore and Stroke - 84 x 90 mm

Compression Ratio - 6.8:1

Power - 45 bhp (34 kW) @ 5500 rpm

Produced - 1936-1939

Wheelbase - 58.5inch

Dry Weight - 430 lb (200 kg)

Carburettor - 1.0625inch Amal

Gearbox - Burman 4 speed, triplex chain primary, wet multiplate clutch

Frame - Brazed lug duplex tubular cradle. Cantilever rear springing

Front forks - Brampton girder forks

Top Speed - 110 mph (180 km/h)

World War II

In 1937 Phil Irving went to work for Velocette but returned to Vincent Motorcycles in 1943. Vincent primarily made munitions, but Vincent engines were trialled in boats and portable pumps during the war, and the end of hostilities saw Vincent ready to return to motorcycle production.

Vincent already looked to America for sales, and in 1944 Eugene Aucott opened the first USA dealership in the city of Philadelphia. Others followed.

1946 Series B Rapide

The Series B Rapide designed during the war and released to the press before end of hostilities looked radically different from the A: now the oil pipes were internal, and the gearbox was part of the engine casting (Unit Construction). The angle between the cylinders was now 50 instead of the 47.5 of the Series A engine. This allowed the use of the engine as a stressed member of the frame, which consisted of an oil-tank spine with the engine hanging below, and the front and rear suspension attached at the ends. This was considered sensational at the time, and the arrangement was not seen again till the late seventies. The cantilever rear became the most widely used form of rear suspension for motorcycles after 1980, and the use of the engine-gearbox unit as a stressed member became more usual. Brakes were dual single-leading shoe (SLS), front and rear. The 55.5-inch (1,410 mm) wheelbase was three inches (76 mm) shorter than the Series A, and its dimensions were more like a 500 cc bike of the time.

A more modern hydraulic shock absorber and spring assembly later replaced the old twin springs and friction damper. The rear seat was supported by a sub-frame down to the rear frame pivot point, providing a semi-sprung seat with 6 inches (150 mm) of suspension. (Yamaha would rediscover this suspension system nearly 40 years later.)

The Series B had a Feridax Dunlopillo Dualseat, and a tool tray under the front.

The Series "B" incorporated an inline felt oil filter instead of the metal gauze of the Series "A".

Vincent used quickly detachable wheels, making wheel and tyre changes easier. The rear wheel was reversible, and different size rear sprockets could be fitted for quick final-drive ratio changes. The brake & gear shift were adjustable for reach to suit individual feet. The rear mud guard was hinged to facilitate the removal of the rear wheel. These are things taken for granted on modern motorcycles whereas Vincent was a pioneer in their use.

From today's perspective, it seems incongruous that Vincent could see the need for, and design, a cantilever rear suspension, as well as incorporate so many other new ideas, yet use Brampton girder forks with friction dampers up front. The two Phils felt that the telescopic forks of the time were prone to lateral flex, so they persisted with girder forks, and did use hydraulic damping in the Series C "Girdraulic" forks. Consider now the use of similar forks on the famous Britten (from New Zealand), the current BMW K1200 Series & the Honda Rune.

Vincent had sold bikes through Indian Motorcycles dealers in the US and in 1948 an Indian Chief was sent to Stevenage to be fitted with a Vincent Rapide engine. The resulting hybrid Vindian did not go into production.

1948 Series C Vincents, "Black Shadow" and "Black Lightning"

Vincent Comet from 1950 at the Zweirad-Museum Neckarsulm

The 1948 Series C Rapide differed from the Series B in having "Girdraulic" front forks which were girder forks with hydraulic damping.

The lack Shadow, capable of 125 mph (201 km/h), and easily recognised by its black engine and gearbox unit, and large 150 mph (240 km/h) speedometer, was introduced. The engine produced 54 bhp (40 kW) @ 5700 rpm in Black Shadow trim.

The Vincent Black Lightning was a racing version of the Black Shadow, with every necessary steel part on it that could be, remade in aluminium, and anything not essential removed altogether, reducing the weight from 458 lb (208 kg) to 380 lb (170 kg). Every bit the racer, it had a single racing seat and rear-set footrests.

The 500 cc Meteor and Comet singles were introduced, along with a 500 cc racer, the Vincent Grey Flash. The Grey Flash racer used Albion gears, for the greater choice of ratios available. The 500 cc bikes used a wet multiplate clutch, while the 998 cc V-twins used a dry, drum-type servo clutch.

Most Vincents were painted black. In 1949 a White Shadow (a machine to Black Shadow mechanical specification, with the Rapide colour scheme) was available, but only 15 were sold, and the option was dropped in 1952. In 1950 16 Red Comets were shipped to the United States. There were also 31 of the 1948 Grey Flash built.

In 1949 HRD was dropped from the name, and the logo now simply said "Vincent".

Specifications

Make: Vincent HRD

Model: 1948 Series C Black Shadow

Engine: 998 cc (84 x 90 mm bore and stroke) 50 OHV V Twin, 7.3:1 CR, polished conrods

Carburetor: 2 x 1.125-inch (28.6 mm) type 29 Amals

Ignition: Lucas Magneto (1955 models: Kettering ignition)

Electrics: 6v 45w dynamo

Lubrication: Dry sump, 3 US quarts

Gearbox: Integral Vincent four speed, triplex chain primary, dry servo - drum clutch

Final Drive: 530 chain, 46/21 sprockets

Tyres: 3 x 20 in front, 3.50 x 19 in rear

Wheels: Front: 1.65 x 20 in.steel rim; Rear: 1.65 x 19 in.steel rim.

Frame: "Diamond Frame".(Spine frame with engine as stressed member)

Rear Suspension: Cantilever rear springing

Front forks: Vincent Girdraulic forks, 3" travel

Brakes: Twin drums, 7 in diameter in front and rear, single leading shoe 7/8" wide.

Weight: 455 lb (206 kg) - 206 kg Wet - 500 lb (227 kg)

Wheelbase: 55.5 in. (1415 mm)

Seat height: 32.5 in. (826 mm)

Performance: 125 mph / 201 km/h - 55 bhp (41 kW) at 5500 rpm

Fuel Capacity 3.5 gallons / 16 litres

Manufacturer: The Vincent-HRD Co. Ltd., Great North Road, Stevenage, Herts

1954 "Series D" Vincents

The term "Series D" was not used by the factory, but was taken as a natural progression by the motorcycling world. With sales falling, Vincent tried building two new high-speed touring models; the fully enclosed Vincent Victor (an upgraded Comet), the Black Knight (an upgraded Rapide) and the Vincent Black Prince (an upgraded Shadow). They were poorly received by the public. A short-lived unfaired version of the Black Prince was then produced. There was still a Series D Comet. BTW. Russell Wright got the World Land Speed Record at Swannanoa with a Vincent HRD motorcycle in 1955 at 184.83 m.p.h.

Sales declined further after the post war motorcycling boom owing to the availability of cheaper motor cars, so not many "Series D" models were made.

Fireflies, Three Wheelers, and NSU

The Firefly was a 45 cc "clip on" engined bicycle built from 1953 to 1955 under licence from Miller, who were suppliers of electrical components to Vincent. It was also known as the Vincent Power Cycle. The Vincent Owners Club was predictably surprised by this new, cheap, entry-level Vincent.

By 1954, Vincent Motorcycles was in an increasingly difficult situation. In the quest for solvency, Vincent looked for ways to improve their position. The trike idea was revived. In 1932 the first 3-wheeler, "The Vincent Bantam" was first introduced. Powered by a 293 cc SV JAP or 250 cc Villiers engine, it was a 2.5 cwt delivery van which used a car seat and steering wheel rather than the standard motorcycle saddle and handlebars. The Bantam was priced at 57-10-0 with a windscreen and hood available for an additional 5-10-0. It ceased production in 1936 the first year of the Series A motorcycle.

In 1954/1955, due to falling sales of motorcycles, a one-off prototype 3-wheeler powered by a Vincent Rapide 998 cc engine was unofficially named "Polyphemus". To keep development and production costs low, it used a parts bin-approach, including pieces from Vincent motorcycles, as well as wheels which came from a Morris Minor and a body based on the materials used in the Black Knight/Prince. With the standard Rapide engine the "Polyphemus" could reach 90 mph (140 km/h), and one reached 117 mph (188 km/h) with a Black Lightning engine in 1955.

After several more prototypes the then-named incent 3-wheeler was offered to the public in 1955 at 500 a high price for any vehicle at the time (the BMC Mini launched four years later for 497), especially for a vehicle with no reverse gear, self starter or hood. Vincent sold none.

NSU-Vincent Fox

Unfortunately Vincent motorcycles were hand-built and expensive - only a total of 11,000 machines were sold post-World War Two. A sales slump in 1954 forced the company to manufacture NSU mopeds. Only forty of the two stroke 1955 NSU-Vincent Fox 123 cc were built. There was also an OHV four-stroke NSU-Vincent 98 cc, and Vincent also sold the "NSU Quickly" moped; too well it appears (selling about 20,000 in one year a foot note to how the market had changed again), as NSU took control of its own sales after a year.

The Last Vincent Motorcycle

At a Vincent Owners' Club dinner in the summer of 1955, Phil Vincent announced that the company could no longer continue in the face of heavy losses and that production of motorcycles would cease almost immediately.

In 1955, one week before Christmas, the last Vincent came off the production line and was promptly labeled "The Last."

The factory then turned to general engineering, the manufacture of industrial engines, and there was the Amanda water scooter, possibly the first personal watercraft. A Vincent engineer lost his life testing it, drowning at sea.

Vincent tried for a government contract supplying motors for the ML Aviation U120D target aircraft. The motor had to be capable of passing prolonged full power operation tests. This was called the Picador project. The Vincent motor was upgraded with a better crankshaft, Scintilla magneto, double speed oil pump and fuel injection. They did not get a contract. (Russel Wright's record breaking bike was fitted with a Picador crank and oil pump, by Vincent, while in England for Earls Court, shortly after the 1955 record attempt.)

The company went into receivership in 1959. It has since been bought and sold by other engineering firms. In 1955 Phil Vincent declared that Vincent parts would always be available and indeed they are still available, through the The Vincent H.R.D. Owners Club, The VOC Spares Company Limited, Vin Parts International and other sources.

Subsequent Developments

Egli Vincent

The Vincent Owners Club is the largest single-brand motorcycle club in the world. Vincents are among the most desirable of motorcycling classics. A Black Lightning, in immaculate condition, can bring $125,000.

Vincent engines have been fitted to other frames. The most obvious is the Norvin, using a Norton Featherbed frame, with or without the lower frame tubes. The Norvin is made in the UK by Hailwood Motorcycle Restorations Specialist frame manufacturers also made frames for the Vincent engine.

Fritz Egli, a specialist frame manufacturer based in Switzerland, produced an Egli-Vincent, and around 100 were produced between 1967 and 1972. Egli-Vincents are now being built under licence in France by Patrick Godet. Non authorized copies (by Fritz Egli) are also proposed in the UK by Hailwood Motorcycle Restorations (HMR)and JMR.

In 1996, a partnership was formed to launch the Australian RTV motorcycle. It used a slightly modernised reproduction Vincent engine in an Egli-style frame in capacities of 1000 cc and 1200 cc. They had electric start. After four bikes were built, the company went into voluntary liquidation towards the end of 1998.

Vincent Motors USA founder and president, Bernard Li, acquired the Vincent trademarks in 1994, and formally launched Vincent Motors USA in 1998, spending about $2 million building prototypes that resemble the original Vincent, but utilising modern components, like the Honda RC51 V-twin engine. Vincent Motors is based in San Diego. A resurrection of the Vincent name now seems unlikely as the Honda engine now out of production, and Li was killed in a motorcycle accident.

See also

List of Vincent motorcycles

HRD Motorcycles

Vincent Black Shadow

References

H.R.D. Motor Cycles. Produced by a Rider Auth: Geoff Preece; Publisher: J. Bickerstaff

Vincent Motorcycles: The Complete Story, David Wright Pub: Crowood Motoclassics, ISBN 1-86126-516-6

Vincent and HRD Motorcycles - How They Were Promoted and Sold', David Wright, Limited edition of 998 copies

^ Ward, Ian (in English). Great British Bikes. Macdonald & Co. ISBN 0-7481-0020-2. 

^ a b 3Wheelers Vincent Three Wheelers (Retrieved 22 October 2006)

^ VincentMotors History (Retrieved 22 October 2006)

^ NTNOA Histories (Retrieved 22 October 2006)

^ Dropbears Histories (Retrieved 22 October 2006)

^ IanChadwick Vincent (Retrieved 22 October 2006)

^ TheVincent Models and Fittings (Retrieved 22 October 2006)

^ Is-it-a-lemon Vincent review (Retrieved 22 October 2006)

^ The Vincent Grey Flash Information (Retrieved 22 October 2006)

^ Vincent production figures

^ Globalnet Vincent Firefly (Retrieved 22 October 2006)

^ The History of Mini - MiniWorld

^ VincentMotors History Page3. (Retrieved 22 October 2006)

^ IanChadwick Vincent (Retrieved 22 October 2006)

^ MindSpring 1953 Works Visit (Retrieved 22 October 2006)

^ The Vincent Picador Drone (Retrieved 22 October 2006)

^ Hailwood Motorcycle Restorations HMR Norvin (Retrieved 3 July 2007)

^ GodetMotorcycles Egli (Retrieved 22 October 2006)

^ Hailwood Motorcycle Restorations HMR Egli-Vincent (Retrieved 22 October 2006)

^ UnionJack RTV Vincent (Retrieved 22 October 2006)

^ Vincent Motors San Diego (Retrieved 22 October 2006)

^ Bernard Li, 1946-2008 (Retrieved 11 November 2008)

External links

Vincent Motors USA

Hunter S Thompson article on the Vincent Black Shadow

Listen to Richard Thompson's song Vincent Black Lightning 1952

Vincent Motors history, Motorcycledaily.com

v  d  e

British motorcycle manufacturers

Current

AJS  Broom Development Engineering  CCM  Greeves  Megelli  Mtisse  Norton  Triumph

Defunct

ABC (19191923)  Abingdon (AKD) (19031925)  Advance (19051947)  AER (19371940)  Ambassador (19461964)  AJW (19281976)  Ascot-Pullin (19281930)  AMC (19371966)  Ariel (19021970)  Armstrong (19801987)  Baker (19271930)  Bat (19021926)  Baughan (19201936)  Beardmore Precision (19141930)  Blackburne (19131922)  Bradbury (19021924)  Brough (19081926)  Brough Superior (19191940)  BSA (19191972)  Calthorpe (19091939)  Chater-Lea (19001936)  Clyno (19091923)  Corgi (1946-1954)  Cotton (19181980)  Coventry-Eagle (19011939)  Coventry-Victor (19191936)  DMW (19451971)  DOT (19081978)  Douglas (19071957)  Dunelt (19191935)  Duzmo (19191923)  EMC (19471977)  Excelsior (18961964)  Francis-Barnett (19191966)  Greeves (19531976)  Haden (19121924)  Healey (19711977)  Hesketh (19811988)  Humber (18981930)  HRD (19221928)  Ivy (19111934)  James (19021966)  JAP (19031939)  Levis (19111939)  Martinsyde (19191923)  Matchless (18991966)  Montgomery (19021939)  Ner-a-Car (19211926)  New Hudson (19031958)  New Imperial (19011939)  Norman (19351963)  Norton-Villiers (19661972)  Norton Villiers Triumph (19721978)   NUT (19121933)  OEC (19011954)  OK-Supreme (18821940)  P&P (19221930)  Premier (19081921)  Panther (19041967)  Quasar (19751982)  Quadrant (19011928)  Raleigh (18991967)  Rex-Acme (18991933)  Rickman (19601975)  Rover (19021924)  Royal Enfield (1893-1971)  Rudge (19111946)  Scott (19081965)  Silk (19761979)  Singer (19001915)  Sprite (19641974)  Sun (19111961)  Triumph (18851983)  Sunbeam (19121964)  Velocette (19041968)  Villiers (1898-1966)  Vincent-HRD (19281959)  Wilkinson (19111916)  Wooler (19091954)  Zenith (19051950)

Categories: British brands | Companies established in 1928 | Motorcycle manufacturers of the United Kingdom | Defunct motor vehicle manufacturers of the United Kingdom
About the Author

I am an expert from China Manufacturers, usually analyzes all kind of industries situation, such as harley bobber , 90cc dirt bike.

I want to setup a 75 gallon saltwater aquarium and would like to know the best equipment.?

Here is what I am planning so far

Wet/Dry Sump Filter (currently looking at MegaFlow Sump Model 2)
Overflow Box
UV Sterilizer (Turbo Twist UV - Inline)
Protein Skimmer (Need Recommendations)
Heater (Need Recommendations)

Are there any other recommendations as far as equipment? Am I missing anything? I have 15 years experience with freshwater/ brackish water (55 gallon) - but this will be my first saltwater tank.

Also, when the wet/dry pumps back to the aquarium - what fixture is used to direct the water?

Hello, There are plenty pieces of equipment out there with varying prices. It all kind of depends on your budget. However, Here are a few suggestions of the higher quality pieces obviously all my opinion

Obviously this list is only if money is of no object

Wet/Dry - Melev creates custome sumps/refugiums and are of great quality ($300-600

http://www.melevsreef.com/allmysumps.html

Overflow box - Lifereef slim line overflow ($120) Best overflow on the market will never lose siphon

http://www.liferreef.com

UV sterilizer - I would advise against getting one. Not only will they kill harmful pathogens they will also kill beneficial bacteria, copepods, phytoplankton etc). But if you must The Turbo twist inline works fine

Protein skimmer - There's so many out there but Bubble King, Deltec and Hurricone skimmers are on the top of the list ($500-2000+). If you're looking for something more reasonable look at the Octopus skimmers ($200-400+)

Heater - I use titanium heating elements Pro Heat titanium heater with Controller ( $100)

http://www.aquacave.com/50w-titanium-heater-withbr-d58-controller-by-won-brothers-1046.html

I would also get a couple of powerheards, Tunze makes great powerheads ($100-200+) but koralias work just as well ($30-60)

For a return pump, you can go with a Mag Drive or Eheim due to the size of your tank.

To direct the water you can create a spray bar with PVC or look into Loc line fittings

http://www.loc-line.com/

Hope this helps. Best of luck

Thanks for visiting!