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Powertechs are probably the best, but pricey.
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I agree with that.
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... He killed me in hole shot, min plane , time to plane , mpg, midrange , AND TOP END.
Fr Frank, can you explain that?
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Yes. Slip, rake/rake progression, and percentage of lift/thrust to percentage of diameter.
I went from a Ballistic 14.25"x18"P on my Merc 150, with max rpm of 5650, max speed of 44 mph, and time to plane of nearly 7 seconds, to a Mirage+ 15x17P, with max rpm of 5700, top speed of 47 mph, and time to plane of 5 1/2 seconds, to a Powertech OFS3 15.25"X16.5", with a max rpm of 6050, top speed of 52, and time to plane just under 4 seconds. In all these cases I had a nosecone and cavitation plate mounted 1.5" above hull draft.
A 4 blade prop produces more lift from the inner 50% of the blade surface diameter, and so lifts the stern more. Bow lift comes from the outer portion of the blade diameter. (Yes, you can get both from one prop)
Allow me to use extremes to make a point.
Cleaver props provide up to 75% of their lift and thrust from the inner 40-50% of blade diameter, and work best on stern-heavy boats that rely (nearly) entirely on hydrodynamic lift at speed. They use very little rake progression (
change in the forward to rear angle of the blade across it's diameter) to allow for greater ventilation AND less cavitation when fully submerged.
Chopper props (big ears) work best on boats that rely on a good deal aerodynamic lift, but are still significantly water-borne at speed. These props have the highest initial rake, with any significant rake progression occurring only in the outer 25% of the blade diameter, which actually looks like extended cupping of the blade tips.
Recent developments in propellers are blending and melding of these ideas, where you get high rake 4 blade cleavers on extreme speed aerodynamic hulls, and 4 blade low-moderate rake high-cup 4 blades, which are designed to offer high performance without surfacing. The high cup allows them to be run close to the surface without ventilation, and the low rake, fast taper blade provides the needed stern lift.
Most of these recent propeller developments are really beyond my real understanding, as I have been out of the business now for 20 years. It takes a college degree in fluid dynamics and hydraulic engineering to really grasp the new stuff.