1997 Viking 43C Restoration - Looking for suggestions

Those are the rare & famous DDEC 6V92TIABs, making over 100 HP per lung.
IMO, go to loaded WOT once to prove correct propeller tuning and never go there again.

This is the DDEC 6V92TIAB.

Break in procedures?
No.
Desire to keep a high strung block together?
Yes.

Thru out this models life, one serial number was all needed. No changes for the whole model run.
It is the tidder todder of DDEC, 92s and high power out put.
This engine will offer great economy and long life to 450 HP. Past that think rebuilds soon.
Even though DDC does not offer a comparable engine life/cycle profile, just think ; keep High Performance duty cycle down. Cruise at 1950 to <2000. Even if you luv screaming past that, please recall my works, keep HP duty cycle down.
The more you stay off of 500HP or more, the longer your engine will last.

So, This is why I suggest a different break-in schedule plan than PacBlue. Be in no hurry to rob life from your engines.

Keep the biggest K&N air filter you can mount on that turbo.
Clean it often.
Ensure more than enough cool air is getting to your engine room.

In case you forget what this engine is about; Blowing in the max amount of COOL air possible.
TIAB
T Turbo; Great big liquid cooled turbo blowing a pile of boost air pressure into your engine.
I Intercooled; The first sea water splash cooling the air after the turbo, before the blower.
A Aftercooled; Sea water then passes thru it's first heat exchanger. Here it cools coolant from sea water for an internal air box air cooler. Further cooling the compressed air after the blower, rite before it enters the lungs.
B By-Pass; The blower (supper charger) is already high gear driven. Before it slows down the air charge pressure from the turbo, it is allowed to free spin and offer the least air pass thru restriction. Now as RPM increases more, the turbo is in charge of air box air pressure with two air coolers ensuring cold, dense & compressed air in to the lungs. Jets engines rely on some of these same principles.

Next;
92s start at 15:1 compression ratios. Lets have 30PSI of dense cold air injected into that lung before the piston port closes.
I do not know the number but I know the final compression ratio is scary high.

I do not recall a waist gate on the turbo. Hence; IMO the more power on RPM, the taller the pressures on the engine lungs increase.
This is what blows out liners.

You kids know I luv 2 strokes from DDC. I also luv happy owners.
Regarding this hand grenade, keep your foot out of it always when possible.
Think of the 6V92TIAB as a 500HP engine with some emergency HP.

The last thing I want to do is dump on Petral's thread with out some help.

We have 3x3 foot office carpet squares that help us get to our 12V71TIs. When one gets stained or warn, back up squares in the shop are on stand by.
After 12 years, 4 squares were replaced when the steering system leaked fluid on them thru the salon aft bulkhead.
Kats have done some kat things on a couple of squares. With soap and water, it washes off quickly and drains dry overnight.
Got 20 3x3s left as spares.