Posted by mike cunningham (seychellois_lib@…>)
Brian,
I had to smile when I saw your 10,000 hours comment
below. I have owned my F30 for six years. The other
day I pulled an ice cold corona out of the box and sat
down with my log to total up all of my engine hours (
I don’t have a meter but I take care to log accurate
hours). After six years I have accumulated 220 engine
hours. For the last two years I have lived in New
Mexico with the boat in Califoria so my sailing has
been somewhat limited, say 8 to 10 times a year but
for the first four years I was out 30 or 40 times a
year.
This includes a number of trips from Stockton, Ca to
San Francisco bay, a 45 NM leg under power.
At this rate I won’t get to 10,000 hours until
sometime in the year 2269.
In terms of economy, I figure I’ve had to pay the
princely sum of around $250.00 in fuel costs so far,
its almost laughable. I’m sure I have spent far more
on oil changes, filters, and misc peripheral spares. I
am religious about six month oil changes, fuel filter
and water peperator changes, etc. I do often wonder
when this low hours utilization is going to come back
and bite me. The engine has just been perfect so far.
Mike
— Brian Guptil <sailordude@…> wrote:
Gentlemen
You may notice that older vessels with engine driven
refrigeration are often
observed emitting blue smoke. One of the causes of
this is long or frequent
lightly loaded, low RPM running. There are two
problems with doing so,
cylinder polishing and oil contamination where
un-burned fuel accumulates in
the lube oil. Increasing the RPM will reduce the
oil contamination, but not
the cylinder polishing. If you do heavy
maintenance, beyond retune
maintenance like belts, filters, oil, impellers,
exhaust elbows and maybe
injectors in under 10,000 hours, you are probably
abusing your engine.
It is a judgment call as are most decisions on
vessels and otherwise. But
short run cycles, battery and refrigeration charging
and infrequent or
improper maintenance are usually the root cause in
premature failure or
heavy maintenance. Also, use engine manufacturers
filters and premium oils
as saving a buck will eventually cost someone in the
long run.
For battery and refer. Charging I use a Honda “I”
series genset. or plan a
4+ hour motor every couple-
three days.
Unless you have an enormous alternator like 150amp,
I don’t think that
constitutes much of a load as the engine will
usually carry that and
propulsion at 6kn without black smoking.
My 2cents.
Brian
-----Original Message-----
From: freedomyachts2003@yahoogroups.com
[mailto:freedomyachts2003@yahoogroups.com] On Behalf
Of macks011
Sent: Tuesday, August 23, 2005 8:07 PM
To: freedomyachts2003@yahoogroups.com
Subject: [freedomyachts2003] Re: Running Diesel for
battery charging
In your case, the load from the seafrost compressor
and your
alternator is enough load so there is no need to
back down in
reverse. I was doing that in the Block Island towm
mooring field
this summer and I was getting some worried looks
from my neighbor
with my pushpit two feet from his bow.
— In freedomyachts2003@yahoogroups.com, “William
A. Cormack”
<wacormack@w…> wrote:
Fellow Freedom lovers:
We’ve discussed here at some length the fact that
running your
diesel to charge the batteries is bad for them
because they don’t
get truly warmed up without a real load.
How about this as an alternative at one’s mooring
or at anchor:
a… Start and warm up the engine as recommended
b… Put it in reverse
c… Rev to perhaps 1800
d… Turn on refrigeration (Sea Frost holding
plates in my case)
e… Battery charging progresses
f… When charging complete idle down to 1000 RPM
g… Shut down after 5 minutes
I’ve done this once at my mooring. Light wind
kept her straight.
Comments?
Bill
William A. Cormack, CPA
Principal and Chief Financial Officer
Whelan Associates, LLC, a Corporate Real Estate
Service Firm
100 Faunce Corner Executive Center, Suite 150
500 Faunce Corner Road
North Dartmouth, MA 02747
Voice: 508-984-4100, Fax: 508-984-4101, Cell
508-254-5828
MailTo:wacormack@w…
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