Date   

Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

Ric Gottschalk <ric@...>
 

Whoops 410-923-3302

Ric Gottschalk
Kitchen Magic Refacers, Inc
Office 410-923-5800
Fax 410-923-5802

On Nov 20, 2015, at 1:38 PM, James Wendell ms42phantom54@... [amelyachtowners] <amelyachtowners@...> wrote:

 

Ric, I just called them, at least I think this is the Portside Marine you are referencing.
They do not support Volvo Penta diesels - only gasoline. Plus they are in Massachusetts and I am in Maryland.
Thanks for the tip though.
Do I have the wrong outfit?
Jamie



On Friday, November 20, 2015 1:31 PM, "James Wendell ms42phantom54@... [amelyachtowners]" <amelyachtowners@...> wrote:


 
I have not. I will do so right now.
Thanks,
Jamie



On Friday, November 20, 2015 9:09 AM, "Ric Gottschalk ric@... [amelyachtowners]" <amelyachtowners@...> wrote:


 
I assume you contacted Portside Marine. Yes, he is busy, but he is your best answer and a perkins/volvo pro. 
Bali Hai Annapolis

Ric Gottschalk
Kitchen Magic Refacers, Inc
Office 410-923-5800
Fax 410-923-5802

On Nov 20, 2015, at 7:40 AM, James Wendell ms42phantom54@... [amelyachtowners] <amelyachtowners@...> wrote:

 
Trevor, that is quite a story. When I arrived in Annapolis in June, there were many severe thunderstorms and they went on for weeks as I recall. In fact we passed through a really bad one on our way up the Chesapeake and had to "tread water" for several hours until it passed. We were not hit fortunately.

I left the boat for a week when we arrived, so I suppose it is possible the boat was hit. If so though, I saw no evidence other than that possible failed sensor on the engine. It does not really seem plausible to me - why just the rail sensor.

It is interesting though that several folks out there have experienced a rail pressure sensor failure (for various reasons apparently) and yet the VODIA tests found nothing wrong. The Volvo techs (good or not so good) should not have to systematically change out engine parts to find an electrical problem. What good is that diagnostics tool...............it is supposed to check all the sensors on startup.

A may just bite the bullet and buy a new sensor and see what happens. My only other path is a compression test and no one in Annapolis seems capable of doing that. Either they are too "booked up" or do not have the expertise. My current rep told me I would have to buy all the test gear if he had to do it - huh? If that were true I should just buy the equipment and do it myself.

Regrettably, I do not have a spare D3 in my garage.

Thanks,
Jamie





On Friday, November 20, 2015 3:31 AM, "seafeverofcuan@... [amelyachtowners]" <amelyachtowners@...> wrote:


 
Jamie,
         Following Tony Robinson's posting re. electrical storm. Is there any way that you can establish if your boat could have been hit by lightening after you left it?
I was sailing up the coast of Brazil in 2009 with four another Amels, there was a 54 called Togwin owned by a very knowledgeable  Frenchman.
Togwin suddenly lost all engine power during an Electrical storm and she was taken in tow by the rest of the group for 350 miles.
The owner well known to the factory, had a new Amel 64 on order and the factory sent out a Volvo technician from France to the Amazon basin.
The man arrived with every conceivable solid state part, meters, etc. and as others have posted, he methodically replaced each sensor until he got the engine to run.
I am not sure exactly who defined that the problem was due to lightening striking the stainless steel rails on the aft coach roof.
Regards,
Trevor

Seafever of Cuan
2004 SM 425 Redline
Mexico
For Sale
$ 295,000









Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

Ric Gottschalk <ric@...>
 

He is in Annapolis 410-263-3300 Chri Oliver Jr or CO2 on Edgewood Road 
Cheers!

Ric Gottschalk
Kitchen Magic Refacers, Inc
Office 410-923-5800
Fax 410-923-5802

On Nov 20, 2015, at 1:38 PM, James Wendell ms42phantom54@... [amelyachtowners] <amelyachtowners@...> wrote:

 

Ric, I just called them, at least I think this is the Portside Marine you are referencing.
They do not support Volvo Penta diesels - only gasoline. Plus they are in Massachusetts and I am in Maryland.
Thanks for the tip though.
Do I have the wrong outfit?
Jamie



On Friday, November 20, 2015 1:31 PM, "James Wendell ms42phantom54@... [amelyachtowners]" <amelyachtowners@...> wrote:


 
I have not. I will do so right now.
Thanks,
Jamie



On Friday, November 20, 2015 9:09 AM, "Ric Gottschalk ric@... [amelyachtowners]" <amelyachtowners@...> wrote:


 
I assume you contacted Portside Marine. Yes, he is busy, but he is your best answer and a perkins/volvo pro. 
Bali Hai Annapolis

Ric Gottschalk
Kitchen Magic Refacers, Inc
Office 410-923-5800
Fax 410-923-5802

On Nov 20, 2015, at 7:40 AM, James Wendell ms42phantom54@... [amelyachtowners] <amelyachtowners@...> wrote:

 
Trevor, that is quite a story. When I arrived in Annapolis in June, there were many severe thunderstorms and they went on for weeks as I recall. In fact we passed through a really bad one on our way up the Chesapeake and had to "tread water" for several hours until it passed. We were not hit fortunately.

I left the boat for a week when we arrived, so I suppose it is possible the boat was hit. If so though, I saw no evidence other than that possible failed sensor on the engine. It does not really seem plausible to me - why just the rail sensor.

It is interesting though that several folks out there have experienced a rail pressure sensor failure (for various reasons apparently) and yet the VODIA tests found nothing wrong. The Volvo techs (good or not so good) should not have to systematically change out engine parts to find an electrical problem. What good is that diagnostics tool...............it is supposed to check all the sensors on startup.

A may just bite the bullet and buy a new sensor and see what happens. My only other path is a compression test and no one in Annapolis seems capable of doing that. Either they are too "booked up" or do not have the expertise. My current rep told me I would have to buy all the test gear if he had to do it - huh? If that were true I should just buy the equipment and do it myself.

Regrettably, I do not have a spare D3 in my garage.

Thanks,
Jamie





On Friday, November 20, 2015 3:31 AM, "seafeverofcuan@... [amelyachtowners]" <amelyachtowners@...> wrote:


 
Jamie,
         Following Tony Robinson's posting re. electrical storm. Is there any way that you can establish if your boat could have been hit by lightening after you left it?
I was sailing up the coast of Brazil in 2009 with four another Amels, there was a 54 called Togwin owned by a very knowledgeable  Frenchman.
Togwin suddenly lost all engine power during an Electrical storm and she was taken in tow by the rest of the group for 350 miles.
The owner well known to the factory, had a new Amel 64 on order and the factory sent out a Volvo technician from France to the Amazon basin.
The man arrived with every conceivable solid state part, meters, etc. and as others have posted, he methodically replaced each sensor until he got the engine to run.
I am not sure exactly who defined that the problem was due to lightening striking the stainless steel rails on the aft coach roof.
Regards,
Trevor

Seafever of Cuan
2004 SM 425 Redline
Mexico
For Sale
$ 295,000









Re: Salt water in the bilge

Ian Park
 

In order to put my locking pin in place I have to apply a bit of finger tension on the cable to raise the locking hole an extra mm to line up properly.
Is this a general procedure. I have no leaks.

Ian ' Ocean Hobo' SN96


Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

James Wendell <ms42phantom54@...>
 

Ric, I just called them, at least I think this is the Portside Marine you are referencing.
They do not support Volvo Penta diesels - only gasoline. Plus they are in Massachusetts and I am in Maryland.
Thanks for the tip though.
Do I have the wrong outfit?
Jamie



On Friday, November 20, 2015 1:31 PM, "James Wendell ms42phantom54@... [amelyachtowners]" wrote:


 
I have not. I will do so right now.
Thanks,
Jamie



On Friday, November 20, 2015 9:09 AM, "Ric Gottschalk ric@... [amelyachtowners]" wrote:


 
I assume you contacted Portside Marine. Yes, he is busy, but he is your best answer and a perkins/volvo pro. 
Bali Hai Annapolis

Ric Gottschalk
Kitchen Magic Refacers, Inc
Office 410-923-5800
Fax 410-923-5802

On Nov 20, 2015, at 7:40 AM, James Wendell ms42phantom54@... [amelyachtowners] <amelyachtowners@...> wrote:

 
Trevor, that is quite a story. When I arrived in Annapolis in June, there were many severe thunderstorms and they went on for weeks as I recall. In fact we passed through a really bad one on our way up the Chesapeake and had to "tread water" for several hours until it passed. We were not hit fortunately.

I left the boat for a week when we arrived, so I suppose it is possible the boat was hit. If so though, I saw no evidence other than that possible failed sensor on the engine. It does not really seem plausible to me - why just the rail sensor.

It is interesting though that several folks out there have experienced a rail pressure sensor failure (for various reasons apparently) and yet the VODIA tests found nothing wrong. The Volvo techs (good or not so good) should not have to systematically change out engine parts to find an electrical problem. What good is that diagnostics tool...............it is supposed to check all the sensors on startup.

A may just bite the bullet and buy a new sensor and see what happens. My only other path is a compression test and no one in Annapolis seems capable of doing that. Either they are too "booked up" or do not have the expertise. My current rep told me I would have to buy all the test gear if he had to do it - huh? If that were true I should just buy the equipment and do it myself.

Regrettably, I do not have a spare D3 in my garage.

Thanks,
Jamie





On Friday, November 20, 2015 3:31 AM, "seafeverofcuan@... [amelyachtowners]" <amelyachtowners@...> wrote:


 
Jamie,
         Following Tony Robinson's posting re. electrical storm. Is there any way that you can establish if your boat could have been hit by lightening after you left it?
I was sailing up the coast of Brazil in 2009 with four another Amels, there was a 54 called Togwin owned by a very knowledgeable  Frenchman.
Togwin suddenly lost all engine power during an Electrical storm and she was taken in tow by the rest of the group for 350 miles.
The owner well known to the factory, had a new Amel 64 on order and the factory sent out a Volvo technician from France to the Amazon basin.
The man arrived with every conceivable solid state part, meters, etc. and as others have posted, he methodically replaced each sensor until he got the engine to run.
I am not sure exactly who defined that the problem was due to lightening striking the stainless steel rails on the aft coach roof.
Regards,
Trevor

Seafever of Cuan
2004 SM 425 Redline
Mexico
For Sale
$ 295,000









Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

James Wendell <ms42phantom54@...>
 

I have not. I will do so right now.
Thanks,
Jamie



On Friday, November 20, 2015 9:09 AM, "Ric Gottschalk ric@... [amelyachtowners]" wrote:


 
I assume you contacted Portside Marine. Yes, he is busy, but he is your best answer and a perkins/volvo pro. 
Bali Hai Annapolis

Ric Gottschalk
Kitchen Magic Refacers, Inc
Office 410-923-5800
Fax 410-923-5802

On Nov 20, 2015, at 7:40 AM, James Wendell ms42phantom54@... [amelyachtowners] <amelyachtowners@...> wrote:

 
Trevor, that is quite a story. When I arrived in Annapolis in June, there were many severe thunderstorms and they went on for weeks as I recall. In fact we passed through a really bad one on our way up the Chesapeake and had to "tread water" for several hours until it passed. We were not hit fortunately.

I left the boat for a week when we arrived, so I suppose it is possible the boat was hit. If so though, I saw no evidence other than that possible failed sensor on the engine. It does not really seem plausible to me - why just the rail sensor.

It is interesting though that several folks out there have experienced a rail pressure sensor failure (for various reasons apparently) and yet the VODIA tests found nothing wrong. The Volvo techs (good or not so good) should not have to systematically change out engine parts to find an electrical problem. What good is that diagnostics tool...............it is supposed to check all the sensors on startup.

A may just bite the bullet and buy a new sensor and see what happens. My only other path is a compression test and no one in Annapolis seems capable of doing that. Either they are too "booked up" or do not have the expertise. My current rep told me I would have to buy all the test gear if he had to do it - huh? If that were true I should just buy the equipment and do it myself.

Regrettably, I do not have a spare D3 in my garage.

Thanks,
Jamie





On Friday, November 20, 2015 3:31 AM, "seafeverofcuan@... [amelyachtowners]" <amelyachtowners@...> wrote:


 
Jamie,
         Following Tony Robinson's posting re. electrical storm. Is there any way that you can establish if your boat could have been hit by lightening after you left it?
I was sailing up the coast of Brazil in 2009 with four another Amels, there was a 54 called Togwin owned by a very knowledgeable  Frenchman.
Togwin suddenly lost all engine power during an Electrical storm and she was taken in tow by the rest of the group for 350 miles.
The owner well known to the factory, had a new Amel 64 on order and the factory sent out a Volvo technician from France to the Amazon basin.
The man arrived with every conceivable solid state part, meters, etc. and as others have posted, he methodically replaced each sensor until he got the engine to run.
I am not sure exactly who defined that the problem was due to lightening striking the stainless steel rails on the aft coach roof.
Regards,
Trevor

Seafever of Cuan
2004 SM 425 Redline
Mexico
For Sale
$ 295,000







Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

Ric Gottschalk <ric@...>
 

I assume you contacted Portside Marine. Yes, he is busy, but he is your best answer and a perkins/volvo pro. 
Bali Hai Annapolis

Ric Gottschalk
Kitchen Magic Refacers, Inc
Office 410-923-5800
Fax 410-923-5802

On Nov 20, 2015, at 7:40 AM, James Wendell ms42phantom54@... [amelyachtowners] <amelyachtowners@...> wrote:

 

Trevor, that is quite a story. When I arrived in Annapolis in June, there were many severe thunderstorms and they went on for weeks as I recall. In fact we passed through a really bad one on our way up the Chesapeake and had to "tread water" for several hours until it passed. We were not hit fortunately.

I left the boat for a week when we arrived, so I suppose it is possible the boat was hit. If so though, I saw no evidence other than that possible failed sensor on the engine. It does not really seem plausible to me - why just the rail sensor.

It is interesting though that several folks out there have experienced a rail pressure sensor failure (for various reasons apparently) and yet the VODIA tests found nothing wrong. The Volvo techs (good or not so good) should not have to systematically change out engine parts to find an electrical problem. What good is that diagnostics tool...............it is supposed to check all the sensors on startup.

A may just bite the bullet and buy a new sensor and see what happens. My only other path is a compression test and no one in Annapolis seems capable of doing that. Either they are too "booked up" or do not have the expertise. My current rep told me I would have to buy all the test gear if he had to do it - huh? If that were true I should just buy the equipment and do it myself.

Regrettably, I do not have a spare D3 in my garage.

Thanks,
Jamie





On Friday, November 20, 2015 3:31 AM, "seafeverofcuan@... [amelyachtowners]" <amelyachtowners@...> wrote:


 
Jamie,
         Following Tony Robinson's posting re. electrical storm. Is there any way that you can establish if your boat could have been hit by lightening after you left it?
I was sailing up the coast of Brazil in 2009 with four another Amels, there was a 54 called Togwin owned by a very knowledgeable  Frenchman.
Togwin suddenly lost all engine power during an Electrical storm and she was taken in tow by the rest of the group for 350 miles.
The owner well known to the factory, had a new Amel 64 on order and the factory sent out a Volvo technician from France to the Amazon basin.
The man arrived with every conceivable solid state part, meters, etc. and as others have posted, he methodically replaced each sensor until he got the engine to run.
I am not sure exactly who defined that the problem was due to lightening striking the stainless steel rails on the aft coach roof.
Regards,
Trevor

Seafever of Cuan
2004 SM 425 Redline
Mexico
For Sale
$ 295,000





Re: [Amel Yacht Owners] Re: Salt water in the bilge

karkauai
 

I have two thruster props.  One has 6 holes, the other has 8 holes.  Make sure you have the proper hub for each one.
Kent
SM 243
Kristy 


On Nov 20, 2015, at 8:08 AM, Aras Grinius n33077@... [amelyachtowners] <amelyachtowners@...> wrote:

 

I guess will do a short haul this spring and look again at the bow thruster. Is there a way to check tension on the bow thruster?  I do have a locking pin and it fully inserts.  I guess I should see some compression on the seals to ensure watertight integrity. 
When I ordered my seals from Amel they do mark which one is natural vs neoprene.  BTW> I'm not usre if y'all noticed but they did do a slight design modification to the prop for the thruster.  They are now 6 nylon screws vs the 4 previously.  I spun my old prop off earlier this year, so  I ordered a new one. 

My current project(s): new mainsail, and reworking the electric furlers.  I have the main and boom motors being re-wound and I am replacing the Bonfiglioli gear drives.  Incidentally, the VF44's are not really serviceable according to the manufacturer, but rather replacement items.  You can add / change oil, but that's about it. I had some help from Dave Lamberston (Maramu) and have been working on replacements.  I should get the motors back in about 2 weeks, and then I'll replace the VF 44's. 

I have a rigger coming next week to take down my jib stay and I will service the electric furler and foil once down. 

Interestingly, I'm getting good amperage across the motors, but my voltage is low.  Could this be because of the solenoids (8 V @ 35 amps)?  I'm taking this one step at a time (helps understand how these systems work). 

Aras


Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

karkauai
 

I am soooo glad to be rid of my old Volvo!  If you think getting it worked on in Annapolis is a problem, imagine having the problem in some remote place.

I think you're on the right track now Jamie.  If I had your problem I'd buy that sensor.  If it doesn't fix the problem, you'll have that spare (which I would buy anyway).  If it fixes the problem, I'd buy another one to have as a spare...in fact, I'd install the spare to make sure it isn't bad right out of the package.

Best of luck, we're all pulling for you.
Kent
SM243
Kristy 


On Nov 20, 2015, at 7:40 AM, James Wendell ms42phantom54@... [amelyachtowners] <amelyachtowners@...> wrote:

 

Trevor, that is quite a story. When I arrived in Annapolis in June, there were many severe thunderstorms and they went on for weeks as I recall. In fact we passed through a really bad one on our way up the Chesapeake and had to "tread water" for several hours until it passed. We were not hit fortunately.

I left the boat for a week when we arrived, so I suppose it is possible the boat was hit. If so though, I saw no evidence other than that possible failed sensor on the engine. It does not really seem plausible to me - why just the rail sensor.

It is interesting though that several folks out there have experienced a rail pressure sensor failure (for various reasons apparently) and yet the VODIA tests found nothing wrong. The Volvo techs (good or not so good) should not have to systematically change out engine parts to find an electrical problem. What good is that diagnostics tool...............it is supposed to check all the sensors on startup.

A may just bite the bullet and buy a new sensor and see what happens. My only other path is a compression test and no one in Annapolis seems capable of doing that. Either they are too "booked up" or do not have the expertise. My current rep told me I would have to buy all the test gear if he had to do it - huh? If that were true I should just buy the equipment and do it myself.

Regrettably, I do not have a spare D3 in my garage.

Thanks,
Jamie





On Friday, November 20, 2015 3:31 AM, "seafeverofcuan@... [amelyachtowners]" <amelyachtowners@...> wrote:


 
Jamie,
         Following Tony Robinson's posting re. electrical storm. Is there any way that you can establish if your boat could have been hit by lightening after you left it?
I was sailing up the coast of Brazil in 2009 with four another Amels, there was a 54 called Togwin owned by a very knowledgeable  Frenchman.
Togwin suddenly lost all engine power during an Electrical storm and she was taken in tow by the rest of the group for 350 miles.
The owner well known to the factory, had a new Amel 64 on order and the factory sent out a Volvo technician from France to the Amazon basin.
The man arrived with every conceivable solid state part, meters, etc. and as others have posted, he methodically replaced each sensor until he got the engine to run.
I am not sure exactly who defined that the problem was due to lightening striking the stainless steel rails on the aft coach roof.
Regards,
Trevor

Seafever of Cuan
2004 SM 425 Redline
Mexico
For Sale
$ 295,000





Re: [Amel Yacht Owners] Re: Salt water in the bilge

ianjenkins1946 <ianjudyjenkins@hotmail.com>
 

Aras,    Sounds as though you doing some very useful work.  Can I ask you,  each time when you sign off on an email, to identify your boat by its type, name and yard number ?  This may sound a bit pedantic, but Amel ( very slowly) do  update the specs of their boats and an email addressing an issue on one boat may not be the solution for another.

Ian and Judy, Pen Azen, SM 302, Preveza


To: amelyachtowners@...
From: amelyachtowners@...
Date: Fri, 20 Nov 2015 13:08:28 +0000
Subject: [Amel Yacht Owners] Re: Salt water in the bilge



I guess will do a short haul this spring and look again at the bow thruster. Is there a way to check tension on the bow thruster?  I do have a locking pin and it fully inserts.  I guess I should see some compression on the seals to ensure watertight integrity. 
When I ordered my seals from Amel they do mark which one is natural vs neoprene.  BTW> I'm not usre if y'all noticed but they did do a slight design modification to the prop for the thruster.  They are now 6 nylon screws vs the 4 previously.  I spun my old prop off earlier this year, so  I ordered a new one. 

My current project(s): new mainsail, and reworking the electric furlers.  I have the main and boom motors being re-wound and I am replacing the Bonfiglioli gear drives.  Incidentally, the VF44's are not really serviceable according to the manufacturer, but rather replacement items.  You can add / change oil, but that's about it. I had some help from Dave Lamberston (Maramu) and have been working on replacements.  I should get the motors back in about 2 weeks, and then I'll replace the VF 44's. 

I have a rigger coming next week to take down my jib stay and I will service the electric furler and foil once down. 

Interestingly, I'm getting good amperage across the motors, but my voltage is low.  Could this be because of the solenoids (8 V @ 35 amps)?  I'm taking this one step at a time (helps understand how these systems work). 

Aras




Re: Salt water in the bilge

Aras Grinius <n33077@...>
 

I guess will do a short haul this spring and look again at the bow thruster. Is there a way to check tension on the bow thruster?  I do have a locking pin and it fully inserts.  I guess I should see some compression on the seals to ensure watertight integrity. 
When I ordered my seals from Amel they do mark which one is natural vs neoprene.  BTW> I'm not usre if y'all noticed but they did do a slight design modification to the prop for the thruster.  They are now 6 nylon screws vs the 4 previously.  I spun my old prop off earlier this year, so  I ordered a new one. 

My current project(s): new mainsail, and reworking the electric furlers.  I have the main and boom motors being re-wound and I am replacing the Bonfiglioli gear drives.  Incidentally, the VF44's are not really serviceable according to the manufacturer, but rather replacement items.  You can add / change oil, but that's about it. I had some help from Dave Lamberston (Maramu) and have been working on replacements.  I should get the motors back in about 2 weeks, and then I'll replace the VF 44's. 

I have a rigger coming next week to take down my jib stay and I will service the electric furler and foil once down. 

Interestingly, I'm getting good amperage across the motors, but my voltage is low.  Could this be because of the solenoids (8 V @ 35 amps)?  I'm taking this one step at a time (helps understand how these systems work). 

Aras


Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

James Wendell <ms42phantom54@...>
 

Trevor, that is quite a story. When I arrived in Annapolis in June, there were many severe thunderstorms and they went on for weeks as I recall. In fact we passed through a really bad one on our way up the Chesapeake and had to "tread water" for several hours until it passed. We were not hit fortunately.

I left the boat for a week when we arrived, so I suppose it is possible the boat was hit. If so though, I saw no evidence other than that possible failed sensor on the engine. It does not really seem plausible to me - why just the rail sensor.

It is interesting though that several folks out there have experienced a rail pressure sensor failure (for various reasons apparently) and yet the VODIA tests found nothing wrong. The Volvo techs (good or not so good) should not have to systematically change out engine parts to find an electrical problem. What good is that diagnostics tool...............it is supposed to check all the sensors on startup.

A may just bite the bullet and buy a new sensor and see what happens. My only other path is a compression test and no one in Annapolis seems capable of doing that. Either they are too "booked up" or do not have the expertise. My current rep told me I would have to buy all the test gear if he had to do it - huh? If that were true I should just buy the equipment and do it myself.

Regrettably, I do not have a spare D3 in my garage.

Thanks,
Jamie





On Friday, November 20, 2015 3:31 AM, "seafeverofcuan@... [amelyachtowners]" wrote:


 
Jamie,
         Following Tony Robinson's posting re. electrical storm. Is there any way that you can establish if your boat could have been hit by lightening after you left it?
I was sailing up the coast of Brazil in 2009 with four another Amels, there was a 54 called Togwin owned by a very knowledgeable  Frenchman.
Togwin suddenly lost all engine power during an Electrical storm and she was taken in tow by the rest of the group for 350 miles.
The owner well known to the factory, had a new Amel 64 on order and the factory sent out a Volvo technician from France to the Amazon basin.
The man arrived with every conceivable solid state part, meters, etc. and as others have posted, he methodically replaced each sensor until he got the engine to run.
I am not sure exactly who defined that the problem was due to lightening striking the stainless steel rails on the aft coach roof.
Regards,
Trevor

Seafever of Cuan
2004 SM 425 Redline
Mexico
For Sale
$ 295,000





Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

James Wendell <ms42phantom54@...>
 

Was the VW engine an Amel option, or have they switched from Volvo? My boat is a 2007.
Unfortunately I do not know what an OBD2 scanner is. They used the Volvo diagnostics tool VODIA.
I will investigate the car world D5.
Thanks,
Jamie
s/v Phantom Amel 54



On Thursday, November 19, 2015 8:36 PM, "Wolfgang Weber webercardio@... [amelyachtowners]" <amelyachtowners@...> wrote:


 
The volvo is a very common engine https://en.m.wikipedia.org/wiki/Volvo_D5_engine
Why not ask someone who works for cars ?
We have the VW -Marine TDI 140 Hp on our Amel 54. For special services I would not hesitate to
ask someone from a car department.
By the way, did someone use the OBD2 scanner for this motor on the boat ?
Wolgang Weber SY ELISE Amel 54 # 162




Re: [Amel Yacht Owners] Marine Electronics - Autopilot

Roy Duddy <RDuddy@...>
 

Jay,

I had a Robertson control head installed and continued to utilize the original chain driven unit. it works perfectly.

Roy
Sharki #123
Unwineding

On Nov 18, 2015, at 5:28 PM, J Wagam jwagam@... [amelyachtowners] <amelyachtowners@...> wrote:


Hi Bill,

Let me be more specific. I am wondering where owners mounted the linear drive or if they perhaps found a way to use the existing gear when upgrading. Right now, the autopilot motor is attached to a chain behind the console. It is controlled manually. I actually wouldn't mind finding a way to leave it as a backup.

Plenty of space for all the other items you listed.

Regards
Jay

On Wed, Nov 18, 2015 at 2:33 PM, 'Bill & Judy Rouse' yahoogroups@... [amelyachtowners] <amelyachtowners@...> wrote:
 

I do not understand your question.

There will be several components to the Raymarine pilot system:
Control head
Course computer
Rotary drive or Linear drive
Rudder reference
Compass

Then there will be other instruments such as depth, wind, chartplotter, radar, etc.

What specifically do you mean when you say, "best way to connect the Raymarine Evolution autopilot?"

Bill
BeBe 387

On Wed, Nov 18, 2015 at 7:10 PM, jwagam@... [amelyachtowners] <amelyachtowners@...> wrote:
 

Hello All,

This is my first post here. I am closing on a 1986 Amel Mango and need to replace the electronics. I am planning on buying the new Raymarine eS system and replacing the existing chain driven autopilot. Does anybody have any thoughts on the best way to connect the Raymarine Evolution autopilot?

Thank You
Jay Wagamon











Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

Tony Robinson <tonywrobinson51@...>
 

When the common rail sensor was eventually diagnosed as the problem on my  54, I showed the old one to a couple of engineer friends. The metal on the end of the thread had turned blue. Apparently this indicates it had been subjected to extreme heat. Whether the lightening was to blame I'm not sure - but there as a strike about a hundred yards away. And I could smell and see smoke coming from the top of a church tower about 200 yards away. It was a crazy night.....

Tony.



From: "seafeverofcuan@... [amelyachtowners]"
To: amelyachtowners@...
Sent: Friday, November 20, 2015 8:31 AM
Subject: Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

 
Jamie,
         Following Tony Robinson's posting re. electrical storm. Is there any way that you can establish if your boat could have been hit by lightening after you left it?
I was sailing up the coast of Brazil in 2009 with four another Amels, there was a 54 called Togwin owned by a very knowledgeable  Frenchman.
Togwin suddenly lost all engine power during an Electrical storm and she was taken in tow by the rest of the group for 350 miles.
The owner well known to the factory, had a new Amel 64 on order and the factory sent out a Volvo technician from France to the Amazon basin.
The man arrived with every conceivable solid state part, meters, etc. and as others have posted, he methodically replaced each sensor until he got the engine to run.
I am not sure exactly who defined that the problem was due to lightening striking the stainless steel rails on the aft coach roof.
Regards,
Trevor

Seafever of Cuan
2004 SM 425 Redline
Mexico
For Sale
$ 295,000





Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

seafeverofcuan@...
 

Jamie,
         Following Tony Robinson's posting re. electrical storm. Is there any way that you can establish if your boat could have been hit by lightening after you left it?
I was sailing up the coast of Brazil in 2009 with four another Amels, there was a 54 called Togwin owned by a very knowledgeable  Frenchman.
Togwin suddenly lost all engine power during an Electrical storm and she was taken in tow by the rest of the group for 350 miles.
The owner well known to the factory, had a new Amel 64 on order and the factory sent out a Volvo technician from France to the Amazon basin.
The man arrived with every conceivable solid state part, meters, etc. and as others have posted, he methodically replaced each sensor until he got the engine to run.
I am not sure exactly who defined that the problem was due to lightening striking the stainless steel rails on the aft coach roof.
Regards,
Trevor

Seafever of Cuan
2004 SM 425 Redline
Mexico
For Sale
$ 295,000



Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

Tony Robinson <tonywrobinson51@...>
 

I got caught in a bad electrical storm last year. The engine cut out while I was motoring into the wind when the anchor dragged - in the early hours of the morning of course. It then refused to start. Anyway the local Volvo agent in Corfu came out the next day with all the diagnostic tools including a plug in fault reader. Nothing showed up on the screen, but the engine still wouldn't start. He checked the obvious things first - fuel, filters etc. but still no go. Then he said it was most likely the flywheel sensor and replaced that. It made no difference. He then went off to another D3, and took off all the sensors, including the ECU, and started replacing the sensors on my engine, one by one. It turned out to be the sensor on the common rail.

This is apparently a common fault. Volvo themselves replaced the original common rail sensor with a newer version in the last year or so. I suppose I got lucky in that my engineer had access to another fully operational D3. But all his computers,  meters and pressure gauges were useless in the event and it was only by methodically changing each one that he eventually found the problem.

I still think your issue will eventually be traced to a faulty sensor. Good luck anyway.

Tony.



From: "James Wendell ms42phantom54@... [amelyachtowners]"
To: "amelyachtowners@..." <amelyachtowners@...>
Sent: Thursday, November 19, 2015 11:35 PM
Subject: Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

 
Tony, how did you figure out that the sensor had failed? When my Volvo guy connected the VODIA tool to the engine and cranked it, it showed about 240 bar of pressure. He also disconnected it (at my insistence) and then checked it with his meter. He told me it showed the correct readings.

There were no error codes on my display or the diagnostics tool.

I could just go ahead and replace it, but it costs about $450. If I have low compression I might be wasting more money.

What did you see on your engine?

Thanks,
Jamie Wendell
s/v Phantom Amel 54



On Thursday, November 19, 2015 3:30 PM, "Tony Robinson tonywrobinson51@... [amelyachtowners]" wrote:


 
I agree....that's what the problem was on my Volvo D3 - a failed sensor on the end of the common rail. And it also took forever to diagnose.....

Tony Robinson - Catriona R


From: "Jeff Wingfield ki4jde@... [amelyachtowners]"
To: amelyachtowners@...
Sent: Sunday, November 15, 2015 7:54 PM
Subject: Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

 
James:

It still sounds to me as a failed sensor for the common rail. 

Jeff
LAST TANGO




On Nov 15, 2015, at 10:06, James Wendell ms42phantom54@... [amelyachtowners] <amelyachtowners@...> wrote:

 
 
Mark, thanks for the suggestions. As you can see this is a perplexing problem and I still do not know the culprit, but I have systematically ruled out many things. We isolated the fuel system by providing an independent day tank, eliminating the boat fuel tank and filters. I am not sure what else external to the engine could be studied. The battery is fine and the ECM is getting good voltage. As you know we replaced the ECM and then returned it.

The Volvo Tech did nothing except sit in the cockpit and watch the Seven Seas mechanic do a couple of tests. I am going to ask for a quote on doing a compression check test. Getting the injectors out does take some time as I have already done that once, and the mounting parts would have to be replaced again. Those parts alone are several hundred dollars. When you figure the labor a compression check will likely cost about $500 to $600. I have already spent nearly $4,000 replacing fuel pumps, high-pressure lines, and servicing the injectors. Maybe the added expense is worth the knowledge, and I concur that a compression check is in order.
Also, we have not cranked the engine with the fuel line to the injectors loosened. That is very risky at the high pressures generated, but we do know that fuel is returning from the injectors? Why do you think WD40 alone would not be enough to cause the engine to cough? If the engine has sufficient compression it should at least try to fire. Continuous spraying into the air intake while cranking did not do anything, and we tried it a couple times.
Jamie



On Saturday, November 14, 2015 9:28 PM, "'Mark Erdos' mcerdos@... [amelyachtowners]" <amelyachtowners@...> wrote:


 
I have to agree with Bill regarding the fact: What if the issue is external to the engine. Personally I would like to know for certain if the engine is shot, or not.

As for the compression check. I cannot believe the Volvo Tech did not perform this. It is not hard to do and requires only mildly expensive equipment that any good mechanic would regularly carry in their tools. The compression check test each cylinder by removing the injector, attaching the gauge and cranking the engine for about 15 secs per cylinder. It should take less than an hour to test all cylinders. For a problem such as yours it would be very insightful to know if compression, or lack of it, is the issue. If the results confirm you thoughts, you may well be better replacing the engine. But what if you have good compression? If could mean you are on the wrong path of diagnosis. I have read this thread since the first post and have thought this is more likely a fuel problem. Also, you shouldn’t need a Volvo mechanic to do a compression check. Any capable diesel mechanic can do this test.

I asked these questions before but did not see a response. Has the engine been cranked with the fuel line to the injectors loosened and fuel observed leaking out of the end? Are you absolutely certain you have fuel entering the cylinders? I do not think WD40 alone would be enough to cause the engine to cough.

With best regards,

Mark

Super Maramu 2000

Hull #275

www.creampuff.us

Currently cruising: St Augustine, FL

From: amelyachtowners@... [mailto:amelyachtowners@...]
Sent: Saturday, November 14, 2015 2:22 PM
To: amelyachtowners@...
Subject: Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

James,

My take away from all of your posts is that the mechanics and other experts that you have hired have done nothing except throw parts at your engine hoping that the part dejour will solve the problem.

Also, it seems to me that most of the diagnoses that you have written about has come from you and not the people you hired to diagnose the engine non-starting problem.

If you are replacing the engine because you have had a series of people do nothing toward identifying the problem, you could be making another mistake. What if the problem is external of your engine?

I would raise all sorts of hell with Volvo Penta and demand that they identify someone who can give you a diagnoses and a recommended solution. I would also insist on some sort of compensation for parts replaced in error. I am not sure that I would get anywhere with these things, but I would work at it very hard.

If you are not going to do this, do you plan to buy and install a Volvo? And, if you are going to change that engine to Yanmar, you may be looking at all sorts of other issues...the house 24VDC alternator, motor mounts, Vetus coupling, etc.

Just my two cents worth.

One last comment: That boat does not appear to have been maintained properly...probably not neglect, but likely some things were not completely understood by the owner...like the barnacle and marine growth...possibly there was an engine overheating issue...a proper compression test would give you a strong indication of damage. That boat spent a lot of time in Curacao where the barnacles breed like few other places. Gary left most things up to mechanics in marinas rather than being hands-on...and you know the quality of mechanics in marinas...I think you have met some recently.

Bill

BeBe #387

On Sat, Nov 14, 2015 at 6:07 PM, James Wendell ms42phantom54@... [amelyachtowners] <amelyachtowners@...> wrote:

Kent, I certainly appreciate the input, and I have to agree with you in principle. The engine seems to have expired prematurely, but that 10,000 hours is only realistic if properly maintained. But I have no other explanation, as we have tried almost every possible "solution" to no avail. Many folks have tested, diagnosed, and assessed the engine. I have listened to the engine spin and everyone (including myself) feels that it spins too easily. Spraying WD40 into the air intake should have at least allowed the engine to "cough" or "kick." It did not, and this is not the first time we have tried to inject "fuel" directly into the combustion chambers. I do not know how to explain that except with low compression in at least 2 or more cylinders. Plus, the suction at the intake during cranking seems quite weak.

We have not tried a compression check at this point, since that in itself is a fairly involved process. If we discover anything other than adequate compression, then I am faced with further engine tear down. Even if the compression is good, what then? We have tried almost everything else we could try. The technician did not actually volunteer the possibility that fuel starvation could have caused the problem, but when I explained to him that the engine stopped and failed to restart during sea trial (filters were solid black with contamination), he concluded that lack of fuel "lubrication" could have at least contributed to engine failure. He could not positively identify the problem without further investigation.

At this point I am becoming more and more convinced that there is internal engine damage. Again, I feel that chasing the problem will be quite costly unless I undertake that expedition on my own. I am most weary of fighting with this engine, as it has not run for the last 4 months, and I have already replaced a bunch of parts that have not allowed it to start.

If you do get an opinion from your contacts, I would sure welcome additional inputs.

Thanks, and I do agree with your opinion on Yanmars.............

Jamie Wendell

On Saturday, November 14, 2015 11:56 AM, "Kent Robertson karkauai@... [amelyachtowners]" <amelyachtowners@...> wrote:

He "thinks"??? Has he actually checked compression? I'm skeptical. I wrote to Danny Ramos but he didn't reply, sorry.

If it really is a low compression problem, how does he's explain that fuel starvation caused the problem? Does he explain what he thinks is the problem? Bad rings? Bad valves?

I would guess that engine should be good for 10000 hrs. I'd contact Danny Ramos at Marine Mechanical in Fajardo, PR before I bought a new engine.

If you're set on re powering, look at a new Yanmar. Much easier to work on, get parts, etc.

Kent

SM 243

Kristy



On Nov 14, 2015, at 11:35 AM, ms42phantom54@... [amelyachtowners] <amelyachtowners@...> wrote:

I want to thank everyone for the great advice and suggestions regarding my Amel 54 (Phantom) engine "no-start" issue. Since no one has been able to pinpoint the problem, I just had a Volvo Penta factory technician out to survey the situation. He thinks the compression is low on the engine, as it would not fire even as we sprayed WD40 into the intake. Although he had no specific rationale as to the possible cause of this conclusion, he did suggest that earlier fuel-starvation could have caused the problem, stressing the importance of maintaining a clean fuel supply at all times.

I have decided to replace the engine. That will restart the clock with zero hours and a 5-year warranty. The alternative would be to start tearing down the engine to determine the problem. Even if we do find something (blown head gasket, stuck valves, scored cylinders, etc.), chasing this "rebuild" tactic would be a very expensive and time-consuming operation - and it will still be a 9-year-old engine with 2500 hours. Although hugely expensive, a new engine is the only rational option. I do not want to continue chasing "ghosts."

Thanks again for the support.

Jamie Wendell

s/v Phantom

[Non-text portions of this message have been removed]










Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

Wolfgang Weber <webercardio@...>
 

The volvo is a very common engine https://en.m.wikipedia.org/wiki/Volvo_D5_engine
Why not ask someone who works for cars ?
We have the VW -Marine TDI 140 Hp on our Amel 54. For special services I would not hesitate to
ask someone from a car department.
By the way, did someone use the OBD2 scanner for this motor on the boat ?
Wolgang Weber SY ELISE Amel 54 # 162


Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

James Wendell <ms42phantom54@...>
 

Tony, how did you figure out that the sensor had failed? When my Volvo guy connected the VODIA tool to the engine and cranked it, it showed about 240 bar of pressure. He also disconnected it (at my insistence) and then checked it with his meter. He told me it showed the correct readings.

There were no error codes on my display or the diagnostics tool.

I could just go ahead and replace it, but it costs about $450. If I have low compression I might be wasting more money.

What did you see on your engine?

Thanks,
Jamie Wendell
s/v Phantom Amel 54



On Thursday, November 19, 2015 3:30 PM, "Tony Robinson tonywrobinson51@... [amelyachtowners]" wrote:


 
I agree....that's what the problem was on my Volvo D3 - a failed sensor on the end of the common rail. And it also took forever to diagnose.....

Tony Robinson - Catriona R


From: "Jeff Wingfield ki4jde@... [amelyachtowners]"
To: amelyachtowners@...
Sent: Sunday, November 15, 2015 7:54 PM
Subject: Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

 
James:

It still sounds to me as a failed sensor for the common rail. 

Jeff
LAST TANGO




On Nov 15, 2015, at 10:06, James Wendell ms42phantom54@... [amelyachtowners] <amelyachtowners@...> wrote:

 
 
Mark, thanks for the suggestions. As you can see this is a perplexing problem and I still do not know the culprit, but I have systematically ruled out many things. We isolated the fuel system by providing an independent day tank, eliminating the boat fuel tank and filters. I am not sure what else external to the engine could be studied. The battery is fine and the ECM is getting good voltage. As you know we replaced the ECM and then returned it.

The Volvo Tech did nothing except sit in the cockpit and watch the Seven Seas mechanic do a couple of tests. I am going to ask for a quote on doing a compression check test. Getting the injectors out does take some time as I have already done that once, and the mounting parts would have to be replaced again. Those parts alone are several hundred dollars. When you figure the labor a compression check will likely cost about $500 to $600. I have already spent nearly $4,000 replacing fuel pumps, high-pressure lines, and servicing the injectors. Maybe the added expense is worth the knowledge, and I concur that a compression check is in order.
Also, we have not cranked the engine with the fuel line to the injectors loosened. That is very risky at the high pressures generated, but we do know that fuel is returning from the injectors? Why do you think WD40 alone would not be enough to cause the engine to cough? If the engine has sufficient compression it should at least try to fire. Continuous spraying into the air intake while cranking did not do anything, and we tried it a couple times.
Jamie



On Saturday, November 14, 2015 9:28 PM, "'Mark Erdos' mcerdos@... [amelyachtowners]" <amelyachtowners@...> wrote:


 
I have to agree with Bill regarding the fact: What if the issue is external to the engine. Personally I would like to know for certain if the engine is shot, or not.

As for the compression check. I cannot believe the Volvo Tech did not perform this. It is not hard to do and requires only mildly expensive equipment that any good mechanic would regularly carry in their tools. The compression check test each cylinder by removing the injector, attaching the gauge and cranking the engine for about 15 secs per cylinder. It should take less than an hour to test all cylinders. For a problem such as yours it would be very insightful to know if compression, or lack of it, is the issue. If the results confirm you thoughts, you may well be better replacing the engine. But what if you have good compression? If could mean you are on the wrong path of diagnosis. I have read this thread since the first post and have thought this is more likely a fuel problem. Also, you shouldn’t need a Volvo mechanic to do a compression check. Any capable diesel mechanic can do this test.

I asked these questions before but did not see a response. Has the engine been cranked with the fuel line to the injectors loosened and fuel observed leaking out of the end? Are you absolutely certain you have fuel entering the cylinders? I do not think WD40 alone would be enough to cause the engine to cough.

With best regards,

Mark

Super Maramu 2000

Hull #275

www.creampuff.us

Currently cruising: St Augustine, FL

From: amelyachtowners@... [mailto:amelyachtowners@...]
Sent: Saturday, November 14, 2015 2:22 PM
To: amelyachtowners@...
Subject: Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

James,

My take away from all of your posts is that the mechanics and other experts that you have hired have done nothing except throw parts at your engine hoping that the part dejour will solve the problem.

Also, it seems to me that most of the diagnoses that you have written about has come from you and not the people you hired to diagnose the engine non-starting problem.

If you are replacing the engine because you have had a series of people do nothing toward identifying the problem, you could be making another mistake. What if the problem is external of your engine?

I would raise all sorts of hell with Volvo Penta and demand that they identify someone who can give you a diagnoses and a recommended solution. I would also insist on some sort of compensation for parts replaced in error. I am not sure that I would get anywhere with these things, but I would work at it very hard.

If you are not going to do this, do you plan to buy and install a Volvo? And, if you are going to change that engine to Yanmar, you may be looking at all sorts of other issues...the house 24VDC alternator, motor mounts, Vetus coupling, etc.

Just my two cents worth.

One last comment: That boat does not appear to have been maintained properly...probably not neglect, but likely some things were not completely understood by the owner...like the barnacle and marine growth...possibly there was an engine overheating issue...a proper compression test would give you a strong indication of damage. That boat spent a lot of time in Curacao where the barnacles breed like few other places. Gary left most things up to mechanics in marinas rather than being hands-on...and you know the quality of mechanics in marinas...I think you have met some recently.

Bill

BeBe #387

On Sat, Nov 14, 2015 at 6:07 PM, James Wendell ms42phantom54@... [amelyachtowners] <amelyachtowners@...> wrote:

Kent, I certainly appreciate the input, and I have to agree with you in principle. The engine seems to have expired prematurely, but that 10,000 hours is only realistic if properly maintained. But I have no other explanation, as we have tried almost every possible "solution" to no avail. Many folks have tested, diagnosed, and assessed the engine. I have listened to the engine spin and everyone (including myself) feels that it spins too easily. Spraying WD40 into the air intake should have at least allowed the engine to "cough" or "kick." It did not, and this is not the first time we have tried to inject "fuel" directly into the combustion chambers. I do not know how to explain that except with low compression in at least 2 or more cylinders. Plus, the suction at the intake during cranking seems quite weak.

We have not tried a compression check at this point, since that in itself is a fairly involved process. If we discover anything other than adequate compression, then I am faced with further engine tear down. Even if the compression is good, what then? We have tried almost everything else we could try. The technician did not actually volunteer the possibility that fuel starvation could have caused the problem, but when I explained to him that the engine stopped and failed to restart during sea trial (filters were solid black with contamination), he concluded that lack of fuel "lubrication" could have at least contributed to engine failure. He could not positively identify the problem without further investigation.

At this point I am becoming more and more convinced that there is internal engine damage. Again, I feel that chasing the problem will be quite costly unless I undertake that expedition on my own. I am most weary of fighting with this engine, as it has not run for the last 4 months, and I have already replaced a bunch of parts that have not allowed it to start.

If you do get an opinion from your contacts, I would sure welcome additional inputs.

Thanks, and I do agree with your opinion on Yanmars.............

Jamie Wendell

On Saturday, November 14, 2015 11:56 AM, "Kent Robertson karkauai@... [amelyachtowners]" <amelyachtowners@...> wrote:

He "thinks"??? Has he actually checked compression? I'm skeptical. I wrote to Danny Ramos but he didn't reply, sorry.

If it really is a low compression problem, how does he's explain that fuel starvation caused the problem? Does he explain what he thinks is the problem? Bad rings? Bad valves?

I would guess that engine should be good for 10000 hrs. I'd contact Danny Ramos at Marine Mechanical in Fajardo, PR before I bought a new engine.

If you're set on re powering, look at a new Yanmar. Much easier to work on, get parts, etc.

Kent

SM 243

Kristy



On Nov 14, 2015, at 11:35 AM, ms42phantom54@... [amelyachtowners] <amelyachtowners@...> wrote:

I want to thank everyone for the great advice and suggestions regarding my Amel 54 (Phantom) engine "no-start" issue. Since no one has been able to pinpoint the problem, I just had a Volvo Penta factory technician out to survey the situation. He thinks the compression is low on the engine, as it would not fire even as we sprayed WD40 into the intake. Although he had no specific rationale as to the possible cause of this conclusion, he did suggest that earlier fuel-starvation could have caused the problem, stressing the importance of maintaining a clean fuel supply at all times.

I have decided to replace the engine. That will restart the clock with zero hours and a 5-year warranty. The alternative would be to start tearing down the engine to determine the problem. Even if we do find something (blown head gasket, stuck valves, scored cylinders, etc.), chasing this "rebuild" tactic would be a very expensive and time-consuming operation - and it will still be a 9-year-old engine with 2500 hours. Although hugely expensive, a new engine is the only rational option. I do not want to continue chasing "ghosts."

Thanks again for the support.

Jamie Wendell

s/v Phantom

[Non-text portions of this message have been removed]








Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

Tony Robinson <tonywrobinson51@...>
 

I agree....that's what the problem was on my Volvo D3 - a failed sensor on the end of the common rail. And it also took forever to diagnose.....

Tony Robinson - Catriona R



From: "Jeff Wingfield ki4jde@... [amelyachtowners]"
To: amelyachtowners@...
Sent: Sunday, November 15, 2015 7:54 PM
Subject: Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

 
James:

It still sounds to me as a failed sensor for the common rail. 

Jeff
LAST TANGO




On Nov 15, 2015, at 10:06, James Wendell ms42phantom54@... [amelyachtowners] <amelyachtowners@...> wrote:

 
 
Mark, thanks for the suggestions. As you can see this is a perplexing problem and I still do not know the culprit, but I have systematically ruled out many things. We isolated the fuel system by providing an independent day tank, eliminating the boat fuel tank and filters. I am not sure what else external to the engine could be studied. The battery is fine and the ECM is getting good voltage. As you know we replaced the ECM and then returned it.

The Volvo Tech did nothing except sit in the cockpit and watch the Seven Seas mechanic do a couple of tests. I am going to ask for a quote on doing a compression check test. Getting the injectors out does take some time as I have already done that once, and the mounting parts would have to be replaced again. Those parts alone are several hundred dollars. When you figure the labor a compression check will likely cost about $500 to $600. I have already spent nearly $4,000 replacing fuel pumps, high-pressure lines, and servicing the injectors. Maybe the added expense is worth the knowledge, and I concur that a compression check is in order.
Also, we have not cranked the engine with the fuel line to the injectors loosened. That is very risky at the high pressures generated, but we do know that fuel is returning from the injectors? Why do you think WD40 alone would not be enough to cause the engine to cough? If the engine has sufficient compression it should at least try to fire. Continuous spraying into the air intake while cranking did not do anything, and we tried it a couple times.
Jamie



On Saturday, November 14, 2015 9:28 PM, "'Mark Erdos' mcerdos@... [amelyachtowners]" <amelyachtowners@...> wrote:


 
I have to agree with Bill regarding the fact: What if the issue is external to the engine. Personally I would like to know for certain if the engine is shot, or not.

As for the compression check. I cannot believe the Volvo Tech did not perform this. It is not hard to do and requires only mildly expensive equipment that any good mechanic would regularly carry in their tools. The compression check test each cylinder by removing the injector, attaching the gauge and cranking the engine for about 15 secs per cylinder. It should take less than an hour to test all cylinders. For a problem such as yours it would be very insightful to know if compression, or lack of it, is the issue. If the results confirm you thoughts, you may well be better replacing the engine. But what if you have good compression? If could mean you are on the wrong path of diagnosis. I have read this thread since the first post and have thought this is more likely a fuel problem. Also, you shouldn’t need a Volvo mechanic to do a compression check. Any capable diesel mechanic can do this test.

I asked these questions before but did not see a response. Has the engine been cranked with the fuel line to the injectors loosened and fuel observed leaking out of the end? Are you absolutely certain you have fuel entering the cylinders? I do not think WD40 alone would be enough to cause the engine to cough.

With best regards,

Mark

Super Maramu 2000

Hull #275

www.creampuff.us

Currently cruising: St Augustine, FL

From: amelyachtowners@... [mailto:amelyachtowners@...]
Sent: Saturday, November 14, 2015 2:22 PM
To: amelyachtowners@...
Subject: Re: [Amel Yacht Owners] Re: Engine Problems Amel 54

James,

My take away from all of your posts is that the mechanics and other experts that you have hired have done nothing except throw parts at your engine hoping that the part dejour will solve the problem.

Also, it seems to me that most of the diagnoses that you have written about has come from you and not the people you hired to diagnose the engine non-starting problem.

If you are replacing the engine because you have had a series of people do nothing toward identifying the problem, you could be making another mistake. What if the problem is external of your engine?

I would raise all sorts of hell with Volvo Penta and demand that they identify someone who can give you a diagnoses and a recommended solution. I would also insist on some sort of compensation for parts replaced in error. I am not sure that I would get anywhere with these things, but I would work at it very hard.

If you are not going to do this, do you plan to buy and install a Volvo? And, if you are going to change that engine to Yanmar, you may be looking at all sorts of other issues...the house 24VDC alternator, motor mounts, Vetus coupling, etc.

Just my two cents worth.

One last comment: That boat does not appear to have been maintained properly...probably not neglect, but likely some things were not completely understood by the owner...like the barnacle and marine growth...possibly there was an engine overheating issue...a proper compression test would give you a strong indication of damage. That boat spent a lot of time in Curacao where the barnacles breed like few other places. Gary left most things up to mechanics in marinas rather than being hands-on...and you know the quality of mechanics in marinas...I think you have met some recently.

Bill

BeBe #387

On Sat, Nov 14, 2015 at 6:07 PM, James Wendell ms42phantom54@... [amelyachtowners] <amelyachtowners@...> wrote:

Kent, I certainly appreciate the input, and I have to agree with you in principle. The engine seems to have expired prematurely, but that 10,000 hours is only realistic if properly maintained. But I have no other explanation, as we have tried almost every possible "solution" to no avail. Many folks have tested, diagnosed, and assessed the engine. I have listened to the engine spin and everyone (including myself) feels that it spins too easily. Spraying WD40 into the air intake should have at least allowed the engine to "cough" or "kick." It did not, and this is not the first time we have tried to inject "fuel" directly into the combustion chambers. I do not know how to explain that except with low compression in at least 2 or more cylinders. Plus, the suction at the intake during cranking seems quite weak.

We have not tried a compression check at this point, since that in itself is a fairly involved process. If we discover anything other than adequate compression, then I am faced with further engine tear down. Even if the compression is good, what then? We have tried almost everything else we could try. The technician did not actually volunteer the possibility that fuel starvation could have caused the problem, but when I explained to him that the engine stopped and failed to restart during sea trial (filters were solid black with contamination), he concluded that lack of fuel "lubrication" could have at least contributed to engine failure. He could not positively identify the problem without further investigation.

At this point I am becoming more and more convinced that there is internal engine damage. Again, I feel that chasing the problem will be quite costly unless I undertake that expedition on my own. I am most weary of fighting with this engine, as it has not run for the last 4 months, and I have already replaced a bunch of parts that have not allowed it to start.

If you do get an opinion from your contacts, I would sure welcome additional inputs.

Thanks, and I do agree with your opinion on Yanmars.............

Jamie Wendell

On Saturday, November 14, 2015 11:56 AM, "Kent Robertson karkauai@... [amelyachtowners]" <amelyachtowners@...> wrote:

He "thinks"??? Has he actually checked compression? I'm skeptical. I wrote to Danny Ramos but he didn't reply, sorry.

If it really is a low compression problem, how does he's explain that fuel starvation caused the problem? Does he explain what he thinks is the problem? Bad rings? Bad valves?

I would guess that engine should be good for 10000 hrs. I'd contact Danny Ramos at Marine Mechanical in Fajardo, PR before I bought a new engine.

If you're set on re powering, look at a new Yanmar. Much easier to work on, get parts, etc.

Kent

SM 243

Kristy



On Nov 14, 2015, at 11:35 AM, ms42phantom54@... [amelyachtowners] <amelyachtowners@...> wrote:

I want to thank everyone for the great advice and suggestions regarding my Amel 54 (Phantom) engine "no-start" issue. Since no one has been able to pinpoint the problem, I just had a Volvo Penta factory technician out to survey the situation. He thinks the compression is low on the engine, as it would not fire even as we sprayed WD40 into the intake. Although he had no specific rationale as to the possible cause of this conclusion, he did suggest that earlier fuel-starvation could have caused the problem, stressing the importance of maintaining a clean fuel supply at all times.

I have decided to replace the engine. That will restart the clock with zero hours and a 5-year warranty. The alternative would be to start tearing down the engine to determine the problem. Even if we do find something (blown head gasket, stuck valves, scored cylinders, etc.), chasing this "rebuild" tactic would be a very expensive and time-consuming operation - and it will still be a 9-year-old engine with 2500 hours. Although hugely expensive, a new engine is the only rational option. I do not want to continue chasing "ghosts."

Thanks again for the support.

Jamie Wendell

s/v Phantom

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Re: [Amel Yacht Owners] NMEA Paddlewheel - wiring diagram

Bill & Judy Rouse <yahoogroups@...>
 

Leo,

I sent you a copy of page 124 of the B&G user manual which shows how to wire a paddlewheel. If you have the Tinley paddlewheel emulator, it is wired the same.

Bill

On Thu, Nov 19, 2015 at 12:51 PM, leopold.hauer@... [amelyachtowners] <amelyachtowners@...> wrote:
 

Hello,

does anyone have a wire diagramm that shows how to connect a NMEA Paddle wheel (Tinley marine electronics) with the B+G instruments?

I would like to know how to join which cable to which color.

Mail to  leopold.hauer(at)yahoo.com

Thanks for your help!

Leo

SM 69 Yin Yang