Date   

Re: Mystery Maramu object

sbmesasailor
 

Yes, I believe you are correct that it is the helm brake but it looks like the reason it is not where it belongs is because it is missing the block that the screw presses against the steering shaft.  Don't reassemble before replacing that block (it'll be flat on one side for the screw and curved on the other for the shaft.

Dennis
Libertad
Maramu #121


Maramu pole setup

smiles bernard
 

Hello folks

I’m about to try setting up our downwind rig for the first time

In the locker I have found what look like lines for the one pole at least - one shorter red line and two longer blue lines - all with snap shackles.
If any owners of older Maramu have any hints and tips it’d be really helpful to learn from your experience
Also looks like I have longer Genoa sheets and wondering how folk route these? Shackle a block onto the rear lifting eye and run the sheets from sail through pole ends around aft block then straight onto winches?

Many thanks In advance

Miles
Maramu 162


Re: [Amel Yacht Owners] Re: Long block failure on a Volvo D3-110 Amel 54-152

 

Dana,

Is your new engine an isolated ground engine? 

Best,

CW Bill Rouse
Admiral, Texas Navy
Commander Emeritus
Amel School www.amelschool.com
720 Winnie St
Galveston Island, TX 77550
+1(832) 380-4970


On Thu, Aug 16, 2018, 07:55 danderson10@... [amelyachtowners] <amelyachtowners@...> wrote:
 

Hi Porter,


I purchased Amel 54 #003 last September. On the delivery from Virginia to Maine the D3-110 died.  We were chugging along for 12 hours or so and then 'screech', stop. There was no coughing, sputtering, smoke or anything else. No error messages...dead. 

The next sign of trouble was when the yard suspected the timing belt slipped. They didn't really have much enthusiasm to work on it as they were totally unfamiliar with the D3. 

After a lot of research I have decided to replace the D3 with a Beta 85, which is an industrial Kubota engine that has been marinized. There is no high pressure common rail, no ECU, no sensors, no computer required for troubleshooting and no timing belt. This is the largest 'old school' engine I could get from Beta that would be legal. In other words, they have to bring the power down to be able to meet emission standards (US). Nanni has a 115 that is old school that they would be happy to sell me but for various reasons I went with the Beta. 

I am not suggesting you need to repower, I was in a unique position to make the decision in my home port and have a couple of years until I start cruising. Also, I'll mention that the previous owner had just finished a circumnavigation. It looked like the engine room had been thoroughly sprayed with salt water and never cleaned up. In addition to oil and coolant leaks, everything was covered with rust and corrosion. I ripped everything out including the engine, generator, water maker, lots of wiring, hot water heater, etc. Thus began a major refit which is still in progress.

PS: Don't forget to change your timing belt at the suggested intervals. I think its every 600 hours. Mine was way overdue.  Also interesting to note that this was the second D3 installed in this boat.

Best,
Dana Anderson
Amel 54 #003  'Pathfinder'






Re: Mystery Maramu object

Alejandro Paquin
 

Yes.It looks like the lock on the wheel.

Alex Paquin
SIMPATICO
Maramu #94, 1981


Amel meet-up

Patrick McAneny
 


-----Original Message-----
From: Patrick Mcaneny
To: greatketch
Sent: Thu, Aug 16, 2018 8:42 am
Subject: Re: Amel meet-up

Bill, The dates are as stated in the previous post , but here is the plan again. Boats should plan to arrive in St. Michaels on or before Oct. 1 , that afternoon would be informal , dinghy about meet & greet .
 Oct. 2 we could gather for a pot luck lunch , last time Diane and I had everyone aboard for lunch. This year there will be too many for one boat , so perhaps two boats could raft up for lunch , volunteers ? That evening we would have dinner at the Crab Claw restaurant , meeting there at 6:15 - 6:30pm , I have reserved the back room for the evening , same room as last time. 
Oct.3 Pretty much a free day to tour boats , tour the town. Kent and Iris on Kristy has offered to have a party at Iris's house in St. Michaels that evening, this is not 100% confirmed yet ,as transportation would have to be arranged.
Oct. 4 th. We would sail off, Diane and I plan to sail over to Annapolis to attend the Boat Show the following day. It starts on Oct.4 to the 8th. If other boats plan to head for Annapolis , we could have a rally sailing in mass. This may be the largest collection of Amels in one location ever,outside of La Rochelle.
As to photos, I would be open to that. We also have a very good drone , a Mavic Pro 4k . Perhaps the video could be posted to the Amel facebook ? We are not too techie , but we need to learn how to share/send video .
In the next day or so we are going to post all the names of attendees. We need for everyone to email me direct and have their names taken off the list or add their names. We also need to have a head count for dinner , so everyone who plans to attend needs to give me the number of people . 
See ya there,
Pat & Diane,
SM Shenanigans


-----Original Message-----
From: Bill Kinney <greatketch@...>
To: Patrick Mcaneny <sailw32@...>
Cc: Karen <kls6917@...>
Sent: Wed, Aug 15, 2018 11:32 pm
Subject: Re: Amel meet-up

Pat,

Do you have final dates for the October meet up? Anything we can do to help organize or arrange?

One thing that came up today here at the dock is the number of boatowners who would love to have—but don’t—pictures of their boats under sail. If you think it might be something the group might be interested in, we can contact the local photographers who specialize in boat photos and see what it might cost.  I assume if we split up the cost of their day, it might come in pretty reasonable on a per boat basis.

Bill Kinney
Karen Smith
S/V Harmonie



On Jun 4, 2018, at 13:41, Patrick Mcaneny <sailw32@...> wrote:

Bill, I will take that for a vote for Oct. , I am voting that why myself, think more can make.

Thanks ,
Pat
SM Shenanigans


-----Original Message-----
From: Bill Kinney <greatketch@...>
To: Patrick Mcaneny <sailw32@...>
Sent: Mon, Jun 4, 2018 10:10 am
Subject: Re: Amel meet-up

Pat,

Good on you for organizing a possible Amel meetup!

We just arrived in Annapolis and will be here for a few weeks before heading further north. Then we’ll be back in the Fall.

So right now, it looks like an August date is out for us, and the early October one would work.

Bill Kinney
S/V Harmonie


On May 11, 2018, at 16:44, Patrick Mcaneny <sailw32@...> wrote:

Bill, We will put you on the list of possible and keep you abreast of events
Thanks,
Pat


-----Original Message-----
From: Bill Kinney <greatketch@...>
To: sailw32 <sailw32@...>
Sent: Fri, May 11, 2018 12:42 pm
Subject: Amel meet-up

Hi Pat,

This is from Bill & Karen on Harmonie…

We’ll be in the Chesapeake in early/mid June, and again in early October. If we are there when everybody is getting together, you can be sure we will find a way to be there.

Bill & Karen
Sm160, Harmonie
Rock Sound Harbor, Eleuthera, Bahamas





Re: Long block failure on a Volvo D3-110 Amel 54-152

Dana Anderson
 

Hi Porter,

I purchased Amel 54 #003 last September. On the delivery from Virginia to Maine the D3-110 died.  We were chugging along for 12 hours or so and then 'screech', stop. There was no coughing, sputtering, smoke or anything else. No error messages...dead. 

The next sign of trouble was when the yard suspected the timing belt slipped. They didn't really have much enthusiasm to work on it as they were totally unfamiliar with the D3. 

After a lot of research I have decided to replace the D3 with a Beta 85, which is an industrial Kubota engine that has been marinized. There is no high pressure common rail, no ECU, no sensors, no computer required for troubleshooting and no timing belt. This is the largest 'old school' engine I could get from Beta that would be legal. In other words, they have to bring the power down to be able to meet emission standards (US). Nanni has a 115 that is old school that they would be happy to sell me but for various reasons I went with the Beta. 

I am not suggesting you need to repower, I was in a unique position to make the decision in my home port and have a couple of years until I start cruising. Also, I'll mention that the previous owner had just finished a circumnavigation. It looked like the engine room had been thoroughly sprayed with salt water and never cleaned up. In addition to oil and coolant leaks, everything was covered with rust and corrosion. I ripped everything out including the engine, generator, water maker, lots of wiring, hot water heater, etc. Thus began a major refit which is still in progress.

PS: Don't forget to change your timing belt at the suggested intervals. I think its every 600 hours. Mine was way overdue.  Also interesting to note that this was the second D3 installed in this boat.

Best,
Dana Anderson
Amel 54 #003  'Pathfinder'






Mystery Maramu object

smiles bernard
 

Hello 👋
Could anyone help identify this item?
My guess is the lock off on the steering hub as Sea Love is missing that screw/clamp option from her morse steering hub

But would value thoughts before I dismantle things!

Sea Love is a 1985 Maramu

Many thanks in advance

Miles


Re: Long block failure on a Volvo D3-110 Amel 54-152

Alan Leslie
 

Black smoke is caused by unburnt carbon....oil burning is blue smoke.
Unburnt carbon usually indicates there is a blockage somewhere
Airfilter..you checked that
Injectors..you've done that.
Another thing could be too high back pressure in the exhaust.
Has the exhaust system been taken apart and checked to be sure it is relatively clean and free flowing?
Cheers
Alan
Elyse SM437
Maskelyne Islands, Vanuatu


Re: [Amel Yacht Owners] Generator exhaust

michael winand
 

Thanks for your help. As it is winter here and not really sailing weather S 42deg.
I am going through the systems on board, maintaining and doing some upgrades.
251 is very original low use. Engine has 2700 hr genset we knew needed over haul at 1080 hours.
Watermaker has 189hrs..
She has new sails less than 1000miles.
I need to replace the standing rigging. Rigging original. Rigging report says that it is good. Insurance needs it replaced.
Need to replace the Bimini as it is also original.
I have great respect for the knowledge of the group.
Regards Michael 251


Re: [Amel Yacht Owners] Generator exhaust

Porter McRoberts
 

Third. 
Porter
A54-152


On Aug 15, 2018, at 8:29 PM, John Clark john.biohead@... [amelyachtowners] <amelyachtowners@...> wrote:

 

I second the recommendation for Bill Rouse.  
    John
SV Annie SM37
Le Marin

On Wed, Aug 15, 2018, 9:10 PM pstas2003 <no_reply@...> wrote:
 

Michael,

I would highly recommend that you contact Bill Rouse,

He is a former Amel owner and major contributer on this forum.  He has a vast amount of knowledge and now runs and Amel School.  He will travel to your location.  You can contact him via his website.  www.amelschool.com

Good luck with your generator install.  We just recently completed the same project but we opted to go with the OEM Onan.

All the best,

Paul Stascavage
SM #466 - s/v Rita Kathryn
Cruising New England

www.RitaKathryn.com


Oil Dipstick

eric freedman
 


Re: [Amel Yacht Owners] Generator exhaust

John Clark
 

I second the recommendation for Bill Rouse.  
    John
SV Annie SM37
Le Marin

On Wed, Aug 15, 2018, 9:10 PM pstas2003 <no_reply@...> wrote:
 

Michael,

I would highly recommend that you contact Bill Rouse,

He is a former Amel owner and major contributer on this forum.  He has a vast amount of knowledge and now runs and Amel School.  He will travel to your location.  You can contact him via his website.  www.amelschool.com

Good luck with your generator install.  We just recently completed the same project but we opted to go with the OEM Onan.

All the best,

Paul Stascavage
SM #466 - s/v Rita Kathryn
Cruising New England

www.RitaKathryn.com


Re: [Amel Yacht Owners] Re: Long block failure on a Volvo D3-110 Amel 54-152

Danny and Yvonne SIMMS
 

Hi Porter,

Like everyone I feel for you. Some thoughts. Unless something like salt water ingress  happens and oil and filters are changed regularly diesel engines, mechanically are good for very high hours, 4000 ordinary, 8000, not unusual. You had all the mechanical parts renewed with the long block. I guess not all the wiring looms (which are considerable) nor the operational computer systems. That's where I would be looking. Teun Bass in Noumea has a similar story to tell and he may have something to offer.

Kind Regards

Danny

SM 299 Ocean Pearl

On 16 August 2018 at 01:50 "Trifin trifin@... [amelyachtowners]" <amelyachtowners@...> wrote:

 

 

Porter, I think your maintenance regime for the engine looks just fine. It must be very frustrating to have this problem happening again.

I’m not clear on exactly what is the cause of the problem, but then I’m no diesel mechanic! Has that been clearly laid out by Volvo to your satisfaction?

That tell-tale puff of smoke is interesting, which I guess tells of oil ending up where it shouldn’t be and then burning off. I wonder if you can share a few more details about the exact circumstances around when it puffs… does it happen once, only under load, in neutral, idling and then gunning quickly etc. That would allow others to test and report comparisons.

I have the same D3–110i-C model and the Amel specified autoprop. My WOT is 2950-3000rpm.

I hope for a satisfactory resolution for you, it inspires no confidence in your planned travels when things like this happen.

Cheers Dean SY Stella Amel 54 #154

X

 


 


 


Re: [Amel Yacht Owners] Generator exhaust

pstas2003 <no_reply@...>
 

Michael,

I would highly recommend that you contact Bill Rouse,

He is a former Amel owner and major contributer on this forum.  He has a vast amount of knowledge and now runs and Amel School.  He will travel to your location.  You can contact him via his website.  www.amelschool.com

Good luck with your generator install.  We just recently completed the same project but we opted to go with the OEM Onan.

All the best,

Paul Stascavage
SM #466 - s/v Rita Kathryn
Cruising New England

www.RitaKathryn.com


Re: Long block failure on a Volvo D3-110 Amel 54-152

Dean Gillies
 

Porter,
I think your maintenance regime for the engine looks just fine.
It must be very frustrating to have this problem happening again.

I’m not clear on exactly what is the cause of the problem, but then I’m no diesel mechanic! Has that been clearly laid out by Volvo to your satisfaction?

That tell-tale puff of smoke is interesting, which I guess tells of oil ending up where it shouldn’t be and then burning off. I wonder if you can share a few more details about the exact circumstances around when it puffs... does it happen once, only under load, in neutral, idling and then gunning quickly etc. That would allow others to test and report comparisons.

I have the same D3–110i-C model and the Amel specified autoprop. My WOT is 2950-3000rpm.

I hope for a satisfactory resolution for you, it inspires no confidence in your planned travels when things like this happen.

Cheers
Dean
SY Stella
Amel 54 #154

Sent from my iPhone X


Re: [Amel Yacht Owners] Long block failure on a Volvo D3-110 Amel 54-152

Sv Garulfo
 

Hi Porter,

I can’t see anything wrong in what you do or have done.

Thanks for sharing your experience, as we need to build up the knowledge on those D3 engine of ours. 

One thing we’ve learned in our short but eventful experience of our engine is that they are quite different beasts than more classic boat engines and a lot of the great advice available needs to be carefully analysed for adequacy. 

By the way, what engine type do you have? The Volvo guy in Martinique told us the D3-110i-C (ours on A54-122) was no longer available. He said the newer type were harder to work on because of the access to various components.

One thing I noted: he recommended leaving a bit of headroom on the dipstick when filling up the oil (and dipstick firmly pushed in to take the measurement). 

Hope things will improve for you very soon


Best,

Thomas
away from
GARULFO
A54-122
Curacao 



On Wed, 15 Aug 2018 at 04:41, Porter McRoberts portermcroberts@... [amelyachtowners] <amelyachtowners@...> wrote:
My dear Amelians,

I ask your insight into my motor issue if you’d please lend me your minds for a few minutes. 
I condense a much longer story into the following:

We own a fantastic Amel 54-152 “IBIS”  Purchased back in April 2017, Maritinique.  Some of you might remember a video i posted of a “smoking engine”and my pre-purchase concerns back then.  Lots of great suggestions from dirty prop to others.  Our former owner, the most gracious of sailors, sought the help of Volvo Martinique: (who had given his engine a clean bill of health a month prior) to look into it.  Ultimately they found pitting in the cylinder linings and high pressure on the crank case side, oil in the breather etc.  He>$$>>I put in a new long block, injectors etc. 1100hrs at the time. Nearly a new complete engine.  16000 Euro.

I picked up the boat with the freshly painted engine and sailed back to Florida in April  (engine oddly still smoking in just the same way!) and when I say smoking: a now smaller puff of black smoke for a half second when I rapidly increase throttle.  The Guadeloupe volvo tech confiding in me that half of all the D3-110s do such a thing and not to worry (Nigel Calder disagreeing all the way).  Some time later…September the motor stopped working.  Just stopped.  motoring along… no issues and then would loose power, sputter to a stop.  Rather frustrating when sailing against Irma back to Florida!!  Much head scratching lead to a diagnosis of clogged injectors.  1400hrs. Got new injectors, problem fixed.  

On we sailed (motored in February 2018 out to the 65 and then sailed down for many months in the carribean.  All ok.  May of this year after sailing to Cartagena-motoring to Colon panama fired up the engine to find a system fault.  filters cleaned, oil good, temps fine.  Turbo spinning all great.  Went through Canal.  8 weeks of waiting and “working” with CDM Commercial Motores of Panama finally revealed oil on the most pressure sensor: (CDM took to 6 weeks to get a new one put in, despite my protest as to find out why there is so much oil on the BPS to kill it) They then sent us on our way with a new BPS, “problem fixed.”  Trusting them no more than Mr. Bean to fix my engine we did a test sail/motor to Las Perlas: not surprisingly sensor failed again.  Back to mainland, finally with CDM tearing onto the aftercooler etc found oil in there, normal turbo, breather hose full and sputtering oil at the dipstick while running.  

I finally re-called Volvo Americas.  Carlos Corgo, a very encouraging young man actually came to the boat at Vist Mar in Panama and chatted with me.  We discussed long block #3 i.e. another LB replacement vs whole new engine.  His higher ups only approved the long lock replacement under warranty. We’re now at 1800hrs.

He said D3-110s are prone to this problem when paired to a boat too big for the engine.  I know we 54s are slightly over propped.  He noted this D3 should WOT at 3200rpm: i would WOT around 2700-2800.

Now please let me confide in you I knew very little about diesels when we bought this boat, and its been a steep learning curve and thanks to Nigel Calder whose course i took, to Bill Rouse and his endless patience with me, and this forum.  


I have changed the racors about every 200hrs. They never look that bad. I’ve never had the needle budge on the pressure indicator.   I’ve changed as well as the metal volvo micro filters about the same.   I polished the tank and fuel not long after we got the boat back.  I am on the nose with oil and filter and impeller changes.  Perhaps I’ve gone 300 hrs on the air filter, which always looks good.

When changing, I usually fill the oil right up to the last notch on the dipstick.

While running the engine, i typically run in the 1300-1800 range.  At the end of a trip i goto 24-2700 for about five minutes then let engine idle for 5-10 minutes before shutting down.  The autoprop is spotless and flexible. 


What might I have done to contribute to this?
What should i do differently so it doesn’t occur somewhere in the South Pacific?

As always your great advice and insights are very appreciated.




Yours,

Porter McRoberts
Amel 54-152 S/V IBIS
Vista Mar, Panama


Re: [Amel Yacht Owners] Generator exhaust

michael winand
 

Thanks Joel. Appreciate your advice 
I do have confidence in the guy who is doing the installation. 
He is aware of the electrical system on the Amel. 
I am interested in also repowering the tmd22.  If you have any suggestions  I would appreciate your input. 
He has fitted a beta  engine to an amel. He rewired the whole engine harness with all new sensors to allow the ground return. I have been advised from a older amel owner that this guy is the most knowledgeable mechanical /electrical  that he had ever come across in 15 years of ownership. 


I would like to have someone very knowledgeable  with Amel. School me in the systems. I am in Australia if you have any recommendations? 
Sincerely Michael  251 


On Wed, 15 Aug 2018 at 11:51, Joel Potter jfpottercys@... [amelyachtowners]
wrote:
 

Gently, and with all due respect, I would like to suggest to you that it would be a good idea to have someone very knowledgeable with Amel boats and their unique systems, in their entirety, spend some time with you on your boat. Part of the excellence of Amel boats is in the unconventional way Amel does several things that produce more satisfactory overall results than conventional practice.


Bill Rouse, when he asked you if you would install an isolated ground system generator, was talking about the big picture regarding the Amel 12 and 24 volt DC electrical system. Isolated ground, also described as full earth return and an isolated negative electrical system is when all of the DC energy comes out of the battery, to the device it powers, and then directly back to the battery bank via a closed loop system. This is precisely the same system used on most metal boats world wide. It prevents a  whole bunch of electrical and galvanic problems and makes this DC system better for all the elements of the entire system.

If you install a 240 volt AC genset with a 12 volt DC conventional ground system for starting and the alternator for starting battery recharging, you will have electrical and galvanic trouble until this situation is changed. The sad fact is  a majority of marine electrical contractors and/or installers think this not “a big deal” and pay little heed to the difference between conventional ground and isolated negative ground as it pertains to the DC electrical system..

If you dig deep into the incredible wealth of information that has been presented in this group, you will find many admonishments not to change anything on your Amel until you are absolutely familiar with what you intend to change.

Don’t be hesitant to ask for help if you are not 101% sure that the changes you entertain will produce positive results. 

Good luck with your new to you Amel and be sure to have fun with it. 

JOEL F. POTTER
CRUISING YACHT SPECIALIST LLC
THE EXPERIENCED AMEL GUY
Office 954-462-5869 

On Aug 14, 2018, at 7:05 PM, michael winand mfw642000@... [amelyachtowners] <amelyachtowners@...> wrote:

 

The new genset is the same as the Onan regarding the isolation mounting and the electrical connection. It has a alternator instead of the generator for charging the 12v battery. Control panel where the Onan remote  start was, giving temperature, oil pressure, amps output /load Ect. 

 The retired Onan with 1000hrs was nonfunctional, so we knew that before purchasing. Removed the head due to lack of compression in 2 cylinders.  Found rust in cylinder  and a slight chance of color in the fuel pump housing. I thought it was not a good idea to rebuild the engine. 
We are just trying to get the best install of the new one. 
Thanks for your help 
Michael 251 



On Wed, 15 Aug 2018 at 0:42, Bill Rouse brouse@... [amelyachtowners]
 

Are you installing an isolated ground generator?

Best,

CW Bill Rouse
Admiral, Texas Navy
Commander Emeritus

Amel School  http://www.amelschool.com
720 Winnie St
Galveston Island, TX 77550

+1(832) 380-4970

Any opinions and conclusions expressed in this message are solely those of the author and should not be construed as representing the opinion of an expert. Manufacturers' and Expert's precautions must be considered when dealing with mechanical and/or electrical systems to ensure that you are NOT harmed, and/or the device and/or system is NOT ruined. If in doubt, do not touch any mechanical and/or electrical device or system referred to above.


On Sat, Aug 11, 2018 at 11:22 PM michael winand mfw642000@... [amelyachtowners] <amelyachtowners@...> wrote:
 

Hi, I am installing a new genset into a super maramu 2000.

The engine is a kubota with a 50mm hose going to the vetas water lock. On the outlet of the water lock the hose reduces to 40mm. This is how the original is installed. It has a reducer 50 to 40mm glued  into the water lock.

Can anyone help with the reasons why the hose is reduced in diameter? 
The generator supplier  advised to have a 50mm hose going on the water lock outlet. 
Thanks 


Long block failure on a Volvo D3-110 Amel 54-152

Porter McRoberts
 

My dear Amelians,

I ask your insight into my motor issue if you’d please lend me your minds for a few minutes. 
I condense a much longer story into the following:

We own a fantastic Amel 54-152 “IBIS”  Purchased back in April 2017, Maritinique.  Some of you might remember a video i posted of a “smoking engine”and my pre-purchase concerns back then.  Lots of great suggestions from dirty prop to others.  Our former owner, the most gracious of sailors, sought the help of Volvo Martinique: (who had given his engine a clean bill of health a month prior) to look into it.  Ultimately they found pitting in the cylinder linings and high pressure on the crank case side, oil in the breather etc.  He>$$>>I put in a new long block, injectors etc. 1100hrs at the time. Nearly a new complete engine.  16000 Euro.

I picked up the boat with the freshly painted engine and sailed back to Florida in April  (engine oddly still smoking in just the same way!) and when I say smoking: a now smaller puff of black smoke for a half second when I rapidly increase throttle.  The Guadeloupe volvo tech confiding in me that half of all the D3-110s do such a thing and not to worry (Nigel Calder disagreeing all the way).  Some time later…September the motor stopped working.  Just stopped.  motoring along… no issues and then would loose power, sputter to a stop.  Rather frustrating when sailing against Irma back to Florida!!  Much head scratching lead to a diagnosis of clogged injectors.  1400hrs. Got new injectors, problem fixed.  

On we sailed (motored in February 2018 out to the 65 and then sailed down for many months in the carribean.  All ok.  May of this year after sailing to Cartagena-motoring to Colon panama fired up the engine to find a system fault.  filters cleaned, oil good, temps fine.  Turbo spinning all great.  Went through Canal.  8 weeks of waiting and “working” with CDM Commercial Motores of Panama finally revealed oil on the most pressure sensor: (CDM took to 6 weeks to get a new one put in, despite my protest as to find out why there is so much oil on the BPS to kill it) They then sent us on our way with a new BPS, “problem fixed.”  Trusting them no more than Mr. Bean to fix my engine we did a test sail/motor to Las Perlas: not surprisingly sensor failed again.  Back to mainland, finally with CDM tearing onto the aftercooler etc found oil in there, normal turbo, breather hose full and sputtering oil at the dipstick while running.  

I finally re-called Volvo Americas.  Carlos Corgo, a very encouraging young man actually came to the boat at Vist Mar in Panama and chatted with me.  We discussed long block #3 i.e. another LB replacement vs whole new engine.  His higher ups only approved the long lock replacement under warranty. We’re now at 1800hrs.

He said D3-110s are prone to this problem when paired to a boat too big for the engine.  I know we 54s are slightly over propped.  He noted this D3 should WOT at 3200rpm: i would WOT around 2700-2800.

Now please let me confide in you I knew very little about diesels when we bought this boat, and its been a steep learning curve and thanks to Nigel Calder whose course i took, to Bill Rouse and his endless patience with me, and this forum.  


I have changed the racors about every 200hrs. They never look that bad. I’ve never had the needle budge on the pressure indicator.   I’ve changed as well as the metal volvo micro filters about the same.   I polished the tank and fuel not long after we got the boat back.  I am on the nose with oil and filter and impeller changes.  Perhaps I’ve gone 300 hrs on the air filter, which always looks good.

When changing, I usually fill the oil right up to the last notch on the dipstick.

While running the engine, i typically run in the 1300-1800 range.  At the end of a trip i goto 24-2700 for about five minutes then let engine idle for 5-10 minutes before shutting down.  The autoprop is spotless and flexible. 


What might I have done to contribute to this?
What should i do differently so it doesn’t occur somewhere in the South Pacific?

As always your great advice and insights are very appreciated.




Yours,

Porter McRoberts
Amel 54-152 S/V IBIS
Vista Mar, Panama



Re: [Amel Yacht Owners] Generator exhaust

amelforme
 

Gently, and with all due respect, I would like to suggest to you that it would be a good idea to have someone very knowledgeable with Amel boats and their unique systems, in their entirety, spend some time with you on your boat. Part of the excellence of Amel boats is in the unconventional way Amel does several things that produce more satisfactory overall results than conventional practice.

Bill Rouse, when he asked you if you would install an isolated ground system generator, was talking about the big picture regarding the Amel 12 and 24 volt DC electrical system. Isolated ground, also described as full earth return and an isolated negative electrical system is when all of the DC energy comes out of the battery, to the device it powers, and then directly back to the battery bank via a closed loop system. This is precisely the same system used on most metal boats world wide. It prevents a  whole bunch of electrical and galvanic problems and makes this DC system better for all the elements of the entire system.

If you install a 240 volt AC genset with a 12 volt DC conventional ground system for starting and the alternator for starting battery recharging, you will have electrical and galvanic trouble until this situation is changed. The sad fact is  a majority of marine electrical contractors and/or installers think this not “a big deal” and pay little heed to the difference between conventional ground and isolated negative ground as it pertains to the DC electrical system.

If you dig deep into the incredible wealth of information that has been presented in this group, you will find many admonishments not to change anything on your Amel until you are absolutely familiar with what you intend to change.

Don’t be hesitant to ask for help if you are not 101% sure that the changes you entertain will produce positive results. 

Good luck with your new to you Amel and be sure to have fun with it. 

JOEL F. POTTER
CRUISING YACHT SPECIALIST LLC
THE EXPERIENCED AMEL GUY
Office 954-462-5869 

On Aug 14, 2018, at 7:05 PM, michael winand mfw642000@... [amelyachtowners] <amelyachtowners@...> wrote:

 

The new genset is the same as the Onan regarding the isolation mounting and the electrical connection. It has a alternator instead of the generator for charging the 12v battery. Control panel where the Onan remote  start was, giving temperature, oil pressure, amps output /load Ect. 

 The retired Onan with 1000hrs was nonfunctional, so we knew that before purchasing. Removed the head due to lack of compression in 2 cylinders.  Found rust in cylinder  and a slight chance of color in the fuel pump housing. I thought it was not a good idea to rebuild the engine. 
We are just trying to get the best install of the new one. 
Thanks for your help 
Michael 251 



On Wed, 15 Aug 2018 at 0:42, Bill Rouse brouse@... [amelyachtowners]
 

Are you installing an isolated ground generator?

Best,

CW Bill Rouse
Admiral, Texas Navy
Commander Emeritus

Amel School  http://www.amelschool.com
720 Winnie St
Galveston Island, TX 77550

+1(832) 380-4970

Any opinions and conclusions expressed in this message are solely those of the author and should not be construed as representing the opinion of an expert. Manufacturers' and Expert's precautions must be considered when dealing with mechanical and/or electrical systems to ensure that you are NOT harmed, and/or the device and/or system is NOT ruined. If in doubt, do not touch any mechanical and/or electrical device or system referred to above.


On Sat, Aug 11, 2018 at 11:22 PM michael winand mfw642000@... [amelyachtowners] <amelyachtowners@...> wrote:
 

Hi, I am installing a new genset into a super maramu 2000.

The engine is a kubota with a 50mm hose going to the vetas water lock. On the outlet of the water lock the hose reduces to 40mm. This is how the original is installed. It has a reducer 50 to 40mm glued  into the water lock.

Can anyone help with the reasons why the hose is reduced in diameter? 
The generator supplier  advised to have a 50mm hose going on the water lock outlet. 
Thanks 


Re: [Amel Yacht Owners] Generator exhaust

michael winand
 

The new genset is the same as the Onan regarding the isolation mounting and the electrical connection. It has a alternator instead of the generator for charging the 12v battery. Control panel where the Onan remote  start was, giving temperature, oil pressure, amps output /load Ect. 
 The retired Onan with 1000hrs was nonfunctional, so we knew that before purchasing. Removed the head due to lack of compression in 2 cylinders.  Found rust in cylinder  and a slight chance of color in the fuel pump housing. I thought it was not a good idea to rebuild the engine. 
We are just trying to get the best install of the new one. 
Thanks for your help 

On Wed, 15 Aug 2018 at 0:42, Bill Rouse brouse@... [amelyachtowners]
wrote:
 

Are you installing an isolated ground generator?

Best,

CW Bill Rouse
Admiral, Texas Navy
Commander Emeritus

Amel School  http://www.amelschool.com
720 Winnie St
Galveston Island, TX 77550

+1(832) 380-4970

Any opinions and conclusions expressed in this message are solely those of the author and should not be construed as representing the opinion of an expert. Manufacturers' and Expert's precautions must be considered when dealing with mechanical and/or electrical systems to ensure that you are NOT harmed, and/or the device and/or system is NOT ruined. If in doubt, do not touch any mechanical and/or electrical device or system referred to above.


On Sat, Aug 11, 2018 at 11:22 PM michael winand mfw642000@... [amelyachtowners] <amelyachtowners@...> wrote:
 

Hi, I am installing a new genset into a super maramu 2000.

The engine is a kubota with a 50mm hose going to the vetas water lock. On the outlet of the water lock the hose reduces to 40mm. This is how the original is installed. It has a reducer 50 to 40mm glued  into the water lock.

Can anyone help with the reasons why the hose is reduced in diameter? 
The generator supplier  advised to have a 50mm hose going on the water lock outlet. 
Thanks 

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