Date   

Re: [Amel Yacht Owners] Onan Generator

Mark Erdos
 

Heinz,

 

I think you are dealing with a couple of issues.

 

Since you had an electrical short did you check the master circuit breaker on the generator?

 

Is the fuel supply sufficient? Are you getting enough fuel from the electric pump? Is the fuel clean? The most common cause of a diesel engine shutting down once it has started is lack of fuel. Believe it or not, it is very hard to stop a running diesel engine.

 

 

 

 

With best regards,

 

Mark

 

Skipper

Sailing Vessel - Cream Puff - SM2K - #275

Currently cruising - Santa Marta, Colombia

www.creampuff.us

 

From: amelyachtowners@... [mailto:amelyachtowners@...]
Sent: Thursday, November 29, 2018 7:55 AM
To: amelyachtowners@...
Subject: [Amel Yacht Owners] Onan Generator

 

 

Hello
I would have yesterday with Onan generator switched on a short circuit in an electric line.
Then the generator went out.
The generator starts since then briefly, then goes out however immediately again.
Only if I increase the speed of the generator manually after the start, it remains on, but does not generate electricity.
Somebody knows advice.
I am grateful for each suggestion
Heinz
Super Maramu 2000, 292 Panama


Re: [Amel Yacht Owners] Prop Shaft Brake - How to remove brake pads?

Porter McRoberts
 

Great tips Colin. Thank you!
Safe sailing!  

Porter
A54-152

Excuse the errors.  
Sent from my IPhone 

On Nov 28, 2018, at 2:54 PM, Sailing Island Pearl colin.d.streeter@... [amelyachtowners] <amelyachtowners@...> wrote:

 

For the record we changed the brake pads out with new ones today. This was not a difficult job at all, but to do this we found it best to remove the complete shaft brake system via the two bolts onto the engine bearers. Once this was removed, it become far easier to remove and replace each brake pad.

Tip to those on Amels setting out for a world cruise.... our departure from Cape Town to the Caribbean was delayed by a day mainly since we did not have a set of cir clip pliers on board, nor did we have spare replacement cir clips. Purchase a set of these and store them on board. The job was a bugger to do until I could purchase these items....

In our case the front brake pad (ie. nearest the bilge) was pretty worn down, so now by replacing this with a new one from Amel, we no longer have an issue with the shaft turning whilst we are sailing. Also, as per the notes in the Amel Owners site, keep a spraycan of disc brake pad cleaner spray on board too. This could also solve this problem for you.

Fair winds
Colin & Lauren Streeter
SV Island Pearl II - sm #332
Now en-route crossing the Atlantic Ocean from Cape Town to Grenada

On Wed, Nov 28, 2018 at 1:55 AM colin.d.streeter@... [amelyachtowners] <amelyachtowners@...> wrote:
 

Hi All


We are in Cape Town departing tomorrow for St Helena and the Caribbean. Whilst crossing the Indian Ocean, our prop shaft has started to rotate whilst sailing due to brake pad wear, so Amel sent us a new set which just arrived.


I could not find any instructions, but the job looks pretty simple......? ie. assuming one runs the engine in neutral to release the pressure, then remove the small circlip on the top of the pad bolt to allow the bolt holding the pad in place to slip out the bottom, then remove and replace the pad...?


Could someone who has done this before please advise me if this is correct, and if you found it easy to do, or if it became more involved after tackling the job? We have an hour spare in the morning before departing for St Helena and are hoping to replace the pads quickly before we sail.


Much appreciate


Colin

SV Island Pearl II, SM #332

Royal Cape Yacht Club, Cape Town





--
Colin Streeter
0411 016 445


Re: [Amel Yacht Owners] Wanted: SM Ballonner

Paul LaFrance <pflafrance@...>
 

Paul

I believe we still have our ballonner from SM #362. It is located in Rhode Island. Paul & Sue LaFrance




From: amelyachtowners@... on behalf of paul.cooper74@... [amelyachtowners]
Sent: Wednesday, November 28, 2018 12:01 PM
To: amelyachtowners@...
Subject: [Amel Yacht Owners] Wanted: SM Ballonner
 
 

Hello,


Our recently purchased SM hull no. 238 has no ballooner.   Anyone not using theirs and want to sell it?  I'll take one even if it's tie-died.  


Thanks!


Paul

SM 238 MARACUYA



Re: [Amel Yacht Owners] Prop Shaft Brake - How to remove brake pads?

Colin - ex SV Island Pearl
 

For the record we changed the brake pads out with new ones today. This was not a difficult job at all, but to do this we found it best to remove the complete shaft brake system via the two bolts onto the engine bearers. Once this was removed, it become far easier to remove and replace each brake pad.

Tip to those on Amels setting out for a world cruise.... our departure from Cape Town to the Caribbean was delayed by a day mainly since we did not have a set of cir clip pliers on board, nor did we have spare replacement cir clips. Purchase a set of these and store them on board. The job was a bugger to do until I could purchase these items....

In our case the front brake pad (ie. nearest the bilge) was pretty worn down, so now by replacing this with a new one from Amel, we no longer have an issue with the shaft turning whilst we are sailing. Also, as per the notes in the Amel Owners site, keep a spraycan of disc brake pad cleaner spray on board too. This could also solve this problem for you.

Fair winds
Colin & Lauren Streeter
SV Island Pearl II - sm #332
Now en-route crossing the Atlantic Ocean from Cape Town to Grenada

On Wed, Nov 28, 2018 at 1:55 AM colin.d.streeter@... [amelyachtowners] <amelyachtowners@...> wrote:
 

Hi All


We are in Cape Town departing tomorrow for St Helena and the Caribbean. Whilst crossing the Indian Ocean, our prop shaft has started to rotate whilst sailing due to brake pad wear, so Amel sent us a new set which just arrived.


I could not find any instructions, but the job looks pretty simple......? ie. assuming one runs the engine in neutral to release the pressure, then remove the small circlip on the top of the pad bolt to allow the bolt holding the pad in place to slip out the bottom, then remove and replace the pad...?


Could someone who has done this before please advise me if this is correct, and if you found it easy to do, or if it became more involved after tackling the job? We have an hour spare in the morning before departing for St Helena and are hoping to replace the pads quickly before we sail.


Much appreciate


Colin

SV Island Pearl II, SM #332

Royal Cape Yacht Club, Cape Town





--
Colin Streeter
0411 016 445


Wanted: SM Ballonner

paul.cooper74@...
 

Hello,


Our recently purchased SM hull no. 238 has no ballooner.   Anyone not using theirs and want to sell it?  I'll take one even if it's tie-died.  


Thanks!


Paul

SM 238 MARACUYA



Sangaris' Bimini Picture Posts in Albums

Craig Briggs
 

Per a few inquiries from folks interested in bimini options, I've posted a new Album called Sangaris' "T" Top Bimini.  Click "Photos - Albums" and it should come up as the latest addition. Do go to Albums, not Photos as there are 16 pictures with details. 

Please note that Sangaris is a Santorin so you may need to tweak this for other models, but the basic concept should be clear.  The key feature of the design is that the bimini is totally supported by the mizzen stays, with no supports to the deck or dodger. The "T" top concept gives it the durability of those on 60kt sport fishers.

I designed this about 6 years ago we are totally pleased with its performance since. My email is sangaris at aol dot com. 


Cheers,,

Craig Briggs, SN68 Sangaris, Ft Pierce, FL USA


Re: [Amel Yacht Owners] Anchor question

James Cromie
 

Thanks for your thoughts on the anchor, and specifically the tips regarding this location.  
Point well taken… always dive on the anchor whenever possible!   I didn’t sleep a wink last night and lost my snubber line when attempting to retrieve my anchor. 

Today, I’m going on a snubber line search mission.  
-James

On Nov 28, 2018, at 11:23 AM, Stephen Davis flyboyscd@... [amelyachtowners] <amelyachtowners@...> wrote:


Hi James,

We also have the 40 kg Rocna, and have found it to be a fantastic anchor. I know Munjack Cay very well, and most of the bottom there is a thin layer of sand, and a very hard bottom below the sand that almost no anchor will penetrate. In the Bahamas with shallow and clear water, it is better to always just dive the anchor. FYI...the Atlantic side of Munjack has some fantastic diving and snorkeling if the ocean is calm enough to get your dinghy out there. 

Regards,

Steve Davis
Aloha SM 72
Ko Olina, Hawaii

On Nov 28, 2018, at 00:09, jamescromie@...[amelyachtowners] <amelyachtowners@...> wrote:

 

To all Amel Super Maramu owners: 


I'd like to know what others are using as their primary anchor.  I have dragged in the middle of the night with a mere 35 knot gust.  Fortunately, I realized this immediately and was able to avoid danger.  


I have a Rocna 40kg on 3/8 all chain rhode.  I use a 5m 1 inch 3-strand nylon snubber line.  When I dragged, the anchor was set in sand / mud bottom and had a 7:1 scope (taking into account high tide and free-board).   When I set the anchor, I routinely place the engine in reverse at 2000rpm or greater.  


Frankly, I'm surprised that the anchor dislodged.  I didn't dive on the anchor this time... perhaps that was one important error.  I was under the assumption that a 40kg Rocna is a good choice as an all-around cruising anchor for this displacement, though I understand that one must decide what is best for a given sea bottom.  


Thank you in advance. 

James

SM347

Manjack Cay, Abacos





Re: [Amel Yacht Owners] Anchor question

Stephen Davis
 

Hi James,

We also have the 40 kg Rocna, and have found it to be a fantastic anchor. I know Munjack Cay very well, and most of the bottom there is a thin layer of sand, and a very hard bottom below the sand that almost no anchor will penetrate. In the Bahamas with shallow and clear water, it is better to always just dive the anchor. FYI...the Atlantic side of Munjack has some fantastic diving and snorkeling if the ocean is calm enough to get your dinghy out there. 

Regards,

Steve Davis
Aloha SM 72
Ko Olina, Hawaii

On Nov 28, 2018, at 00:09, jamescromie@... [amelyachtowners] <amelyachtowners@...> wrote:

 

To all Amel Super Maramu owners: 


I'd like to know what others are using as their primary anchor.  I have dragged in the middle of the night with a mere 35 knot gust.  Fortunately, I realized this immediately and was able to avoid danger.  


I have a Rocna 40kg on 3/8 all chain rhode.  I use a 5m 1 inch 3-strand nylon snubber line.  When I dragged, the anchor was set in sand / mud bottom and had a 7:1 scope (taking into account high tide and free-board).   When I set the anchor, I routinely place the engine in reverse at 2000rpm or greater.  


Frankly, I'm surprised that the anchor dislodged.  I didn't dive on the anchor this time... perhaps that was one important error.  I was under the assumption that a 40kg Rocna is a good choice as an all-around cruising anchor for this displacement, though I understand that one must decide what is best for a given sea bottom.  


Thank you in advance. 

James

SM347

Manjack Cay, Abacos


Re: [Amel Yacht Owners] After 187 days working on our Volvo D3-110, HAS A MIRACLE OCCURRED?. But I have some questions!...

Porter McRoberts
 

Thank you Gents!
Well... my adulation was premature. 
While I was able to generate 2500 rpm underway the engine faulted after about an hour and then reduced to 700 rpm to “protect the engine”.   The fault goes back to the throttle position sensor. Which has been replaced. 
Now limited to 700 rpm. Good thing it wasn’t windy coming back in the marina. 

Volvo reports they’ve found a replacement engine. That’s the good news. 

Porter 
Ibis 54-152

Excuse the errors.  
Sent from my IPhone 

On Nov 27, 2018, at 7:04 PM, Alexandre Uster von Baar uster@... [amelyachtowners] <amelyachtowners@...> wrote:

 

Good afternoon Porter,

Before declaring victory, you need to do a sea trial.
With my SM2K, when I was tied to the dock or standing still, I was able to get high rpm, but then once the boat kept moving the rpm dropped (to 2250 from memory).
So please do a sea trial, to see if you can still reach higher rpm.
But I sincerely hope for you, fighting the intercooler help…

Personally, probably too overcautious, I would do several long motoring along the coast to make sure it is constant.

Good luck! Sincerely, Alexandre

--------------------------------------------
On Tue, 11/27/18, Porter McRoberts portermcroberts@... [amelyachtowners] <amelyachtowners@...> wrote:

Subject: [Amel Yacht Owners] After 187 days working on our Volvo D3-110, HAS A MIRACLE OCCURRED?. But I have some questions!...
To: "Yachownersgroupatyahoo Amel" <amelyachtowners@...>
Date: Tuesday, November 27, 2018, 9:05 AM


 









Dear Amelgroup:
It's Porter, S/V IBIS Amel
54-152 again.  May I please impose on you a few questions,
if you’d be so kind, regarding our engine issue? We’ve
had a MAJOR breakthrough.
As some of you may know we have
been wrestling with a Volvo D3-110 engine issue for 6+
months here in Panama.  It has been a very long, and
complicated ordeal, detailed in a chronology of events
included below.  
The
breakthrough:After 187 days in Panama working
on this issue and essentially a completely new engine: new
blocks, valves, pistons, computers, wiring harnesses, rings,
turbo, rails, injectors, high pressure pump, filters,
impellers, timing chain etc… At the end of the last sea
trial with Volvo, the local rep realized that the
aftercooler had not been secured and thus he tightened it
down.  (I had mentioned to him that the engine also had
great RPM variability, and he went looking for the cause.) 
He tightened the bolts and the variability ceased..  We
were heading back in from the trial, heads low, after making only
2100 RPM at WOT, even with new fuel system and bypassing the
fuel filters with fresh filtered diesel in a jug. They then
inadvertently broke the diesel return line to the fuel tank.
Returning the next day they replaced the line and we cleaned
the bilge.  YESTERDAY: I have the rebuilt H6 Autoprop back
and changed out the supplied fixed prop for the beautiful
working Autoprop.  I fire up the engine at the dock just to
rattle the prop and reseat it.  I put the Volvo in gear and
run it up to… 3150RPM?!? sustained! with an amazing amount
of thrust and water shooting out the back.  Docklines
straining!  Purrs like a kitten?!?  No
more whooshing sound or a RPM limit at 2100, with
still 40% of the throttle throw arc left—without the
expected increase in power and rpm.  RATHER: The throttle
lever continues on, adding power smoothly and effectively
till the lever is horizontal and we’re spinning 3100+ (in
gear!)

The questions
are:

Can an engine with only 25 hours
on it exhibit a low compression test and still be
“normal”, i.e. safe with a normal life expectancy? (the
cylinders’ compression were all within about 3-5% of each
other) Does the engineer’s explanation hold water? (See
next paragraph below)Can an after cooler leak affect
compression testing? (I can’t think how it
would)Can an after cooler leak
completely explain the situation? (if the fresh turbo gasses
are just pouring into the engine compartment, then its like
not having a turo, right?)Would you take this engine across
the pacific?What more testing needs to be
done to confirm readiness (were planning a 5-7 day sail and
motor around Islas de las Perlas)?More of a comment: If the after
cooler was the cause of low RPM and the bolts had been tightened
when they assembled the engine in Panama, I would have never
gotten a compression test, and we’d be in the Gambier’s
right now.



The above questions arise from
the condensed events:Volvo D3-110 on an Amel 54.  New
block, completed with valves, pistons, header, long block
etc installed in September.  Engine fails to make RPM above
1800.  Local Volvo performs compression test: all five
cylinders test around 19.5-20.5  Normal is printed at 23-30
Bar.  I call Volvo and speak with the engineer who designed
the Volvo D3-110. He says, “low compression like that is
normal given the circumstances, new engine without  seating
of piston rings, you wont see normal compression until you
have at least 500 hours or more.”  Next interesting
comment: “Many diesel companies do not even publish
compression values, only normative values for cylinders
relationship to each other in terms of compression %.”
Only 2 interpretations of his statements existed: 1)
that’s BS, and he’s simply placating the situation, 2)
he knows his engine.  5 compression tests were performed
all with a topped up starting battery, all compression tests
gave the same results.

Many many thanks for all and any
thoughts!
Porter McRobertsVista Mar,
PanamaS/V IBIS, Amel
54-152



Below is a (still condensed)
summary of events:

April 2017, We buy S/V IBIS. Engine
1100hrs at purchase of our Amel 54 sailboat we replace with
new long block, injectors and a variety of other items at
the suggestion of Volvo, following the prescribed break-in
procedures and early oil changes etc.  Long block was
replaced (19,000+Euro) Volvo Martinique identified loss of
compression in the cylinders, and engine smoke at the engine
survey.September 2017, 1500 engine hours,
Injectors fail and I refurbish them (despite being under
warranty)May
2018, Travel, motor and sail
without issue, save routine maintenance until arrival in
Colon, Panama when a “engine fault” light appears on the
dash. ~1800hrs.  I ask 2 local mechanics in Colon, Panama 
(Northern Caribbean Panama)  have a look.  Neither can
identify the issue as the fault requires a Volvo specific
VODIA computer, of which only Volvo approved shops have. 
The only Volvo dealer is in Panama City, and thus we need to
transit the canal to find the appropriate
mechanics.June 8th, we’ve obtained transit
date and transit the canal to meet CDM of Panama
City.June 10th, we meet with CDM
(Commerciales de Motores) who come to La Playita Marina to
evaluate.  They find outdated software, and a Boost
pressure sensor failure and tell me, we need a software
update (and now a new computer, because our computer was
ruined with the attempted CDM update.)  Week of June 10th While attempting to update
computer computer is ruined. We wait 2 weeks for new
computer to be sent to panama. (fed-ex is overnight but
costs 40$ more (i later learn from a local employee))  I
ask another mechanic recommended by the marina: his
assessment: boost pressor sense is failing because there is
oil on the sensor, which should not be there.  I
communicate this to CDM.  They refuse to find reason for
oil, stating computer is the problem.July 2018, New Computer arrives and
they install but then find that the wiring harness has
somehow failed.  I must buy new wiring harness. Also Boost
Pressure Sensor still bad.  Need to order new of both.  2
weeks pass.. (fed-ex is overnight but costs 40$ more (i 
again later learn from a local employee))  Both arrive. 
They install both and tell me the engine is fixed, it is
safe to continue on to Tahiti.  July 2018, I test motor by motoring
to local islands a few hours away, on way back, sensor light
and alarm goes off.  We motor back with reduced rpm
 a week or so later technicians
come to boat: (New) boost pressor sensor has failed.  They
determine oil has traveled from crankcase housing, up
breather tube, through turbo to the aftercooler and recoated
the new BPS with oil.  Carlos
Corgo happens to be in Panama.  He comes to boat, at
this time it is determined that the replacement long lock
has failed (LB#2)  It is under warranty and Volvo will
replace. Long block failure is the reason for BPS failure.
Replacement set up for August, must return back to Panama
City.August 2018 We sail back to Panama
City.  I communicate engine realignment procedure from AMEL
to mechanics and give them the
30 step worksheet.  Haul boat out of water, take out
engine, 2 days later return engine.  Long Block #3
allegedly installed.  But
LB#3 has same serial number as LB#2.  The mechanics, whom I choose to
trust, tell me that the belt cover from LB2 was used on LB3,
because the cover on 3 had broken in transit.    Motor
reinstalled with CDM mechanics confirming realignment
procedure. We sea trial LB#3 with CDM
mechanics: we note new occurrences of the following: motor
surging, and abnormally low RPM and vibration.  Mechanics
and Corgo argue: must be the propeller.  I note to
mechanics propeller is clean and OEM to the boat and
motor.  (I later Call AMEL (boat manufacturer who tells me
both props were picked by Volvo France for the boat and are
OEM and are to spec)) With long block
replaced, and boat blessed by mechanics, safe to travel to Tahiti, we
then retest by sailing to local islands.  On way to local
islands, a terrible noise occurs en route with violent
vibration and engine surges violently, changing, by itself,
500-1000 rpm
rapidly.  I take video.  Next day I call CDM. and Corgo:
they suggest prop still the issue.  I call AMEL France.  I
change prop to unused, OEM, Volvo selected spare
prop with fixed blades.  Symptoms are mildly better, as
surging less violent, but vibration is horrible, Also RPM
wandering-variability unchanged.  Corgo continues to blame
drivetrain.  I do test at anchor: Engine in neutral: 3200
rpm (the suggested), Engine with gears engaged but without
prop: 3190rpm., Engine with new prop 1800 rpm. This test
exonerates the drivetrain.September 4th, We motor and sail back to
Vista Mar Marina with great vibration and engine RPM
variability.  Corgo blames the weight of the
boat.September 4th week Sea trial absent 1300kg
fuel, water and spare parts.  Boat 1/4 kt faster (9.2 to
9.5kts) but 1800rpm unchanged from loaded
boat.Sept 26.  CDM mechanics return to
boat to do realignment procedure.  In starting procedure
find the drive shaft of the boat broken, and the coupling
broken, and the motor out of alignment by >3mm (.025mm
noted as maximum) .  CDM blames previous installation of
motor ((done at Volvo
Martinique) and 10,000 miles ago with vibration free
service.)  CDM
and Corgo then tells me they are unwilling to help in any
form or fashion.  I write Volvo with the help of
Amel School President, Admiral Bill Rouse.  Volvo responds
by assuming responsibility for the installation and commit
to reimburse me the costs of new shaft, new coupling, and
labor. (I still need to submit the costs)Sept 27th-October 12th  I
hire a new engineer since volvo/CDM refuses to fix the drive
train damage they caused. With new engineer, mill new parts
out of steel, order and receive and install OEM coupling and
new drive shaft to AMEL OEM specs.October 15th Seatrial with engineer. 
Engine, Transmission, and Driveshaft at 1000rpm can now
balance a penlight.  But this seatrial reveals top RPM at
1500 before engine faults yet again reducing WOT rpm to
700rpm.  CDM contacted. They setup visit for Oct 19.
 October 18th CDM returns to boat. 
Luis, lead technician runs a series of 2 compression tests
on the motor.  I pay engineer to be present.  CDM finds
the long block, LB#3 (with 25 hours) has failed.  All
cylinders fail: (24-31 bar listed in manual at starter
speed.) Results by Cylinder:bar——Cyl 1:19.3bar, Cyl
2:20.7bar , Cyl 3:20.7bar, Cyl 4:19bar  Cyl 5:19..3bar. 
All cylinders are performing at 62-80% of recommended
pressures.  CDM repeats test and finds same, confirmatory
and surprising, results.October 22nd, 2018 Volvo/CDM
suggests they order new injectors and injection system. 
(Dispite low compression test) November 19-21 is given as
expected arrival date. October 29th At the
suggestion of a former patient who has been following our
trip I reach out to Ron Huibers, president of Volvo USA. 
He communicates back, and like a light switch things start
happening much faster.  
Nov
5-9 week Volvo USA comes to boat, replace Injectors and
rail: RPM increases from 1800 to 2100rpm (3000-3100 Normal)
on .  Fail to repeat compression test.
Nov
12-16 week.  Volvo sends back CDM to repeat Compression
test 9as doesn’t believe values) Now with Volvo specific
tool and standard tool and 2 different gauges CDM repeats
Tests.  ALL CONFIGURATIONS confirm original low compression
test with 2 more repetitions.  Engine warm, battery charged
etc.  Volvo suggests a 4th long block. I refuse as we cross
the 6 month mark waiting for Volvo.  The only reasonable
solution is a new model engine.  Nov
19-23 week  Volvo USA still cannot believe the
compression test.  Sends another mechanic and CDM back to
the boat to complete a 5th compression test and change the
high pressure fuel pump, and rail and test the engine with
direct access fuel (without using the existing filtration
system and boat fuel)  No change on 5th compression test,
no change on sea trial or engine performance with fuel
bypass test. (however, on the way back to dock, the local
CDM mechanic notices the after cooler is loose and tightens
it. Engine RPM variability goes away.)  Mechanics
inadvertently break the diesel return line from injectors to
tank and spill out a gallon of diesel in the bilge.  They
return next day to clean the bilge and replace the diesel
return line.Nov
21- Leon Baylor informs me no new H model D3 exist. 
March 2019, will be the delivery date.  I consider buying a
Beta.  Nov
26th: Engine miracle occurs.  First time get 3100 RPM
at WOT.  What’s different from previous 2100RPM/WOT
trial: Fixed prop changed to rebuilt Autoprop, fuel return
line from injectors back to fuel tank replaced, after cooler
screws tightened and after cooler now tight. Also trial
performed at the dock: we do seatrial today
(27th).






Re: Anchor question

Ian Park
 

James
I wouldn’t mis-trust your anchor set-up.
It could be the anchor hooked in behind a rock or something in the seabed. This could withstand a steady pull in reverse. Maybe the strong gust was enough to dislodge the obstruction.

I have found with my Rocna that on a hard sandy bottom reversing hard results in dragging. I now wait and let the wind extend the chain to see if it bites and then put in reverse and slowly increase revs - it seems to work better.

Even with the best anchor I guess these things come along to test us from time to time. Isn’t it uncanny how you develop a sixth sense for something not right with the sound or movement of your boat!!

Ian

Ocean Hobo SN96


Anchor question

James Cromie
 

To all Amel Super Maramu owners: 


I'd like to know what others are using as their primary anchor.  I have dragged in the middle of the night with a mere 35 knot gust.  Fortunately, I realized this immediately and was able to avoid danger.  


I have a Rocna 40kg on 3/8 all chain rhode.  I use a 5m 1 inch 3-strand nylon snubber line.  When I dragged, the anchor was set in sand / mud bottom and had a 7:1 scope (taking into account high tide and free-board).   When I set the anchor, I routinely place the engine in reverse at 2000rpm or greater.  


Frankly, I'm surprised that the anchor dislodged.  I didn't dive on the anchor this time... perhaps that was one important error.  I was under the assumption that a 40kg Rocna is a good choice as an all-around cruising anchor for this displacement, though I understand that one must decide what is best for a given sea bottom.  


Thank you in advance. 

James

SM347

Manjack Cay, Abacos


Re: Swivel Horns

Ian Park
 

They should be straight. I bent mine early on when my boat was new to me. It was caused by the ballooner halliard getting wrapped round the foil. This prevented the swivel from turning so the motor was turning the whole foil, swivel and horns against the mast. The horns bend because of the power in that furler motor.
Just be careful that the ballooner halliards are clear of the genoa and the foil.
You can straighten them, or order new ones from Amel or get them made - its just a s/s rod threaded at one end with some hose glued on.

Ian

Ocean Hobo SN96


Re: Swivel Horns

James Cromie
 

I can say that I witnessed the stabilizer rods bend in real time when I had the ballooner halyard get caught on the the rods while attempting to furl the twin headsails.  The first thing that happened was the halyard snapped.  The next thing I noted was that the two arms were bent as a result of the force of the furling torque against the taught halyard. 

This was an error on my part admittedly, and now I know what not to do when managing the twin headsails.     I was able to bend them with a pipe  back into original configuration (which is straight, without any bend).  I would say that they did not take tremendous force to straighten again.  

James
SM 347


Re: Swivel Horns

Mark Isaac
 

Hello All,

Mine are so bent, I'm not certain they were straight by design.  Is this the case?

Are those of us with bent horns doing something to cause this to occur?  It would take a great deal of force to bend them.

Mark Isaac
SM 391, Lulu
Nanny Cay, BVI


Anyone need a SM Table Legs/Base??

Davi Rozgonyi
 

Ciao y'all, Wake is in Palma getting a refit and one of the nonessential essentials we chose to undertake was a conversion of the salon table/couch into a lowerable movie lounge bed. We're super pleased with the results, the table is as solid if not more so than original, and we can all flop out to watch movies on rainy days. Now I have a spare table base if anyone needs it. I have no idea on what I should charge or how to ship, but it's here in Mallorca at any rate in perfect condition if anyone is interested... Admins, if there is a classified page to upload this to as well, lemme know. 



Re: [Amel Yacht Owners] After 187 days working on our Volvo D3-110, HAS A MIRACLE OCCURRED?. But I have some questions!...

Alexandre Uster von Baar
 

Good afternoon Porter,

Before declaring victory, you need to do a sea trial.
With my SM2K, when I was tied to the dock or standing still, I was able to get high rpm, but then once the boat kept moving the rpm dropped (to 2250 from memory).
So please do a sea trial, to see if you can still reach higher rpm.
But I sincerely hope for you, fighting the intercooler help…

Personally, probably too overcautious, I would do several long motoring along the coast to make sure it is constant.

Good luck! Sincerely, Alexandre




--------------------------------------------

On Tue, 11/27/18, Porter McRoberts portermcroberts@... [amelyachtowners] <amelyachtowners@...> wrote:

Subject: [Amel Yacht Owners] After 187 days working on our Volvo D3-110, HAS A MIRACLE OCCURRED?. But I have some questions!...
To: "Yachownersgroupatyahoo Amel" <amelyachtowners@...>
Date: Tuesday, November 27, 2018, 9:05 AM


 









Dear Amelgroup:
It's Porter, S/V IBIS Amel
54-152 again.  May I please impose on you a few questions,
if you’d be so kind, regarding our engine issue? We’ve
had a MAJOR breakthrough.
As some of you may know we have
been wrestling with a Volvo D3-110 engine issue for 6+
months here in Panama.  It has been a very long, and
complicated ordeal, detailed in a chronology of events
included below.  
The
breakthrough:After 187 days in Panama working
on this issue and essentially a completely new engine: new
blocks, valves, pistons, computers, wiring harnesses, rings,
turbo, rails, injectors, high pressure pump, filters,
impellers, timing chain etc… At the end of the last sea
trial with Volvo, the local rep realized that the
aftercooler had not been secured and thus he tightened it
down.  (I had mentioned to him that the engine also had
great RPM variability, and he went looking for the cause.) 
He tightened the bolts and the variability ceased..  We
were heading back in from the trial, heads low, after making only
2100 RPM at WOT, even with new fuel system and bypassing the
fuel filters with fresh filtered diesel in a jug. They then
inadvertently broke the diesel return line to the fuel tank.
Returning the next day they replaced the line and we cleaned
the bilge.  YESTERDAY: I have the rebuilt H6 Autoprop back
and changed out the supplied fixed prop for the beautiful
working Autoprop.  I fire up the engine at the dock just to
rattle the prop and reseat it.  I put the Volvo in gear and
run it up to… 3150RPM?!? sustained! with an amazing amount
of thrust and water shooting out the back.  Docklines
straining!  Purrs like a kitten?!?  No
more whooshing sound or a RPM limit at 2100, with
still 40% of the throttle throw arc left—without the
expected increase in power and rpm.  RATHER: The throttle
lever continues on, adding power smoothly and effectively
till the lever is horizontal and we’re spinning 3100+ (in
gear!)

The questions
are:

Can an engine with only 25 hours
on it exhibit a low compression test and still be
“normal”, i.e. safe with a normal life expectancy? (the
cylinders’ compression were all within about 3-5% of each
other) Does the engineer’s explanation hold water? (See
next paragraph below)Can an after cooler leak affect
compression testing? (I can’t think how it
would)Can an after cooler leak
completely explain the situation? (if the fresh turbo gasses
are just pouring into the engine compartment, then its like
not having a turo, right?)Would you take this engine across
the pacific?What more testing needs to be
done to confirm readiness (were planning a 5-7 day sail and
motor around Islas de las Perlas)?More of a comment: If the after
cooler was the cause of low RPM and the bolts had been tightened
when they assembled the engine in Panama, I would have never
gotten a compression test, and we’d be in the Gambier’s
right now.



The above questions arise from
the condensed events:Volvo D3-110 on an Amel 54.  New
block, completed with valves, pistons, header, long block
etc installed in September.  Engine fails to make RPM above
1800.  Local Volvo performs compression test: all five
cylinders test around 19.5-20.5  Normal is printed at 23-30
Bar.  I call Volvo and speak with the engineer who designed
the Volvo D3-110. He says, “low compression like that is
normal given the circumstances, new engine without  seating
of piston rings, you wont see normal compression until you
have at least 500 hours or more.”  Next interesting
comment: “Many diesel companies do not even publish
compression values, only normative values for cylinders
relationship to each other in terms of compression %.”
Only 2 interpretations of his statements existed: 1)
that’s BS, and he’s simply placating the situation, 2)
he knows his engine.  5 compression tests were performed
all with a topped up starting battery, all compression tests
gave the same results.

Many many thanks for all and any
thoughts!
Porter McRobertsVista Mar,
PanamaS/V IBIS, Amel
54-152



Below is a (still condensed)
summary of events:

April 2017, We buy S/V IBIS. Engine
1100hrs at purchase of our Amel 54 sailboat we replace with
new long block, injectors and a variety of other items at
the suggestion of Volvo, following the prescribed break-in
procedures and early oil changes etc.  Long block was
replaced (19,000+Euro) Volvo Martinique identified loss of
compression in the cylinders, and engine smoke at the engine
survey.September 2017, 1500 engine hours,
Injectors fail and I refurbish them (despite being under
warranty)May
2018, Travel, motor and sail
without issue, save routine maintenance until arrival in
Colon, Panama when a “engine fault” light appears on the
dash. ~1800hrs.  I ask 2 local mechanics in Colon, Panama 
(Northern Caribbean Panama)  have a look.  Neither can
identify the issue as the fault requires a Volvo specific
VODIA computer, of which only Volvo approved shops have. 
The only Volvo dealer is in Panama City, and thus we need to
transit the canal to find the appropriate
mechanics.June 8th, we’ve obtained transit
date and transit the canal to meet CDM of Panama
City.June 10th, we meet with CDM
(Commerciales de Motores) who come to La Playita Marina to
evaluate.  They find outdated software, and a Boost
pressure sensor failure and tell me, we need a software
update (and now a new computer, because our computer was
ruined with the attempted CDM update.)  Week of June 10th While attempting to update
computer computer is ruined. We wait 2 weeks for new
computer to be sent to panama. (fed-ex is overnight but
costs 40$ more (i later learn from a local employee))  I
ask another mechanic recommended by the marina: his
assessment: boost pressor sense is failing because there is
oil on the sensor, which should not be there.  I
communicate this to CDM.  They refuse to find reason for
oil, stating computer is the problem.July 2018, New Computer arrives and
they install but then find that the wiring harness has
somehow failed.  I must buy new wiring harness. Also Boost
Pressure Sensor still bad.  Need to order new of both.  2
weeks pass.. (fed-ex is overnight but costs 40$ more (i 
again later learn from a local employee))  Both arrive. 
They install both and tell me the engine is fixed, it is
safe to continue on to Tahiti.  July 2018, I test motor by motoring
to local islands a few hours away, on way back, sensor light
and alarm goes off.  We motor back with reduced rpm
 a week or so later technicians
come to boat: (New) boost pressor sensor has failed.  They
determine oil has traveled from crankcase housing, up
breather tube, through turbo to the aftercooler and recoated
the new BPS with oil.  Carlos
Corgo happens to be in Panama.  He comes to boat, at
this time it is determined that the replacement long lock
has failed (LB#2)  It is under warranty and Volvo will
replace. Long block failure is the reason for BPS failure.
Replacement set up for August, must return back to Panama
City.August 2018 We sail back to Panama
City.  I communicate engine realignment procedure from AMEL
to mechanics and give them the
30 step worksheet.  Haul boat out of water, take out
engine, 2 days later return engine.  Long Block #3
allegedly installed.  But
LB#3 has same serial number as LB#2.  The mechanics, whom I choose to
trust, tell me that the belt cover from LB2 was used on LB3,
because the cover on 3 had broken in transit.    Motor
reinstalled with CDM mechanics confirming realignment
procedure. We sea trial LB#3 with CDM
mechanics: we note new occurrences of the following: motor
surging, and abnormally low RPM and vibration.  Mechanics
and Corgo argue: must be the propeller.  I note to
mechanics propeller is clean and OEM to the boat and
motor.  (I later Call AMEL (boat manufacturer who tells me
both props were picked by Volvo France for the boat and are
OEM and are to spec)) With long block
replaced, and boat blessed by mechanics, safe to travel to Tahiti, we
then retest by sailing to local islands.  On way to local
islands, a terrible noise occurs en route with violent
vibration and engine surges violently, changing, by itself,
500-1000 rpm
rapidly.  I take video.  Next day I call CDM. and Corgo:
they suggest prop still the issue.  I call AMEL France.  I
change prop to unused, OEM, Volvo selected spare
prop with fixed blades.  Symptoms are mildly better, as
surging less violent, but vibration is horrible, Also RPM
wandering-variability unchanged.  Corgo continues to blame
drivetrain.  I do test at anchor: Engine in neutral: 3200
rpm (the suggested), Engine with gears engaged but without
prop: 3190rpm., Engine with new prop 1800 rpm. This test
exonerates the drivetrain.September 4th, We motor and sail back to
Vista Mar Marina with great vibration and engine RPM
variability.  Corgo blames the weight of the
boat.September 4th week Sea trial absent 1300kg
fuel, water and spare parts.  Boat 1/4 kt faster (9.2 to
9.5kts) but 1800rpm unchanged from loaded
boat.Sept 26.  CDM mechanics return to
boat to do realignment procedure.  In starting procedure
find the drive shaft of the boat broken, and the coupling
broken, and the motor out of alignment by >3mm (.025mm
noted as maximum) .  CDM blames previous installation of
motor ((done at Volvo
Martinique) and 10,000 miles ago with vibration free
service.)  CDM
and Corgo then tells me they are unwilling to help in any
form or fashion.  I write Volvo with the help of
Amel School President, Admiral Bill Rouse.  Volvo responds
by assuming responsibility for the installation and commit
to reimburse me the costs of new shaft, new coupling, and
labor. (I still need to submit the costs)Sept 27th-October 12th  I
hire a new engineer since volvo/CDM refuses to fix the drive
train damage they caused. With new engineer, mill new parts
out of steel, order and receive and install OEM coupling and
new drive shaft to AMEL OEM specs.October 15th Seatrial with engineer. 
Engine, Transmission, and Driveshaft at 1000rpm can now
balance a penlight.  But this seatrial reveals top RPM at
1500 before engine faults yet again reducing WOT rpm to
700rpm.  CDM contacted. They setup visit for Oct 19.
 October 18th CDM returns to boat. 
Luis, lead technician runs a series of 2 compression tests
on the motor.  I pay engineer to be present.  CDM finds
the long block, LB#3 (with 25 hours) has failed.  All
cylinders fail: (24-31 bar listed in manual at starter
speed.) Results by Cylinder:bar——Cyl 1:19.3bar, Cyl
2:20.7bar , Cyl 3:20.7bar, Cyl 4:19bar  Cyl 5:19..3bar. 
All cylinders are performing at 62-80% of recommended
pressures.  CDM repeats test and finds same, confirmatory
and surprising, results.October 22nd, 2018 Volvo/CDM
suggests they order new injectors and injection system. 
(Dispite low compression test) November 19-21 is given as
expected arrival date. October 29th At the
suggestion of a former patient who has been following our
trip I reach out to Ron Huibers, president of Volvo USA. 
He communicates back, and like a light switch things start
happening much faster.  
Nov
5-9 week Volvo USA comes to boat, replace Injectors and
rail: RPM increases from 1800 to 2100rpm (3000-3100 Normal)
on .  Fail to repeat compression test.
Nov
12-16 week.  Volvo sends back CDM to repeat Compression
test 9as doesn’t believe values) Now with Volvo specific
tool and standard tool and 2 different gauges CDM repeats
Tests.  ALL CONFIGURATIONS confirm original low compression
test with 2 more repetitions.  Engine warm, battery charged
etc.  Volvo suggests a 4th long block. I refuse as we cross
the 6 month mark waiting for Volvo.  The only reasonable
solution is a new model engine.  Nov
19-23 week  Volvo USA still cannot believe the
compression test.  Sends another mechanic and CDM back to
the boat to complete a 5th compression test and change the
high pressure fuel pump, and rail and test the engine with
direct access fuel (without using the existing filtration
system and boat fuel)  No change on 5th compression test,
no change on sea trial or engine performance with fuel
bypass test. (however, on the way back to dock, the local
CDM mechanic notices the after cooler is loose and tightens
it. Engine RPM variability goes away.)  Mechanics
inadvertently break the diesel return line from injectors to
tank and spill out a gallon of diesel in the bilge.  They
return next day to clean the bilge and replace the diesel
return line.Nov
21- Leon Baylor informs me no new H model D3 exist. 
March 2019, will be the delivery date.  I consider buying a
Beta.  Nov
26th: Engine miracle occurs.  First time get 3100 RPM
at WOT.  What’s different from previous 2100RPM/WOT
trial: Fixed prop changed to rebuilt Autoprop, fuel return
line from injectors back to fuel tank replaced, after cooler
screws tightened and after cooler now tight. Also trial
performed at the dock: we do seatrial today
(27th).


Prop Shaft Brake - How to remove brake pads?

Colin - ex SV Island Pearl
 

Hi All


We are in Cape Town departing tomorrow for St Helena and the Caribbean. Whilst crossing the Indian Ocean, our prop shaft has started to rotate whilst sailing due to brake pad wear, so Amel sent us a new set which just arrived.


I could not find any instructions, but the job looks pretty simple......? ie. assuming one runs the engine in neutral to release the pressure, then remove the small circlip on the top of the pad bolt to allow the bolt holding the pad in place to slip out the bottom, then remove and replace the pad...?


Could someone who has done this before please advise me if this is correct, and if you found it easy to do, or if it became more involved after tackling the job? We have an hour spare in the morning before departing for St Helena and are hoping to replace the pads quickly before we sail.


Much appreciate


Colin

SV Island Pearl II, SM #332

Royal Cape Yacht Club, Cape Town




Re: [Amel Yacht Owners] After 187 days working on our Volvo D3-110, HAS A MIRACLE OCCURRED?. But I have some questions!...

ngtnewington Newington
 

Hi Porter,

You really have been through the mill.

Virtually all turbo diesels have an aftercooler because compressed air warms up due to Boyles Law. Within the aftercooler coolant runs through a special radiator which further cools and condenses the compressed air before it is sucked into the combustion chamber.

I am wondering if the aftercooler was not tightened down correctly  then maybe the air was not sucked into the combustion chamber at the correct temperature or quantity. I guess there is a gasket that was leaking, between the chamber and the cooler.  This may  explain your earlier symptoms. I am not sure without actually looking at the engine, but maybe. The thing is, surely there would have been compression pissing out the side of the gasket that would have been evident before. How loose was it? Are we talking not quite torqued up or actually really loose?

So after your sea trial,  if all is well, then you could slack off the bolts as they were before and see if you then only get WOT of 2100. If that happens then you have diagnosed the problem. A compression leak at the aftercooler gasket.

I am amazed that this was not picked up before. Fingers crossed that this is it.

Nick
Amelia hull 019 Aml 54 ashore La Palma

On 27 Nov 2018, at 15:05, Porter McRoberts portermcroberts@... [amelyachtowners] <amelyachtowners@...> wrote:


Dear Amelgroup:

It's Porter, S/V IBIS Amel 54-152 again.  May I please impose on you a few questions, if you’d be so kind, regarding our engine issue? We’ve had a MAJOR breakthrough.

As some of you may know we have been wrestling with a Volvo D3-110 engine issue for 6+ months here in Panama.  It has been a very long, and complicated ordeal, detailed in a chronology of events included below.  

The breakthrough:
After 187 days in Panama working on this issue and essentially a completely new engine: new blocks, valves, pistons, computers, wiring harnesses, rings, turbo, rails, injectors, high pressure pump, filters, impellers, timing chain etc… At the end of the last sea trial with Volvo, the local rep realized that the aftercooler had not been secured and thus he tightened it down.  (I had mentioned to him that the engine also had great RPM variability, and he went looking for the cause.)  He tightened the bolts and the variability ceased..  We were heading back in from the trial, heads low, after making only 2100 RPM at WOT, even with new fuel system and bypassing the fuel filters with fresh filtered diesel in a jug. They then inadvertently broke the diesel return line to the fuel tank. Returning the next day they replaced the line and we cleaned the bilge.  YESTERDAY: I have the rebuilt H6 Autoprop back and changed out the supplied fixed prop for the beautiful working Autoprop.  I fire up the engine at the dock just to rattle the prop and reseat it.  I put the Volvo in gear and run it up to… 3150RPM?!? sustained! with an amazing amount of thrust and water shooting out the back.  Docklines straining!  Purrs like a kitten?!?  No more whooshing sound or a RPM limit at 2100, with still 40% of the throttle throw arc left—without the expected increase in power and rpm.  RATHER: The throttle lever continues on, adding power smoothly and effectively till the lever is horizontal and we’re spinning 3100+ (in gear!)


The questions are:

  1. Can an engine with only 25 hours on it exhibit a low compression test and still be “normal”, i.e. safe with a normal life expectancy? (the cylinders’ compression were all within about 3-5% of each other) Does the engineer’s explanation hold water? (See next paragraph below)
  2. Can an after cooler leak affect compression testing? (I can’t think how it would)
  3. Can an after cooler leak completely explain the situation? (if the fresh turbo gasses are just pouring into the engine compartment, then its like not having a turo, right?)
  4. Would you take this engine across the pacific?
  5. What more testing needs to be done to confirm readiness (were planning a 5-7 day sail and motor around Islas de las Perlas)?
  6. More of a comment: If the after cooler was the cause of low RPM and the bolts had been tightened when they assembled the engine in Panama, I would have never gotten a compression test, and we’d be in the Gambier’s right now.




The above questions arise from the condensed events:
Volvo D3-110 on an Amel 54.  New block, completed with valves, pistons, header, long block etc installed in September.  Engine fails to make RPM above 1800.  Local Volvo performs compression test: all five cylinders test around 19.5-20.5  Normal is printed at 23-30 Bar.  I call Volvo and speak with the engineer who designed the Volvo D3-110. He says, “low compression like that is normal given the circumstances, new engine without  seating of piston rings, you wont see normal compression until you have at least 500 hours or more.”  Next interesting comment: “Many diesel companies do not even publish compression values, only normative values for cylinders relationship to each other in terms of compression %.” Only 2 interpretations of his statements existed: 1) that’s BS, and he’s simply placating the situation, 2) he knows his engine.  5 compression tests were performed all with a topped up starting battery, all compression tests gave the same results.


Many many thanks for all and any thoughts!

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




Below is a (still condensed) summary of events:


April 2017, We buy S/V IBIS. Engine 1100hrs at purchase of our Amel 54 sailboat we replace with new long block, injectors and a variety of other items at the suggestion of Volvo, following the prescribed break-in procedures and early oil changes etc.  Long block was replaced (19,000+Euro) Volvo Martinique identified loss of compression in the cylinders, and engine smoke at the engine survey.
September 2017,  1500 engine hours, Injectors fail and I refurbish them (despite being under warranty)
May 2018,  Travel, motor and sail without issue, save routine maintenance until arrival in Colon, Panama when a “engine fault” light appears on the dash. ~1800hrs.  I ask 2 local mechanics in Colon, Panama  (Northern Caribbean Panama)  have a look.  Neither can identify the issue as the fault requires a Volvo specific VODIA computer, of which only Volvo approved shops have.  The only Volvo dealer is in Panama City, and thus we need to transit the canal to find the appropriate mechanics.
June 8th,  we’ve obtained transit date and transit the canal to meet CDM of Panama City.
June 10th,  we meet with CDM (Commerciales de Motores) who come to La Playita Marina to evaluate.  They find outdated software, and a Boost pressure sensor failure and tell me, we need a software update (and now a new computer, because our computer was ruined with the attempted CDM update.)  
Week of June 10th While attempting to update computer computer is ruined. We wait 2 weeks for new computer to be sent to panama. (fed-ex is overnight but costs 40$ more (i later learn from a local employee))  I ask another mechanic recommended by the marina: his assessment: boost pressor sense is failing because there is oil on the sensor, which should not be there.  I communicate this to CDM.  They refuse to find reason for oil, stating computer is the problem.
July 2018,  New Computer arrives and they install but then find that the wiring harness has somehow failed.  I must buy new wiring harness. Also Boost Pressure Sensor still bad.  Need to order new of both.  2 weeks pass.. (fed-ex is overnight but costs 40$ more (i  again later learn from a local employee))  Both arrive.  They install both and tell me the engine is fixed, it is safe to continue on to Tahiti.  
July 2018,  I test motor by motoring to local islands a few hours away, on way back, sensor light and alarm goes off.  We motor back with reduced rpm  
a week or so later technicians come to boat: (New) boost pressor sensor has failed.  They determine oil has traveled from crankcase housing, up breather tube, through turbo to the aftercooler and recoated the new BPS with oil.  Carlos Corgo happens to be in Panama.  He comes to boat, at this time it is determined that the replacement long lock has failed (LB#2)  It is under warranty and Volvo will replace. Long block failure is the reason for BPS failure. Replacement set up for August, must return back to Panama City.
August 2018 We sail back to Panama City.  I communicate engine realignment procedure from AMEL to mechanics and give them the 30 step worksheet.  Haul boat out of water, take out engine, 2 days later return engine.  Long Block #3 allegedly installed.  But LB#3 has same serial number as LB#2.  The mechanics, whom I choose to trust, tell me that the belt cover from LB2 was used on LB3, because the cover on 3 had broken in transit.    Motor reinstalled with CDM mechanics confirming realignment procedure.  We sea trial LB#3 with CDM mechanics: we note new occurrences of the following: motor surging, and abnormally low RPM and vibration.  Mechanics and Corgo argue: must be the propeller.  I note to mechanics propeller is clean and OEM to the boat and motor.  (I later Call AMEL (boat manufacturer who tells me both props were picked by Volvo France for the boat and are OEM and are to spec))
With long block replaced, and boat blessed by mechanics, safe to travel to Tahiti, we then retest by sailing to local islands.  On way to local islands, a terrible noise occurs en route with violent vibration and engine surges violently, changing, by itself, 500-1000 rpm rapidly.  I take video.  Next day I call CDM. and Corgo: they suggest prop still the issue.  I call AMEL France.  I change prop to unused, OEM, Volvo selected spare prop with fixed blades.  Symptoms are mildly better, as surging less violent, but vibration is horrible, Also RPM wandering-variability unchanged.  Corgo continues to blame drivetrain.  I do test at anchor: Engine in neutral: 3200 rpm (the suggested), Engine with gears engaged but without prop: 3190rpm., Engine with new prop 1800 rpm. This test exonerates the drivetrain.
September 4th,  We motor and sail back to Vista Mar Marina with great vibration and engine RPM variability.  Corgo blames the weight of the boat.
September 4th week  Sea trial absent 1300kg fuel, water and spare parts.  Boat 1/4 kt faster (9.2 to 9.5kts) but 1800rpm unchanged from loaded boat.
Sept 26.   CDM mechanics return to boat to do realignment procedure.  In starting procedure find the drive shaft of the boat broken, and the coupling broken, and the motor out of alignment by >3mm (.025mm noted as maximum) .  CDM blames previous installation of motor ((done at Volvo Martinique) and 10,000 miles ago with vibration free service.)  CDM and Corgo then tells me they are unwilling to help in any form or fashion.  I write Volvo with the help of Amel School President, Admiral Bill Rouse.  Volvo responds by assuming responsibility for the installation and commit to reimburse me the costs of new shaft, new coupling, and labor. (I still need to submit the costs)
Sept 27th-October 12th  I hire a new engineer since volvo/CDM refuses to fix the drive train damage they caused. With new engineer, mill new parts out of steel, order and receive and install OEM coupling and new drive shaft to AMEL OEM specs.
October 15th Seatrial with engineer.  Engine, Transmission, and Driveshaft at 1000rpm can now balance a penlight.  But this seatrial reveals top RPM at 1500 before engine faults yet again reducing WOT rpm to 700rpm.  CDM contacted. They setup visit for Oct 19.  
October 18th CDM returns to boat.  Luis, lead technician runs a series of 2 compression tests on the motor.  I pay engineer to be present.  CDM finds the long block, LB#3 (with 25 hours) has failed.  All cylinders fail: (24-31 bar listed in manual at starter speed.) Results by Cylinder:bar——Cyl 1:19.3bar, Cyl 2:20.7bar , Cyl 3:20.7bar, Cyl 4:19bar  Cyl 5:19..3bar.  All cylinders are performing at 62-80% of recommended pressures.  CDM repeats test and finds same, confirmatory and surprising, results.
October 22nd, 2018 Volvo/CDM suggests they order new injectors and injection system.  (Dispite low compression test) November 19-21 is given as expected arrival date. 
October 29th At the suggestion of a former patient who has been following our trip I reach out to Ron Huibers, president of Volvo USA.  He communicates back, and like a light switch things start happening much faster.  

Nov 5-9 week Volvo USA comes to boat, replace Injectors and rail: RPM increases from 1800 to 2100rpm (3000-3100 Normal) on .  Fail to repeat compression test.

Nov 12-16 week.  Volvo sends back CDM to repeat Compression test 9as doesn’t believe values) Now with Volvo specific tool and standard tool and 2 different gauges CDM repeats Tests.  ALL CONFIGURATIONS confirm original low compression test with 2 more repetitions.  Engine warm, battery charged etc.  Volvo suggests a 4th long block. I refuse as we cross the 6 month mark waiting for Volvo.  The only reasonable solution is a new model engine.  
Nov 19-23 week  Volvo USA still cannot believe the compression test.  Sends another mechanic and CDM back to the boat to complete a 5th compression test and change the high pressure fuel pump, and rail and test the engine with direct access fuel (without using the existing filtration system and boat fuel)  No change on 5th compression test, no change on sea trial or engine performance with fuel bypass test. (however, on the way back to dock, the local CDM mechanic notices the after cooler is loose and tightens it. Engine RPM variability goes away.)  Mechanics inadvertently break the diesel return line from injectors to tank and spill out a gallon of diesel in the bilge.  They return next day to clean the bilge and replace the diesel return line.
Nov 21- Leon Baylor informs me no new H model D3 exist.  March 2019, will be the delivery date.  I consider buying a Beta.  
Nov 26th: Engine miracle occurs.  First time get 3100 RPM at WOT.  What’s different from previous 2100RPM/WOT trial: Fixed prop changed to rebuilt Autoprop, fuel return line from injectors back to fuel tank replaced, after cooler screws tightened and after cooler now tight. Also trial performed at the dock: we do seatrial today (27th).




After 187 days working on our Volvo D3-110, HAS A MIRACLE OCCURRED?. But I have some questions!...

Porter McRoberts
 

Dear Amelgroup:

It's Porter, S/V IBIS Amel 54-152 again.  May I please impose on you a few questions, if you’d be so kind, regarding our engine issue? We’ve had a MAJOR breakthrough.

As some of you may know we have been wrestling with a Volvo D3-110 engine issue for 6+ months here in Panama.  It has been a very long, and complicated ordeal, detailed in a chronology of events included below.  

The breakthrough:
After 187 days in Panama working on this issue and essentially a completely new engine: new blocks, valves, pistons, computers, wiring harnesses, rings, turbo, rails, injectors, high pressure pump, filters, impellers, timing chain etc… At the end of the last sea trial with Volvo, the local rep realized that the aftercooler had not been secured and thus he tightened it down.  (I had mentioned to him that the engine also had great RPM variability, and he went looking for the cause.)  He tightened the bolts and the variability ceased.  We were heading back in from the trial, heads low, after making only 2100 RPM at WOT, even with new fuel system and bypassing the fuel filters with fresh filtered diesel in a jug. They then inadvertently broke the diesel return line to the fuel tank. Returning the next day they replaced the line and we cleaned the bilge.  YESTERDAY: I have the rebuilt H6 Autoprop back and changed out the supplied fixed prop for the beautiful working Autoprop.  I fire up the engine at the dock just to rattle the prop and reseat it.  I put the Volvo in gear and run it up to… 3150RPM?!? sustained! with an amazing amount of thrust and water shooting out the back.  Docklines straining!  Purrs like a kitten?!?  No more whooshing sound or a RPM limit at 2100, with still 40% of the throttle throw arc left—without the expected increase in power and rpm.  RATHER: The throttle lever continues on, adding power smoothly and effectively till the lever is horizontal and we’re spinning 3100+ (in gear!)


The questions are:

  1. Can an engine with only 25 hours on it exhibit a low compression test and still be “normal”, i.e. safe with a normal life expectancy? (the cylinders’ compression were all within about 3-5% of each other) Does the engineer’s explanation hold water? (See next paragraph below)
  2. Can an after cooler leak affect compression testing? (I can’t think how it would)
  3. Can an after cooler leak completely explain the situation? (if the fresh turbo gasses are just pouring into the engine compartment, then its like not having a turo, right?)
  4. Would you take this engine across the pacific?
  5. What more testing needs to be done to confirm readiness (were planning a 5-7 day sail and motor around Islas de las Perlas)?
  6. More of a comment: If the after cooler was the cause of low RPM and the bolts had been tightened when they assembled the engine in Panama, I would have never gotten a compression test, and we’d be in the Gambier’s right now.




The above questions arise from the condensed events:
Volvo D3-110 on an Amel 54.  New block, completed with valves, pistons, header, long block etc installed in September.  Engine fails to make RPM above 1800.  Local Volvo performs compression test: all five cylinders test around 19.5-20.5  Normal is printed at 23-30 Bar.  I call Volvo and speak with the engineer who designed the Volvo D3-110. He says, “low compression like that is normal given the circumstances, new engine without  seating of piston rings, you wont see normal compression until you have at least 500 hours or more.”  Next interesting comment: “Many diesel companies do not even publish compression values, only normative values for cylinders relationship to each other in terms of compression %.” Only 2 interpretations of his statements existed: 1) that’s BS, and he’s simply placating the situation, 2) he knows his engine.  5 compression tests were performed all with a topped up starting battery, all compression tests gave the same results.


Many many thanks for all and any thoughts!

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




Below is a (still condensed) summary of events:


April 2017, We buy S/V IBIS. Engine 1100hrs at purchase of our Amel 54 sailboat we replace with new long block, injectors and a variety of other items at the suggestion of Volvo, following the prescribed break-in procedures and early oil changes etc.  Long block was replaced (19,000+Euro) Volvo Martinique identified loss of compression in the cylinders, and engine smoke at the engine survey.
September 2017, 1500 engine hours, Injectors fail and I refurbish them (despite being under warranty)
May 2018, Travel, motor and sail without issue, save routine maintenance until arrival in Colon, Panama when a “engine fault” light appears on the dash. ~1800hrs.  I ask 2 local mechanics in Colon, Panama  (Northern Caribbean Panama)  have a look.  Neither can identify the issue as the fault requires a Volvo specific VODIA computer, of which only Volvo approved shops have.  The only Volvo dealer is in Panama City, and thus we need to transit the canal to find the appropriate mechanics.
June 8th, we’ve obtained transit date and transit the canal to meet CDM of Panama City.
June 10th, we meet with CDM (Commerciales de Motores) who come to La Playita Marina to evaluate.  They find outdated software, and a Boost pressure sensor failure and tell me, we need a software update (and now a new computer, because our computer was ruined with the attempted CDM update.)  
Week of June 10th While attempting to update computer computer is ruined. We wait 2 weeks for new computer to be sent to panama. (fed-ex is overnight but costs 40$ more (i later learn from a local employee))  I ask another mechanic recommended by the marina: his assessment: boost pressor sense is failing because there is oil on the sensor, which should not be there.  I communicate this to CDM.  They refuse to find reason for oil, stating computer is the problem.
July 2018, New Computer arrives and they install but then find that the wiring harness has somehow failed.  I must buy new wiring harness. Also Boost Pressure Sensor still bad.  Need to order new of both.  2 weeks pass. (fed-ex is overnight but costs 40$ more (i  again later learn from a local employee))  Both arrive.  They install both and tell me the engine is fixed, it is safe to continue on to Tahiti.  
July 2018, I test motor by motoring to local islands a few hours away, on way back, sensor light and alarm goes off.  We motor back with reduced rpm  
a week or so later technicians come to boat: (New) boost pressor sensor has failed.  They determine oil has traveled from crankcase housing, up breather tube, through turbo to the aftercooler and recoated the new BPS with oil.  Carlos Corgo happens to be in Panama.  He comes to boat, at this time it is determined that the replacement long lock has failed (LB#2)  It is under warranty and Volvo will replace. Long block failure is the reason for BPS failure. Replacement set up for August, must return back to Panama City.
August 2018 We sail back to Panama City.  I communicate engine realignment procedure from AMEL to mechanics and give them the 30 step worksheet.  Haul boat out of water, take out engine, 2 days later return engine.  Long Block #3 allegedly installed.  But LB#3 has same serial number as LB#2.  The mechanics, whom I choose to trust, tell me that the belt cover from LB2 was used on LB3, because the cover on 3 had broken in transit.    Motor reinstalled with CDM mechanics confirming realignment procedure. We sea trial LB#3 with CDM mechanics: we note new occurrences of the following: motor surging, and abnormally low RPM and vibration.  Mechanics and Corgo argue: must be the propeller.  I note to mechanics propeller is clean and OEM to the boat and motor.  (I later Call AMEL (boat manufacturer who tells me both props were picked by Volvo France for the boat and are OEM and are to spec))
With long block replaced, and boat blessed by mechanics, safe to travel to Tahiti, we then retest by sailing to local islands.  On way to local islands, a terrible noise occurs en route with violent vibration and engine surges violently, changing, by itself, 500-1000 rpm rapidly.  I take video.  Next day I call CDM. and Corgo: they suggest prop still the issue.  I call AMEL France.  I change prop to unused, OEM, Volvo selected spare prop with fixed blades.  Symptoms are mildly better, as surging less violent, but vibration is horrible, Also RPM wandering-variability unchanged.  Corgo continues to blame drivetrain.  I do test at anchor: Engine in neutral: 3200 rpm (the suggested), Engine with gears engaged but without prop: 3190rpm., Engine with new prop 1800 rpm. This test exonerates the drivetrain.
September 4th, We motor and sail back to Vista Mar Marina with great vibration and engine RPM variability.  Corgo blames the weight of the boat.
September 4th week Sea trial absent 1300kg fuel, water and spare parts.  Boat 1/4 kt faster (9.2 to 9.5kts) but 1800rpm unchanged from loaded boat.
Sept 26.  CDM mechanics return to boat to do realignment procedure.  In starting procedure find the drive shaft of the boat broken, and the coupling broken, and the motor out of alignment by >3mm (.025mm noted as maximum) .  CDM blames previous installation of motor ((done at Volvo Martinique) and 10,000 miles ago with vibration free service.)  CDM and Corgo then tells me they are unwilling to help in any form or fashion.  I write Volvo with the help of Amel School President, Admiral Bill Rouse.  Volvo responds by assuming responsibility for the installation and commit to reimburse me the costs of new shaft, new coupling, and labor. (I still need to submit the costs)
Sept 27th-October 12th  I hire a new engineer since volvo/CDM refuses to fix the drive train damage they caused. With new engineer, mill new parts out of steel, order and receive and install OEM coupling and new drive shaft to AMEL OEM specs.
October 15th Seatrial with engineer.  Engine, Transmission, and Driveshaft at 1000rpm can now balance a penlight.  But this seatrial reveals top RPM at 1500 before engine faults yet again reducing WOT rpm to 700rpm.  CDM contacted. They setup visit for Oct 19.  
October 18th CDM returns to boat.  Luis, lead technician runs a series of 2 compression tests on the motor.  I pay engineer to be present.  CDM finds the long block, LB#3 (with 25 hours) has failed.  All cylinders fail: (24-31 bar listed in manual at starter speed.) Results by Cylinder:bar——Cyl 1:19.3bar, Cyl 2:20.7bar , Cyl 3:20.7bar, Cyl 4:19bar  Cyl 5:19.3bar.  All cylinders are performing at 62-80% of recommended pressures.  CDM repeats test and finds same, confirmatory and surprising, results.
October 22nd, 2018 Volvo/CDM suggests they order new injectors and injection system.  (Dispite low compression test) November 19-21 is given as expected arrival date. 
October 29th At the suggestion of a former patient who has been following our trip I reach out to Ron Huibers, president of Volvo USA.  He communicates back, and like a light switch things start happening much faster.  

Nov 5-9 week Volvo USA comes to boat, replace Injectors and rail: RPM increases from 1800 to 2100rpm (3000-3100 Normal) on .  Fail to repeat compression test.

Nov 12-16 week.  Volvo sends back CDM to repeat Compression test 9as doesn’t believe values) Now with Volvo specific tool and standard tool and 2 different gauges CDM repeats Tests.  ALL CONFIGURATIONS confirm original low compression test with 2 more repetitions.  Engine warm, battery charged etc.  Volvo suggests a 4th long block. I refuse as we cross the 6 month mark waiting for Volvo.  The only reasonable solution is a new model engine.  
Nov 19-23 week  Volvo USA still cannot believe the compression test.  Sends another mechanic and CDM back to the boat to complete a 5th compression test and change the high pressure fuel pump, and rail and test the engine with direct access fuel (without using the existing filtration system and boat fuel)  No change on 5th compression test, no change on sea trial or engine performance with fuel bypass test. (however, on the way back to dock, the local CDM mechanic notices the after cooler is loose and tightens it. Engine RPM variability goes away.)  Mechanics inadvertently break the diesel return line from injectors to tank and spill out a gallon of diesel in the bilge.  They return next day to clean the bilge and replace the diesel return line.
Nov 21- Leon Baylor informs me no new H model D3 exist.  March 2019, will be the delivery date.  I consider buying a Beta.  
Nov 26th: Engine miracle occurs.  First time get 3100 RPM at WOT.  What’s different from previous 2100RPM/WOT trial: Fixed prop changed to rebuilt Autoprop, fuel return line from injectors back to fuel tank replaced, after cooler screws tightened and after cooler now tight. Also trial performed at the dock: we do seatrial today (27th).


Re; Head-Sail Swivel Ball Bearing Replacement

Ian Shepherd
 

Thanks to all for the warnings against using WD40 (a great British invention by the way)! My method of freeing the jammed swivel worked very well. Having clamped the carbon fibre insert tightly to the foil with a hose clip and a wrench I sprayed Corrosion Block and Silicon Oil from Lidl down from the top. The genoa halyard was tightened hard but nothing moved. However after a single upwards tap with a copper mallet, the swivel shot upwards and was free of the undamaged carbon fibre sleeve.

Everything is down now and I must congratulate Amel on how easily the foil came out of the furler as well as how easy it was to undo the 8 Alen screws etc. Considering none of these parts had been touched since new 15 years ago, Amel's assembly and attention to preventing corrosion is first class. I removed the foil from the furler using the genoa halyard and a rolling hitch. As soon as there was a little upwards tension, the foil easily slid out of the furler which was sill bolted to the support bracket behind the forestay.

I don't use Corrosion-X on my my boat but a similar product made by the Lear Corp called Corrosion Block which I consider to be excellent. However, you might want to take a look at this article by Practical Sailor which says that Corrosion-X and Corrosion Block are far from the best in a salt water environment. They recommend CorrosionPro Lube as best followed by CRC Heavy Duty and LPS-3. They do say that none of them are yet perfect.

https://www.practical-sailor.com/issues/33_4/features/Corrosion-Protection-Coating-Test_5431-1.html

Thanks again to all for the help. Only the forestay to undo next!

Ian Shepherd SM2K 414 (2003) Crusader Larnaca Cyprus