Date   

Re: Fuel Polishing

Colin - ex SV Island Pearl
 

Since we are now 50% through a circumnavigation we have been very happy to have a fuel polishing system on board when some other yachts travelling through Indonesia with us experienced fuel problems.

The fuel there was often very dirty with all sorts of muck in it including match sticks, bits of plastic etc.

Other than Indonesia we have rarely had bad fuel but in any event NEVER put fuel straight into our tanks without either going through the Baja or Fuel Polisher.

More important than pending a lot on a comprehensive fuel polishing unit is to have a good transportable fuel filter (e.g. Baja or West Marine type), as well as installing dual Racor fuel filters with quick change over valve.

Our polishing unit has a Y valve so we also use it to suck fuel out of jerry cans directly to the tank. In this way we can immediately reject fuel if supplied with water in it, but in particular, this provides a zero fuel spillage transfer system whilst at sea which we like.

Colin & Lauren Streeter
SV Island Pearl II, AM #332
Amel Rally, Martinique

On Tue, 9 Apr. 2019, 15:18 CW Bill Rouse, <brouse@...> wrote:
35,000 miles and around the world I only had to throw the valve on the double Racor once, and never lost power.

Best,

CW Bill Rouse
720 Winnie St
Galveston Island, TX 77550
+1(832) 380-4970

On Tue, Apr 9, 2019, 2:30 PM ianjenkins1946 <ianjudyjenkins@...> <ianjudyjenkins@...> wrote:
Hello,

 Can I encourage you to identify yourself, the name and number of your Amel and where it is ? Its just makes it easier for anyone else to respond.

 I do wonder about the necessity of fuel polishing. We have twin Racors before the engine fuel filter itself and only once in almost 30 years of owning three Amels have we had a problem with dirty fuel, a problem quickly fixed by switching from one Racor filter to the other. This is despite 8 years in third world countries with few leisure marine facilities

 What is rarely mentioned is that diesel engines recycle back to the fuel tank more litres every hour than they consume. With the D2-75  I'm told that that can be as much as 75%. The effect of this is that you automatically have a fuel polishing system in place.

I should be interested to hear of other experiences.

 Ian and Judy, Pen Azen, SM 302 Lavrion, Greece



From: main@AmelYachtOwners.groups.io <main@AmelYachtOwners.groups.io> on behalf of ngtnewington Newington via Groups.Io <ngtnewington=aol.com@groups.io>
Sent: 09 April 2019 17:13
To: main@amelyachtowners.groups.io
Subject: [AmelYachtOwners] Fuel Polishing
 
Any opinions or better ideas, would be well received.

I am thinking of rigging a simple fuel polishing system that utilises the existing Racor set up.

Between the Racor filters and the engine insert a Y valve that goes to the engine or to a new inline 24v fuel pump (120 lph) that then goes to the fuel return line with a T connector.

In polishing mode, in a harbour or at anchor, with the engine off, the Y valve is set to send the fuel to the pump which is turned on, and back to the tank via the fuel return line. The fuel is circulated all day or overnight and is filtered. 

At the end just go back to normal mode and change the filter, check for debris.

Any thoughts? Total cost would be £45 for the pump plus a few fittings and a bit of hose. Call it £100.


Re: Fuel Polishing

 

35,000 miles and around the world I only had to throw the valve on the double Racor once, and never lost power.

Best,

CW Bill Rouse
720 Winnie St
Galveston Island, TX 77550
+1(832) 380-4970

On Tue, Apr 9, 2019, 2:30 PM ianjenkins1946 <ianjudyjenkins@...> <ianjudyjenkins@...> wrote:
Hello,

 Can I encourage you to identify yourself, the name and number of your Amel and where it is ? Its just makes it easier for anyone else to respond.

 I do wonder about the necessity of fuel polishing. We have twin Racors before the engine fuel filter itself and only once in almost 30 years of owning three Amels have we had a problem with dirty fuel, a problem quickly fixed by switching from one Racor filter to the other. This is despite 8 years in third world countries with few leisure marine facilities

 What is rarely mentioned is that diesel engines recycle back to the fuel tank more litres every hour than they consume. With the D2-75  I'm told that that can be as much as 75%. The effect of this is that you automatically have a fuel polishing system in place.

I should be interested to hear of other experiences.

 Ian and Judy, Pen Azen, SM 302 Lavrion, Greece



From: main@AmelYachtOwners.groups.io <main@AmelYachtOwners.groups.io> on behalf of ngtnewington Newington via Groups.Io <ngtnewington=aol.com@groups.io>
Sent: 09 April 2019 17:13
To: main@amelyachtowners.groups.io
Subject: [AmelYachtOwners] Fuel Polishing
 
Any opinions or better ideas, would be well received.

I am thinking of rigging a simple fuel polishing system that utilises the existing Racor set up.

Between the Racor filters and the engine insert a Y valve that goes to the engine or to a new inline 24v fuel pump (120 lph) that then goes to the fuel return line with a T connector.

In polishing mode, in a harbour or at anchor, with the engine off, the Y valve is set to send the fuel to the pump which is turned on, and back to the tank via the fuel return line. The fuel is circulated all day or overnight and is filtered. 

At the end just go back to normal mode and change the filter, check for debris.

Any thoughts? Total cost would be £45 for the pump plus a few fittings and a bit of hose. Call it £100.


Re: Fuel Polishing

Danny and Yvonne SIMMS
 

Hi Ian,

thanks for this. I was going to say the same but not knowing the number. I was once trouble shooting a fuel issue and rigged a 5 litre mini tank on the supply side, leaving the fuel return from the injector pump in place to the main tank.I was startled how quickly the 5 litre tank emptied. Obviously far more fuel is circulated than is used.

Having said that I have had my fuel tank cleaned when I was chasing a solution to low revs. (things you do when you've tried every thing) There was a build up of sludge that was not being picked up by the fuel supply pipe and thus causing no trouble. I put the boat on a dock. The fuel cleaner parked his gear alongside and circulated all my fuel through his system while agitating the tank. I could not believe the filth that he got out. Buckets of it. He started with a coarse filter and got a lot out, then finer and finally very fine. Had he started with the fine it would have clogged. However it was not the solution, I still had the problem but very clean fuel.

Regards

Danny

SM 299

Ocean Pearl


On 10 April 2019 at 06:30 "ianjenkins1946 <ianjudyjenkins@...>" <ianjudyjenkins@...> wrote:

Hello,

 Can I encourage you to identify yourself, the name and number of your Amel and where it is ? Its just makes it easier for anyone else to respond.

 I do wonder about the necessity of fuel polishing. We have twin Racors before the engine fuel filter itself and only once in almost 30 years of owning three Amels have we had a problem with dirty fuel, a problem quickly fixed by switching from one Racor filter to the other. This is despite 8 years in third world countries with few leisure marine facilities

 What is rarely mentioned is that diesel engines recycle back to the fuel tank more litres every hour than they consume. With the D2-75  I'm told that that can be as much as 75%. The effect of this is that you automatically have a fuel polishing system in place.

I should be interested to hear of other experiences.

 Ian and Judy, Pen Azen, SM 302 Lavrion, Greece


 

From: main@AmelYachtOwners.groups.io <main@AmelYachtOwners.groups.io> on behalf of ngtnewington Newington via Groups.Io <ngtnewington@...>
Sent: 09 April 2019 17:13
To: main@amelyachtowners.groups.io
Subject: [AmelYachtOwners] Fuel Polishing
 
Any opinions or better ideas, would be well received.

I am thinking of rigging a simple fuel polishing system that utilises the existing Racor set up.

Between the Racor filters and the engine insert a Y valve that goes to the engine or to a new inline 24v fuel pump (120 lph) that then goes to the fuel return line with a T connector.

In polishing mode, in a harbour or at anchor, with the engine off, the Y valve is set to send the fuel to the pump which is turned on, and back to the tank via the fuel return line. The fuel is circulated all day or overnight and is filtered. 

At the end just go back to normal mode and change the filter, check for debris.

Any thoughts? Total cost would be £45 for the pump plus a few fittings and a bit of hose. Call it £100.


 


 


Re: Fuel Polishing

ianjenkins1946 <ianjudyjenkins@hotmail.com>
 

Hello,

 Can I encourage you to identify yourself, the name and number of your Amel and where it is ? Its just makes it easier for anyone else to respond.

 I do wonder about the necessity of fuel polishing. We have twin Racors before the engine fuel filter itself and only once in almost 30 years of owning three Amels have we had a problem with dirty fuel, a problem quickly fixed by switching from one Racor filter to the other. This is despite 8 years in third world countries with few leisure marine facilities

 What is rarely mentioned is that diesel engines recycle back to the fuel tank more litres every hour than they consume. With the D2-75  I'm told that that can be as much as 75%. The effect of this is that you automatically have a fuel polishing system in place.

I should be interested to hear of other experiences.

 Ian and Judy, Pen Azen, SM 302 Lavrion, Greece



From: main@AmelYachtOwners.groups.io <main@AmelYachtOwners.groups.io> on behalf of ngtnewington Newington via Groups.Io <ngtnewington@...>
Sent: 09 April 2019 17:13
To: main@amelyachtowners.groups.io
Subject: [AmelYachtOwners] Fuel Polishing
 
Any opinions or better ideas, would be well received.

I am thinking of rigging a simple fuel polishing system that utilises the existing Racor set up.

Between the Racor filters and the engine insert a Y valve that goes to the engine or to a new inline 24v fuel pump (120 lph) that then goes to the fuel return line with a T connector.

In polishing mode, in a harbour or at anchor, with the engine off, the Y valve is set to send the fuel to the pump which is turned on, and back to the tank via the fuel return line. The fuel is circulated all day or overnight and is filtered. 

At the end just go back to normal mode and change the filter, check for debris.

Any thoughts? Total cost would be £45 for the pump plus a few fittings and a bit of hose. Call it £100.


Fuel Polishing

ngtnewington Newington
 

Any opinions or better ideas, would be well received.

I am thinking of rigging a simple fuel polishing system that utilises the existing Racor set up.

Between the Racor filters and the engine insert a Y valve that goes to the engine or to a new inline 24v fuel pump (120 lph) that then goes to the fuel return line with a T connector.

In polishing mode, in a harbour or at anchor, with the engine off, the Y valve is set to send the fuel to the pump which is turned on, and back to the tank via the fuel return line. The fuel is circulated all day or overnight and is filtered. 

At the end just go back to normal mode and change the filter, check for debris.

Any thoughts? Total cost would be £45 for the pump plus a few fittings and a bit of hose. Call it £100.


Re: Main Furler and outhaul Gearbox coating

Stephen Davis
 

Hi Steve,

I suspect some previous owner coated the gearboxes in something, as they do not come from either the manufacturer or Amel that way. When I purchased new gear boxes from bonfiglioli, they came unpainted, and I painted them white. 

Pulling the mast and painting is on my list for when we finally arrive in NZ, and I’d be curious to hear how your project has gone, and any problems you encountered along the way. 

Regards,

Steve Davis
Aloha SM 72
Ko Olina, Hawaii

Steve Davis
S/V Aloha

On Apr 9, 2019, at 2:00 AM, Capt. Steve Bode <whatsup@...> wrote:

Dear Friends,
I am rebuilding both of my main mast furlers (Main and outhaul). I'm repainting the mast and boom, so I've removed these units, stripped them down and sandblasted them. So, what's the deal with the heavy, rubber-like coasting that was on the gearboxes of these units. I'm perplexed. Heat, protection, what? Anyone know what the material was and should I replace that material or just repaint them? 

Kind Regards,
-Bode

Steve Bode, Captain of Sailing Vessel Intention
Currently Drydocked at ANT Yat Servis
Bodrum Marina Teknik Servisler
Neyzen Tevfik Cad. No. 5
48400 Bodrum, Mulga, Turkiye

Amel Super Maramu #117 (1994) 
+1 415-710-6659 voice/text/whatsapp


Re: Companionway Door Seal - New Photos Album & Photos

James Alton
 

Steven,
  My boat which is the Maramu model has two drain holes, one at each end of the box.  They are drill as far outboard as possible and angle downward as they pass through the engine room bulkhead.  Both holes were 100 percent plugged and my box filled up washing the boat so I went looking.  The holes were filled with dirt and only about 1/4" in diameter but once opened the box drains.  I am not sure if your boat will have these holes or not.  Mine look to be original since they would be impossible to drill in the current location without some disassembly.

James
Sv Sueno
Maramu #220

On Apr 9, 2019 9:23 AM, Steven Bode <steve@...> wrote:
HA! There's a drain hole in the companionway box?! I was just in a big storm in Bodrum two days ago and that box filled up with water! I mopped it out with a towel and was wondering if there was a hole down there. Could NOT find it. I imagined that Henri did not want another hole in his boat, but in my mind I started to design a drain hole with a J-pipe or something... Anyway, IS there supposed to be a hole there?
-Bode


Re: Companionway Door Seal - New Photos Album & Photos

Gary Silver
 

Hi Bode:

See message # 42837 posted by Olivier Beaute (if you don't know who he is please ask).  According to Olivier there are two drain holes in each box on all models from the Sharki to the 54.  The drain holes are small and easily plugged by debris. I suppose it is possible they were overlooked at the factory but I doubt it.  The door seal, if well maintained, should prevent large quantities of water in this box but what little gets in there should drain into the engine room bilge.

Gary S. Silver
s/v Liahona
Amel SM 2000 #335
Puerto Del Rey, Puerto Rico


Re: Companionway Door Seal - New Photos Album & Photos

Steven Bode - SV Intention 1994-SM#117
 

HA! There's a drain hole in the companionway box?! I was just in a big storm in Bodrum two days ago and that box filled up with water! I mopped it out with a towel and was wondering if there was a hole down there. Could NOT find it. I imagined that Henri did not want another hole in his boat, but in my mind I started to design a drain hole with a J-pipe or something... Anyway, IS there supposed to be a hole there?
-Bode


Re: Main Furler and outhaul Gearbox coating

 

I have never seen a heavy rubber coating on gearboxes.

Best,

CW Bill Rouse
720 Winnie St
Galveston Island, TX 77550
+1(832) 380-4970

On Tue, Apr 9, 2019, 8:04 AM Capt. Steve Bode <whatsup@...> wrote:
Dear Friends,
I am rebuilding both of my main mast furlers (Main and outhaul). I'm repainting the mast and boom, so I've removed these units, stripped them down and sandblasted them. So, what's the deal with the heavy, rubber-like coasting that was on the gearboxes of these units. I'm perplexed. Heat, protection, what? Anyone know what the material was and should I replace that material or just repaint them? 

Kind Regards,
-Bode

Steve Bode, Captain of Sailing Vessel Intention
Currently Drydocked at ANT Yat Servis
Bodrum Marina Teknik Servisler
Neyzen Tevfik Cad. No. 5
48400 Bodrum, Mulga, Turkiye

Amel Super Maramu #117 (1994) 
+1 415-710-6659 voice/text/whatsapp


Main Furler and outhaul Gearbox coating

Capt. Steve Bode <whatsup@...>
 

Dear Friends,
I am rebuilding both of my main mast furlers (Main and outhaul). I'm repainting the mast and boom, so I've removed these units, stripped them down and sandblasted them. So, what's the deal with the heavy, rubber-like coasting that was on the gearboxes of these units. I'm perplexed. Heat, protection, what? Anyone know what the material was and should I replace that material or just repaint them? 

Kind Regards,
-Bode

Steve Bode, Captain of Sailing Vessel Intention
Currently Drydocked at ANT Yat Servis
Bodrum Marina Teknik Servisler
Neyzen Tevfik Cad. No. 5
48400 Bodrum, Mulga, Turkiye

Amel Super Maramu #117 (1994) 
+1 415-710-6659 voice/text/whatsapp


B&G Navigation instruments

ahmet kipcak
 

Hi all,
Due to processor failure I had to changed my B&G navigation instruments with Raymarine.
The equipments below are for sell, anyone who needs this stuff can contact with me.

Best regards

Ahmet Kipcak
SM247
Cesme Izmır


News From St Maaarten

eric freedman
 


Re: Running the engine at high rpms and the Amel drive

Teun BAAS
 

Joerg,

 

FWIW - I have an A54 with a new VOLVO D3 H engine installed last year.

The Australian VOLVO mechanic installing the engine told me that it was no longer necessary to run the engine @ top RPM’s to burn out the “soot’ as this was a “common rail” engine.

 

I also usually run the engine between 1250 to 1450 rpms; he suggested, from time to time, to vary rpms increasing to 1900 rpms or so for approx. 20 minutes. I don’t like the increased noise & vibrations compared to the 1250/1400 but apparently this is normal. I have now about 160hrs on this engine – to early to tell any wear & tear.

 

During sea-trials we were able to get up to 2780 rpms (which resulted in 9.4 knts) but I cannot foresee running this engine at those rpms.

 

Best Regards Teun

SV AMELIT

 

ILE des PINS – NEW CALEDONIA

April 9, 2019 13:12:51

 

 

 

From: main@AmelYachtOwners.groups.io <main@AmelYachtOwners.groups.io> On Behalf Of Joerg Esdorn via Groups.Io
Sent: Tuesday, April 9, 2019 00:19
To: main@AmelYachtOwners.groups.io
Subject: [AmelYachtOwners] Running the engine at high rpms and the Amel drive

 

When I bought my A55 four years ago, I received the standard advice that it's good for a diesel to be run at full throttle once a day for something like 3 minutes.  I've followed that advice when I've remembered it and at full rpms (2400), the vibrations are pretty strong.  I've now completed the first service of my Amel drive (after 750 hours) and the bushing had 3 pretty deep groves from the seal rings.  I'm wondering whether those groves have something to do with the vibrations from running the engine at high rpms once a day.  Thoughts?  Do others follow the practice of running the engine at high rpms once a day?  I usually run at 1350 - 1500 rpms depending on conditions.  

Joerg Esdorn
A55 Kincsem
Currently at Marina di Ragusa, Sicily


Re: genoa furler screws working loose

Gary Wells
 
Edited

Same with ours but I first had it done in the BVIs after the rivet holes were getting elongated.  

Then, in Martinique in 2016 they placed the backing pieces and switched me out from hex head bolts to theAllen head ones.

I've had to tighten them two or three times in 3 years. I don't use locktite but I have used the tef-gel ... not sure why except that I'd rather have to "tend to torque" and avoid any dissimilar metals problems. 


Gary W.
SM 299, Adagio
Martinique (again) 


Re: Diesel Class

karkauai
 

Hi Barbara,  that puts us at 9 + (6 boats with three couples)interested so far.  Two have Perkins, two have Yanmar 4JH series, and two have Volvo TMD22s.  I doubt we’d be lucky enough to find a class with all three engines available, but I guess the Perkins and Volvo are very similar??  If the class cannot be offered with your engine, are you still interested?
Kent & Iris

Kent Robertson
S/V Kristy
USA cell: 828-234-6819

On Apr 8, 2019, at 4:08 PM, Barbara Stringfellow <bb16negri@...> wrote:

Hi, We are 2 coming from Italy. Available July but not August or September. Our motor is Perkins 4154. Our goals are trouble shooting, repairs, etc. Thanks


Re: Diesel Class

Barbara Stringfellow <bb16negri@...>
 

Hi, We are 2 coming from Italy. Available July but not August or September. Our motor is Perkins 4154. Our goals are trouble shooting, repairs, etc. Thanks


Re: Diesel Class

karkauai
 

Thanks, JP!

Kent Robertson
S/V Kristy
USA cell: 828-234-6819

On Apr 8, 2019, at 10:58 AM, Germain Jean-Pierre <jp.germain45@...> wrote:

Hi Gang,

From a good friend, superb diesel wrenched, the Volvo is a rebranded/repainted Perkins M80T.

If the class providers can arrange a Volvo, all should go well.

Lovely initiative regarding engine classes.  Can’t make it though

Cheers,

Jean-Pierre, SY Eleuthera, SM007

On 9 Apr 2019, at 02:53, karkauai via Groups.Io <karkauai@...> wrote:

Hi Arlo,
So far I have 6 interested and one 75%.  Three have the Volvo TMD22, two have Yanmars, and you with the Perkins.  I doubt we’d be lucky enough to find a class with all three engines (or even two) available.  I’ll ask about the Perkins, and if anyone has it I’ll let you know.

Kent Robertson
S/V Kristy
USA cell: 828-234-6819

On Apr 8, 2019, at 10:32 AM, Arlo <svplanb@...> wrote:

I would be interested in a the class if they have my engine, the perkins 4-236M. Interest level is everything from routine maintenance to repair. As long as its in the U.S. I can make most dates work given a few weeks notice. Just need to avoid the last week of June and last week.of September.


Leece Neville/Prestolite: 8SC3009ZA // 8SC3157V 24v 175A, 8SC/SCJ-series alternator

David Vogel
 

Greetings all,

I have been reviewing my SPARES holding in preparation for a few years out there in the South Pacific, and updating my current reference material.

Below, condensed information / brief data sheet for the high-output alternator fitted to many SMs and, no doubt, other marques.

I know that this info (below) is mostly lifted straight from the Presolite website, but it may also be useful to have this in-forum. Rationale: I download the emails (from both the old and new forum), and have them stored locally off-line for easy searching and access for when I am off-line, having discovered during my first two years ownership-whilst-cruising that, often, when one most needs this info, is also the time when you're in a remote area (no internet), or the internet / WiFi / cellphone connection decides to 'go out / become intermittent'.

Blue skies,

David
SM#396/Perigee
Panama (temporarily with good internet)

++++
Data sheet: Leece Neville/Prestolite 24v 175A, 8SC/SCJ-series alternator with an inbuilt regulator

This series of alternators is generally utilised for Heavy Duty Truck, Marine, Air Conditioning, Off Highway, Agriculture, and Construction applications.

List Price: $1,292.79
Website Only Price: $701.40
Weight: 30 lb

Original Model Number 8SC3009ZA is discontinued, superseded by 8SC3157V
http://www.prestolite.com/pgs_products/specs.php?item_detail_id=841&item=8SC3009ZA

Voltage regulator: OEM part number 8RL3021 / 105-351 has been superseded by p/n 8RL3024S.
Brush box replacement: K185103972S.

http://www.prestolite.com/pgs_contact/

+++++
Product Specifications
Spec Value
Item number 8SC3157V
Sales number N/A
Series number 8SC/SCJ
System voltage 24
Output 175
Mounting style J180
Dimensions in INCHES
Rotation CLOCKWISE
Housing coating RAW
UL Approved No
Mounting bolt size .505-.520
Mounting ear size 1/2-13
Mounting holes 3
Positive stud size 5/16-24
Negative stud size 1/4-28
Rectifier location INTERNAL
Shaft diameter 7/8 INCH
Excitation type  
Regulator location Integral
Regulator number 8RL3136
Diode trio Yes
Pulley included No
Lamp driver No
Adjustable regulator No
Remote sense No
Smart check No
Batteryless No
 
National stocking number (8SC3009ZA): 6115-01-448-2953

Various Publications
Application Information: http://www.prestolite.com/pgs_products/app_guide_per_part.php?pei_part_ref=8SC3009ZA
Cross Reference Information: http://www.prestolite.com/pgs_products/xref_per_part.php?pei_part_ref=8SC3009ZA
Brochure: PP1140_8sc.pdf ( 587K )

8SC-SCJ Maintenance Manual: http://www.prestolite.com/literature/tech/alts/TSM1002_8SC-SCJ_Maintenance_Manual.pdf (6.5 mb)

Parts Breakdown: http://www.prestolite.com/images_alts/partslist/SP1017_8SC-SCJ_parts_list-web.pdf ( 4557K )

Service parts list for the 8SC-SCJ series alternators: http://www.prestolite.com/literature/tech/alts/partslist/SP1017_8SC-SCJ_parts_list-web.pdf (1.6 mb)

Hardware kit for 8SC-SCJ series alternators: http://www.prestolite.com/literature/tech/alts/TSB-3018_8SC-SCJ_hardware.pdf (599 kb)

PP1113_AG_Const: http://www.prestolite.com/literature/alts/PP1113_AG_Const.pdf ( 259K )

Bearing Change procedure for the 8SC/SCJ series alternators overhaul kit. http://www.prestolite.com/literature/tech/alts/TSB-1105%208SC_SCJ%20Bearing%20Change.pdf (3.6 mb)

Technical Service bulletin for the changing of the brushes for the 8SC and SCJ alternators. http://www.prestolite.com/literature/tech/alts/TSB-1167_%208SC_SCJ%20brush%20change.pdf (103 kb)

http://www.prestolite.com/ literature/tech/alts/TSB-1041_ regulator_field_service.pdf

https://www.ase-supply.com/Leece_Neville_110_258_24V_175_amp_ALTERNATOR_p/mo-110-258.htm
 
Prestolite Electric Inc. // Leece-Neville Heavy Duty Systems
Global Headquarters
30120 Hudson Drive
Novi, MI 48377 Phone: 1-866-463-7078
Fax: (248) 863-2341
 
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Phone: (585) 492-1700
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Phone: (859) 525-8801
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Customer Service
   for any customer-related services
US Aftermarket Customers
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Toll free: (800) 354-0560
Phone: (859) 525-8801
 
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Arcade, NY USA
Phone: (585) 492-1700
Fax: (585) 492-1660

Suppliers
https://www.ase-supply.com/Leece_Neville_110_258_24V_175_amp_ALTERNATOR_p/mo-110-258.htm
http://www.prestolite.com/pgs_products/specs.php?item_detail_id=34092&item=8SC3157V&product=Alternator
   Looking for a sales or customer service representative?
     Download our US territories map (pdf)

Technical Service
   connect directly to our tech service group
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    North America Warranty
Toll free: (800) 428-5061

Help available on-line
   your question may have already been answered!
Check out the forum for answers to common (and not-so-common) questions on any of these topics:

* • Customer service ◦ Purchasing
* Pricing
* RFQ's
* Warranty info
* Website issues • Product support ◦ Alternators
* Starter Motors
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   You can send an e-mail to our general account, and someone will read it:
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 Website Contacts
   well, if you've made it this far you can always try the website guys:
 
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Website / Database Programming 585.653.5436
rhaberer@prestolite.com

Cross-Reference Information
Company Part number
CATERPILLAR, INC. 490-3265
CATERPILLAR, INC. 509-8682
CUMMINS INC 3088320
DAIMLER TRUCKS NORTH AMERICA LN 8SC3157V
EUROPART MATERIALS GMBH 5240083157
INTERNATIONAL TRUCK & ENGINE LN8SC3157V
KOMATSU AMERICA INTL CO PB6876
MTU AMERICA INC 23520958
NORTHERN LIGHTS INC 22-40609
PAN PACIFIC 64-004
UNITED AUTO ELECTRICAL VG258G
VOLVO NORTH AMERICAN CORP. LN 8SC3157V
EBERSPACHER SUTRAK 8869020000100


Re: Diesel Class

Germain Jean-Pierre
 

Hi Gang,

From a good friend, superb diesel wrenched, the Volvo is a rebranded/repainted Perkins M80T.

If the class providers can arrange a Volvo, all should go well.

Lovely initiative regarding engine classes.  Can’t make it though

Cheers,

Jean-Pierre, SY Eleuthera, SM007

On 9 Apr 2019, at 02:53, karkauai via Groups.Io <karkauai@...> wrote:

Hi Arlo,
So far I have 6 interested and one 75%.  Three have the Volvo TMD22, two have Yanmars, and you with the Perkins.  I doubt we’d be lucky enough to find a class with all three engines (or even two) available.  I’ll ask about the Perkins, and if anyone has it I’ll let you know.

Kent Robertson
S/V Kristy
USA cell: 828-234-6819

On Apr 8, 2019, at 10:32 AM, Arlo <svplanb@...> wrote:

I would be interested in a the class if they have my engine, the perkins 4-236M. Interest level is everything from routine maintenance to repair. As long as its in the U.S. I can make most dates work given a few weeks notice. Just need to avoid the last week of June and last week.of September.

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