|
Tilo,
Thanks for that. My guess is that about 3/4ths or more of all "repowered" Amels have been done without the Isolated Ground System. This will put your Amel at risk of losing the C-Drive. There have been several know cases of this and they were traced back to either a repower or a mechanic defeating the Isolated Ground System. This is something that I always look for when performing a Pre-Purchase Review.
If you choose to repower without an Isolated Ground System, at the very least add an additional 12-volt battery switch that disconnects the motor from the starting battery while it is not running.  | | CW Bill Rouse Amel Owners Yacht School | | | 720 Winnie, Galveston Island, Texas 77550 | |
|
Hi Chris,
The boat I bought (SM163) was recently repowered with a D2-75 by the previous owner, but the engine is not isolated. I spoke with the mechanic and asked him why he didn’t replace the engine with an isolated one. He had no idea what I was talking about. As I explained the principles and the specifics of the engine in an isolated installation, he said, “Oh, we only install those in aluminum boats.”
So it might be helpful when speaking with companies and installers to stipulate that you want it configured and installed as if it was in an aluminum boat.
Best,
Tilo Ambiente, SM163 Port Saint-Louis-du-Rhône Hello Chris,
Take a look at Solé Diesel Engines, a company of more than 100 years based in Spain (Barcelona). They use Mitsubishi base for more than 40 years and the engines are very simple and robust. I made a deep research and also a full revision with an independent specialized engine shop in La Rochelle on my boat (equipped with a Sole 55). I only had very good feedbacks.They are easy to get spare parts in the Med and are cheaper than Volvo .It could be a trustfull option.
Márcio
On 6 Nov 2022, at 09:50, Christian Dietz < cd@...> wrote:
Hello to the group,
first of all a greetings for the nice forum and of course to the Amel community.
We are "old" Amel customers; 1975 acquired a Kirk and then 1992 a Santorin. Greetings also to Olivier Beaute (who I met 1st time April 1992).
On the / my subject. It's about a repowering of our Santorin. The Perkisn is dead. I am thinking of a Volvo Penta D2-60 (possibly also D2-75). I ask myself a few questions, which I'll put at the beginning. Details later (for those who don't want to read that much).
To 1.) Has anyone ever installed one of these engines D2-60 or D2-75 in a Santorin?
To 2.) Can the C-drive of the Santorin (built in 1992) handle 60 HP or 75 HP or the higher torques?
To 3.) Do you have any ideas for a larger propeller with a pitch of, for example, 16 or 18 inches and a diameter of 21 inches?
To 4.) Fixed propeller versus folding propeller. Is there any reliable experience at all as to how much loss of speed the fixed-pitch propeller really produces? I do not think so. I will remain with a fixed version.
To 5.) Maybe someone has an idea how to get a new Volvo Penta D2-60/75 for a fair price? Boat in Spain. Invoice address in Germany. … …
To 6). Corrosion issue... Electrical zero point. Special Amel theme. Does something speak against a new Volvo Penta D2-50/60/75?
To the details, to my thoughts:
0. The 1992 Santorin serial number 066 is the standard version, i.e. Perkins Prima M50, with the newer gearbox (the first models had something different) and with a standard propeller (fixed-pitch propeller, which is also used as a shaft generator). The propeller is probably: L = left turning , 19= 19 inch diameter, 14 = 14 inch forward way with one turn. The boat is locate today in Barcelona (Spain).
1. Since we only drive in the Mediterranean, the Volvo Penta D2 is definitely an option (although this engine is not cheap). Since we don't do long journeys, a turbo is also an option (if we were going to do big ocean crossings, certainly not necessarily, certainly without Turbo better). The D2 is ideal for mounting the engine because the mounting dimensions are identical to the Perkins. And Volvo Penta service / parts are everywhere in our region. Has anyone ever fitted one of these Volvo Penta D2-60 or D2-75 engines?
2. We are trending towards D2-60. D2-75 is just an option. Both engines have significantly more power. We'd like the new engine of course! but operate / operating at correspondingly lower speeds. !! As far as I've understood so far, the drives (C-Drive) of the Santorin and the Super Maramu are technically and dimensionally identical. The Super Marama from years of construction ~ 1992 had 60 or 75 HP. Can the C-Drive of the 1992 Santorin handle 60 HP or 75 HP?
3. We would then want to match the propeller to the new motor. We are currently sailing at 2,100 rpm with about 6 knots in smooth sea and new antifouling. Even on longer distances we never drive higher than 2,200 maximum 2,300. Let's take 2,200. The D2-50 would have 40 HP at 2,200. The D2-60 would have that 40 HP at 1,700. The D2-75 would have that 40 HP at 1,400. However, I can still extrapolate this one to one. (... not like in a passenger car either; the power is in reserve...) I could imagine 20% more incline. For the D2-60, I would imagine increasing the propeller pitch to 16 inches (114%) or 18 inches (129%) with a 21 inch diameter. We would then drive at a considerably lower speed, the load (revolutions per minute) would be lower, the torque load NM would of course be the same). Do you have any ideas for a larger propeller with a pitch of 16 or 18 inches and a diameter of 21 inches, for example?
4. Fixed-pitch propeller with shaft generator or folding propeller? In principle, the fixed-pitch propeller with shaft generator is a good idea. This has also worked well for us. However, if you don't drive much, we let the engine run for 1 or 1.5 hours every day; enough electric power and hot water. We also don't think that the fixed pitch propeller means too much loss of speed when sailing, at 4, 5 or 6 knots. Is there any reliable experience at all as to how much loss of speed the fixed-pitch propeller really produces?
5. The prices for the new engine are very different, sometimes exorbitant, especially in Germany and Spain. Maybe someone has an idea how to get a new Volvo Penta D2-60/75 for a fair price?
6. On the topic of electronics and the special Amel wiring. I have read this. Hopefully I understand, hopefully. I think this can also be done with the Volvo Penta D2-50/60/75. Hello Bill Rouse, I know this is your topic. Does something speak against a new Volvo Penta D2-50/60/75? (By the way. Bill Rouse. Thank you very much for your moderation and your many helpful hints. !!!)
Thank you ALL for your time and always have a good time wherever you are.
Best regards
Chris
-- Sans Souci Santorin #066
|
|
|
Tilo & Jeannette Peters
Hi Chris,
The boat I bought (SM163) was recently repowered with a D2-75 by the previous owner, but the engine is not isolated. I spoke with the mechanic and asked him why he didn’t replace the engine with an isolated one. He had no idea what I was talking about. As I explained the principles and the specifics of the engine in an isolated installation, he said, “Oh, we only install those in aluminum boats.”
So it might be helpful when speaking with companies and installers to stipulate that you want it configured and installed as if it was in an aluminum boat.
Best,
Tilo Ambiente, SM163 Port Saint-Louis-du-Rhône
On 6 Nov 2022, at 03:38, Márcio Branco <marciogcbranco@...> wrote:
Hello Chris,
Take a look at Solé Diesel Engines, a company of more than 100 years based in Spain (Barcelona). They use Mitsubishi base for more than 40 years and the engines are very simple and robust. I made a deep research and also a full revision with an independent specialized engine shop in La Rochelle on my boat (equipped with a Sole 55). I only had very good feedbacks.They are easy to get spare parts in the Med and are cheaper than Volvo .It could be a trustfull option.
https://www.solediesel.com/en/history-sole-diesel
Márcio
On 6 Nov 2022, at 09:50, Christian Dietz <cd@...> wrote:
Hello to the group,
first of all a greetings for the nice forum and of course to the Amel community.
We are "old" Amel customers; 1975 acquired a Kirk and then 1992 a Santorin. Greetings also to Olivier Beaute (who I met 1st time April 1992).
On the / my subject. It's about a repowering of our Santorin. The Perkisn is dead. I am thinking of a Volvo Penta D2-60 (possibly also D2-75). I ask myself a few questions, which I'll put at the beginning. Details later (for those who don't want to read that much).
To 1.) Has anyone ever installed one of these engines D2-60 or D2-75 in a Santorin?
To 2.) Can the C-drive of the Santorin (built in 1992) handle 60 HP or 75 HP or the higher torques?
To 3.) Do you have any ideas for a larger propeller with a pitch of, for example, 16 or 18 inches and a diameter of 21 inches?
To 4.) Fixed propeller versus folding propeller. Is there any reliable experience at all as to how much loss of speed the fixed-pitch propeller really produces? I do not think so. I will remain with a fixed version.
To 5.) Maybe someone has an idea how to get a new Volvo Penta D2-60/75 for a fair price? Boat in Spain. Invoice address in Germany. … …
To 6). Corrosion issue... Electrical zero point. Special Amel theme. Does something speak against a new Volvo Penta D2-50/60/75?
To the details, to my thoughts:
0. The 1992 Santorin serial number 066 is the standard version, i.e. Perkins Prima M50, with the newer gearbox (the first models had something different) and with a standard propeller (fixed-pitch propeller, which is also used as a shaft generator). The propeller is probably: L = left turning , 19= 19 inch diameter, 14 = 14 inch forward way with one turn. The boat is locate today in Barcelona (Spain).
1. Since we only drive in the Mediterranean, the Volvo Penta D2 is definitely an option (although this engine is not cheap). Since we don't do long journeys, a turbo is also an option (if we were going to do big ocean crossings, certainly not necessarily, certainly without Turbo better). The D2 is ideal for mounting the engine because the mounting dimensions are identical to the Perkins. And Volvo Penta service / parts are everywhere in our region. Has anyone ever fitted one of these Volvo Penta D2-60 or D2-75 engines?
2. We are trending towards D2-60. D2-75 is just an option. Both engines have significantly more power. We'd like the new engine of course! but operate / operating at correspondingly lower speeds. !! As far as I've understood so far, the drives (C-Drive) of the Santorin and the Super Maramu are technically and dimensionally identical. The Super Marama from years of construction ~ 1992 had 60 or 75 HP. Can the C-Drive of the 1992 Santorin handle 60 HP or 75 HP?
3. We would then want to match the propeller to the new motor. We are currently sailing at 2,100 rpm with about 6 knots in smooth sea and new antifouling. Even on longer distances we never drive higher than 2,200 maximum 2,300. Let's take 2,200. The D2-50 would have 40 HP at 2,200. The D2-60 would have that 40 HP at 1,700. The D2-75 would have that 40 HP at 1,400. However, I can still extrapolate this one to one. (... not like in a passenger car either; the power is in reserve...) I could imagine 20% more incline. For the D2-60, I would imagine increasing the propeller pitch to 16 inches (114%) or 18 inches (129%) with a 21 inch diameter. We would then drive at a considerably lower speed, the load (revolutions per minute) would be lower, the torque load NM would of course be the same). Do you have any ideas for a larger propeller with a pitch of 16 or 18 inches and a diameter of 21 inches, for example?
4. Fixed-pitch propeller with shaft generator or folding propeller? In principle, the fixed-pitch propeller with shaft generator is a good idea. This has also worked well for us. However, if you don't drive much, we let the engine run for 1 or 1.5 hours every day; enough electric power and hot water. We also don't think that the fixed pitch propeller means too much loss of speed when sailing, at 4, 5 or 6 knots. Is there any reliable experience at all as to how much loss of speed the fixed-pitch propeller really produces?
5. The prices for the new engine are very different, sometimes exorbitant, especially in Germany and Spain. Maybe someone has an idea how to get a new Volvo Penta D2-60/75 for a fair price?
6. On the topic of electronics and the special Amel wiring. I have read this. Hopefully I understand, hopefully. I think this can also be done with the Volvo Penta D2-50/60/75. Hello Bill Rouse, I know this is your topic. Does something speak against a new Volvo Penta D2-50/60/75? (By the way. Bill Rouse. Thank you very much for your moderation and your many helpful hints. !!!)
Thank you ALL for your time and always have a good time wherever you are.
Best regards
Chris
-- Sans Souci Santorin #066
|
|
|
Hello Chris,
Take a look at Solé Diesel Engines, a company of more than 100 years based in Spain (Barcelona). They use Mitsubishi base for more than 40 years and the engines are very simple and robust. I made a deep research and also a full revision with an independent specialized engine shop in La Rochelle on my boat (equipped with a Sole 55). I only had very good feedbacks.They are easy to get spare parts in the Med and are cheaper than Volvo .It could be a trustfull option.
https://www.solediesel.com/en/history-sole-diesel
On 6 Nov 2022, at 09:50, Christian Dietz <cd@...> wrote:
Hello to the group,
first of all a greetings for the nice forum and of course to the Amel community.
We are "old" Amel customers; 1975 acquired a Kirk and then 1992 a Santorin. Greetings also to Olivier Beaute (who I met 1st time April 1992).
On the / my subject. It's about a repowering of our Santorin. The Perkisn is dead. I am thinking of a Volvo Penta D2-60 (possibly also D2-75). I ask myself a few questions, which I'll put at the beginning. Details later (for those who don't want to read that much).
To 1.) Has anyone ever installed one of these engines D2-60 or D2-75 in a Santorin?
To 2.) Can the C-drive of the Santorin (built in 1992) handle 60 HP or 75 HP or the higher torques?
To 3.) Do you have any ideas for a larger propeller with a pitch of, for example, 16 or 18 inches and a diameter of 21 inches?
To 4.) Fixed propeller versus folding propeller. Is there any reliable experience at all as to how much loss of speed the fixed-pitch propeller really produces? I do not think so. I will remain with a fixed version.
To 5.) Maybe someone has an idea how to get a new Volvo Penta D2-60/75 for a fair price? Boat in Spain. Invoice address in Germany. … …
To 6). Corrosion issue... Electrical zero point. Special Amel theme. Does something speak against a new Volvo Penta D2-50/60/75?
To the details, to my thoughts:
0. The 1992 Santorin serial number 066 is the standard version, i.e. Perkins Prima M50, with the newer gearbox (the first models had something different) and with a standard propeller (fixed-pitch propeller, which is also used as a shaft generator). The propeller is probably: L = left turning , 19= 19 inch diameter, 14 = 14 inch forward way with one turn. The boat is locate today in Barcelona (Spain).
1. Since we only drive in the Mediterranean, the Volvo Penta D2 is definitely an option (although this engine is not cheap). Since we don't do long journeys, a turbo is also an option (if we were going to do big ocean crossings, certainly not necessarily, certainly without Turbo better). The D2 is ideal for mounting the engine because the mounting dimensions are identical to the Perkins. And Volvo Penta service / parts are everywhere in our region. Has anyone ever fitted one of these Volvo Penta D2-60 or D2-75 engines?
2. We are trending towards D2-60. D2-75 is just an option. Both engines have significantly more power. We'd like the new engine of course! but operate / operating at correspondingly lower speeds. !! As far as I've understood so far, the drives (C-Drive) of the Santorin and the Super Maramu are technically and dimensionally identical. The Super Marama from years of construction ~ 1992 had 60 or 75 HP. Can the C-Drive of the 1992 Santorin handle 60 HP or 75 HP?
3. We would then want to match the propeller to the new motor. We are currently sailing at 2,100 rpm with about 6 knots in smooth sea and new antifouling. Even on longer distances we never drive higher than 2,200 maximum 2,300. Let's take 2,200. The D2-50 would have 40 HP at 2,200. The D2-60 would have that 40 HP at 1,700. The D2-75 would have that 40 HP at 1,400. However, I can still extrapolate this one to one. (... not like in a passenger car either; the power is in reserve...) I could imagine 20% more incline. For the D2-60, I would imagine increasing the propeller pitch to 16 inches (114%) or 18 inches (129%) with a 21 inch diameter. We would then drive at a considerably lower speed, the load (revolutions per minute) would be lower, the torque load NM would of course be the same). Do you have any ideas for a larger propeller with a pitch of 16 or 18 inches and a diameter of 21 inches, for example?
4. Fixed-pitch propeller with shaft generator or folding propeller? In principle, the fixed-pitch propeller with shaft generator is a good idea. This has also worked well for us. However, if you don't drive much, we let the engine run for 1 or 1.5 hours every day; enough electric power and hot water. We also don't think that the fixed pitch propeller means too much loss of speed when sailing, at 4, 5 or 6 knots. Is there any reliable experience at all as to how much loss of speed the fixed-pitch propeller really produces?
5. The prices for the new engine are very different, sometimes exorbitant, especially in Germany and Spain. Maybe someone has an idea how to get a new Volvo Penta D2-60/75 for a fair price?
6. On the topic of electronics and the special Amel wiring. I have read this. Hopefully I understand, hopefully. I think this can also be done with the Volvo Penta D2-50/60/75. Hello Bill Rouse, I know this is your topic. Does something speak against a new Volvo Penta D2-50/60/75? (By the way. Bill Rouse. Thank you very much for your moderation and your many helpful hints. !!!)
Thank you ALL for your time and always have a good time wherever you are.
Best regards
Chris
-- Sans Souci Santorin #066
|
|
|
Hi Christian I have a santorin number 41. 1991
It had the Perkins 50 which I replaced with a Volvo D2 50. The motor is identical to the Perkins so easy to install. We had to increase the diameter of the water outlet to comply with the Volvo spec and to maintain their guarantee
We get more grunt from the Volvo than we had from the Perkins and it seemed working on the rule of thumb of 4 hp per tonne the 50 hp engine was more than enough for a displacement hull
The d2 motor has less hanging off it than the Perkins ands chain driven water pump.
Don’t see the point of more horse power. Using it will get you moving a bit faster but suck your stern down and soak up more diesel
Best
On 6/11/2022, at 12:23 PM, Mark Erdos <mcerdos@...> wrote:
Have you considered a
Beta Marine Diesel engine? If I were in your shoes, I would
avoid anything where a laptop or special diagnostic equipment
is needed, or the engine just shuts down because it's unhappy
with something. This is especially true if you plan to sail to
remote places in the coming years.
Also, I am of the
opinion that turbochargers have no place on a sailboat.
With best
regards,
Mark
Skipper
Sailing Vessel -
Cream Puff - SM2K - #275
Currently
cruising - Tahiti, French Polynesia
www.creampuff.us
On 11/5/2022 12:50 PM, Christian Dietz
wrote:
Hello to the group,
first of all a
greetings for the nice forum and of course to the Amel
community.
We are "old" Amel customers; 1975 acquired a Kirk and then
1992 a Santorin. Greetings also to Olivier Beaute (who I met
1st time April 1992).
On the / my subject.
It's about a repowering of our Santorin. The Perkisn is dead.
I am thinking of a Volvo Penta D2-60 (possibly also D2-75). I
ask myself a few questions, which I'll put at the beginning.
Details later (for those who don't want to read that much).
To 1.) Has anyone ever
installed one of these engines D2-60 or D2-75 in a Santorin?
To 2.) Can the C-drive
of the Santorin (built in 1992) handle 60 HP or 75 HP or the
higher torques?
To 3.) Do you have any
ideas for a larger propeller with a pitch of, for example, 16
or 18 inches and a diameter of 21 inches?
To 4.) Fixed propeller
versus folding propeller. Is there any reliable experience at
all as to how much loss of speed the fixed-pitch propeller
really produces? I do not think so. I will remain with a fixed
version.
To 5.) Maybe someone
has an idea how to get a new Volvo Penta D2-60/75 for a fair
price? Boat in Spain. Invoice address in Germany. … …
To 6). Corrosion
issue... Electrical zero point. Special Amel theme. Does
something speak against a new Volvo Penta D2-50/60/75?
To the details, to my
thoughts:
0. The 1992 Santorin
serial number 066 is the standard version, i.e. Perkins Prima
M50, with the newer gearbox (the first models had something
different) and with a standard propeller (fixed-pitch
propeller, which is also used as a shaft generator). The
propeller is probably: L = left turning , 19= 19 inch
diameter, 14 = 14 inch forward way with one turn. The boat is
locate today in Barcelona (Spain).
1. Since we only drive
in the Mediterranean, the Volvo Penta D2 is definitely an
option (although this engine is not cheap). Since we don't do
long journeys, a turbo is also an option (if we were going to
do big ocean crossings, certainly not necessarily, certainly
without Turbo better). The D2 is ideal for mounting the engine
because the mounting dimensions are identical to the Perkins.
And Volvo Penta service / parts are everywhere in our region.
Has anyone ever fitted one of these Volvo Penta D2-60 or D2-75
engines?
2. We are trending
towards D2-60. D2-75 is just an option. Both engines have
significantly more power. We'd like the new engine of course!
but operate / operating at correspondingly lower speeds. !! As
far as I've understood so far, the drives (C-Drive) of the
Santorin and the Super Maramu are technically and
dimensionally identical. The Super Marama from years of
construction ~ 1992 had 60 or 75 HP. Can the C-Drive of the
1992 Santorin handle 60 HP or 75 HP?
3. We would then want
to match the propeller to the new motor. We are currently
sailing at 2,100 rpm with about 6 knots in smooth sea and new
antifouling. Even on longer distances we never drive higher
than 2,200 maximum 2,300. Let's take 2,200. The D2-50 would
have 40 HP at 2,200. The D2-60 would have that 40 HP at 1,700.
The D2-75 would have that 40 HP at 1,400. However, I can still
extrapolate this one to one. (... not like in a passenger car
either; the power is in reserve...) I could imagine 20% more
incline. For the D2-60, I would imagine increasing the
propeller pitch to 16 inches (114%) or 18 inches (129%) with a
21 inch diameter. We would then drive at a considerably lower
speed, the load (revolutions per minute) would be lower, the
torque load NM would of course be the same). Do you have any
ideas for a larger propeller with a pitch of 16 or 18 inches
and a diameter of 21 inches, for example?
4. Fixed-pitch
propeller with shaft generator or folding propeller? In
principle, the fixed-pitch propeller with shaft generator is a
good idea. This has also worked well for us. However, if you
don't drive much, we let the engine run for 1 or 1.5 hours
every day; enough electric power and hot water. We also don't
think that the fixed pitch propeller means too much loss of
speed when sailing, at 4, 5 or 6 knots. Is there any reliable
experience at all as to how much loss of speed the fixed-pitch
propeller really produces?
5. The prices for the
new engine are very different, sometimes exorbitant,
especially in Germany and Spain. Maybe someone has an idea how
to get a new Volvo Penta D2-60/75 for a fair price?
6. On the topic of
electronics and the special Amel wiring. I have read this.
Hopefully I understand, hopefully. I think this can also be
done with the Volvo Penta D2-50/60/75. Hello Bill Rouse, I
know this is your topic. Does something speak against a new
Volvo Penta D2-50/60/75? (By the way. Bill Rouse. Thank you
very much for your moderation and your many helpful hints.
!!!)
Thank you ALL for your
time and always have a good time wherever you are.
Best regards
Chris
--
Sans Souci
Santorin #066
|
|
|
Mark Erdos
Have you considered a
Beta Marine Diesel engine? If I were in your shoes, I would
avoid anything where a laptop or special diagnostic equipment
is needed, or the engine just shuts down because it's unhappy
with something. This is especially true if you plan to sail to
remote places in the coming years.
Also, I am of the
opinion that turbochargers have no place on a sailboat.
With best
regards,
Mark
Skipper
Sailing Vessel -
Cream Puff - SM2K - #275
Currently
cruising - Tahiti, French Polynesia
www.creampuff.us
On 11/5/2022 12:50 PM, Christian Dietz
wrote:
toggle quoted message
Show quoted text
Hello to the group,
first of all a
greetings for the nice forum and of course to the Amel
community.
We are "old" Amel customers; 1975 acquired a Kirk and then
1992 a Santorin. Greetings also to Olivier Beaute (who I met
1st time April 1992).
On the / my subject.
It's about a repowering of our Santorin. The Perkisn is dead.
I am thinking of a Volvo Penta D2-60 (possibly also D2-75). I
ask myself a few questions, which I'll put at the beginning.
Details later (for those who don't want to read that much).
To 1.) Has anyone ever
installed one of these engines D2-60 or D2-75 in a Santorin?
To 2.) Can the C-drive
of the Santorin (built in 1992) handle 60 HP or 75 HP or the
higher torques?
To 3.) Do you have any
ideas for a larger propeller with a pitch of, for example, 16
or 18 inches and a diameter of 21 inches?
To 4.) Fixed propeller
versus folding propeller. Is there any reliable experience at
all as to how much loss of speed the fixed-pitch propeller
really produces? I do not think so. I will remain with a fixed
version.
To 5.) Maybe someone
has an idea how to get a new Volvo Penta D2-60/75 for a fair
price? Boat in Spain. Invoice address in Germany. … …
To 6). Corrosion
issue... Electrical zero point. Special Amel theme. Does
something speak against a new Volvo Penta D2-50/60/75?
To the details, to my
thoughts:
0. The 1992 Santorin
serial number 066 is the standard version, i.e. Perkins Prima
M50, with the newer gearbox (the first models had something
different) and with a standard propeller (fixed-pitch
propeller, which is also used as a shaft generator). The
propeller is probably: L = left turning , 19= 19 inch
diameter, 14 = 14 inch forward way with one turn. The boat is
locate today in Barcelona (Spain).
1. Since we only drive
in the Mediterranean, the Volvo Penta D2 is definitely an
option (although this engine is not cheap). Since we don't do
long journeys, a turbo is also an option (if we were going to
do big ocean crossings, certainly not necessarily, certainly
without Turbo better). The D2 is ideal for mounting the engine
because the mounting dimensions are identical to the Perkins.
And Volvo Penta service / parts are everywhere in our region.
Has anyone ever fitted one of these Volvo Penta D2-60 or D2-75
engines?
2. We are trending
towards D2-60. D2-75 is just an option. Both engines have
significantly more power. We'd like the new engine of course!
but operate / operating at correspondingly lower speeds. !! As
far as I've understood so far, the drives (C-Drive) of the
Santorin and the Super Maramu are technically and
dimensionally identical. The Super Marama from years of
construction ~ 1992 had 60 or 75 HP. Can the C-Drive of the
1992 Santorin handle 60 HP or 75 HP?
3. We would then want
to match the propeller to the new motor. We are currently
sailing at 2,100 rpm with about 6 knots in smooth sea and new
antifouling. Even on longer distances we never drive higher
than 2,200 maximum 2,300. Let's take 2,200. The D2-50 would
have 40 HP at 2,200. The D2-60 would have that 40 HP at 1,700.
The D2-75 would have that 40 HP at 1,400. However, I can still
extrapolate this one to one. (... not like in a passenger car
either; the power is in reserve...) I could imagine 20% more
incline. For the D2-60, I would imagine increasing the
propeller pitch to 16 inches (114%) or 18 inches (129%) with a
21 inch diameter. We would then drive at a considerably lower
speed, the load (revolutions per minute) would be lower, the
torque load NM would of course be the same). Do you have any
ideas for a larger propeller with a pitch of 16 or 18 inches
and a diameter of 21 inches, for example?
4. Fixed-pitch
propeller with shaft generator or folding propeller? In
principle, the fixed-pitch propeller with shaft generator is a
good idea. This has also worked well for us. However, if you
don't drive much, we let the engine run for 1 or 1.5 hours
every day; enough electric power and hot water. We also don't
think that the fixed pitch propeller means too much loss of
speed when sailing, at 4, 5 or 6 knots. Is there any reliable
experience at all as to how much loss of speed the fixed-pitch
propeller really produces?
5. The prices for the
new engine are very different, sometimes exorbitant,
especially in Germany and Spain. Maybe someone has an idea how
to get a new Volvo Penta D2-60/75 for a fair price?
6. On the topic of
electronics and the special Amel wiring. I have read this.
Hopefully I understand, hopefully. I think this can also be
done with the Volvo Penta D2-50/60/75. Hello Bill Rouse, I
know this is your topic. Does something speak against a new
Volvo Penta D2-50/60/75? (By the way. Bill Rouse. Thank you
very much for your moderation and your many helpful hints.
!!!)
Thank you ALL for your
time and always have a good time wherever you are.
Best regards
Chris
--
Sans Souci
Santorin #066
|
|
|
I do not have specific experience with that engine, but have a couple comments you might find useful.
You CAN use a shaft generator with a feathering propeller like a MaxProp. All you have to do is put the engine in reverse before turning it off. It then does not feather, and will drive a shaft generator. If you always use a shaft generator when sailing, then a feathering prop would not be a useful upgrade.
Having an isolated ground engine is vital to the integrity of your boat’s bonding system. Volvo should be able to supply such an engine.
Be careful about enlarging the diameter of the propeller. It is very easy to develop interferences that will cause problems.
Bill Kinney
SM160, Harmonie
Tyrell Bay, Carriacou, Grenada.
http://www.cruisingconsulting.com
|
|
|
Hello to the group,
first of all a greetings for the nice forum and of course to the Amel community.
We are "old" Amel customers; 1975 acquired a Kirk and then 1992 a Santorin. Greetings also to Olivier Beaute (who I met 1st time April 1992).
On the / my subject. It's about a repowering of our Santorin. The Perkisn is dead. I am thinking of a Volvo Penta D2-60 (possibly also D2-75). I ask myself a few questions, which I'll put at the beginning. Details later (for those who don't want to read that much).
To 1.) Has anyone ever installed one of these engines D2-60 or D2-75 in a Santorin?
To 2.) Can the C-drive of the Santorin (built in 1992) handle 60 HP or 75 HP or the higher torques?
To 3.) Do you have any ideas for a larger propeller with a pitch of, for example, 16 or 18 inches and a diameter of 21 inches?
To 4.) Fixed propeller versus folding propeller. Is there any reliable experience at all as to how much loss of speed the fixed-pitch propeller really produces? I do not think so. I will remain with a fixed version.
To 5.) Maybe someone has an idea how to get a new Volvo Penta D2-60/75 for a fair price? Boat in Spain. Invoice address in Germany. … …
To 6). Corrosion issue... Electrical zero point. Special Amel theme. Does something speak against a new Volvo Penta D2-50/60/75?
To the details, to my thoughts:
0. The 1992 Santorin serial number 066 is the standard version, i.e. Perkins Prima M50, with the newer gearbox (the first models had something different) and with a standard propeller (fixed-pitch propeller, which is also used as a shaft generator). The propeller is probably: L = left turning , 19= 19 inch diameter, 14 = 14 inch forward way with one turn. The boat is locate today in Barcelona (Spain).
1. Since we only drive in the Mediterranean, the Volvo Penta D2 is definitely an option (although this engine is not cheap). Since we don't do long journeys, a turbo is also an option (if we were going to do big ocean crossings, certainly not necessarily, certainly without Turbo better). The D2 is ideal for mounting the engine because the mounting dimensions are identical to the Perkins. And Volvo Penta service / parts are everywhere in our region. Has anyone ever fitted one of these Volvo Penta D2-60 or D2-75 engines?
2. We are trending towards D2-60. D2-75 is just an option. Both engines have significantly more power. We'd like the new engine of course! but operate / operating at correspondingly lower speeds. !! As far as I've understood so far, the drives (C-Drive) of the Santorin and the Super Maramu are technically and dimensionally identical. The Super Marama from years of construction ~ 1992 had 60 or 75 HP. Can the C-Drive of the 1992 Santorin handle 60 HP or 75 HP?
3. We would then want to match the propeller to the new motor. We are currently sailing at 2,100 rpm with about 6 knots in smooth sea and new antifouling. Even on longer distances we never drive higher than 2,200 maximum 2,300. Let's take 2,200. The D2-50 would have 40 HP at 2,200. The D2-60 would have that 40 HP at 1,700. The D2-75 would have that 40 HP at 1,400. However, I can still extrapolate this one to one. (... not like in a passenger car either; the power is in reserve...) I could imagine 20% more incline. For the D2-60, I would imagine increasing the propeller pitch to 16 inches (114%) or 18 inches (129%) with a 21 inch diameter. We would then drive at a considerably lower speed, the load (revolutions per minute) would be lower, the torque load NM would of course be the same). Do you have any ideas for a larger propeller with a pitch of 16 or 18 inches and a diameter of 21 inches, for example?
4. Fixed-pitch propeller with shaft generator or folding propeller? In principle, the fixed-pitch propeller with shaft generator is a good idea. This has also worked well for us. However, if you don't drive much, we let the engine run for 1 or 1.5 hours every day; enough electric power and hot water. We also don't think that the fixed pitch propeller means too much loss of speed when sailing, at 4, 5 or 6 knots. Is there any reliable experience at all as to how much loss of speed the fixed-pitch propeller really produces?
5. The prices for the new engine are very different, sometimes exorbitant, especially in Germany and Spain. Maybe someone has an idea how to get a new Volvo Penta D2-60/75 for a fair price?
6. On the topic of electronics and the special Amel wiring. I have read this. Hopefully I understand, hopefully. I think this can also be done with the Volvo Penta D2-50/60/75. Hello Bill Rouse, I know this is your topic. Does something speak against a new Volvo Penta D2-50/60/75? (By the way. Bill Rouse. Thank you very much for your moderation and your many helpful hints. !!!)
Thank you ALL for your time and always have a good time wherever you are.
Best regards
Chris
-- Sans Souci Santorin #066
|
|
|
