If you have any questions or comments about what we are doing - make them. Blaine tries to answer every one of them over coffee in the morning. It's kinda his thing and I personally think he enjoys it! So please keep him happy and make a comment.
Use airless paint spray..it works off of air pumps..very little paint spray..I supervised locomotive paint shop London ont for twenty years..I was also a spray painter by trade..love your videos
We are happy you are enjoying the channel. Thanks for the tip. Hopefully it will be a while before we do any painting again. We have certainly had our fill for a while!
Also, when masking things like wiring harnesses, using aluminum foil works well, and it's much easier to remove from such things than sticky masking tape.
The filtration system seems quite nice. I am tempted to add an FS20000 for a third filter for the lubricity benefits but I have not spoken with them about its merits. Seems like anything to increase lubricity in a modern common rail diesel would be worth it. I am so impressed with the fact that Tony has compiled his life of experience with marine diesel and posted it for the world to benefit from. Even experienced techs could learn a thing or two from there. Thanks for watching!
I can't believe I am going to have to give this one to Janis. I guess she is right sometimes 🤣. The shaft should be fine until we get the boat funds back up again. We will likely replace two more sections in Alaska. At that point they will all be perfect.
Your guys boat has had a lot of haywire in its life. What a pain to fix stuff that should have been done properly to start with. Proper electrical system on steel and aluminum boats is a must. Your zincs would be justa cooking then once they are gone the hull is taking the hit. Slow and steady along with a lot of patience when working on an old boat having deep pockets helps lol.
It's pretty crazy how much crap I have found and removed and I just keep finding more. Just like an old classic car that has gone through multiple owners with no proper maintenance. The engine room wiring is going to be my next big project. So far I have fixed any stray voltage issues or it seems. Hull zincs have lasted for 3.5 years and still look almost new so I am feeling confident there. Slow and steady seems to be working. Definitely no deep pockets here. We have to carefully budget for projects for sure. Would be nice to have more of a budget but we have what we have. Take care!
4500$ for 1 shift Wow. Save it if at all possible. Boats ate super expensive. How's the heat at the boat yard. It's crazy hot here in Burnaby. Also Blaine, sorry but Janis won. Roll over spray for that location for sure haha.
We have saved it for now. It will likely be replace on the next haulout when the budget has recovered a bit. I am getting the feeling Janis has won this one.
I’m just amazed at how much smaller the two new Cummins engines are, is that how far we’ve come in regards to power to weight and efficiency or am I missing something I see other boats far smaller in size than yours with huge engines about the same vintage just love your channel and the restoration process cheers from Australia
It is quite comical really. The new engines are definitely way more efficient in power to weight. Engineering has come a long way and they have figured out how to make engines last even in a much smaller package. Tons of Iron is no longer necessary to make them last. The engines also very much depend on the usage of the boat. Slow displacement or semi-displacement hull forms don't need much power to push. Back in the day when fuel was super cheap the mentality of bigger is better ruled everything. Even the slower boats got massive engines because back then high speed small displacement powerful diesel engines did not exist, at least no to the level they exist today. The Detroits were the go to because they were able to produce great power levels from their displacement. They were yesteryears high speed diesels and they had a really good run. One type of boat I like to point people toward when I am questioned about my sanity is the FPB 78. They are world renowned aluminum world cruisers. Pretty amazing pieces of engineering. They cross oceans easily and there are some really good photos as well as video of them cruising Antarctica. They weigh over 25% more than us, are 3ft wider and are a displacement vessel. They are powered by two 230HP Deere 6.8L common rail diesel engines. At the end of the day its not that the new high speed diesels are too small, its just that the old iron was just too big. Glad you are enjoying the channel!
We are fortunate to be right next to the washrooms at the yard. They also have great showers. The toilets aboard are only flushed once daily and are used sparingly. So far we haven't filled the tank however I imagine we are getting close. No treatment system yet but I have looked into them. Possibly in the future? Take care!
Hi Blaine, just wondering why you are having to make up the injector harnesses. Didn't those new Engines come with a complete ECM harness. I could see you having to make up a harness for the power feed to the ECM and the twisted CAN network J1939.
They did indeed come with harnesses and ecm's but these were originally truck engines from 2012 so the original harnesses were already 12 years old and filthy. They were also based around the truck sensor package which is completely different from what I am running for these now. There are sensors that are no longer needed and a few I will be running that the original engine never had such as turbocharger speed, wideband air/fuel sensor, EGT, etc. I am also running aftermarket laptop programmable ECM's as they allow me to much better integrate the engines into the boat and give me the flexibility to really make the whole system function better as a whole. The new units have user configurable CAN messaging so I can add data to my engine displays that is not typically availabe even on the j1939 stream. I decided it was easier just to build new harnesses. Besides, the new harnesses are considerably "cleaner" than the original harnesses. Thanks for watching!
Very interesting set up, will you be able to change your HP and torque rating also. No aftertreatment issues will make those Cummins worry free. Will the turbo be a fixed or Variable Geometry. Love watching a channel when people know what there doing like you two. No hack jobs here keep it going strong.
I can theoretically change anything on the fly however I will be derating these engines for longevity. The main reason for the ecus was purely for flexibility with integration. Turbo will be fixed geometry purely for reliability. It would certainly help to have a variable for a broader efficiency range though. While occasionally I do things as a temporary quick solution. I always get back to it at some point to clean it up. Its never sketchy or unsafe, just sometimes not pretty. Glad you are enjoying the videos!
Can the pitting in the shaft be welded up and then the shaft stress relieved? Also, did you replace the cutlass bushing in the prop struts? If you have it apart, I highly recommend it.
I am always super leery about welding on stainless shafts. Stainless has such a huge heat expansion rate it would be very easy to induce a bend in the shaft. We have just taken note of the issue and we will likely be replacing two of the shaft sections on the next haulout. I checked all of the cutless bearings this time around as well as last time and all are in great shape with the exception of the port stern tube cutless. I have already replaced that one this time around. Thanks for watching!
So for the shaft with pitting, are you getting a welder to just fill it in? How is Bracewell gonna handle that? Great guys to work with, BTW, only good things to say about them.
We are going to run it as is. Stainless has a pretty aggressive heat expansion rate. If we tried to fill it there is a good chance it would bend the shaft. Don't want to risk it at this point. Bracewell did fit the new coupler on the starboard shaft though. They were great albeit a bit more expensive than I would have expected.
@@OnboardTangaroa Are you worried about the cavities throwing off the balance? I suppose they're so close to the center of rotation it won't matter. Bracewell definitely isn't cheap, that's for sure.
Not really concerned about the balance. As you said the diameter is small, it's not a massive divot and the shaft speed is so slow it really has no effect.
Sadly the insulation in many places is a bit rough on board. We have been experimenting a bit with the pink rigid insulation. Its been ok in the places we have used it so far but it could certainly be better.
One thing that I have noticed over the years of building engines is that if you run a thermostat close to desired operating temps on systems with more than adequate cooling sometimes on transient loading the thermostat may only be partially open and can cause temperature spikes. Running a lower temp thermostat and adjusting water flow to achieve desired temp is a better solution as you are guaranteed the thermostat is fully open at all times. On that note, I'm not sure why Cummins does it but 160 degree thermostats are standard on all new marine QSB 6.7 engines. Maybe they have discovered the same issue.
![Cummins Repower Roadblock: Our Propeller Shaft is PITTED [Ep. 146]](/img/logo.svg){kind=logo}
