Absolute bad asses!!! Im a chesapeake bay boat restoration guy and look at you fellers in Alaska as our big brothers to the north!! Certainly appreciate the hard work, technology and video!! Absolute bad asses and beautiful boat my brothers in arms!!!!
Thanks for making these films. Very inspiring. I really enjoy watching how you and your team work together. I have followed your Instagram for a few years now. I am really stoked you are making longer more in-depth videos. Any knowledge you are willing to impart on RU-vid is greatly appreciated. My father is a shipwrights in Southern California and has worked in the same boat yard for 31 years. I spent a lot of time there as a kid, I worked there for a period of my life and now am rebuilding a boat there. Thanks again for taking the time to film. Keep the videos coming!
Hi Shane. Thanks for the encouragement! I was hoping the longer video would be received OK but wasn’t sure. We have another project in the works right now…
My grandfather was a marine engineer on tug boats out of St Louis on the Mississippi River from about 1910 to 1955. Thanks for posting this video. It was very interesting. You do great work under difficult conditions.
That was a terrific production, I really like the videography and explanations. Great work from all concerned, it looks like a new vessel and will give years of service. Thank you for all your hard work.
You my friend just need more content so your content gets pushed through the algorithms and is recommended to people. It’s interesting and your voice over work is great.
Thanks for sharing this with us, well done. All the way threw I'm thinking I know this voice from somewhere and then I came to me that your voice is similar to Red Green. Cheers, Billy in B.C.
11:50 That thing is called the Texas Twister by LTI Tools if anyone is looking for it. It's sold by a couple of company's that like to re-brand it(Matco, Mac) and provide warranty services.
Are the shafts made out INCONEL? As you described them it leads me to believe they could be, thanks great job? I’m really impressed by the lady electrical skills wow! Absolutely amazing job on connecting everything, that can be a guy’s dream job
Thx. The shafts are "Aquamet 22" which is a brand name. They are austenitic stainless steel alloy. I believe Inconel is stronger at elevated temps than the stainless alloys but show similar strengths at regular temps
Very interesting report, we can already see the difference in noise with these new engines...!! I am surprised that the holes for the engine block cylinder supports are not already drilled before installing the engine... there must be a reason, or a tolerance for the play between the drawing on paper and the engine in real life on its cradle...!! congratulations and thank you for this video which is very well filmed...!! Reportage très intéressant, on voit en effet la différence déjà du bruit avec ces nouveaux moteurs...!! je suis étonné, que les trous des supports de cylindre blocks moteurs ne soient pas déjà percés avant de poser le moteur... il doit y avoir une raison, ou une tolérance du jeu entre le dessin sur papier et le moteur en vrai sur son berceau...!! bravo et merci de cette vidéo qui est super bien filmée...!!
Fantastic video. I have a question regarding the new engine choice. The differences in engine size amd hp stood out to me between the old and new motors and then I noticed the cruise rpm amd speed and noticed that while the new motors are smaller and have less quoted HP they still cruise at the same speed with only a little higher RPM. Does this mean these new engines will give the same or better performance and use allot less fuel?
Yes. the boat is limited by its 'hull speed' which is around 8-10 knots. Most salmon seiners cruise in this speed range. Pushing the boat above these speeds takes alot of power and fuel. The new engines, although smaller achieve the hull speed more efficiently .
I worked for a NL/Lugger dealer years ago. Those 6140s were based on Komatsu engines and were just about bulletproof. I miss this line of work. The electronics have come a long way but I'm a bit skeptical of their longevity in a workboat environment. I guess time will tell. Will have to see what the FPT engines are about. Excellent video.
Thank-you. I agree, the 6140 was bulletproof and a great fit for the Alaska seiner. I now realize one of their greatest strengths was the low end torque of the engine which easily handled running the boat hydraulics at 600 rpm idle. Powering hydraulics is a bit more complicated now
That was a great installation team, all the trades working together. A testament to your project manager. How did the sea trials go? Did the Captain notice an increase in performance even though the engines were less horse power? Thanks for the video it was very interesting 🤝🤝👍 New subscriber
Thank-you. On the upside performance of the new is equal to the Luggers but with better economy. On the downside, we need 750 rpm minimum to power the hydraulics. At idle 600 rpm, the John Deeres burn 1.5 gal per hour. The luggers were at 6 gal/hr at idle. The boat cruise speed is 8 knots. The John Deeres burn 11.2 gallons per hour at cruise with rpm at 1350. The old luggers burned 12 gal per hour at cruise with an rpm of 1200. The economy advantage is at idle speeds rather than cruise speeds. Seine boats typically operate at low RPM while fishing
Terrific storytelling. Big fan of the repowering genre, and you, thank god, have a good taste in music! Cheers from Brooklyn. On my channel you can see my work trying to fix a 1 cylinder Yanmar in Brooklyn New York. Cheers
The little nut goes on first - at the beginning of the vid the nuts at the end of the prop shaft, the large nut was on first followed by the little nut. It should always be the little nut first then the larger nut. Hope you did it the correct way.
Thanks for the video, it was really interesting. I know nothing about boats, will you not miss the extra power that the old engines developed regards Mike UK
I’m so impressed with the (newer) complexity of these clean burns….certainly hope the reliability is at least as good as your original set up….after generating power off grid for over 15 yrs I can admire the design of your wiring harnesses…are your start batteries still old lead chemistry…?
Yep. On this project the engine start batteries are 2 flooded lead acid 8d “starting” batteries and the house are 2 flooded 8d deep cycle. Our current projects however have all Deka “AGM8D” batteries for both start and house and there is an automatic combining relay between the start and house batteries. AGM is common around here now. I haven’t seen any Lithium installs yet
Iv seen a video of a fishing seiner about 60 ft that was expanded on the beam with new fiberglass hulls from mold on the original hull, cant seem to find that video. Can anyone help me find it, it was also an Alaskan shipyard cant remember right.
Coming from the south where it seems most boats are raw water cooled, or seawater heat exchanger cooled, the keel cooler looks like a fantastic idea for durability in the salt if it has enough cooling capacity. How much hassle is it to keep them clear of growth? Down here the water is in the 80's, maybe 90's in the summer and 70's in the winter and growth starts after just a few days in the water, do you have the same growth problems there in the cold water?
Our Cook Inlet water temperature today (Dec. 14) is 39F. We average 35F in the winter and 55F in the summer. Kachemak Bay and Kodiak areas may hit 60 in the summer. The Homer harbor froze pretty hard last winter so it must have been down to 25 or so. The active boats don't have significant fouling problems. Typically the keel cooler needs to be scraped of barnacles once a year. It is typical for us to paint the hull with antifoulant every year or every other year. (we don't paint the keel cooler!). But a boat that spends the summer in the Homer harbor without being used will grow quite a forest underneath by fall. I'm not familiar with warm water boating but I imagine we have much less growth problems here. The coolers perform well underway but if not sized well they tend to warm up when the fish boats are hauling gear but the boat is stationary. Another warm water phenomenon I think is blistering of the fiberglass. We don't see that here much except for the boats that originate from warm waters
At idle 600 rpm, the John Deeres burn 1.5 gal per hour. The luggers were at 6 gal/hr at idle. The boat cruise speed is 8 knots. The John Deeres burn 11.2 gallons per hour at cruise with rpm at 1350. The old luggers burned 12 gal per hour at cruise with an rpm of 1200. The economy advantage is at idle speeds rather than cruise speeds. Seine boats typically operate at low RPM while fishing
@@boatlover2296 Doesn’t matter if you don’t have the key or source code to get access. Manufacturers like to guard that. If there’s enough demand like say a performance car, there’s enough interest to intrigue the challenge of a hacker. Probably not so much for an industrial engine. I recently seen a new Caterpillar engine. So many modules all over it that it’s hard to believe that a Diesel is basically a simple engine at hart. How can they find so many different ways to make a point of failure?
Not to long ago I found a very talented individual to delete my 6CTA’s. Economy went through the roof, engines run much cooler. And the performance gained was seat of the pants. Just takes a lot of leg work to seek out those people who really know tuning.
Thank you for your view point regarding the essence of the quality “Skill”. In my opinion and sadly, the innate ability of an indentured craftsman having learned the “How and Why” from a master, followed by years of experience, is slowly slipping away due to technology advancement.
Hi BattleBoat. We used the same 4 blade props that were on the boat originally (and in this case it worked out well). It's a little tricky to be able to use the same props on a radical repower like this because the engine RPMs at cruise are different from the old to the new. We adjusted the reduction ratio in the new gears to accommodate the change of RPM input from the new engines in order to maintain an output RPM that was similar to the original. The prop shafts spin at 600 RPM at cruise, just like they did originally, even tho the the John Deeres are spinning faster. I guess what I am trying to say is the engines are spinning faster but the shafts are spinning the same as before On the upside performance of the new is equal to the Luggers but with better economy. On the downside, we need 750 rpm minimum to power the hydraulics. At idle 600 rpm, the John Deeres burn 1.5 gal per hour. The luggers were at 6 gal/hr at idle. The boat cruise speed is 8 knots. The John Deeres burn 11.2 gallons per hour at cruise with rpm at 1350. The old luggers burned 12 gal per hour at cruise with an rpm of 1200. The economy advantage is at idle speeds rather than cruise speeds. Seine boats typically operate at low RPM while fishing.
Love the video but as a trucker who deals with these modern emissions systems I don't see myself on an Alaskan boat that can be shut down by a sensor leaving me dead out in that ocean. No thanks. Luggers all day. Simplicity equals reliability.
She did sound sweet with those motors in her, the John Deere's are supposed to be good engines, I will have to re power my 33 foot trawler one day but at the moment out 14 liter eight cylinder Gardner is still doing the business.
FPT Industrial. Parent company of VM Motori. They have been around a long time. People shouldn't judge them based on the Chrysler manufactured version of the VM 3.0 v6 diesel that is used in my Jeep. But then I have 230,000 miles and it's still OK... so if it's right about my average speed that's coming up on 8,000 hours. Not bad for a consumer automotive engine. I am lucky that I have early engine and gearbox that were manufactured by VM and ZF.
Thanks for sharing, lot of work and expertise involved and another layer added with the electronically controlled engines/transmissions. I worked for Cummins until 2001 and was involved in selling many repowers, only a couple of boats (push boats) however, but never sold an electronic engine repower, incorporating the electronics was intimidating to me.
I’m highly highly impressed with how you guys rebuilt that fishing boat, and also the professionalism everybody exhibited the young lady Megan highly impressed with her one thing I’d like to know is who’s music that was playing during the video some really good blues music anyway this is Jim mungai from Kennerdell Pennsylvania❤❤❤
Thx Jim! A blues fan! We had "On to the next blues" by Will Harrison. "The demon's smile" by Martin Klem. "Who we are now" by Will Harrison again. "Stax blues" by Peter Crosby. "On to the next blues" by Will Harrison
Thank you for responding on the information about those blues players I really enjoyed that in you know what I’d love to come up and work with you guys I’m a diesel kind of guy I got a 91 Dodge six and a row under the hood, that’s why I go By six in a row jim thank you again hey I’ll give you a little tip what I do when I’m doing wiring on my vehicles I do my Sauter connections and then I’ll clean them off very well with carburetor cleaner because remember flux is an acid so I clean that off real good and I also have my shrink wrap back away from my solder joint because if you get to close it will shrink up on your washer soldering it and what I do after I clean it I put a little bit of a high temperature silicone on the Sauter connection not a whole lot just enough to cover it and then I’ll bring my shrink wrap and shrink wrap it are you gonna heat it up an app just about guarantees no moisture will ever get on your connection
Engine/shaft alignment should be after the weight has been on the new mounts for 24 hours and again after a week, 6 months and every 2 years. Rubber engine mounts settle and a misaligned engines can cause all kinds of problems. None are cheap.
Yes, balsa was a standard core for decks for years with several boat builders. We have had to replace a few of those Balsa cored decks over the years. Balsa core has excellent properties but it has to stay dry
So I'm really confused here now....why go thru the trouble of using John deeres.....and this whole re-power video.....and then at the end promote a completely diffrent engine company and say "my new favorite".....why wouldn't you have put the FPT engines in valkyre?
Poor faithful Alaska engines, which had to make way for bigger and new material. I sincerely hope someone bought them for parts engines, they would probably have been useful for a while yet.
We tried that once and it was a fail! It seemed to disturb the water flow and lose performance. Water Jets and thrusters are ducted propellers (impellers). they perform well provided the tunnel in the thruster has minimal prop clearance. Otherwise for propellers I think as open to the water as possible.
At idle 600 rpm, the John Deeres burn 1.5 gal per hour. The luggers were at 6 gal/hr at idle. The boat cruise speed is 8 knots. The John Deeres burn 11.2 gallons per hour at cruise with rpm at 1350. The old luggers burned 12 gal per hour at cruise with an rpm of 1200. The economy advantage is at idle speeds rather than cruise speeds. Seine boats typically operate at low RPM while fishing
