Like a lot of people out there I have more than a few old outboards sitting around in garage. Its not that I haven't gotten around to fixing them that I haven't used them or sold them, its that I haven't been able to find any parts for them. That is until I found Argo Boat in Long Island.
I was coming in one day from a day of fishing and I ran into my new neighbor at my marina. We got to talking about boats and motors and he said that he's been going to Argo Boat in Rosedale, NY for over 20-years. He's so happy with them that he's bought all his new boats & motors there and he let me know they have tons of parts for all the old Evinrude and Johnson motors.
I was so happy to hear the news that I called them up the next week and spoke with a nice gentleman there for quiet a while. We we got down to it, he helped me find parts for a two old Evinrude's I had in the garage. Now I'm happy to say that I'm giving one each to my grandson's to use in their skiffs.
Friday, June 13, 2008
Wednesday, May 21, 2008
Picking a Fishing Boat
Selecting and acquiring the ideal fishing boat is a real art for someone who has already gone through many experiences as far as boating is concerned. However, it can be a daunting task to those who have not yet experienced buying a fishing boat.
To make the activity easier for the first timers, here is a list of tips that they can use when choosing an ideal fishing ship.
1. It is important to consider the purpose of the fishing boats.
Buying a fishing vessel has only one purpose: to be used in fishing. However, before choosing the perfect fishing boat, it is important to consider also the other purposes.
First, the place where the fishing boats will be used should be taken into account. Will it be in the ocean or in other bodies of water like lakes?
Second, the time of the day it will be used. Will it be for day trips or for overnight fishing activities?
The bottom line is that, people should do more than just look around when choosing the ideal fishing boat. They should learn how to look for the important details in order to ensure that the boat they have acquired is definitely worth their money.
If the fishing ship will be used for ocean cruising and overnight stays, it would be better to buy a fishing vessel that has a hull. This is specifically designed for rough waters. This design is meant to ride with the waves, hence, providing more comfort to anglers while on board.
3. The warranties
It is extremely important to know if the fishing boat has a warranty. It should be analyzed and meticulously scrutinized because not all warranties are created equal.
Hence, it is best to buy a boat for fishing from dealers that will provide the necessary services in case their product is found to be defective. For example, Argo Boat company offers great prices on its Evinrude engines.
4. The certification
When buying a fishing boat, it is important to take note if it is certified by the "National Marine Manufacturers Association" or the NMMA. This agency guarantees that the certification they give to every boat manufacturer is a guarantee that the fishing boat had passed the agency's standard of excellence.
2. The budget
When buying a fishing vessel, it is important to know if the buyer can afford to acquire a boat. Fishing boats, or any boat for that matter, can be very expensive. Hence, the buyer should know how far his budget would go as far as fishing boat prices are concerned.
To make the activity easier for the first timers, here is a list of tips that they can use when choosing an ideal fishing ship.
1. It is important to consider the purpose of the fishing boats.
Buying a fishing vessel has only one purpose: to be used in fishing. However, before choosing the perfect fishing boat, it is important to consider also the other purposes.
First, the place where the fishing boats will be used should be taken into account. Will it be in the ocean or in other bodies of water like lakes?
Second, the time of the day it will be used. Will it be for day trips or for overnight fishing activities?
The bottom line is that, people should do more than just look around when choosing the ideal fishing boat. They should learn how to look for the important details in order to ensure that the boat they have acquired is definitely worth their money.
If the fishing ship will be used for ocean cruising and overnight stays, it would be better to buy a fishing vessel that has a hull. This is specifically designed for rough waters. This design is meant to ride with the waves, hence, providing more comfort to anglers while on board.
3. The warranties
It is extremely important to know if the fishing boat has a warranty. It should be analyzed and meticulously scrutinized because not all warranties are created equal.
Hence, it is best to buy a boat for fishing from dealers that will provide the necessary services in case their product is found to be defective. For example, Argo Boat company offers great prices on its Evinrude engines.
4. The certification
When buying a fishing boat, it is important to take note if it is certified by the "National Marine Manufacturers Association" or the NMMA. This agency guarantees that the certification they give to every boat manufacturer is a guarantee that the fishing boat had passed the agency's standard of excellence.
2. The budget
When buying a fishing vessel, it is important to know if the buyer can afford to acquire a boat. Fishing boats, or any boat for that matter, can be very expensive. Hence, the buyer should know how far his budget would go as far as fishing boat prices are concerned.
Tuesday, May 20, 2008
Boating Safety
When a friend asked if I'd like to go on a cruise, this is not what I had in mind: a 21-foot indoor/outdoor motorboat making a roundtrip voyage between Savannah, GA and Charleston, SC. But that's what it was, and what an adventure it turned out to be.
As of 2005, the most recently reported year, 87% of boating drowning victims were not wearing a personal flotation device. Careless and reckless operation, operator inattention and operator inexperience were the leading factors in all reported accidents. Alcohol was either a direct or indirect contributing factor in approximately one-fourth of all boating accidents, while operator errors accounted for 70%. These are devastating statistics and should serve as a wake-up call to anyone on the water.
The cruise was organized by MarineMax, the U.S.'s largest retailer of leisure crafts. The company encourages new boat owners to participate in their Getaways, a caravan of boats that cruises from port to port. These events are designed to take the fear out of traveling and navigating alone. Motel reservations, dinners and social events are coordinated by the company.
Whether you're sailing on North Carolina's Lake Norman, cruising the Intracoastal waters in a Jon boat or operating a 50-foot fishing boat 100 miles offshore, the significance of maintaining safe operating conditions remains the same. Safety is an all-important issue and should never be minimized in the pursuit of fun and adventure, no matter where you operate.
Every boat, no matter how small or large, should have the proper safety equipment on board. A small skiff with an outboard should be equipped with life preservers, bailing can, fire extinguisher, flashlight, paddle and a cell phone or marine radio. The list for a large boat is long and often quite specific to the size, type of engine, and type of craft (sail or power). These are equipment issues which can be resolved in discussions with the local Coast Guard Auxiliary, your boating store and state licensing agencies.
Our getaway began on April 26, 2006 at the Savannah Bend Marina. After a 7:30 a.m. captain's meeting headed by Captain Vic Spier and our cruise director, Cynthia Johnson, we got into our respective crafts, revved up our engines, and headed out one by one, north into the Atlantic Intracoastal Waterway.
There were 15 boats in all, ranging in size from 21 to 32 feet. Among them were bowriders, deckboats, cruisers and cuddy-cabins, as well as our modest 21-foot Searay 2055. Just when I was beginning to feel like perhaps we didn't quite measure up, my friend reassured me, "Small boat, big trip… major good time."
Captain Vic organized us according to size: smaller boats first, right behind the lead boat. Once into our journey, we discovered that cruising went more smoothly if the smaller boats followed a larger one, which could break waves, tides and the wakes of other vessels. A caboose boat brought up the rear to help in an emergency and to ensure that no one got left behind. Unfortunately, our caboose broke down on the second day and had to be towed ashore. After that, Captain Vic designated one of the larger crafts to assume its role.
Safety has as much to do with politeness and concern for others as it does with equipment and training. Out on the water, a speed-ing personal watercraft with a teenager at the helm may leap your wake, an intoxicated skipper at the wheel of a hard-charging power-boat may think it's fun to pass too close, or a thoughtless driver may speed through a no-wake zone, endangering people fishing from skiffs or paddling kayaks through what they hoped would be tranquil waters.
Once on the Intracoastal, we cruised by pristine marshes and right past Bonaventure Cemetery. This is the cemetery made famous by John Berendt's book, Midnight in the Garden of Good and Evil, which the people of Savannah refer to simply as "The Book."
As we neared the Savannah River, the group voted to tour the city by water, so we headed down the main channel of the largest container shipping port east of California. We used marine VHF radios to communicate with each other and a GPS to mark our route. Most radio messages were strictly trip-related, like "No-wake zone ahead" or "Watch out for large log on starboard side." I once made the mistake of asking where we were, and received the rather sardonic reply: "In the world, the United States, Savannah, Georgia, Intracoastal Waterway, Savannah River." After that, I let my friend handle the radio.
By necessity, boaters are usually more aware of weather conditions than are landlubbers. Even so, many do not fully appreciate the quixotic nature of summer weather. Often, a clear, calm summer morning metamorphoses into a hot afternoon with thunderstorms, wild winds and dangerous boating conditions. The wise skipper checks the weather forecast at his or her departure point and destination before leaving port, listens to the weather station while cruising, and—most important—keeps an eye open for changes in condi-tions that occur too rapidly for radio reporting. Many experienced sailors have been blindsided by tumbling cold fronts or storms that came on with little warning.
On our way back, we came upon the largest container ship I have ever seen, fully loaded and throwing a gigantic wake. No roller coaster ride has ever been so thrilling. Did I say thrilling? More like spine-tingling, hold-onto-your-life scary. Later, we endured a lot of good-natured ribbing about our cork-on-the-waves ride.
Responsible boat owners care deeply about the safety of their crew, their boats, other boaters and random bystanders. Skippers are both legally and morally responsible for the wellbeing of all affected by the operation of their boats. Parents can educate their teenage children about operational procedures and safety issues before giving them permission to use the family jet ski. Boat owners and in-terested parties can take a Coast Guard safety course. Owners of boats with more complex operating systems should request the free Coast Guard Auxiliary vessel safety check, where experienced auxiliary members will conduct an on-site inspection of their boat and advise what measures should be taken to conform to regulations. Above all, please remember that when using your boat, a great deal more than your own personal safety is at risk.
Back on the Intracoastal, going north toward Hilton Head, the trip was all that I had imagined it would be. The topography was flat and primal: no houses, no docks, no civilization, just wavy estuary grasses with abundant wildlife and a fantastic display of egrets, osprey and pelicans.
We enjoyed our ride past historic Daufuskie Island, where they sell delicious crab cakes on the public dock. Then it was on to Calibogue Sound and Hilton Head. We docked beneath the Harbour Town Light House and were free to shop, golf or lounge by our hotel pool. My friend and I borrowed a car and dined at The Oyster House, a delightful seafood restaurant overlooking serene marshes, with a view of the setting sun.
On day two of our journey, we cast off at 8 a.m. and headed north toward Beaufort, SC. We had a fabulous view of the charming Beaufort waterfront homes and, later, the verdant landscape along the shore. Everyone, except us, refueled in Beaufort—big mistake. As we neared Charleston, we realized that we were low on gas. After radioing the others, we veered off and stopped at a down-in-the-heels fueling dock that charged us $1.00 over the going rate. We weren't choosy. We gladly paid. Plus, the men there were salty marine characters we didn't want to cross.
Our group patiently waited for us at a cut in the Intracoastal just before the city of Charleston came into view. We all docked happily together at the Charleston City Marina, which is a well-maintained facility that warns boat owners: "This is not a bank, don't allow your pets to make a deposit here."
We were met at the marina by some friends, who had invited us to stay with them for the next two nights. The Getaway gang was now free to sightsee in Charleston, visit Fort Sumter or explore the surrounding rivers by boat.
The next day we toured Charleston with our hosts. Later, we joined the Getaway group for dinner on the roof of the Harbour Club. There we enjoyed a wonderful buffet of to-die-for she-crab soup and other seafood delicacies, topped off with flaming Bananas Foster.
On day four we started our trip home. After a top-speed, rather choppy ride, we were back at Hilton Head's Harbour Town Marina to get our Evinrude. Vans transported us to our hotel, where we freshened up for a Lowcountry boil on the Harbour Town dock. This regional culinary delight consists of shrimp, sausage, potatoes and corn-on-the-cob, boiled together and spread out in the middle of the table. After eating more than our share, we danced to a live band and became better acquainted with our boating comrades.
Day five saw us cruising back to Savannah, where we pulled out the boats, cleaned them up, and reluctantly said our goodbyes.
As we headed home, my friend asked if I'd like to go on another Getaway cruise. Without hesitation I replied, "You bet—right after you get a larger boat."
As of 2005, the most recently reported year, 87% of boating drowning victims were not wearing a personal flotation device. Careless and reckless operation, operator inattention and operator inexperience were the leading factors in all reported accidents. Alcohol was either a direct or indirect contributing factor in approximately one-fourth of all boating accidents, while operator errors accounted for 70%. These are devastating statistics and should serve as a wake-up call to anyone on the water.
The cruise was organized by MarineMax, the U.S.'s largest retailer of leisure crafts. The company encourages new boat owners to participate in their Getaways, a caravan of boats that cruises from port to port. These events are designed to take the fear out of traveling and navigating alone. Motel reservations, dinners and social events are coordinated by the company.
Whether you're sailing on North Carolina's Lake Norman, cruising the Intracoastal waters in a Jon boat or operating a 50-foot fishing boat 100 miles offshore, the significance of maintaining safe operating conditions remains the same. Safety is an all-important issue and should never be minimized in the pursuit of fun and adventure, no matter where you operate.
Every boat, no matter how small or large, should have the proper safety equipment on board. A small skiff with an outboard should be equipped with life preservers, bailing can, fire extinguisher, flashlight, paddle and a cell phone or marine radio. The list for a large boat is long and often quite specific to the size, type of engine, and type of craft (sail or power). These are equipment issues which can be resolved in discussions with the local Coast Guard Auxiliary, your boating store and state licensing agencies.
Our getaway began on April 26, 2006 at the Savannah Bend Marina. After a 7:30 a.m. captain's meeting headed by Captain Vic Spier and our cruise director, Cynthia Johnson, we got into our respective crafts, revved up our engines, and headed out one by one, north into the Atlantic Intracoastal Waterway.
There were 15 boats in all, ranging in size from 21 to 32 feet. Among them were bowriders, deckboats, cruisers and cuddy-cabins, as well as our modest 21-foot Searay 2055. Just when I was beginning to feel like perhaps we didn't quite measure up, my friend reassured me, "Small boat, big trip… major good time."
Captain Vic organized us according to size: smaller boats first, right behind the lead boat. Once into our journey, we discovered that cruising went more smoothly if the smaller boats followed a larger one, which could break waves, tides and the wakes of other vessels. A caboose boat brought up the rear to help in an emergency and to ensure that no one got left behind. Unfortunately, our caboose broke down on the second day and had to be towed ashore. After that, Captain Vic designated one of the larger crafts to assume its role.
Safety has as much to do with politeness and concern for others as it does with equipment and training. Out on the water, a speed-ing personal watercraft with a teenager at the helm may leap your wake, an intoxicated skipper at the wheel of a hard-charging power-boat may think it's fun to pass too close, or a thoughtless driver may speed through a no-wake zone, endangering people fishing from skiffs or paddling kayaks through what they hoped would be tranquil waters.
Once on the Intracoastal, we cruised by pristine marshes and right past Bonaventure Cemetery. This is the cemetery made famous by John Berendt's book, Midnight in the Garden of Good and Evil, which the people of Savannah refer to simply as "The Book."
As we neared the Savannah River, the group voted to tour the city by water, so we headed down the main channel of the largest container shipping port east of California. We used marine VHF radios to communicate with each other and a GPS to mark our route. Most radio messages were strictly trip-related, like "No-wake zone ahead" or "Watch out for large log on starboard side." I once made the mistake of asking where we were, and received the rather sardonic reply: "In the world, the United States, Savannah, Georgia, Intracoastal Waterway, Savannah River." After that, I let my friend handle the radio.
By necessity, boaters are usually more aware of weather conditions than are landlubbers. Even so, many do not fully appreciate the quixotic nature of summer weather. Often, a clear, calm summer morning metamorphoses into a hot afternoon with thunderstorms, wild winds and dangerous boating conditions. The wise skipper checks the weather forecast at his or her departure point and destination before leaving port, listens to the weather station while cruising, and—most important—keeps an eye open for changes in condi-tions that occur too rapidly for radio reporting. Many experienced sailors have been blindsided by tumbling cold fronts or storms that came on with little warning.
On our way back, we came upon the largest container ship I have ever seen, fully loaded and throwing a gigantic wake. No roller coaster ride has ever been so thrilling. Did I say thrilling? More like spine-tingling, hold-onto-your-life scary. Later, we endured a lot of good-natured ribbing about our cork-on-the-waves ride.
Responsible boat owners care deeply about the safety of their crew, their boats, other boaters and random bystanders. Skippers are both legally and morally responsible for the wellbeing of all affected by the operation of their boats. Parents can educate their teenage children about operational procedures and safety issues before giving them permission to use the family jet ski. Boat owners and in-terested parties can take a Coast Guard safety course. Owners of boats with more complex operating systems should request the free Coast Guard Auxiliary vessel safety check, where experienced auxiliary members will conduct an on-site inspection of their boat and advise what measures should be taken to conform to regulations. Above all, please remember that when using your boat, a great deal more than your own personal safety is at risk.
Back on the Intracoastal, going north toward Hilton Head, the trip was all that I had imagined it would be. The topography was flat and primal: no houses, no docks, no civilization, just wavy estuary grasses with abundant wildlife and a fantastic display of egrets, osprey and pelicans.
We enjoyed our ride past historic Daufuskie Island, where they sell delicious crab cakes on the public dock. Then it was on to Calibogue Sound and Hilton Head. We docked beneath the Harbour Town Light House and were free to shop, golf or lounge by our hotel pool. My friend and I borrowed a car and dined at The Oyster House, a delightful seafood restaurant overlooking serene marshes, with a view of the setting sun.
On day two of our journey, we cast off at 8 a.m. and headed north toward Beaufort, SC. We had a fabulous view of the charming Beaufort waterfront homes and, later, the verdant landscape along the shore. Everyone, except us, refueled in Beaufort—big mistake. As we neared Charleston, we realized that we were low on gas. After radioing the others, we veered off and stopped at a down-in-the-heels fueling dock that charged us $1.00 over the going rate. We weren't choosy. We gladly paid. Plus, the men there were salty marine characters we didn't want to cross.
Our group patiently waited for us at a cut in the Intracoastal just before the city of Charleston came into view. We all docked happily together at the Charleston City Marina, which is a well-maintained facility that warns boat owners: "This is not a bank, don't allow your pets to make a deposit here."
We were met at the marina by some friends, who had invited us to stay with them for the next two nights. The Getaway gang was now free to sightsee in Charleston, visit Fort Sumter or explore the surrounding rivers by boat.
The next day we toured Charleston with our hosts. Later, we joined the Getaway group for dinner on the roof of the Harbour Club. There we enjoyed a wonderful buffet of to-die-for she-crab soup and other seafood delicacies, topped off with flaming Bananas Foster.
On day four we started our trip home. After a top-speed, rather choppy ride, we were back at Hilton Head's Harbour Town Marina to get our Evinrude. Vans transported us to our hotel, where we freshened up for a Lowcountry boil on the Harbour Town dock. This regional culinary delight consists of shrimp, sausage, potatoes and corn-on-the-cob, boiled together and spread out in the middle of the table. After eating more than our share, we danced to a live band and became better acquainted with our boating comrades.
Day five saw us cruising back to Savannah, where we pulled out the boats, cleaned them up, and reluctantly said our goodbyes.
As we headed home, my friend asked if I'd like to go on another Getaway cruise. Without hesitation I replied, "You bet—right after you get a larger boat."
Monday, May 19, 2008
Signaling
I describe things more simply on this page than they are stated in the regs. For example, some levels of jurisdiction would say that a certain whistle signal means "I intend to overtake you on your port side," and another might say (regarding overtaking), "I am altering course to port." I call all these "overtaking to port." Using this simplified scheme (for my own personal sanity), I don't need to list the few Canadian modifications regarding the Great Lakes Basin.
A short "blast" means a duration of about one second, and a long (or "prolonged") blast lasts four to six seconds.
A short "blast" means a duration of about one second, and a long (or "prolonged") blast lasts four to six seconds.
The rules also go into more detail than presented here about what kind of vessel may or must sound which signal under what circumstances. This list that I've concocted is more a "recognition" aid.
The Collision Regulations make barely any reference to the term "right of way," and I rarely use it when discussing collision avoidance. One vessel is "privileged" (or "stand-on"), and the other is "burdened" (or "give-way"), but both vessels have obligations, and I again refer to the privileged boat maintaining course and speed. I have another article called Privilege and Burden, which deals with this more fully.
A small personal peeve: if it is quite clear that two vessels are in no risk of collision and are going to pass free and clear, then a collision situation does not exist, and none of the procedures for collision avoidance are necessary - although I am a firm believer in "maintaining course and speed," without unnecessary changes (if possible), when other vessels in the area might need to know your intentions.
The regulations are quite clear that every vessel must keep a proper lookout, using all means available (sight and hearing at a minimum) at all times. You must operate your boat prudently at all times, and the most frequent violation I see is excessive speed in congested waters (or poor visibility) - being the privileged vessel will do you no good if you are in a collision, in terms of damage, injury or legal liability. The so-called "general avoidance principle" can be inferred from the regulations, and states that boaters must always do whatever is required to avoid collision - being the privileged vessel is no excuse if you could have done something.
Saturday, May 17, 2008
Boating with Dad
Boating with Dad and Grandma K - Nov 26, 2006
Additional Comments:
Most of the dream centered around my dad, my grandma K and myself. The first part of the dream took |
I saw something on tv a few days ago about yachts. The lagoon and ocean imagery is identical to what
I saw on my recent vacation to Florida. The lagoon was where I went canoeing and a guy had to push
our canoe into the water from off of the dock. It is weird that my Grandma K was in this dream alive
because she died over eight years ago. Kiki's old kitchen that I was getting food out of is from her
old house that she lived in years ago.
Tuesday, October 30, 2007
Boat Engines and Fuel
Boats can accomplish their propulsion through the water using sails, propellers (e.g Evinrude outboard engines) or jets of water. Jet boats use the Newtonian concept that for every reaction, there is an equal opposite reaction. They work by pumping a jet of water out the back of the boat to move it through the water. A firefighter holding a hose under pressure is familiar with the force produced by a stream of water.
Boaters are seeing many changes in the marine fuels available for their use. Governmental regulation has slowly changed the composition of boat fuel to better help reduce harmful emissions. Boat operators need to be aware of the possible problems these fuels can pose to their craft. Currently there are three new fuel formulations showing up in the marketplace; they are ethanol blended gasoline, low and ultra-low sulfur diesel, and biodiesel. An understanding of these fuels will help boaters purchase the correct fuel, equip their boats properly, choose the right filters and improve marine propulsion performance.
Components - Jet boats use a gasoline or diesel fueled engine to turn a water pump. The turning pump takes in water channeled through screened water intakes mounted on the bottom of the boat hull, and then discharges it at high velocity through a nozzle centered in the transom. Turning the direction of the nozzle provides steering for the boat. Reversing the boat is accomplished by lowering a deflector or bucket over the nozzle and reversing the water stream thrust.
Marine water jet propulsion offers a number of benefits to boaters that include safety, maneuverability, economy, and environmental impact.
Ethanol-blended gasoline - Ethanol is a blend of gasoline and ethyl alcohol. Ethyl alcohol is an excellent solvent and is hydroscopic, that is it adsorbs water. As a solvent, ethanol will dissolve sealants used in fuel tanks. It has a cleaning effect on tanks and fuel system components that can release fine metallic particles and dissolved sealants into the fuel delivery system. This contamination can plug fuel injectors, filters and carburetors. The greatest problem associated with ethanol fuel is the adsorption of water out of the atmosphere. Fuel stored onboard a boat can degrade in less than a month with a combination of water and ethyl alcohol separating from the gasoline. This is known as phase separation and it can harm marine power plants, produce excessive engine deposits, decrease fuel economy and reduce power generated by an engine.
There are many things boaters can do to prevent problems with use of ethanol-blended gasoline in their vessels. Once it is apparent phase separation has occurred, the only good course of action is to pump out the fuel tank, clean it and replace to the fuel with fresh product. Inspect the condition of onboard fuel and fuel tanks regularly. Control the water that can enter the fuel system. Check the condition of fuel lines, filler hoses and gas caps. Use a quality water separating fuel filter and change the filter element often.
Safety - Jet boats eliminate the injuries caused by spinning propellers. Prop strikes cause severe injury and death each year to skiers, divers and swimmers in the water. Jet boats suffer less damage from striking floating debris or a prop to foul stray lines in the water. The risk of running aground in tidally influenced areas is greatly reduced.
Low and ultra-low sulfur diesel - The Environmental Protection (EPA) is requiring the use of low sulfur diesel by boaters and the marinas that distribute diesel fuel. Two forms of the new low sulfur diesel are available to marinas. They are low sulfur diesel (LSD) that does not exceed 500 parts per million (ppm) of sulfur and ultra-low sulfur diesel (ULSD) that can not exceed 15 ppm of sulfur. Marine fuel previously available at most marinas can run up to 5,000 ppm of sulfur.
Sulfur in diesel fuel acts as a lubricant that extends the life of seals and fuel injectors. Use of these new forms of diesel fuel can reduce protection provided to the engine and reduce performance. Low sulfur diesel is less stable, contains more moisture, is more prone to bacterial growth and causes fuel filters to plug up sooner. Diesel engines designed to ASTM standard D975 can safely use ULSD fuel. Diesel engine operators should consult with their mechanic and engine manufacturer on strategies to better cope with the new fuel. New seals, injectors or other components may be required for good longterm performance.
Maneuverability and Performance - Jet drives offer instant responsiveness and acceleration with no hesitation. Compared to a prop, jets deliver more horsepower from the engine to the water while at a stop or slow speed. Propeller capitation or churning is absent. At planning speeds, there is no torque feedback to the helm as seen in propeller driven craft. Jet boats are especially popular with water skiers. There are no transmission components used on jet boats, no gears or clutches to break. Moving a deflector or bucket over the jet stream changes the boat's direction and it can be done while under full throttle. Your passengers might appreciate a little warning before you try it. Panic stops can often be made within the length of the boat. Jets are maneuverable; their thrust can be vectored or sent in different directions to move the boat. This trait is especially true at low speeds. Control is infinite fore and aft in all conditions.
Biodiesel - This is a class of fuel that is derived from vegetable oils and animal fats. It is relatively clean burning, represents itself well as a renewable resource and is more environmentally friendly than use of diesel fuel. Government research, subsidies and emission regulations are driving the increased use of biodiesel.
Biodiesel displays good lubrication properties, but suffers many of the problems associated with use of low sulfur diesel. It has low storage stability, is prone to supporting bacterial growth and provides less energy for combustion. Standards are not uniform for biodiesel production and quality varies between producers. Most marine manufacturers will only approve the use diesel blend of fuel that contains less than five percent biodiesel. Conversion of the engine is required to use unblended biodiesel fuel. Major diesel engine manufacturers like Detroit Diesel, Cummins and Navistar have tested biodiesel blends of up to thirty percent that have not degraded fuel system performance.
Economy - A jet drive is only a water pump powered by automotive engine modified for marine use. Jets are easy on engines and there isn't the classical form of a transmission to break. Jet systems matched to vessel weight and hull shape can allow engines to operate within their optimum performance power bands. In boat operations that involve frequent starts and stops, the only moving part used to change direction is the deflector plate. The engine and pump are set to run at their most favorable settings. Basic maintenance involves monitoring fluid levels and the owners can service most components. Many repairs can be made without hauling the boat. Pumps running in clean water enjoy exception life spans.
Environment - Compared to propeller driven vessels, jet boats don't produce the same levels of noise or vibration transmitted into the water. Prop boats are linked to damaging sensitive reefs and tidal flats. In Florida, manatees suffer greatly from prop strikes. Striking a manatee with a jet boat isn't going to do them any favors, but they are going to suffer fewer injuries because of missing prop.
Monday, October 22, 2007
How to Properly Break in Your Power Head
Test/replace the thermostat(s). Pressure relief bypass valves should be serviced for correct operation.
- Examine or Replace the water pump.
- Retard the timing 2-4 degrees. This can be done on most engines by turning in the timing screw towards the timer base 2-4 turns.
- Check to be certain you have the correct heat range spark plugs.
- Make sure you have fresh, clear 89 octane premium fuel and TCW-III oil -- I strongly recommend using oil supplied by one of the major engine manufacturers. e Even better are the newly available synthetic blend oils as they will prevent carbon accumulation. Cheap oil and gas are a false economy on modern engines. I recommend extra oil for the first 10 hours -- double oil seems to foul the plugs and 1 ½ oil seems to work.
- Check the high speed jet sizes in the carburetor. Check for the latest factory recommendations and use them or one size larger.
Break-in Procedure
Start your engine at home base using flush muffies to see that it actually does start and doesn't have any obvious problems i.e. - water leaks, etc... Once it is obvious the engine will start and run I suggest the engine be put in the lake and run for 20 minutes at high idle RPM (750 - 850) unloaded or out of gear. Check the plugs and carefully feel the engine to make sure it is not overheating. Restart the engine and then move it up to around 1500 RPM loaded in gear and vary the speed from idle until you have two hours on the engine. All the foregoing may be accomplished on the trailer. It is time consuming and tedious but it is the basis for long and happy engine life. If everything seems to be okay check the timing on #1 & #2 cylinders on a V-4 or V-6. Use the cylinder with the highest reading and set the timing 2-4 degrees less than the factory specs. If the spec is 24 degrees BTDC set the engine at 22 degrees. Leave the engine at this setting for the break-in period. If later you want more power the timing can be advanced to the factory spec but the engine will live longer if you leave the timing retarded. Don't guess. Use a timing light and set the timing UNDER LOAD, at FULL ADVANCE! Don't run it there other than to check the timing.
At this point you can run the boat, cruise at 3000-3500 RPM, periodically giving it short runs up to full throttle. This should continue until there are ten hours on the engine, then your powerhead should be broken in. If you follow the outlined procedures you will get better service from your engine. Be sure that at maximum throttle the engine will turn up to 5500 RPM, the top operating RPM for most 2 strokes. If it doesn't the propeller should be changed until the engine runs at or slightly over the rated operating range with a light load. The wrong prop can cause the motor to lug, overheat or at the other extreme over rev and destroy all your good work. Be sure to check and retorque the cylinder head gaskets.
Rebuilt Motor DO's and Don'ts
You must determine the reason the original powerhead failed. If the problem is not identified and corrected it is almost certain the newly rebuilt powerhead will fail. If a restricted (lean) carburetion problem caused the original powerhead to fail, the new one will also fail unless the problem is corrected. Guaranteed!
The most common causes of engine failure are detonation, pre-ignition, and overheating or any combination thereof. The result of these problems is that the temperature in the combustion chamber gets too high. As soon as the temperature in the chamber gets higher than normal the engine begins to run poorly and the damage to the engine begins. Detonation is usually caused by the air/fuel mixture being lean and the erosion of the piston starts at the edge or outer diameter of the piston. If the erosion starts in the center of the piston it is probably an ignition problem. An engine running hot due to deteriorated water pump or cooling system blockage compounds the problem.
The other common failure mode I see is scuffing and/or cold seizure which occurs mostly in new or rebuilt engines. When the engine is started, the piston heats up and expands quicker than the cylinder walls which are liquid cooled. When the engine is broken in and running at the correct operating temperature it runs with around .002 clearance. Normal human hair is about .003 inches. Once the rings are seated and a glaze forms on the cylinder walls this problem is not likely to occur. This makes the break in period very critical. The proper break in of a new or rebuilt powerhead will help insure that you get good value from your investment.
Subscribe to:
Posts (Atom)