[David Wesner]

where are you pulling the oil pressure from (mechanical gauge). Try another gauge/verify?

[David Wesner]

I’m planning to do something similar with an Espar type heater. What you described is what I was planning. Using those ports for a bus heater and also diesel fired pre heater using a manifold system.

 

D

[David Wesner]

PE resin shrinks when it cures. It will very difficult to get this off your PVC mandrel no matter how much wax you use. Pony up and buy the fiberglass tubing.

D

1 user thanked author for this post.

Gary Marshall

[David Wesner]

IMO, it’s not needed. The tank is on land away from the sea, multistage filtration before an engine makes sense, but just to move it…no. A single bulk/water separator is all that is needed.

The amount of fuel exchanged through that system is probably pretty high, so that in itself is a huge benefit. Tanks that hold fuel for a long time without new fuel being introduced have a bigger risk of fuel problems.

[David Wesner]

Thought I left a very descriptive question, but the picture is attached as requested.

Your article on the site was very helpful in describing some of the cooling upgrades that can be done. Think I have a plan based on that material.

My exhaust manifold doesn’t have the coolant port up forward on the side. Only output is the top high mount turbo cap. I’ll relocate the expansion tank to the forward side of the coolant pump port, use the straight port for the exhaust manifold line, and the after port for the bus heater return. The three way pipe fitting will be replaced with a 4 way and most likely pull the bus heater coolant from there as well.

D

[David Wesner]

Thanks. Why do you point out 7-8kts? Curious, because at the point I’m only burning about 2+ gph. Is it the EGT, percent RPM, or something else. I do typically cruise at 8-9 kts.

I do know the hull isn’t capable of higher speeds.

[David Wesner]

Thanks. But, I don’t think that is an adjustment. THat’s the set up for a mag pickup tach.

D

[David Wesner]

I had a damper failure. I believe it was caused by poor spline engagement??? It was originally installed with the spring hub facing forward.

I wanted better spline engagement and installed it facing aft. I was able to get some great help form MDS and Harbor Marine in Washington State. Ended up going with a spacer between the gear and flywheel adapter plate. There were a bunch of options, one was installing it with the damper forward as before, and using a thinner and flatter adapter plate. Some other suggestions were flywheel modification. I think I have it sorted out, parts arrive tomorrow for install and testing.

[David Wesner]

left side of engine, towards the after end. It’s the first thing the fuel hose goes to. After that, follow the line to filter housing, then IP. You should see points along the way where you can bleed air from.

D

[David Wesner]

Is the tachometer adjustable? Or, do you just have to have your “tach card” handy.

[David Wesner]

some pictures of the interference.

[David Wesner]

I’ve had black smoke at higher RPMs. My engine is a 250 cummins 6BTA FWAC. Some success has come from fixing the poor sealing injectors. New copper washers and removal of the soot that had accumulated, which….prevented the injector from seating correctly.

D

[David Wesner]

I believe the double pulley adapter has the bolt holes I need. The new pump came from another cummins so I’m pretty confident it should fit.

Why the off set on the driveshaft?

I have a belt driven 12gpm gresen now.

Thx D

[David Wesner]

curious, why lithium grease? thx
D

[David Wesner]

suspect check valve in lift pump on outlet? Thoughts?

[David Wesner]

If you look up your engine in quickserve, they describe the size and type thread for each location in the pan. Straight threads and and tapered threads seal in different ways. You need to understand how. I suspect you don’t have the correct fitting. no design flaw I’m aware of.

D

[David Wesner]

I use a murphy level switch tied to an audible alarm. Cummins 250 JWAC engine with keel pipes.

D

[David Wesner]

Ended up attaching neg/ground to starter mount bolt

[David Wesner]

So… looked through some schematics and saw how it was wired. Instead of chasing the wire loom, I jumped the ground from the negative bus to the ground connection on the IC board. Seems to have fixed the false alarms. I’ll take some voltage potential readings to confirm.

The wire loom has some ground connections on the starter that look fine. Suspect connectors or…unused ground for the fuel stop solenoid.

D

[David Wesner]

I’m also looking to upgrade my 3/4 hose from the rear block to the turbo. I can find the fitting for the block, but finding the 1″ banjo on the turbo eludes me. CPL953

[Author]

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