[Michael Loy]

My old Navy ears can hear it now.
Rob – neat system, but too much for me.

Thanks to all.

Mike

[Michael Loy]

Corey and Tony–THANKS.

You can see my ham-handed solder job attached.
This side of the board makes it easy to trace which of the two is B-.
Yellow going to ground.
I’ll make sure remote alarm draws less than 100ma and report success/failure upon re-install.
Mike

[Michael Loy]

Rob,
Absolutely correct.
My mistake was searching on o-rings vs o-ring.
Mea Culpa,
Mike

[Michael Loy]

Rob,
Your link to the o-ring photo was the solution to my question. I’ve gone to the superior link:
https://www.sbmar.com/articles/
And this does NOT show or lead to the subordinate link you gave:
https://www.sbmar.com/articles/cummins-marine-aftercooler-maintenance/

A general search on the site doesn’t return the link either.
In fact, I can’t see the page https://www.sbmar.com/articles/ by browsing without knowing the precise link.

Maybe I just don’t have the skills to have ferreted out the answer myself.

Mike

[Michael Loy]

Rob,
Perfect!
Thanks.
Now, it would be great if Tony caused that picture to be added to:
https://www.sbmar.com/articles/cummins-marine-aftercooler-maintenance/

Mike

[Michael Loy]

I disassembled a week or so ago and discarded old o-rings. Don’t trust my week old memory. I have new thin and fat on hand.
Which to use?

[Michael Loy]

Connector at the engine

[Michael Loy]

Installed Tony’s high-rise and after 50 hrs of running only 1/4″ in the bottle.
Original definition photos provided Tony separately.

[Michael Loy]

Will advise puke performance after 6-day trip in mid-Oct.

[Michael Loy]

NEW Turbo installed. 6″ vent riser not yet received. Sea Trial results inconclusive.

Still make full power rpm. Coolant temps and lube pressures OK.

Turbo boost pressure = 24psi vs 26psi for other engine.
EGT 925deg vs 850deg for other engine.
New boost/EGT gage on problem engine so not sure if these reading variances between engines are determinant. Prior reading comparisons before previous gage failed showed both engine readings were almost exactly the same with each other.

At idle, a comparison of air movement at disconnected vent is ‘puffy’ from problem engine whereas other engine air outlet is barely discern-able.

After the approximate 45 minute sea trial, the problem puke bottle had about 3/8″ oil whereas the other engine had none.

We’ve done everything we could think of to alleviate the excess puke oil on this engine except Tony’s suggestion for a riser on the rocker arm cover vent outlet. Will report results after the riser is installed.[/u]

1 user thanked author for this post.

Bill Desmarais

[Michael Loy]

Email sent direct affirming desire for 6″ Kit

[Michael Loy]

Clearance between #1 rocker cover top & ceiling above is 8″

[Michael Loy]

Tony,
I will measure the LIMITED height clearance I have above the rocker cover and the ceiling above it and report back. I couldn’t find the specific CCV Riser Kt you mentioned.
The new Turbo arrives tomorrow [31Aug17]; we will install next week. I’ll be happy to return the old one [Brad didn’t want it]. Anything to support an autopsy for increased knowledge.

I neglected to mention that we had run a full power test with a manometer attached to the CCV to quantify pressure. The manometer measures the pressure inside of a T-fitting with one leg to the CCV, one leg to a calibrated orifice, and one leg to the downstream Turbo air inlet filter. We got a reading of 2″ of water and thought we were OK. After returning to the pier we found that the manometer T orifice outlet had sprayed oil ALL over the engine room. We surmise that the volume of oil had plugged the T outlet to the air intake filter and the oil went out the orifice on the T AND caused an inaccurate reading.

[Michael Loy]

– NOT overfilled. Puke still fills with oil level at least 1 qt BELOW low level mark. Previously no problem in years past when oil level at the full mark.
– Suspected blowby on piston rings. Oil analysis normal. Each injector firing OK. Compression check shows 360psi on 4 cylinders, 350psi on one and 340psi on one.
– Engine makes full power RPM [3,000] with turbo boost at 27psi and EGT at 900deg [std specs]. No smoke.
– Final suspicion is Turbo oil seal bad allowing pressure into oil return side. Turbo disassembly showed seal marginal and shaft portion pitted[/u]. New Turbo on order.

[Michael Loy]

Thank you.
Problem solved.

[Michael Loy]

Rob, you were correct the red button 10amp ckt breaker had popped. Unfortunately, still low voltage in port engine harness although rapid voltage variations have ceased.

Corey, thank you for the Beede drawing [by the way, what does Beede stand for?]. I surmise the ckt board provides a ground source for the associated alarm LED at a level set in it’s circuitry. I can find no documentation on the board itself. I am at the point where your suggestion to start harness voltage tracking. For now, the red wire supply to the lower ‘ignition’ key is at 11.0 volts where the ‘source’ [START battery at the starter post] is at 13.4v under charge. Have to delay the laborious traut when I get at it I will report.cking for a few weeks,

[Michael Loy]

1. Pictures attached. Maybe not Good?
2. I had AIRSEP systems on both since new.
3. Bought new in year of manufacture = 2001. 2,466 hrs PORT. 1,749 hrs STBD Cummins REMAN.
4. AIRSEPS were stopping vent flow because of hose routing “trap’ effect. Believe crankcase was being pressurized
as a result and suffered many oil leaks. Since changing to SEABOARD PCV the leaks have stopped.
5. I did NOT measure the precise fill on last oil change. Many years ago I measure 14 qts fill and noted dipstick level.
Subsequent fills have been to that level. Could oil level bee to high? Possible, but not likely.
If now overfilled, won’t the puke bottle eventually drain the ex level when Puke stops filling rapidly?

[Author]

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