Engine & Controls
(Notes taken from 2012 Ops Notes)
Engine: 1984 Perkins 4108 UK built Number: ED33211U609060L. Engine replaced in 2017 and rebuilt in 2018.
Hours Original Counter??: Replacement 1154.9 New Cockpit Counter fitted March 2002
Perkins Power Sales & Service Ltd. Peterborough Cambs PE1 5NA.
Technical support Tel: 0120289370
Website:
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Gearbox: Hurth HBW 150V No D52386 Some details in file.
Tel: 0962881282. Fax: 0926881285
No Spares on board
Service manual and parts list:
Perkins 4.108 Workshop Manual:
Engine Part List:
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Perkins Fault Finding Guide:
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Perkins Data Book Part 1:
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DiPERK Website:
ASAP Ltd (Marine Parts):
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Engine Spares:
Oil Filter: P2654403 or Wix 51806 or Fram PH2821A. Spares in the Bosun's Locker.
Oil Filter Removal Tool in Bosun's Locker
Fuel Filter: P26561117 or Fram C1191PL. Spares in the Bosuns Locker
Alternator: Motorola 9AR 2958P. in Aft Cabin
Fresh Water Cooling Pump: P35615. in Aft Cabin
Raw Water Cooling Pump: PU5MW0054 in Aft Cabin
Cooling Fresh Water Pump: P24880114 in Aft Cabin
Fuel system: Injector Pump. P2645698. No Spare
Electrics: Ignition - Lucas Relay. Relay 2BRA 333 75E44-84 No Spare
Engine Meters Engine Hour Meter: Round 12/24 volt 34731 No Spare
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Alternator Belt: Perkins 2614B536Y fitted, recognised Perkins part is P2614B636
(2 in a pack but otherwise the same) OR 2614B036X.
Spare Belts above Port Side Water Tank
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Starting The Engine: At the start of each season turn on fuel at the valve under the forward helm seat. Open engine coolant seacock under berth in Aft Cabin. Centralise engine controls to neutral. For security reasons the ignition wiring is via ‘Engine Room Lights’ switch on the main panel. Turn ignition with the throttle open.
When engine fires make sure the alternator (Ammeter gauge) is charging - a burst of throttle may be needed to trigger the charge.
Make sure water is being pumped at the stern exhaust outlet.
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Manual Stop Cable: A manual stop cable with the pull handle showing a bonnet stop symbol is located between the companionway steps. For security when the vessel if left, a short section of 0.5” plastic hose, placed over the pull stop shaft, permits the pull handle to be held in the stop position. Turn off the ignition to stop the alarm.
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Should the engine stop pull fail the engine can be stopped manually. Gain access to the fuel injector pump by removing the engine side cover from within the cockpit locker. The fuel pump is illustrated Engine Photograph A.3 of the Perkins manual directly behind the oil filter. On Juli the configuration is slightly different the pump being further aft. From the pump diesel shut off valve is the fine cable which connects the pull handle. This can be operate by hand to cut the engine.
When motor cruising, observe the temperature gauge and listen for the oil pressure warning buzzer. If oil pressure buzzer is heard, or the temperature gauge shows overheating stop the engine immediately.
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DO NOT REMOVE THE RADIATOR CAP FROM A HOT ENGINE BECAUSE BOILING WATER WILL SPURT OUT.
Should the engine fail to turn over, first check the tightness of the electrical connections at the:
a) Starter motor accessible from the cockpit locker, via a lower engine, compartment side cover.
b) Security of spade connectors around the alternator/regulator (accessible from the cockpit hatch and fixed high on the port side. Starting is over-ridden if the alternator is unable to charge. If the alternator brushes are damaged the over-ride will also prevent the engine starting. A new alternator was fitted in 2002.
Make sure the battery controls are set to OFF - as any spanner work in this area will cause a short circuit.
To turn the starter-motor in an emergency, the starter solenoid can be short circuited, with a screwdriver. See photograph of the starter motor and solenoid assembly.
The engine controls require regular light oil lubrication.
Engine Care:
To start easily, run reliably and maintain good condition a diesel engine needs regular oil changes (100 hours), clean air and fuel together with substantial battery power for starting.
Diesel engines do not perform well or give good service under light load. Running engines, in port, for the sole purpose of charging batteries should be avoided wherever possible. . Diesels are designed for, work best, and give long life by running under load - in our case motor cruising. The on board Perkins manual covers servicing and bleeding of the fuel system in detail.
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Fuel Supply, Filters & Bleeding: Fuel contamination by dirt rarely causes permanent damage to an engine but can be the cause of poor starting or stalling. Air has a similar effect to dirt but is often easier to diagnose (froth at a bleed screw). Water is the serious contaminant, which can quickly and easily cause permanent damage to the finely machined components of the injector pump and injectors. The golden rule is prevention. The injector system is by far the most expensive and delicate ancillary piece of engineering attached to the diesel engine (£1,000+) and is protected by two of the cheapest items namely the fuel filter and a water separator.
A fractured low pressure fuel pipe, bridged with plastic hose and jubilee clips (made up section of pipe below the aft berth) forms a repair that will easily get you home providing you can air bleed the fuel system. Follow the procedure set out in the manual. It only takes a few minutes, but remember hand priming the primary pump will only bleed the water separator, fuel filter and injector pump. This may be sufficient to start the engine. If not, to bleed the injectors, (the final stage) the engine must be cranked using the battery.
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Bleeding the Engine: WARNING If you choose to slacken each injector union and bleed the injectors ONE BY ONE, (although not prescribed in the manual, this method will work) the engine will possibly start and run when cranking to bleed the second injector. If not it will most certainly start during the cranking sequence for the third injector. - so whilst bleeding the injectors, avoid loose clothing as well as keeping clear of rotating belts.
Injector Removal: Should it be necessary to remove the injectors, note the differing length of the flange securing-studs. Each injector requires one long & one short securing stud. The longest of the pair will bottom out in the wrong hole.
Fuel Filters: The two original filters use either Perkins P26561117, or Fram C1191PL Filters.
The new filter cartridges are Coopers AZF 090 or Bosch N 4106. The units appear universal so other cartridge fuel filters, of the same size, may well suit.
April 2006. The fuel supply was modified so as to bypass number one filter, incorporate an auxiliary 20lt fuel tank (stowed in Cockpit aft locker) and installed rubber bulb pump to aid bleeding air from the system. The normal running arrangement is with No 2 valve closed and the auxiliary tank isolated so as to feed fuel via both filters. To avoid confusion and for normal operation No1 valve is tied open.
In the event of a suspect filter blockage isolating No1 filter and opening No2 valve will feed fuel direct to the second filter.
If the engine runs with no indication of fuel starvation continue journey.
In the event of continued fuel starvation indicated by continued ‘hunting’ – turn off the engine.
To dislodge any sediment fuel line to the filters, close all auxiliary fuel valves before disconnecting the feed main feed-pipe and blowing back towards the tank. Once clear re-connect the supply and bleed the system.
Fuel capacity. Whilst the manual refers to 200lt, the usable tank capacity is 170 litres providing, at 2000 rpm approximately 48 hours running giving, in calm weather, a boat speed of 5kn.
Engine Cooling System:
The boat has a complex cooling system. Firstly an internal fresh water system provides cooling for the engine. This system may require occasional topping up with clean fresh water via the radiator cap clearly visible below the cockpit hatch. Water (in the fresh water cooling system) is heated by the engine, regulated by the thermostat and pumped, firstly to the calorifier where heat is transferred to the domestic hot water. The coolant is then piped to a heat exchanger (which is attached to the engine - see manual photos), where any residual heat of the coolant is dissipated before being returned to the cylinder block.
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The Calorifier: (through which the engine’s fresh cooling water is circulated), is located behind the hatch at the rear of the aft cabin. A single isolation valve is located in the engine compartment. The calorifier is fitted with a pressure relief valve and a 240-volt immersion heater the switch for which is located near the battery controls. Two valves adjacent the calorifier can isolate the cockpit shower.
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The Heat Exchanger: (Renewed in Jan 97) is cooled by raw sea water drawn from the coolant seacock (below aft cabin berth) and pumped through the heat exchanger before being discharged at the transom. The heat exchanger also incorporates an oil cooler.
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Raw Water Pump: is circulated by a pump mounted on the timing gear cover (rear of the engine) and is driven at half speed from the fuel pump gear. The raw water pump will, from time to time, require renewal of the impeller (Spare on board – Bosun’s Locker). Pump Jabsco 3270-200 Old Impeller reference number was 1210-0001. Code change to 3085-001. Alternative: CEF 500 107 GT. Agent Cleghorn Waring & Co (Pumps) Ltd. Tel: 01462 480380. Fax 01462 482422. Email mail@cleghorn.co.uk.
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The Fresh Water Pump: and the alternator are belt driven from the crankshaft pulley. A fresh water pump and a spare drive belt are on board. Both water pumps are fully described in the Perkins manual.
Some likely causes of engine overheating:
a) Loss or restricted flow of the Fresh water coolant: Loose jubilee clips, split water hoses, leaking water pump, broken drive belt, low water level, dirt/ sludge causing partial blockage of the water ways, faulty thermostat or faulty water filler cap.
b) Loss or restricted flow (check flow at the stern pump out) of the Raw water coolant: Blocked strainer (external hull fitting), closed Seacock, loose jubilee clips, split water hoses, dirt or sludge causing partial blockage of the heat exchanger, worn raw water pump impeller.
c) Blown cylinder head gasket. Initially this may be difficult to diagnose. Often, but not always, causes water contamination of the engine oil, indicated by globules of water on the dipstick. A blown gasket often causes the loss of fresh water coolant and/or a build up of steam pressure causing swollen hoses. Perhaps slowly at first but the water loss and/or steam pressure may quickly increase. Slow running (less than 1500 revs) for a couple of hours with a blown cylinder head gasket is unlikely to cause serious damage providing engine temperature is monitored and overheating can be controlled.
Engines, which suffer overheating, are quickly subjected to the following symptoms and damage:
An increase in temperature within the range of the temperature gauge. Further increase in temperature beyond the range of the gauge with a simultaneous steam pressure built up. This will quickly rupture hoses and/ or blow core plugs resulting in the total loss of fresh water coolant. Further rapid increase in temperature causing piston seizure followed immediately with catastrophic damage - Broken Pistons/ rings and/ or crankshaft and/ or connecting rods, ruptured cylinder walls and mangled valve assemblies.
Engine Lubrication
Engine (Diesel Grade Engine Oil, semisythetic at present) and Gearbox (Automatic Transmission Fluid) need checking at regular intervals (Gearbox Filler Stud has an integral dip stick). Loss of engine oil pressure can have similar results to overheating but the risk is regarded as less likely. The boat is fitted with a “low engine oil pressure” alarm (the same buzzer as the “ignition on” alarm).
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Saltwater Leakage: From time to time saltwater leakage has caused superficial corrosion to parts of the Engine, Gearbox and Mountings. Protection of these areas is by periodic spraying of Waxoil or wax based products (aerosols).
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