Posted in Boat, Engine, Posts by Edvin on May 10th, 2011
Finally after months of researching for the most environmentally friendly engine possible it arrived and installation began! The installation started with the modification of the old iron bars that support the engine. After deciding where the motor should sit lengthwise which took a lot of measuring and calculating before we threaded eight m10 holes for the rubber mounts. The lombardini is significantly smaller than the Md2b and since I got a new shaft we could move the engine 12 cm forward witch opens up new storage possibilities in the engine room.
We were supplied with an engine jigg which simplified the adjustment for the shaft angle. Unfortunately the engine had to go lower than the ajustment nuts on the mount would allow so we had to use washers to get the engine to height. It took a while before our brains got used to the multidimensional logic and a lot of measuring with the thickness gauge was required before the shaft was aligned well enough to get the engine in place. We improvised another lifting rig from the safetyrail and the engine was put to rest on its mount just after dusk.
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Posted in Engine, Enviroment, Posts by Edvin on May 8th, 2011
Choosing a new engine has been a long process that has required a systematic investigation of all marine engines between 20 and 35 hp on the market. We wanted an engine with very low fuel consumption and the “cleanest” combustion system. possible. Since both Nick and I view sailing as a way of compensating for all the emissions we produce in our normal life, and after realizing that we would have to motor for parts of the Northwest passage due to ice conditions, we wanted the greenest engine possible. We also needed a light weight engine because we are concerned about overloading the boat.
We finally found the Lombardini LDW 1003 M which is a three cylinder 30 HP engine with a highly developed injection system which is the greenest engine on the market that we could find that fulfills all our main demands. An added bonus is that the engine base has the same dimensions as our old VP MD2B which drastically simplifies the switch because we don’t need to modify the seat. The 1003 has a powerful alternator of 120A and also runs more silent than most marine engines cutting down on noise pollution.
Rodahl marin in Lidköping who are the distributors of Lombardini in Sweden provided us the engine at a great price and allot of well needed support. We are also taking this opportunity to change the old prop to a new three blade mikado propeller. We have high expectations regarding improved maneuverability and lower fuel consumption. According to another Monsun owner with the same engine the consumption is 0,27 l/NM which is 40% less than the previous engine!
For more information about the engine please see:
www.rodahl.se/
www.lombardinimarine.com
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Posted in Boat, Engine, Posts by Edvin on Apr 21st, 2011
Finally it was time to lift out the old engine. The MD2B measures 90 cm from flywheel to reverse gear but the engine hatch in the cockpit is only 70cm making the operation quite complicated. I had read about Monsun owners who had been forced to drag the 230kg engine into the cabin to be able to lift it through the doorway. I was not to keen on the idea and was worried that i might destroy the interior woodwork, so I started the process of reducing the engine. After dis attaching all electrical connections and hoses I dismounted the heat exchanger, generator and starter. Soon I discovered that it still wouldn’t be enough and reinforcements had to be called in. My father who has had a very vocal opinion on the motor exchange issue drove down from Varberg to give me a hand.
We started off with the fuel intake which is placed right behind the reverse gear making it impossible to slide the engine backwards. Its made from a copper pipe which is attached to the tank top with a collar nut but there was no room to reach it with a wrench so we had to cut a notch into the nut and punch it with a hammer and chisel.
Next up was the flywheel. Since it sits on a conical shaft with a 55mm nut and hadn’t been removed in 30 years we had to put some effort into it. We heated the nut with gas and a heat gun for a good 40 minutes before we started to work it. Finally it came off after putting the weight of two people on the extended wrench handle. According to the service manual the nut was tightened with 500 nm but it took at least double that to remove it. We made a puller tool from four iron bars and attached it to the threaded holes of the belt pulley, pushing the shaft out of the flywheel. After a lot of turning the 30 kg wheel came off with a bang.
Than we attached a chainlift to a wooden crossbar in the cockpit. A few hours later the engine was hanging above the hatch ready to be hooked to the mobile crane.
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Posted in Boat, Engine, Posts by Edvin on Mar 13th, 2011
I really hope that I never have to take out a cutless bearing ever again ! It took the whole day. I tried threaded rod and a pipe first but the thing would not move an inch. So I had to use the pendant saw and then hammer and chisel the old bronze bearing away.
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Posted in Boat, Engine, Planning on Jan 24th, 2011
We´re going to need a strong dinghy and engine 6-9HP to be able to push or pull Belzebub in case we get stuck between ice floes. It would be optimal to have only one type of fuel on board so we have been looking for a diesel outboard engine. Our growing concern about our old Volvo penta inboard which may have to run non stop for up to a month has made us think about a backup alternetive and that might be a mount for the outboard on the stern.
We´ve found this one:
http://www.shanghaicnpower.com/productshow/productshow.asp?ArtID=719&ArtClassID=16
No idea about the quality , maybe someone knows ?
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Posted in Engine, Planning on Jan 9th, 2011
I’m trying to calculate how much extra fuel we will have to bring. A quick look on the map reveals that the longest leg between two places where we can fill up is between Nuuk and Resolute about 1500 nm.
Belzebub has 180 liter tank and a fuel consumption of 0.7 l / nm,which provides a range of about 245 nm
If we need to go 1500 nm using the engine we would need almost 1,000 liters of diesel. Which means 34 x 25 liter jerry cans and nearly 1 ton of extra weight. This is unreasonable given that the boat will be weighted down and the extra strain it will have on the rig.
If we compromise to 20 x 25 liter jerry cans which would be 680 l and a equate to a maximum range of 970 nm.
So far, wild guesses and the only thing that is certain is that it will notbe possible to have too much fuel.
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