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Old 12-27-2014, 06:03 PM   #41
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**Thread creep alert**
Who are you calling a "thread creep?" ;-)
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Old 12-27-2014, 06:09 PM   #42
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Okay, okay - point well made. I guess since I started this I should try to reign it in.

Here's what I have learned: As we all know it's a personal choice. The best options lie somewhere between preventative maintenance/spares and towing a spare second boat behind you.

Thanks again for all the feedback - I really did find it useful.

Now you can all get back to discussing more important things like the difference between full and semi displacement.

Richard
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Old 12-27-2014, 06:11 PM   #43
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Who are you calling a "thread creep?" ;-)

Did someone call our resident thread Creep?

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Old 12-27-2014, 06:27 PM   #44
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You will often hear that the big commercial fishing boats are single engine. Keep in mind that their goal is to fill the boat with fish or crab and a second engine is not only expensive but takes up "profitability" space. They also have experienced crew aboard that can probably tear down the engine and overhaul it at sea.

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I don't think that hold size is relevant to single or twins on commercial fishing vessels. And, while fishermen can certainly do some repairs, major engine failures are beyond the capability of most fishermen I know, the exception being large trawlers that often have engineers onboard. Larger engines have "power packs" and cylinders that are swapped out. In 1979, I was a technician in a large dragger where the main engine has a piston that failed. That occurred off the west side of Texada Island in a SE gail in the middle of January. The wind blew us all the way up Geogia Strait to Campbell River, where a tug brought us into port. The engineer was able to swap out the power pack and had everything onboard except a proper torque wrench available and hence had to return back to Vancouver.

Most commercial salmon vessels have a dry exhaust and keel coolers, rather than wet exhaust and heat exchangers.


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Old 12-27-2014, 06:36 PM   #45
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Okay, okay - point well made. I guess since I started this I should try to reign it in.

Here's what I have learned: As we all know it's a personal choice. The best options lie somewhere between preventative maintenance/spares and towing a spare second boat behind you.

Thanks again for all the feedback - I really did find it useful.

Now you can all get back to discussing more important things like the difference between full and semi displacement.

Richard

Britannia,
You don't decide when to end a thread even if you started it. A thread is alive and well as long as someone has something meaningful to say ... meaningful to say.
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Old 12-27-2014, 06:41 PM   #46
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Greetings,
Mr. B. Ya! what he said...

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Old 12-27-2014, 08:43 PM   #47
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What engine setup would you do for cruising off the Pacific Coast if you were not a competent and experienced mechanic.

I would prefer a naturally aspirated for the lack of problems that can arise and the simplicity of the intake and exhaust plumbing, less joints to leak. The Cat 3300 series is a very sturdy, simple engine that will run thousands of hours with fairly simple maintenance required. The earliest version I believe was designated D-333, the later were 3304 or 3306 - 4 or 6 cylinder. No longer in production so a person would have to go with factory reman. In the real world of today where turbo charged is the norm I would give Isuzu a hard look, I've seen them with near 10,000 hours and nothing done but filters and oil changes. I never saw one with any failure worse than a turbo and it didn't send any debris into the combustion chambers to screw up the valves or head. I suspect J Deere would also deserve a look, I've been round some of JDs little 4 cylinder units that kept going with minimum maintenance. I left cummins off the list because of limited experience with them and what I had didn't impress me. I know many owners of this brand would take exception to this and vigorously defend their engines. For the availability of parts in my experience Caterpillar can't be beat, a few years ago I rebuilt a 1938 D2 for a contractor and had no problem getting parts most were on the shelf of the local dealer. I also can appreciate the fact that any builder can let one get out the door and have a premature failure, this will normally happen during the warranty period if a engine is used instead of sitting idle in a slip, garage or parking lot.
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Old 12-27-2014, 09:12 PM   #48
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Ron

You have pretty well described several singles that should do fine. Given JD's summation of his single engine experiences and many other thread respondents on TF, the key for Britannia it would appear is to get educated on his "new" boat and how to fix things that would likely go thump in the night. This would apply to either single or twin engine vessels.

Or, Britannia could simply buy a Bayliner with twins and a Fortress and cover that audience of several current TF threads.
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Old 12-27-2014, 11:16 PM   #49
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A Fortress? Why a Fortress? Please explain.
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Old 12-27-2014, 11:43 PM   #50
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I'm very pro Isuzu. Who marinizes Isuzu engines besides Klassen/Hatton/Yukon?
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Old 12-28-2014, 10:08 AM   #51
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As all said above, there is nothing better than routine maintenance, spares, capable tender and vigilance. But, I would add a get home sailing rig if headed off shore to far away places.
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Old 12-28-2014, 10:29 AM   #52
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When I switched from sail to twin power it took a long time before I regained confidence that I woulg always get somewhere. That was never a worry with sail.
Today I much prefer twins . They must be set up for totally independent operation though.
I carry lots of spares but why bother with coolant when fresh water works fine?
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Old 12-28-2014, 10:44 AM   #53
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I carry lots of spares but why bother with coolant when fresh water works fine?
For my diesel heater, we are Pacific Coast boaters.
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Old 12-28-2014, 11:43 AM   #54
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There is also the psychological piece. We own only twin engine boats and have no interest in single. Mindfully we know that single engines are capable of most of what twins are other than the speed we desire. Still we do take some comfort in twins. Now the issue is one must not get over confident and there is a drive to do so. Must keep in mind all the things that are potential issues and have nothing to do with how many engines. The further you're straying from shore and services, the more redundancy you need.
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Old 12-28-2014, 12:31 PM   #55
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You must never use plain water in your diesel except to get home, slowly.
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Old 12-28-2014, 02:04 PM   #56
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You must never use plain water in your diesel except to get home, slowly.
Says you! My GM 71 series manual says:
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Old 12-28-2014, 02:46 PM   #57
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River Cruiser,
I'm very pro Isuzu. Who marinizes Isuzu engines besides Klassen/Hatton/Yukon?

I really didn't know of anyone but Klassen, I like Isuzu because of how dependable all of them have been in equipment. Seldom was a breakdown engine related, a low power complaint was usually cured with fuel filters, starting problems were a dead battery, the turbo failure was the only major problem. If treated half way decently they start and run without any problems.
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Old 12-28-2014, 03:46 PM   #58
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Never is a strong word. It is true that modern high performance diesels often require a supplemental coolant additive to prevent cavitation erosion under high loads. SCA is easier to store, for engines that require it, than gallon jugs of premixed coolant.
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Old 12-28-2014, 06:21 PM   #59
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Don't two engines have twice the failure rate of a single engine?
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Old 12-28-2014, 06:33 PM   #60
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