And not only does he have a Detroit to mess with, he has a Cessna!!!!! Is that a 170? I had a 170B.
Cool. Nice work!
Very nice and most informative thread. There's a pair of 8V71's or 92's in my future so the more vids I watch the better.
Looks like you weren't running any raw water, just kept it short enough to not get hot. Did you leave the raw water impeller out?
And, did you consider putting a filter in the fresh water system? Or are you going to flush it out now?
Thanks.
SB, was wondering if you feel that you need that hp rating on your boat - do you find yourself running it hard and fast?
It would be quite easy to de-rate the engines a bit if you don't need all that horsepower. Running 6-71's at a continuous 60% instead of 30% (for example) makes for happy Jimmies. I had that problem on mine, ran a wee bit too low, and that big blower was cooling the block down too much.
Perhaps I read one of your earlier posts wrong, but I was under the impression that you had the typical J&Ts which were rated way up in the 200’s or higher. It’s strange that you have a belt driven raw water pump also - is that a J&T signature?
sbman ... I left you a PM on THT ... I'm all caught up now reading your three different threads here ... a seriously impressive effort you have mustered I gotta' say ... so, moving onward ... back in your post #82 in this thread, you spoke about re-usable hydraulic fittings and bulk hydraulic hose for your fuel, oil and trans cooler lines ... would you mind elaborating on the brand name(s) of the hose / fittings and / or the name of the hose shop that figured out what worked with what for you? Up here in Vancouver, Canada, I have Green Line or New Line to deal with ... I just can't seem to find what I need with them.
I have the identical boat (mine's a '79) & near identical engines as you (Industrial 6-71N engines [white in color] marinized by PACIFC DIESEL POWER CO., with San Juan Engineering (/ Seakamp) h.e.'s and rear-mounted, gear-driven JABSCO raw water pumps) ...
I'm going to make some changes to my existing engine oil pan-mounted quick-drain valves ... currently I have mis-matched 1/2" F/F NPT brass ball valves (plugged by clear silicone-sealed 1/2" M NPT carbon steel plugs [3/8" dr. sq. int.]), each mounted to 1/2" M/M NPT brass nipples in the oil drain holes of my oil pans ... I have found I cannot get near the outboard (left side) mounted quick-drain valve on my Port engine and (once I've battled to reach it once and drain the engine oil) want to run a length of steel-braid hose from a 90° (swivel?) fitting at the oil pan drain hole (Port engine ... and perhaps a straight fitting / shorter length of hose for the Stbd engine, whose inboard [left side] pan drain hole is far easier to access in the e.r. aisle).
I have not decided exactly how to terminate these hoses in the e.r. aisle ... there are some pretty slick oil change systems available ... i.e. GROCO ($1K USD) or X-Change-R ($649USD) ... however, perhaps I'll just stick with (plugged, for security) ball valves at the hose termination points in a convenient spot in the e.r. aisle. I do have a JABSCO 17800-2000 bucket-mounted oil change system (it was used with a 1/4" x 40" dipstick probe that I now cannot locate) whose pump could be easily adapted to draw / drain and pump used engine oil from the un-plugged ball valves at the hose ends into empty 5 gallon pails as required.
What kind of an engine oil drain system did you elect to go with?
FFF
follow-up edit: I should mention that sourcing stuff like what I described above in Canada is akin to being way out in the sticks ... not a lot of choice in terms of vendors or what's available ... when I was moored at Point Roberts Marina, I could online order almost anything from the lower 48 and a couple of days later, just saunter over a couple of blocks and pick it up ... now with the pandemic, that option is curtailed for the foreseeable ...
On our 6-71N there was no oil drain ball valve, a screwed in 90deg was connected to a good hose. The hose was long enough 5 6 ft? to be easy to reach in the engine space.
The hose was capped with a hydraulic quick disconnect, which could clip into another hose on a manual rotary aircraft fuel pump, but a rotary drum pump would work as well.
Never fun going down to the engine space after a long days run , but with 2 - 5 gal oil cans ready , each got 4 gallons quickly , and could be removed at leisure when recycling the old oil.
Safe , fool proof, cheap , and clean .
sbman ... those oil pan drain hole threads should be 1/2" FNPT ... mine have brass 1/2" MNPT close nipples in them with bronze (Port) / brass (Stbd.) FNPT / FNPT ball valves threaded onto the close nipples ... then they plugged the ball valve outlets with carbon steel plugs (3/8" sq. dr.), using clear silicone sealant, and, evidently, never used them again (or much). I'm basing the latter on the JABSCO 17800-2000 Porta Quick Oil Changer (pump mounted to bucket lid) system that was left onboard for me by P.O. ... it was used with a dipstick probe that is now MIA. FFF
Hey sbman ... that was quick!
So, there's no hoses currently rigged on my oil pan quick-drain valves ... I have the luxury of starting fresh for this particular application ... I'm thinking I'll re-vamp the existing nipples / valves with whatever my permanent solution entails ... FFF
sbman I have yet to uninstall the FNPT/FNPT ball valve that's there and won't ... until and unless I decide on drain hose assembly pieces ... however, another affirming indicator as to the nature of the O.P.D. threads is in this EZ OIL DRAIN VALVE chart I found online, which specifies EZ-202 for DD Series 71, an NPT 1/2”-14 threaded item...
sbman ... are these Parker hydraulic hose/quick disconnect couplers & nipples even close to what you're thinking of?
I selected the 'Brass' & '1/2-14' filters to pare things down a bit ...
Parker offers so many different Quick Couplings Hydraulic for various applications that the ones I reference above may not be at all appropriate, or, are possible total overkill (i.e. don't need 2200 psi capability) ...
And, as far as the Parker reusable ('live swivel' possible?) hose fittings are concerned, do you remember the product descriptors (or have part numbers?) for what you've been using? Parker's online selection process is complicated by their vast number of choices. I went to HRP's site but again quickly got lost with all the choices offered.
Thanks, FFF