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S&S Swan Maintenance - How to find the gear reduction on a Borg Warner |
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Join Date: 02 February 2007
Posts: 202 |
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Thank you professor, you are definitely a "gold mine" to all of us!!
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Join Date: 02 January 2008
Posts: 1547 |
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Dear Philippe
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Join Date: 15 April 2011
Posts: 395 |
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Dear Professor, One more question, but not necessarily the last one! I have read that diesels like to be run up to full throttle to avoid glazing of the cylinder walls. If we use the 3380 max rpm setting recommended in the commercial setup, does this have any negative effect on this issue? Thanks, Chris |
Join Date: 02 February 2007
Posts: 202 |
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Thank you professor. This question is definetely attracting a crowd!
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Join Date: 02 February 2007
Posts: 202 |
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Engine is a Perkins 4108, forgot to mention.
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Join Date: 02 February 2007
Posts: 202 |
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... and transmission is original Borg Warner Velvet Drive expected to be 2.1 to 1 ratio.
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Join Date: 02 January 2008
Posts: 1547 |
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Chris
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Join Date: 15 April 2011
Posts: 395 |
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Dear Lars, Thank you for your reply. I understand your answer; my question was not well articulated. I should have said "running the engine at full throttle UNDER LOAD." My last boat had a 5 cylander marinized Mercedes Benz truck engine that had a max rpm of 4400 under load. I typically ran this engine up to full speed for at least 10 minutes if I ran the engine for around 2 hours or more. I assume that when I set the high end of the injection pump to 3380, running the engine at 3000 rpms under load will avoid the glazing problem. I already know this is true since you would not recommend doing this otherwise! I wander if you recommend using the procedure I outlined above? With warm regards, Chris |
Join Date: 02 January 2008
Posts: 1547 |
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Dear Chris
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Join Date: 15 April 2011
Posts: 395 |
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Dear Professor, Thank you. I always learn from you when i ask questions. With regard to my last engine, yes, I ran it around 2800-3000 rpms and yes i did get black smoke initially when at full throttle but that lasted seconds and then the engine ran smoothly. Seems like this was an unnecessary but exciting step - one could really feel the power of that engine! You may have read in a previous note that I have taken the fuel tank out so it will be at least 1-2 weeks before i can measure the rpms at the shaft to determine the reverse gear ratio. Of course, when i do, I will ask for more help! With warm regards, Chris |
Join Date: 15 April 2011
Posts: 395 |
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Dear All, I was able to run the pick-up and return lines to a Gerry can and measure the rpms of the engine and the shaft; I purchased a $15 (delivered) digital meter and it worked flawlessly and easily. Unfortunately for me, I have the 1.52:1 reduction gear and, as suspected, does not work well with the boat nor the prop. So, in email correspondence with the Professor, and calls to Transatlantic Diesel In Richmond, VA, it looks like I will be replacing both my reverse Gear and the propeller. The Professor recommends Flexofold from Denmark so that's the type of prop I will be purchasing. I need to make a few additional measurements for the Professor and then we (he) will determine which reverse gear (1.91:1 or 2.52:1) and which propeller to purchase. These measurements need the boat on the hard - waiting patiently for the yard! I will report back. Chris |
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