anybody seen this boat?
l-skynyrd
Member Posts: 178 ✭✭✭
Found this on line. It looks like a lot of boat for the money.
You have to love the water....
Len & Robyn 342 FV Freebird
Comments
PC BYC, Holland, MI
Dream 'Inn III -- 2008 400 Express
Would you really buy a boat from a guy named Repo?? LOL
PC BYC, Holland, MI
All I've wanted was to just have fun.
Rinkeryan: I highly, strongly, rec you use an additive in every tank.. do the research for yourself, or let me save you the trouble: motorcraft cetane+lubricity boost (red cap).. several independent labs all determine it to be the best... If you can't get that, at least use diesel kleen +cetane (gray bottle)...
That's the real benefit of oil squeezer's: they can hold a steady (and nearing wot) for a lot longer periods with relative reliability more than a gasser..
what year are your yans?
there are two (main) schools of thought on injecting-
Hydraulically actuated, Electronically controlled, Unit injector, (HEUI) which take low pressure provided fuel, use a tiny piston to dramatically increase the pressure, and squirt them- they have moving parts and are prone to failure... those moving parts dang near require the lubricity of #1 diesel, or biodiesel to last any amount of time.. w/o that, metal slams on metal instead of a bed of fuel/oil, which is a lubricant by itself.. this is what you most likely have..
the next one is pizzo injectors, which use a silly high pressure fuel supply behind (before) them on the rail, and make use of a tiny crystal in the injector itself, which shrinks when electricity is removed from it, allowing the high pressure fuel past.. these are better for using #2 ultra low sulfur fuels with, but... in order for them to work properly, they have to have a high pressure supply provided by a cranks actuated high pressure pump, and those are problematic all by themselves.. at idle, mine provides 3500psi, and at wot it is providing 27,500~29,000psi... ridiculously high pressure, no? the silly high pressure of the pump doesn't like ANY debris whatsoever, or even gelled fuel for that matter- even the 500ppm of #1 diesel sulfur content can clog them..
there was a day when diesels were the most reliable engines to be had- and you could certainly get some power out of them.. w/ pizzo and common rail highly pressurized fuel, economy shot through the roof.. but they have come under the watch of the gestapo EPA, and have been severely hampered in both economy and performance... to say it plainly -diesels are in the period of development that gassers were in the mid seventies to the early eighties, and it may be better to wait it out until they iron out the details, just as it was better to do so then with the performance v8's with their smog pumps and cumbersome low-flow catalytic converters.
the pdf I supplied doesn't list the motorcraft red capped stuff, but it is the better of the selections out there.. this is actually one place where Amsoil should likely go back to the drawing board- their offering is only slightly better than the baseline of using no additive at all.... but don't feel bad, some of the expensive additives actually are worse for use than that baseline.. go figure, huh?
using ethanol in an engine not designed for it means you'll be replacing stuff on that engine a lot more often...
in the meantime, use star-tron by starbright ethanol treatment.. it's the only stuff I know of that works..
the torque can't be denied, though.. :-D
anyway..
yours aren't going to be so picky about fuel... a matter of fact, they can run off a widely varying range of fuel quality.. there isn't really anything you've gotta worry about except for maintenance with that rig.. they follow a wash basin failure graph- meaning a high rate of failure at the beginning of service, and a high one at the end of service, with a long low flat line in between.. if you made it past the first spike, chances are you'll be fine for a long while.
the highest mass produced gasoline engine compression that i've ever heard of is 16:1, and that in a pretty expensive and finely engineered motorcycle engine.. no boost on those things, and you HAVE to run as high an octane as you can find, and never below 94 rand rating.. one pre-ignition on those things, and it's lights out with blown gaskets (best case), cracked/shattered pistons, broken/bent rods, or caps blown off the crank..
your diesel likely reaches 17:1 compression ratio before boost.. each atmosphere of boost (14.7psi) is twice that- if you strike 15psi, your engine is cramming twice the air displacement into the cylinders, and you're running 34:1 compression ratio... that would launch the heads off of a gasoline engine into orbit.. :-)
I'm going to hafta think on testing your turbo figures, as I don't know how that engine monitors its traffic.. is there a test port tapped into the intake? if so, you can do it manually... you can also extrapolate from the manifold absolute pressure sensor what is going past it, and based on temperature (density) of the air determine what those boost numbers are..
for whatever it's worth, other than keeping the oil changed, having a turbo diesel requires one very important preventive maintenance step: make sure your air cleaner is always clean and clear.. and, you'd want more intake than you need as opposed to less... diesel igniting due to compression when there isn't enough air turns those injectors into tiny cutting torches, and will slice right through any grade of aluminum piston, or crack them.. more air also means lower exhaust gas temperatures, which is kinder to turbos and exhaust components.. it's likely the number one place diesel engine folks screw up, is the intake..
Dream 'Inn III -- 2008 400 Express
heavy loading, in terms of diesels, means providing more fuel than is ignited in the combustion chamber during the power stroke- which means it burns afterward, through the exhaust stroke and through the manifolds/pipes... black smoke.. grrrrrr...
do you know what keeps them happily burning an appropriate air to fuel ratio? .... more air... :-D
air keeps them from loading up and not ingesting air appropriate to throttle applied (fuel delivery).. it bogs a gas engine and you can feel/hear it.. a diesel just burns what you put in it, and you can monitor whether it's appropriate by the exhaust... black? heavy load, less air than needed... slight haze? all is well.. :-D