RETURN TO BOAT LAGOON FOR ENGINE REMOVAL/INSTALLATION

ON March 21, 2015, I flew back to Boat Lagoon, from the States, to prepare the boat for removing the old Volvo Penta 2003T diesel engine.  The engine and gearbox had not been manufactured since 1995 so it wasn’t worth trying to put more money into them.  Additionally, Volvo parts are outrageously expensive for any of their engines.  If parts become obsolete, the price increases to usurious levels.  The old Volvo was still running OK but needed some work to keep it going.  Since our next leg involves the most challenging part of the circumnavigation, in very remote places, it just didn’t make sense to keep it.

The main obstacle for removing the old engine and installing  a new one in this Valiant 40 was the cabinetry surrounding it.  Valiant built the lockers around the engine after it was installed at their shipyard in Lake Texoma, TX.  I had to figure out a way to remove them to gain access to the engine compartment.  I wanted the removal to have the capability of being reinstalled to the original design and being able to be easily removed for future repairs.  David’s pictures provided the framework I needed to make the necessary modifications.   The Valiant Owner’s website is most helpful when it comes to requesting and receiving help.  I struck a” Gold Mine” when, David Bridges, owner of the S/V Blue Yonder, answered my cry for help.  He had repowered his Valiant 40 with a Yanmar 50 but had the same Volvo Penta I was going to remove.  He had documented the whole process with a few hundred pictures and was unbelievably thorough and meticulous.  He would become one of the two gurus that kept me sane during this challenging installation.  The other Valiant owner, Bob from S/V Sail Further, had repowered with a Beta 43.  This was the same size as the one I was going to install.  These two wonderful and knowledgeable owners communicated with me from beginning to end; answering all my questions and giving suggestions.  I can only hope that somewhere, sometime, I will be able to help someone else with information and experience gained from the repower.  The third party that has been helpful was Stanley from Beta Marine USA; not only a great businessman, but always working on his customer’s behalf.  His replies were always prompt and knowledgeable.

On April 1, I had a carpenter onboard to open up the engine access space.  It didn’t take long since I had everything planned out; twelve hours work in two days.  Each piece of the cabinetry and companionway bulkhead was very carefully cut out so that they could be reassembled after the new engine was installed.  Allowing this much space was the only way the engine bed modification and new installation could have been done.  The pictures on the blog show all this in detail.

On April 4^th, two mechanics came onboard to begin dismantling the old engine for removal.  It took a day and a half (11 hours) to dismantle and set it on the protective plywood I had placed on the companionway sole.  Once the old engine was out of the engine room, I began to remove all the old insulation from the engine room.  This insulation was made up of an adhesive foam backing, lead impregnated matt and covered with protective aluminum foil.  It had served its purpose since 1991 but had deteriorated and turned to a fine black powder in many places.  I began the project on April 7^th and didn’t finish until April 23^rd.  During that time, in stifling heat and cramped quarters, I worked from morning until night taking out and installing the new insulation.  It’s a pity that I wasn’t able to get the Sound Down insulation that they sell in the States since it is the best to be had.  What I put in will provide many years of adequate sound proofing.  In addition to removing the old insulation, the big obstacle was having to remove or work around every unit that had been installed in the engine room.  It’s a herculean task!

The old Volvo Penta was removed, by crane, on April 10^th;  goodbye to an old friend that had served us well.  I began to focus on getting the new engine and installing it.

RETURN TO BOAT LAGOON FOR ENGINE REMOVAL/INSTALLATION

ON March 21, 2015, I flew back to Boat Lagoon, from the States, to prepare the boat for removing the old Volvo Penta 2003T diesel engine.  The engine and gearbox had not been manufactured since 1995 so it wasn’t worth trying to put more money into them.  Additionally, Volvo parts are outrageously expensive for any of their engines.  If parts become obsolete, the price increases to usurious levels.  The old Volvo was still running OK but needed some work to keep it going.  Since our next leg involves the most challenging part of the circumnavigation, in very remote places, it just didn’t make sense to keep it.

The main obstacle for removing the old engine and installing  a new one in this Valiant 40 was the cabinetry surrounding it.  Valiant built the lockers around the engine after it was installed at their shipyard in Lake Texoma, TX.  I had to figure out a way to remove them to gain access to the engine compartment.  I wanted the removal to have the capability of being reinstalled to the original design and being able to be easily removed for future repairs.  David’s pictures provided the framework I needed to make the necessary modifications.   The Valiant Owner’s website is most helpful when it comes to requesting and receiving help.  I struck a” Gold Mine” when, David Bridges, owner of the S/V Blue Yonder, answered my cry for help.  He had repowered his Valiant 40 with a Yanmar 50 but had the same Volvo Penta I was going to remove.  He had documented the whole process with a few hundred pictures and was unbelievably thorough and meticulous.  He would become one of the two gurus that kept me sane during this challenging installation.  The other Valiant owner, Bob from S/V Sail Further, had repowered with a Beta 43.  This was the same size as the one I was going to install.  These two wonderful and knowledgeable owners communicated with me from beginning to end; answering all my questions and giving suggestions.  I can only hope that somewhere, sometime, I will be able to help someone else with information and experience gained from the repower.  The third party that has been helpful was Stanley from Beta Marine USA; not only a great businessman, but always working on his customer’s behalf.  His replies were always prompt and knowledgeable.

On April 1, I had a carpenter onboard to open up the engine access space.  It didn’t take long since I had everything planned out; twelve hours work in two days.  Each piece of the cabinetry and companionway bulkhead was very carefully cut out so that they could be reassembled after the new engine was installed.  Allowing this much space was the only way the engine bed modification and new installation could have been done.  The pictures on the blog show all this in detail.

On April 4th, two mechanics came onboard to begin dismantling the old engine for removal.  It took a day and a half (11 hours) to dismantle and set it on the protective plywood I had placed on the companionway sole.  Once the old engine was out of the engine room, I began to remove all the old insulation from the engine room.  This insulation was made up of an adhesive foam backing, lead impregnated matt and covered with protective aluminum foil.  It had served its purpose since 1991 but had deteriorated and turned to a fine black powder in many places.  I began the project on April 7th and didn’t finish until April 23rd.  During that time, in stifling heat and cramped quarters, I worked from morning until night taking out and installing the new insulation.  It’s a pity that I wasn’t able to get the Sound Down insulation that they sell in the States since it is the best to be had.  What I put in will provide many years of adequate sound proofing.  In addition to removing the old insulation, the big obstacle was having to remove or work around every unit that had been installed in the engine room.  It’s a herculean task!

The old Volvo Penta was removed, by crane, on April 10th;  goodbye to an old friend that had served us well.  I began to focus on getting the new engine and installing it.

ON March 21, 2015, I flew back to Boat Lagoon, from the States, to prepare the boat for removing the old Volvo Penta 2003T diesel engine.  The engine and gearbox had not been manufactured since 1995 so it wasn’t worth trying to put more money into them.  Additionally, Volvo parts are outrageously expensive for any of their engines.  If parts become obsolete, the price increases to usurious levels.  The old Volvo was still running OK but needed some work to keep it going.  Since our next leg involves the most challenging part of the circumnavigation, in very remote places, it just didn’t make sense to keep it.

The main obstacle for removing the old engine and installing  a new one in this Valiant 40 was the cabinetry surrounding it.  Valiant built the lockers around the engine after it was installed at their shipyard in Lake Texoma, TX.  I had to figure out a way to remove them to gain access to the engine compartment.  I wanted the removal to have the capability of being reinstalled to the original design and being able to be easily removed for future repairs.  David’s pictures provided the framework I needed to make the necessary modifications.   The Valiant Owner’s website is most helpful when it comes to requesting and receiving help.  I struck a” Gold Mine” when, David Bridges, owner of the S/V Blue Yonder, answered my cry for help.  He had repowered his Valiant 40 with a Yanmar 50 but had the same Volvo Penta I was going to remove.  He had documented the whole process with a few hundred pictures and was unbelievably thorough and meticulous.  He would become one of the two gurus that kept me sane during this challenging installation.  The other Valiant owner, Bob from S/V Sail Further, had repowered with a Beta 43.  This was the same size as the one I was going to install.  These two wonderful and knowledgeable owners communicated with me from beginning to end; answering all my questions and giving suggestions.  I can only hope that somewhere, sometime, I will be able to help someone else with information and experience gained from the repower.  The third party that has been helpful was Stanley from Beta Marine USA; not only a great businessman, but always working on his customer’s behalf.  His replies were always prompt and knowledgeable.

On April 1, I had a carpenter onboard to open up the engine access space.  It didn’t take long since I had everything planned out; twelve hours work in two days.  Each piece of the cabinetry and companionway bulkhead was very carefully cut out so that they could be reassembled after the new engine was installed.  Allowing this much space was the only way the engine bed modification and new installation could have been done.  The pictures on the blog show all this in detail.

On April 4^th, two mechanics came onboard to begin dismantling the old engine for removal.  It took a day and a half (11 hours) to dismantle and set it on the protective plywood I had placed on the companionway sole.  Once the old engine was out of the engine room, I began to remove all the old insulation from the engine room.  This insulation was made up of an adhesive foam backing, lead impregnated matt and covered with protective aluminum foil.  It had served its purpose since 1991 but had deteriorated and turned to a fine black powder in many places.  I began the project on April 7^th and didn’t finish until April 23^rd.  During that time, in stifling heat and cramped quarters, I worked from morning until night taking out and installing the new insulation.  It’s a pity that I wasn’t able to get the Sound Down insulation that they sell in the States since it is the best to be had.  What I put in will provide many years of adequate sound proofing.  In addition to removing the old insulation, the big obstacle was having to remove or work around every unit that had been installed in the engine room.  It’s a herculean task!

The old Volvo Penta was removed, by crane, on April 10^th;  goodbye to an old friend that had served us well.  I began to focus on getting the new engine and installing it.

Pictures that have been forth coming

COINJOCK, NC TO ANCHORAGE AT BEAR POINT (52 MILES)

Oct 30, 2011

We spent an extra day in Coinjock due to gale force winds posted for Albermarle Sound.  When we woke up this morning there was ice on the dock!  We are moving into a transitional period where there are stronger cold fronts coming through the area.  Last night it was blowing 35 kts and gusting even higher.  There is a swing bridge on the Alligator River that we have to go through and they don't open in winds that are blowing higher than 34 miles per hour.  The winds have been out of the North for the last several days.  These are favorable for us because we can set out the jib while motoring.  This gives us an extra one to one and a half knots.  I figure that we can motor along at 5.5 to 6.0 kts.  With the jib set and drawing, we'll make 6.8 to 7.1 kts.

We departed the dock at 0715 and dropped anchor at Bear Point (35 deg. 40.4' N x 76 deg 03.5' W) at 1500 hrs.  The distance was 52 miles so we made an average speed of  6.9 miles per hour.  Distance on the Intracoastal Waterway is measured in statute miles rather than the traditional nautical miles used at sea.  The nautical mile is longer.  The distances I am posting for the ICW are statute miles

There is an unbelievable hoard of boats heading South for the winter.  At the Bear Point Anchorage we had about 20 vessels anchored.  the Wx was good and fell to almost calm during the night.  Water depth was around 10 ft so I paid out 60 ft of chain which gave me a scope of 6:1.  The recommended scope for anchoring is at least 5:1 and can go as high as 9:1 if Wx conditions are stormy.

DELRAY BEACH TO FT. LAUDERDALE (20 MILES)

November 20-26, 2011

We departed Delray Beach Club Marina @ 1036 hrs this morning for Las Olas Marina in Ft Lauderdale.  We would like to pick up a mooring ball there.  There are eleven bridges to call between on this short distance of 20 miles:  just about one bridge every two miles.

In Delray Beach we had a good friend, Dan Morris, drive down from Panama City, FL to help us get everything ready for the Panama trip.  He has lots of knowledge concerning boats and their components so it has been invaluable to us.  We did lots of shopping for the Panama trip and will continue in Ft. Lauderdale.

We had Thanksgiving Dinner at a Greek Diner in Delray Beach.  It wasn't home but it was good.  Dan will stay with us for several days until we can supply the boat with spare parts and grub for the trip.

The Wx continues to be blustery with winds out of the NE to E.  Since we have been alongside a dock, it's not uncomfortable.  We continue preparing the boat.  It would have been almost impossible to do all this shopping without Dan's car at hand

We arrived at Las Olas Marina and were all fast at the dock at 1530 hrs.  Dan arrived at 1600 hrs.  We'll spend the night here and look out for a mooring ball tomorrow.  The marina maintains 10 mooring balls that are taken on a "first come, first served" basis.  They cost $35 per day which includes a dinghy tie up dock, showers, laundry, TV room and WiFi.

WE have had our Avon inflatable and Yamaha Engine onboard since Lake Michigan.  They have never been used!  Now we will get both into service.  The only way to get from the mooring field to the dock is by boat tender.  Every vessel moored here has one.

NASSAU, BAHAMAS

December 24, 2011

Phyllis and I went out to pick up a few items that we needed for the yacht: new furling line, ink cartridges for our HP printer and groceries.  Then we took a bus ride into downtown  Nassau.  There were four big cruise ship in the harbor.  I figure about  2000 persons on each one for a total of 8000 tourists running around the center of town or gamboling over on Paradise Island.  In our opinion, Nassau isn't much to look at.  It has the ubiquitous jewelry stores, straw markets, restaurants and sundry bars.  Architecturally, there is nothing inspiring that I could see, however, a few hours isn't enough to be sure that there aren't a few hidden gems here and there.  Horrendous traffic and loud speakers blasting out the Bahamian version of hip-hop which is offensive to my ears. I like Caribbean music and rhythm but one doesn't here much of that here.  The big islands are so linked to the States that our influence is predominant.  There doesn't seem to be much agriculture grown on the islands.   Just about everything is imported from the States.  I've read that they produce pineapples on Eleuthera but I haven't seen any here.  Even the Bananas are Chiquita and come in on ships.  I believe that the coconuts, fish, conch and peanuts are local.  Perhaps, in the outer islands there is more produce grown locally.  I wouldn't waste my time on a trip to Nassau; Wx conditions brought us here.

APATAKI, TUAMOTU TO PAPEETE, TAHITI

June 21-23 2012

We exited Pass Haniuru, Apataki at 1200 hrs enroute to Papeete, Tahiti: distance 230 nm.  The Wx was fair with a SE'ly wind blowing 15 kts.  I was carrying a single reefed mailsail with a full jib. Our average speed was 6.5 kts in the beginning and we had a great sail through the last of the Tuamotu: Arutua to the North and Kaukura to the South.  Once we cleared these two atolls, the route was clear all the way to Papeete.  As we exited the lee of Kaukura the wind and seas started to increase until we had to put a 2nd reef in the main and then a 3rd.  I couldn't get the boat to slow down and we were making 7.4 kts at times.  Finally, I rolled up the jib completely and put up the scrap of staysail that we have aboard.  Under most sailing conditions it is too small but with a SE'ly wind blowing 20-25 kts and seas running 8-10' it was perfect.  We were on a beam reach in the trough of good size seas and this Valiant 40 was taking it without complaint and still keeping us dry.  I had to depower the mainsail to get it slowed down under 7 kts.  All this with a 3rd reef in her!  Anyway the wind stayed strong until we closed land about 6 miles off Pass de Papeete.  We arrived at midnight on June 22nd.  Since I didn't want to go in at night we lay ahull off the pass until first light

June 23rd

We started to make our way through the Pass into Papeete harbor.  The entrance is very easy and well marked with ranges and buoys.  The tides in Papeete are amphidromic which simply means that there isn't a lunar influence only solar.  They run under 1' and are completely predictable with high tide at noon and midnight.  After entering we were very fortunate to find a berth a the Quay de Yachts in downtown Papeete.  June 23rd was the day for the Pacific Puddle Jumpers 2012 to have the final rally from Papeete to Moorea which is a beautiful island about 12 miles away.  The Pacific Puddle Jumpers includes every yacht that has sailed from distant global points to Tahiti.  They are sponsered by Latitude 38 which is a monthly yachting publication.

REPOWERING S/Y SOLSTICE WITH A NEW BETA 50 MARINE DIESEL

January 12-27, 2015

We spent this time in Boat Lagoon, at B-18,  preparing the boat for lay up on a hard stand, until all arrangements could be made for ordering a new Beta Marine 50 diesel engine from England.  The choice for this engine and repowering at Boat Lagoon, in Phuket, Thailand, was based on the fact that our good friend, Gary Gilbert, was the Beta representative for the Phuket area.  Although he was their acknowledged representative, he had only sold two Beta diesels, one to himself and another to a fellow boat owner.  My order along with  another fellow boat owner would bring the total to four.  He gave us his 38% commission fee and never made anything as a Beta representative.  We spent countless hours, at his home in Chalong, putting this order together.  Many more hours were spent on Skype with Beta Marine in the UK.  The final result was that we ended up with a marine diesel package that would replace the existing Volvo Penta 2003T diesel engine.  Since Gary had repowered his boat with a Beta at Boat Lagoon, he had many valuable contacts and knew who would be the best choice for the job.

What would make this special installation challenging was the fact that in 1990, when Valiant put in the Volvo Penta 2003T, they used the Volvo MS2V 20 degree downshaft angle V-drive gearbox.  In 1995, both engine and MS2V gearbox went out of production.  To the best of my knowledge, no gearbox manufacturer is making a 20 degree  downshaft angle V-drive  transmission.  Everything I  researched came up with a maximum of 15 degree downshaft angle on the V-drives.  Beta was offering their engine with a ZF 15 MIV transmission (15 degree V-drive gearbox).  This left me with having to modify the engine bed from 20 degrees to 15 degrees.  That meant having to cut through the fiberglass beds to the desired 15 degree angle.  This is best done with mechanical drawings and templates to achieve the correct angle.  In Thailand, it's done by trial and error using an angle grinder, hammer and chisel.

"Solstice" was put on the hard on January 24, 2015.  The new engine would not arrive in Langkawi, Malaysia until the end of April.  The plan was to sail down to Langkawi from Phuket (160 nm) on another sailboat and pick up two Beta engines and bring both back to Boat Lagoon.  Langkawi is a "duty free" port.  Having prepared the boat for lay up, we made plans to fly back to the States on January 27th.  I would stay Stateside until March 19th and then return to Phuket to remove the old engine and prepare everything for the arrival of the new one.  Phyllis would remain in the States until the end of April.