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Maxum Sport Yacht Owners Group 2001 E-mails |
Updated:
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Our E-mails are usually sent out monthly...
We update the website with these monthly E-mail as time allows.
Or go to year
2001...2002...2003...2004...2005...2006...2007...2008
Feel free to "Bookmark or Special Places" it for your future use,
The Information on it is updates about every two weeks,
except during boating season, a man has to know his limitations.
Maxum Sports Yacht Owners Group Web Site
http://www.maxumowners.org
So, what's new?
Does your #1 boat smell like #2?
Here's some answers for you at.
PlumbingHave you had problems with loosing power on your Cummins Diesels?
Here's some answers for you at.
Power Plant (Engines)Do you feel your Maxum's charging systems is not all that it should be, you might be right.
Here's some answers for you at.
Electrical under "Charge"Do you know what the warranty is on you Maxum, Cummins Diesels, or the Transmissions?
Here's some answers for you at.
WarrantyYou own a fiberglass boat, so why do you have water in the bilge?
Yes we have some answers for that too at.
Hull
Did you know that Cummins has a New Course for it's new owners, it's called the "Captain's Briefing," it's one day, is available regionally and comes with a substantial manual and is free if your Maxum was delivered after June 1, 2000. It is also available if your boat was delivered before, but the cost may vary. But is Florida its $135.00 for the Captains Briefing course. I've got the book and it looks great. For more information contact your local Cummins Service Center or Rachel Bridges at Cummins Marine in South Carolina @ 843-745-1586.
And There More.
I have been away on our Summer Cruise, 73 day from Florida to Canada in our 4600SCB. And I have plenty of new information for you.
I have cleaned up the site some by spreading it out. And this should make it quicker to load, and easier to find to what you want. I am no pro at this and did not put in fancy graphics, obviously. But there is a great deal of MEAT here. Dinners on, eat it up.
Please, you do not need to be a Maxum Owner to participate in our group.
We welcome information from EVERYONE at Maxum to join in.
We need Dealers and Service Personal to share their knowledge with us and each other.
Working together we can make each other's lives better.
I've notice significant changes on the Maxum website.
http://www.maxumboats.com
Don't forget the Maxum Parts Website, it too has been updated with new information, new photos and expanded parts information.
http://www.maxumboatparts.com
For those of you interested Maxum's soon to be introduced 4200 SCR, will be shown in early 2001. As a new twist it will be available with optional Volvo Engines. See the (Maxum Boats) website for more details.
http://www.maxumboats.com
Forgive me for this next one, I had the Hammacher Schlemmer catalogue sitting on my desk for two days and I've been looking at this "thing." Since we're all boaters and are used to throwing our money into our own "hole in the water" I could not resist passing this along for your enjoyment. The Aquatic Pod Suite.
A Hammacher Schlemmer catalog exclusive, this is the world's only aquatic pod suite that offers panoramic views simultaneously above and below the surface of the water. Circular, with a 'flying saucer' aspect, the suite rests directly on the water, the lower portion submerged approximately five feet. Perfect as a getaway at a favorite lagoon, beach, lake or river, the suite offers spectacular 300° views of the environment.
http://www.hammacher.com
I will answer a question I have recently been asked; what defines a (Sports Yacht) to Maxum. The answer is they have inboard engines and a propeller shaft. No outboards or sterndrives need apply.
NEW WEBSITE AREA:
Looking to sell:
Spare Parts & Nautical Gear
We will not list boats for sale.
Listings will continue for 2 years or until you tell us to stop.
E-mail or fax your list of goodies to:
MYsummerschool@aol.com or Fax to 407-370-4604
Rates Follow:
Free to good home or up to $200 in value is listed free:
$200. to $500. will cost you $20.00 up front please.
$500. to 1000. will cost you $40.00 up front please.
$1000. to $5000. will cost you $80.00 up front please.
Please send you checks and listings to:
James Clausen
7067 Villa Estelle Drive
Orlando, Fl 32819
If you have been here at the Maxum Owners website for a while, you will know that I have been in a running battle with Maxum about their wiring of the Delco 21 Si Alternators in their boats. As time passed I have explained the problem to more and more Maxum / US Marine employees. As they came to understand what was done VS what they though they did, Maxum has put in place a program that has:
1- Identified the problem.
2- Identified the MIC range of boats the problem may exist in.
3- Developed a correction to the problem
4- Is now or will soon implement the field modification to the effected owners.
For detailed information on this see the Electrical / Charging section of the website.
And lastly a plug of our own,
Here is our Maxum Sports Yacht Owners Website Address:
http://www.maxumowners.org
Feel free to "Bookmark or Special Places" it for your future use,
The Information on it is updates about every two weeks, except during boating
season, a man has to know his limitations.
Due to our owners list getting LARGE, at last count 501, along with the fact that we have at times had Hull Type Specific Information to relay to you, we are requiring the following.
To remain?on our E-mail Owners Notification List WE MUST
have the following basic information:
Guy, you are all set.
Your boat type, 3500 SCR, 3700 SCR, 4100 SCR, 4100 SCA, 4100 SCB or 4600 SCB.
Your Name.
Your E-mail address.
Your hull number.
Engine Power, Gas / Diesel / HP?
We would like, but do not require.
Your boats name
Your address
And your phone#
There are no dues, we don't sell any goods, nor do we sell your information. But if another owner has a hull specific problem we would like to see if it is (one of a kind), or a problem common to the model.
Please return an E-mail to me with this information. BilleGates@aol.com
Our continued communication makes us all better and safer boaters.
Thank You,
James Clausen, owner MV Summer School, a 4600 SCB.
7067 Villa Estelle Drive
Orlando, FL 32819 USA
As always, if you would like to be removed from this E-mail list, please respond to me at this E-mail address and simply ask to be removed. BilleGates@aol.com
February 2001 Maxum Owners E-mail
This may be our first actual product review, the company is CruzPro. A manufacturer of Incredibly high quality Gauges to the boating industry. We were interested in their Digital Voltage Gauges. Try the Link below for the review and additional information.
Electrical
I have had multiple Maxum Owners complain of their aluminum wood grained dashboards failing. Specifically the dashboard has corrosion under the wood grain that is lifting the wood grain finish off and leaving "spots." This occurs at about two to three years of service and shows up more in salt water boats. While we are at the dashboards, look at the rubber o rings behind you gauges, what a mess. I have been asking Maxum for an answer, I will hold the space below open for their answer (2/1/2001) lets see what they have to say.
I have contacted the publishers of "Skipper Challenge," I asked if I could, from time to time, send to our Maxum Owners some of their over 900 Nautical Puzzlers to our owners to ponder over, they issued us a release to do so. If you get the correct answer you get Master Mariner points, which are absolutely worthless. But there is always the recognition that comes with the worthless points. Skippers Challenge the book is $19.95, and is available from Penchant Publishing, www.PenchantPublishing.com 603-383-4000.
Show me the Skippers Challenge
Possible 4100 SCA problem. We advise and inform the Maxum Family, of Maxum Owners, Maxum Dealers and Maxum / US Marine when we have received information from either impeccable or multiple sources that a potentially serious condition may exist on their boats. I believe this is the MOST important thing that we do. If what is discussed is unique to a single boat, so be it. The Fleet needs to be aware of and to pay particular attention to this item. If it is indicative of a problem common to the fleet we all need to know. The only way to do this is openly. To that end, our thanks to Robert Cephas, one of our 4100 SCA owners, I request our 4100 SCA owners, our Dealers and our service managers to contact him directly to fully understand what he has found regarding the exhaust tube failure in his 4100 SCA. robertcephas@snip.net (302) 368-1467---home
Bottom Paint, we may not have the definitive answer,
but it's better than enni - meani - minie - moe, pick this paint and away we go.
You can find bottom paint information here.
4100 SCB and 4600 SCB owners. There B birds up in the bridge.
One of our 4600 SCB owners passed this along, he left the stairway to the fly bridge open and went away after the weekend. The next weekend when he came back he found a pair of Doves had flown into the bridge area and couldn't find their way out. I guess the never looked down. "It seamed as though they were in there for a long time flying into the windows. Feathers were everywhere what a mess. They were exhausted and easy to catch, I brought them down one at a time and released them."
January found my wife Patti and I on the west coast in San Francisco we were taking a "time out" from our four children. Since the sitter told us we could have a few extra days, we flew up to Seattle / Everett to US Marines Corporate Offices and Bayliner Plant. We were received by Customer service and were given the grand tour and introduced to the voices we knew so well. The more I deal with US Marine the more impressed I am with them. They are honest, open and have few if any "secrets." The song "They work hard for their money" just ran through my head.
And yes, I did see the first 4200 SCR when I was there. It had been sea trialed and had the top and bottom of the hull was separated. They were doing some different engine plans and decided it was easier to just pull the boat apart. Why not.
The one thing I am allowed to tell you is the 4200 SCR has underwater exhausts and will have a Volvo diesel option.
Owners with the MerCruiser 7.4L 454 - 8.2L 502 cid Big Block V-8's take note: There are new MerCruiser engines out there now. It's a direct replacement for the 7.4L / 8.2L and is based on the GM 8100 Vortec engine, there are three new models with HP's of 320, 375 and 425.
Coming up in our next E-mail and this will be put on the website when I get it all together, Carbon Monoxide Alarms.
MIAMI BOAT SHOW GET TOGETHER,
Miami
I try to limit the number of E-mails sent out to you. I try to time them to keep you interested and informed. This one is a bit quick, but when you bowl a perfect game, or hit a hole in one, you like to spread the word. Here is our "four out of four." We had four open questions to Maxum, one took over a year to get the answer to, one just a few weeks. I feel like a submarine commander coming into port with a broom on the periscope signifying a clean sweep. Thanks to Bill Stannard, @ Maxum for the O-ring answers, and Dave Crosby @ Maxum for pulling the strings, Robert Cephas for his time, energy and boat to work on the exhaust tube failure. More thanks to Lloyd Morley @ Cummins Marine SC for the exhaust temperature information as well as pointing out other possible problems in the engines raw water system. Even more thanks to Charlie Life for the Dashboard information as well as help with the charging system, and exhaust elbows. Charlie is a boater's boater, he has either seen it, or more likely done it. It took many hours just to explain the problems I found in the electrical charging system to everyone. I suspect that I, as well as everyone at Maxum that I spoke to this about can describe to you the 4600's charging systems by memory by now. It is a large project to tracking down the affected boats and developing a campaign to test correct them, thanks Tim Hanson, (Maxum). And Mat, I'll take my check anytime now. Lastly, for the first time in my life, I got to use the word "exasperate" for the first time in print. Life doesn't get better that that.
Question 1.- I have had multiple Maxum Owners complain of their aluminum wood grained dashboards failing. Specifically, the dashboard has corrosion under the wood grain that is lifting the wood grain finish off and leaving "spots." This occurs at about two to three years of service and shows up more in saltwater boats.
Answer 1.- The lifting of the woodgrain from the aluminum dashboards is due to corrosion, aluminum oxide is developing under the dashboards. You might envision this as rust under painted steel. Steel rusts , aluminum corrodes. It seams to get there from a nicks scrapes and scratches that we the owners have done. The main culprit is not replacing all of the nylon washers that protect the dash from the black anodized screws. When you install the screws without the nylon washers, the heads of the screws tend to abrade and crack through the dash's woodgrained surface and expose the base of aluminum. Moisture and air begin the corrosion. Like magic you have made Aluminum Oxide. Steve Meece, (US Marine) will continue to look into the corroding dash panels with the Miami based vendor during the Miami boat show.
What to do NOW. This is a maintenance item. You MUST ALWAYS replace your Nylon washers, you can find them at Lowes, Home Depot, Boaters World, West Marine, and Boat US. Also, on your next trip to the Marine Store buy a can of "Corrosion Block" sold in a spray can, 4oz or 12oz take your choice. Apply it to any edge where aluminum and the dash material meet, it has a capillary action that pulls it into any voids and seal them. You can and should use Corrosion Block on you electrical switch's as described in the Maintenance section of the Maxum Owners website, under, "Electrical", subsection, Switches and Breakers. This stuff really works.
So to recap, this is a maintenance item, if you maintain it, it will last, if you don't, let the owner beware.
Question 2.- Possible 4100 SCA problem. We advise and inform the Maxum Family, of Maxum Owners, Maxum Dealers and Maxum / US Marine when we have received information from either impeccable or multiple sources that a potentially serious condition may exist on their boats. I believe this is the MOST important thing that we do. If what is discussed is unique to a single boat, so be it. The Fleet needs to be aware of and to pay particular attention to this item. If it is indicative of a problem common to the fleet we all need to know. The only way to do this is openly. To that end, our thanks to Robert Cephas, one of our 4100 SCA owners, I request our 4100 SCA owners, our Dealers and our service managers to contact him directly to fully understand what he has found regarding the exhaust tube failure in his 4100 SCA. robertcephas@snip.net (302) 368-1467---home
Answer 2.- The exhaust tube in Robert's 4100 SCA is rated for 250 degrees operations. There are many possiable causes of the failure of the tube, one the tube was improperly made and/or improperly cured, (it is fiberglass). Possible, but not the most likely. Another is that the exhaust riser and exhaust configuration may be the culprit, this is more likely to hold the answer. An explanation here is required to get you up to speed. Engines are sold to Maxum without exhaust risers. The boat builder can choose to make them dry exhausts, like a car. Or wet exhausts by adding water to the exhaust gas. Maxum makes wet exhausts, and therefore must add an exhaust riser to the engine, in Roberts case on his Cummins Diesels just after the turbo. The Cummins Diesel produces test cell exhaust gasses temperatures of 898 degrees f for the 370B and 830 degrees f for the 450C, (source Cummins Marine SC.) The purpose of the riser is to spray engine cooling water through a "spray head" pattern of holes inside of the riser to cool the engines exhaust gasses. This spray pattern "ideally" blasts a perfect spray pattern of water hitting all of the exhaust gas, thus lowering the temperature of the exhaust gas under the 250 degree rating of the exhaust elbows and exhaust tube. Exhaust risers are a maintenance item, and they only last so long because of their extreme exposure to corrosive raw water and extreme temperatures. This riser is only a few years old and has under 200 hour of engine time. Therefore wear and deterioration should not be the cause. Cummins points out that in salt water, if your engines coolant flow is low and you raw water temperature exceeds 130 degrees you will get the salt in the water transfer to solids and build up on the riser spray head clogging it. Cummins points out that this is a maintenance item. The exhaust tube failures most likely cause is that the exhaust gas did not get completely cooled and there were voids in the spray pattern of the exhaust riser. The cause could be inadequate water flow through the engine to the exhaust riser due to anything from clogged engine water scoops to clogged sea strainers, blocked heat exchanger, to poor impellers, a broken piece of the impeller blocking flow inside of the engine, to kinked tubes and piping. It is suspected that the problem is exhaust risers spray pattern in combination with the swirl of the exhaust gas, in combination with the geometry of the inside of the tube and its elbows produces could have caused a void in the spray pattern. The cause of the failure could be a combination of many of these factors leading to an inadequate spray pattern. Changing the components after the riser to 350 degree components will only mask the problem, it should be cured. This is not to say the upgrading to 350 degree fiberglass exhaust tubes and 350 degree silicon elbows is a bad thing, it just would not have shown the base problem to the owners as quickly. 350 degree components will not harm the installation. The changing the exhaust tube from the original fiberglass exhaust tubes to metals is NOT an option. A metal exhaust pipe transfers heat too well and can exasperate an acceptable design, into a dangerous design with the use of metal.
Robert is in the process of disassembling the risers and replacing them. Maxum is monitoring and supplying guidance to Robert in this. Additional information as it becomes available will be available through either Robert or on the website. It should be noted that running the engines with the engines raw water seacock's closed will send 800+ degree f exhaust gas into the 250 degree f rated exhaust system. The results, well you can imagine as well as I. If you’re a second owner this is an area surveyors ALLWAYS inspect thoroughly, just because it is a common point of failure.
Question 3.- Behind the dashboards the Rubber O-rings that are used as spacers on the instruments deteriorate and fall apart. I have tried new ones purchased locally and they do the same thing. There is no tension on compression that causes it. The failure is complete in every part of the O-ring. There are literally cracks in every part of the O-ring. Some so big that the O-ring splits in two or three pieces. This is not a safety issue or even a failure point on the mounting of the instruments. It's just is awful to see when you take the dash apart.
Answer 3.- Maxum has agreed to follow up on this by looking at their corporate YE test boat. It has been surmised that the most likely a case is using a material in this application that isn't up to the environmental demands. Should this prove to be the case, and should there be new parts identified by either, Maxum part number or directly for a vendor, I will pass them along as I get them.
Question 4.- I brought to the attention of Maxum one year ago, substantial problems in the charging systems internal and external wiring of the 21 Si Delco alternator.
Answer 4.- As it turns out is, Maxum only uses the 21 Si Delco alternator on the 450C Cummins Engine. It's a great alternator. But. In miscommunications between Cummins and Maxum and the Maxum plant is Salisbury there appears there was a period of time when the wiring and modifications of the alternator and wiring harness were not done. Maxum has determined the time period of this miscommunication and has sent letters out to owners asking them to check their boats. A copy of the letter is attached below.
Dear Maxum Sport Yacht Owner;
Our records indicate you are the owner of a Maxum 4600 SCB Sport Yacht. We have determined there may be a possibility that your Sport Yacht's engine charging system is improperly wired. Therefore, it may not be utilizing the system's maximum charging capabilities. To determine if your boat is wired correctly, you will need to start each engine independently (in neutral). Start the first engine and throttle to 1200 rpm's. Monitor the engine's voltmeter. If the voltage reading is above 13.0 volts shut the engine down. Start the second engine and throttle to 1200 rpm's. Monitor the engine's voltmeter. If its voltage is above 13.0 volts, your boat is properly wired and nothing further needs be done. If either engine's voltage reading is well below 13.0 volts (12.2, etc.) you will need to contact your selling dealer to have the wiring inspected. If repairs are necessary, this work will be done at no charge to you. We sincerely apologize for any inconvenience this may cause you. If you have any questions or concerns, please contact our Customer Service
Department at (360) 403-2274
Sincerely,
Maxum Marine
Customer Service Department
Other Quickie News:
Olympic Boat Centers, (Northern Calif. Washington and Oregon) has scheduled a Maxum event for May 9-13. They are still firming things up so as the date gets closer contact any of their locations for details.
Come Cruise with us. Hi, I wanted to let you know that I have planned a trip for April and want to let other Maxum owners know about it. Here are the basic details , ( a more thorough itinerary will follow soon )
I am planning a trip to West Coast FL this April during Spring Break . Dates Friday 6th April - Sunday 15th April
We plan to Leave from Fort Lauderdale on Friday around 2.30 pm , travel up the East Coast to Stuart , across the St Lucie Canal , Lake Okachobee , Caloosatchee River and into Fort Myers. From here a short jump to South Seas Resort on Captiva Island
http://www.southseasplantation.com/We plan to take 2 days to get there and 2 days to return.
For more information contact Brandon Samuels @ branhome@bellsouth.net or 954-303-0229
James says. I've done this trip, it's beautiful, and you will remember it for your entire life.
If you would like to be removed from this mailing list send me, James, an E-mail @
BilleGates@aol.com
James
March 2001 Maxum Owners E-mail
This E-mail talks about Batteries, Battery Chargers, and Boat Maintenance.
Also a Maxum Special Offer to Owners.
Also, a warning to Cummins Engine owners on engine coolants.
And of course, more. Be forewarned there's a lot here this month.
Miami
Boat Show 2d (annual?) Maxum Owners get together. While at the show I met with (8) eight different boat owners, both at the meeting on the 16th and during the show. Thank you for your kind words and for your help, through our mutual efforts we become smarter boaters.Super Product of the month you can't
or at least shouldn't live without
Quick-Dry water blade.
My friend John and I flew to the Bahamas on this plane and were on his boat for the weekend. Very cool, thanks again John. At the end of the trip we washed the boat down, and he bring up this "thing," it looks like a squeegee, just over a foot long. He proceeds to use this on the sides and most importantly the glass, and enclosure's Plexiglas. You know those hard water spots that end up on the windows. Gone. You know those wet towel from drying the boat, Gone. So I bought one, my 12 year old son Jay though it was so cool, he used it to wash our cars, and then went on to wash all the windows in the house! It made the job that easy. I'm sure the fascination will wear off. What a great product. Available at most marine stores or through the manufacturer, for about $25.00 MPS Products, 800-362-9873 http://www.swobbit.com/Templates/frmTemplateR.asp?SubFolderID=33&SearchYN=N(Additions since March E-mail)
James, Also look at any Pep Boys for the California Water Blade. It has been used by the auto industry for a while. It costs about $19.00 at retail and is probably the same product. I have had one on my Maxum for the exterior as well as the shower walls. Sorry I missed you in Miami. Happy boating. Bob Childs
DENTSX3HI JAMES, I AGREE, THE QUICK DRY WATER BLADE IS A GREAT ITEM. WE USE ONE AT HOME IN THE SHOWER, FOR MIRRORS AND WINDOWS AND ON THE CARS ALSO. WE PURCHASED OURS AT COSTCO FOR ABOUT $12.00. (THEY WERE SELLING THEM AT THE MIAMI BOAT SHOW FOR $20.00)
THANKS AGAIN FOR ALL THE GREAT INFO! DICK
ladyz@utm.netMaxum Owners with Cummins Engines READ THIS PLEASE!
When communicating with "One" of the representative of Cummins Marine at the Miami Boat show, I was told of Cummins Owners who have experienced problems with the use of Antifreeze Coolants that were not compatible with the internal gaskets their Cummins engines. The results are extremely expensive and since this particular Antifreeze Coolant was not an approved Cummins product that caused the problem, it is not Cummins who will pick up the repair costs. I have called Cummins to confirm this and I am still awaiting a reply in writing. More information will follow as I have confirmation.
Do you know where the words, Port and Starboard came from?
This is how the names Port and Starboard came into use. Early ocean going sailing ships were maneuvered by a so-called steering oar, which was hinged to the right side of the hull, the principle being similar to the manner in which an oarsman controls a canoe. The right side of a ship soon became known as the "steerboard side." This was later shortened to "starboard side." "Port side" comes from the fact that ships of the 17th century could be loaded from only one side, the left, as they had only one loading port on the left side of the ship. This side became known as the "Port side."
Maxum Cruising Club
, reports that they have a trip to Sarnia Bay Marina, Ontario Canada set up for July 1st & 2nd. for more information contact, Irene Hanson, Secretary / Treasurer offshoredriller@home.com
Here is a (Special) offer only to Maxum Owners from Maxum in
cooperation with MTI Industries.
The following is a scan of a letter Maxum has put together.
Dear Maxum Owner:
We (Maxum) are writing to advise you of two important safety opportunities, which Maxum encourages you to take advantage of in order to ensure your continued safe and enjoyable use of your Maxum boat.
Carbon Monoxide Detectors are now available for your Maxum.
First, many new Maxum boats with enclosed accommodation spaces are now being equipped with carbon monoxide ("CO") detectors. Only recently has Maxum's independent testing confirmed the dependability and effectiveness of carbon monoxide detectors designed for harsh marine applications. Because your boat is one of many which was manufactured before Maxum fully implemented its plan to install CO detectors as original equipment, we are writing to provide you with a special opportunity to equip your boat with a CO detector if you believe your personal boat usage warrants installation of a monitor.
Maxum's owners' manuals have warned of the risks associated with CO for many years. CO is a colorless, odorless gas that can severely injure or even kill you unless you take proper precautions. CO is produced any time a carbon-based fuel such as gasoline, propane, charcoal or oil is burned. Potential sources of CO include gasoline engines, generators, cooking stoves, space heaters and water heaters. Gasoline generators may present special considerations when they are run for extended periods of time without proper "flow through" ventilation. Make yourself aware of the risks of CO and take the appropriate safeguards regardless of your boat's particular engine configuration. We are enclosing an informative pamphlet published by the National Marine Manufacturers Association, which we hope you will find helpful in educating yourself about the potential risks of CO.
Many new Maxum boats are equipped with CO detectors manufactured by MTI Industries. MTI has agreed to sell you the same CO detectors at substantial savings over the retail cost. If you would like to take advantage of this offer, simply contact MTI directly at 1-800-383-0269, tell them you are a Maxum owner and provide them with your boat's Hull Identification Number. In order to make sure that it is properly installed and wired, Maxum recommends that you have your Maxum dealer, or another reputable marina or boat repair facility, install the CO detector into your boat.
The best protection against the dangers of CO is proper inspection and maintenance of your boat, particularly its exhaust system, as well as taking the appropriate onboard precautions such as good "flow through" ventilation of air in the enclosed accommodation spaces. You should have your exhaust system thoroughly inspected on an annual basis for leaks, and, if located, they should be repaired immediately, as exhaust leaks can be a source of CO. In addition, you should check the exhaust system before each trip. The addition of a CO detector can provide another line of defense against the risk of injury from CO exposure.
MTI's webside is
www.safe-t-alert.com the price is $28.00 each. A great price for an excellent unit.I have one of these units in front of me and they are very slick. Since (CO) occurs in far greater concentrations in Gasoline exhaust, than in Diesel exhaust, the installation of a (CO) sensor in a gasoline powered boat a great Idea. Since Diesel engines produces significantly lower amounts of (CO) than gasoline engines, the installation of a (CO) in a Diesel boat is just an OK idea. James
I have been asked by many owners at the Miami Boat show,
"What's going on with Maxum?"
I suspect that they refer here to the economy, the boating industry and the unknown. Don't ask us, what little we know, we're not passing along. First and foremost we are a Maxum Owners resource, we are not here to sell you a Maxum or hype US Marine for good or bad news. The point is, you already own a Maxum, Maxum says you like their boats so much that 10% of you are on your second Maxum, our focus here is for you to understand your boat and enjoy it. For those of you who have a question for Maxum, US Marine or Brunswick Corporation, contact your dealer or them directly. We're not here for that. James
Here's some information from ARCO, a full supplier of new and remanufactured electrical products for the starting and charging of Marine equipment. Excerpts below are from the ARCO Electrical Technical Manual it is 58 pages big, it cost $9.95.
"A good battery can provide four or five years of worry-free service with the right kind of care. But, batteries can also die out fast, in less than six months, if they are neglected.
1. It is very necessary in order to keep a healthy battery, that the charge rate be maintained within the recommended boundaries.
2. If neglected, the electrolyte level becomes very low, and the battery starts to lose power, since part of each plate is above the water line.
3. Lead acid batteries generally require adding water about twice a year. (With the standard Maxum Bulk Charger, every 2 to 3 months if the charger is left on)
4. Electrolyte level should be maintained about a quarter inch above the tops of the battery plates.
Outside the Battery
1. The outside of the battery is just as important as the inside. For example, dirt or acid salts can build up on top of the battery. A conductive layer is formed causing a constant discharge drain on the cells.
2. A baking soda bath with water and dish detergent, 3 times per year, helps keep outside battery losses at a minimum. Never allow this mixture to enter the battery. This mixture will neutralize acid and cause dead cells.
3. Corrosion of the cable terminals is a major cause of battery problems. (Spraying Corrosion Block here can help)
4. Check all terminals to see that they are absolutely clean and tight. Check for broken wires at battery cable connections.
5. Proper care of cables and terminals is as important as maintaining the battery.
6. Never store a battery for more than 30 days without recharging, or store a battery for any length of time in a discharged state. Sulfation starts when a battery becomes discharged. Sulfation is normal.
When sulfation happens, lead sulfate is formed from the self-discharge of the plates or the plates standing in a discharged state for a long period of time. Hard, bulky, crystal-like substances are created on the plates.
( Our standard Maxum bulk chargers cannot remove the major portion of the sulfatication. You must have a charger with a "EQ" Equalize Button, when you Equalize the battery you in essence over charge it (15.5 volts) to break down the sulfides deposits on the plates, thus giving the battery more life and the ability to hold it's original rated charge. The Equalize Mode is a controlled overcharge used periodically (example, once each month or once every other month) to help dissolve any recently solidified sulfate deposits on the battery plates. Older sulfation deposits normally harden onto the plates, and cannot be dissolved into the electrolyte. See the Electrical section for a more information http://members.aol.com/billegates/Electrical.html )
Batteries that are in a discharged state for too long and are not being used, will lose the balance of their charge. It is not recommended that a battery go for more than 30 days without getting a charging current. What also happens, is that the pores of the active materials get clogged from the large bulky crystals of sulfate. The active material gets pushed out of the grids, causing them to buckle. If too much internal expansion happens from a sulfated battery, the case will become bulged or cracked.
**WARNING** Batteries give off hydrogen gas constantly. Hydrogen gas is highly explosive. Always wear safety glasses or goggles and use caution when working with batteries.
Battery Testing: Open Circuit Voltage Test
Before you can properly test any battery it must be fully charged. You can verify the state of charge two ways: (Doing Both is Recommended)
Using the digital multimeter to verify the state of charge:
A fully charged 12 volt battery will read at least 12.6 volts on the multimeter when connected as shown below.
Digital multimeter will read 12.6 volts on a fully charged 12 volt battery.
(2.1 volts per cell times "6 cells" = 12.6 volts)
Connect the digital multimeter to the battery terminals. If your reading is 12.4 or below you must recharge the battery before testing.
Using a hydrometer to verify the state of charge:
When testing batteries with removable filler caps, the hydrometer can be a very useful tool. Always use protective acid resistant gloves and safety glasses or a full face shield. Read ARCO's book before you get involved.
Each cell of the battery can be individually tested for state of charge. A reading of 1.250 is usually considered good. (See hydrometer below.) If a cell is found with specific gravity below 1.150 the battery is considered dead. When one or more of the cells produces a reading that is .050 or more below that of the others, it's a pretty good indication that the low cells are shorted. If all the cells read below 1.250 then the battery must be recharged before testing.
State of Charge - ? Standard Specific Gravity
100% charged?- ?1.270
75% charged - ?1.225
50% charged - ?1.190
25% charged - ?1.155
Discharged - ??1.120
Thank You ARCO STARTING & CHARGING SPECIALISTS * 3921 Navy Blvd. Pensacola, FL 32507-1296 for the above information.
ARCO has the largest Marine Electric inventory Anywhere, and it says so on their building in Pensacola Fl, 904-455-5476 1-800-722-2720, www.arcomarine.com
Maxum's "Bulk Pro Charger" has a fixed voltage output of about 13.8 volts. mine is actually 14.1 volts. This causes gassing in the battery as well as heat. Leaving this charger on all the time will in time, boil the water out of the battery. We recommend replacing the existing charger with a three stage, four mode, Statpower smart charger or similar unit the Statpower unit works like this:
TRUECHARGE Charging Algorithm http://www.statpower.com
The TRUECHARGE charging algorithm has 4 modes:
1) Bulk
When the TRUECHARGE first enters a charge cycle the "bulk" mode provides a constant current of 20A (ex. TRUECHARGE 20) to bring the battery back up to 80% capacity in the shortest period of time. The TRUECHARGE moves from Bulk to Absorption mode when the charger output/battery voltage reaches Absorption/gassing Voltage (typically 14.4 V dependent on battery type switch setting, and temperature). The bulk charge current is reduced slowly as the battery voltage reaches about 97% of the Absorption voltage, therefore your instrument panels ammeter may read a slightly lower charge current before the battery voltage actually reaches the Absorption/gassing voltage. The TRUECHARGE will stop charging for up to 20 seconds in 15 minute intervals to recalibrate and test the battery condition.
2) Absorption
Absorption mode holds the battery voltage constant (typically 14.4 V +/- 0.1 V) while allowing the battery to absorb the remaining 20% of it's capacity. During Absorption the battery actually determines the charge current, the charge current reduces as the battery continues to move closer to the fully charged state. When the current reduces to only 3A (TRUECHARGE 20), the TRUECHARGE continues to charge for 1 additional hour, then considers the battery fully charged and moves to the float mode. If your TRUECHARGE is set to Gel the charger will go into float mode immediately. If you happen to have a DC load turned on (ex. 5A DC cabin light, or fridge) the charger will attempt to provide the necessary current for the light as well. Therefore the charger current may not drop to 3A. The TRUECHARGE will automatically go into float mode after 6 hours to ensure the batteries are not held at the higher gassing voltage of 14.4.
3) Float
Float mode is a maintenance charge where the TRUECHARGE has fully charged the battery and now holds the battery voltage at 13.5 V (dependent on switch settings) to help ensure the battery does not self discharge. This constant voltage state also helps reduce the rate of sulfation. During float the typical charge current will be 1-3A and is dependent on the battery capacity, and condition. If additional DC loads (ex. 5A DC cabin light, or fridge) are turned on the TRUECHARGE will provide up to 20A (TRUECHARGE 20) of current to maintain the float voltage (13.5 V). If the total draw is more than 20A, the charger output current will remain at its maximum and the battery system voltage will fall until the battery supplies the excess current. If the battery voltage drops to 12.5 V for at least 15 minutes the charger will go into the regular charge cycle. The TRUECHARGE will recharge the battery once the loads are turned off.
If the boat is docked without significant DC current use, the TRUECHARGE will restart a regular charge cycle after 3 weeks (provided the TRUECHARGE is connected to AC power). If AC power to the charger is interrupted for up to 60 seconds only the charger will resume its charging mode. If AC power to the TRUECHARGE is interrupted for more than 60 seconds the charger will reset and go into the regular charge cycle when reconnected to AC.
4) Equalization
Equalization is a controlled overcharge intended to dissolve any recently accumulated sulfation on the battery plates, regaining more of the batteries original capacity. When the small recessed button is pressed the TRUECHARGE first completes a regular charge cycle to establish a charge state reference point. The TRUECHARGE then charges at 5A (TRUECHARGE 20) raising the battery voltage to maximum 15.5 V. The operator is then to test the battery cells specific gravity every hour, and take the charger out of equalize mode when the cells are no longer equalizing. If the operator does not take the charger out of Equalize the TRUECHARGE will exit Equalize and go into float mode after 6 hours.
TRUECHARGE Algorithm Suitability
If your TRUECHARGE battery charger is operating normally, but the battery specific gravity does not reach 1.250 :
a) Delco brand batteries require Float and Absorption voltages approximately 1 V higher than normal lead acid flooded type batteries. The TRUECHARGE presently is not designed to automatically charge these batteries to full capacity without performing a manual "equalize charge."
b) Trojan brand batteries will recharge to approximately 90 to 95% of full capacity. This results in approximately 5-10% reduction in battery capacity, but perhaps longer life. Battery "life expectancy" may be slightly compromised when every possible Ahr of a battery capacity is achieved through extensive charging.
c) Interstate batteries as with most others require an "initial" equalize charge (15.5 V) at the time of sale to the end user, to recharge the battery after it has been sitting possibly discharged on the dealer's shelf at time of sale to customer. After proper initial charge, the TRUECHARGE algorithm is ideal.
Read the instructions, the owner of the boat next to mine was cleaning his teak and to do this he chose to use a two part cleaner. Quickly put the instructions said, use nonporous silicone gloves with these chemicals. Use part one first and apply to teak with brush #1, then fully clean the teak off with fresh water, then use part two and brush number 2, and then fully clean the teak by flushing with fresh water. Then apply your teak oil after the wood is dry. Our neighbor forgot to buy gloves and wanted to get the job done, he only had a small amount of teak. He did the job without gloves. All went well until he got to part #2. As you may have guessed part one was a strong base and the other was a strong acid. As he was working with part 2, his hands got slippery and they started to sting. He finished the small job and kept flushing water on his hands to get the chemicals off. After 5 minutes of flushing he stopped to discover he had cleaned a layer of skin off his hands. He actually burnt off his fingerprints, it took two months for them to reappear. Read the instructions. James 2/2001
Maintenance. Grease is an acid, to get it off you need a base, we did this in science class a number of years ago. A base cleaner can be a pure alcohol, like "everclear" which is 90% alcohol and sold in liquor stores, or plain ammonia. The problem with using alcohol is the danger of fire from the fumes, ammonia the smell. We have been using "Grease Lightning" on our fuel, oil and grease stains with excellent results. Before this we used "Simple Green" with good results.
Acid stains are what "CLR" stands for Calcium, Lime and Rust. Correct, to get off acid stains we need a base. Simple bases are the juice of a lemon, or vinegar. For fiberglass stains we suggest using a product like Davis FSR with oxalic acid, usually sold in small jars. For calcium and lime CLR works pretty well.
Anything that we can't get out by using solvents, "like acetone", we use the light abrasive, "Soft Scrub" on.
We are adding this and other cleaning information to the maintenance section of the website, send us your information as to what works for you. James 3/2001
Consumers Marine Electronics
Here is a plug for a company that for the past 4 years, has had the best prices at, and away from the boat shows. Consumers Marine Electronics, 800-332-2628. I found their price great and their service just as good. No, they have given me nothing for the plug, call up and try their pricing and service, you might be hooked too.
For April, I'm working on information about Zinc's on your boat, as well as Boat Insurance, (what you don't ask, or don't know can cost you) as well as ever else comes up. I would like to increase our maintenance section, please send me what you have.
Do you know of a great product or story send it in. If you would like to be removed from this mailing list just ask. If you enjoy it, pass it along to a friend. As always we love to hear from you. Happy boating, James
April 2001 Maxum Owners E-mail
This E-mail talks about Insurance, and Sacrificial Zincs
Also, a warning to Cummins Engine owners on engine coolants.
And of course, more.
Operating Costs: It has been brought to my attention that the cost of boat ownership for our size vessel is 6% to 8% of the purchase price, yearly. Your thoughts and feedback are solicited. To maxumyachts@aol.com
Need Custom Sheets for your boat? Custom Bedding for Maxum Boats
Colby Creations Incorporated PO. Box 554 Connell, Washington 99326
Virginia Colby - 509-234-9736
Website: http://www.Julet.com/ColbyCreations E-Mail to: Colbydv@3-Cities.com
Dealer Events: www.TheYachtCenter.com
April 7&8: Open House at our Annapolis, location! Take a SPIN! Two Open House Events!
May 5&6: Open House at our Baltimore, Location! All Models in the Water and Ready to Ride!
July 14th: This year's Rendezvous of the Yacht Center will be at Skipjack Cove Marina in Georgetown, MD July 14th weekend. Many more details to come!
Cheers, Christine Call 1-877-72-YACHT for more details!
Insurance:
What can you tell me about your boat's insurance policy without peeking at it?
Physical Damage Insurance: Describes the Yacht with a specified dollar value on hull damage, and also describes a deductible from that value. Our policy says we have $350,000.00 on our boats Hull, with 2% deductible, $7,000.00.
But which type of coverage do you have? Is it a "replacement value policy", that will pay you the listed previously declared and agreed replacement hull value of $350,000.00. Or is it an "agreed value policy" (ACV) which will pay you the average value of a similar boat, Perhaps only $265,000.00 . If it’s an agreed value policy remember, you must be "made whole" after the loss. Beware, there are many ways to value a boat after a substantial loss, and you may have to fight to get what you consider a fair settlement. A replacement value policy, where you both agree to a previously declared value before a loss is usually much better.
Liability: Many policies are sold with $100,000.00 liability, it appears that the brokers I've spoken to agree that this is just not enough. It could cost from $3. to $25. to get to up to the preferred $300,000.00 coverage. When asked about coverage above that to say a million dollars. It was suggested that an umbrella policy from the agent who provides your homeowners is the preferred way to go. It cost less and covers more.
Medical Payments: Medical payments are sometimes $1,000.00 to more typically $5,000.00 per incident. Payments in excess of this are usually covered under your homeowner's policy or umbrella policy. 95% of all medical claims are under $5,000.00. The cost to increase your Medical Payments from $1,000.00 to $5,000.00 is usually $2.00 to $15.00.
Uninsured boater: What does your policy say as to your coverage and your rights? Some policy's mimic the value of the liability coverage, others have their own declared limits. You should have at least $25,000.00 in uninsured boater coverage.
Extras: Read your policy, we found we have $500.00 to cover towing, fuel drop, or mechanical repairs, included free, we pay up front for the service and the insurance company pays us back. We have specified navigation limits in which we can operate the vessel, which we have expanded to cover Canada at a modest additional premium. And we have a $500.00 per incident "Named Storm" expense included. Which states the insurance company will pay to haul us out, and/or have our canvas removed and/or have extra lines installed up to $500.00 total, to protect our boat from storm damage. None of the above is subject to a deductible.
For an extra $20.00 I can add a Club Program, which raises my towing to $1,000.00 adds $150.00 for on road assistance for my boat trailer and gives discounts at numerous marinas. Sound familiar?
Miscellaneous: Regarding Insurance, how old does your boat have to be to require a survey for the insurance company? The answer is normally 10 years or older. Insurance and appraisal surveys cost about 6 to 8 dollars a foot, + cost to haul. VS a condition and value survey, which is typically 10 to 12 dollars a foot.
Will the insurance pay for the salvage cost of your boat if lost? Do these costs deduct from the liability coverage amount?
Are you covered for oil spills?
If your policy is for 12 months of operation and you "Lay up" unexpectedly, you can receive a rebate. Seasonal policies are also available at a reduced cost typically used up north.
Omissions and Errors: Your agent is a licensed professional, he carries insurance too. He has an Omissions and Errors policy which covers him in case he does something inappropriate. This could be as simple as transcribing the wrong hull number on to you policy. It could be he wrote you with a bad or failing insurance company. It could be the policy it coverage and options were not properly explained to you. The chance of you ever needing to now this or use this is slight, but again, knowledge is power. Ask, educate yourself, don't just listen read the policy and ask questions. Shop you boat policy, you will be amazed at the different policy's and prices.
We priced insurance with Boat US, West Marine, Allstate and NBOA. NBOA won our business, Thank you NBOA Insurance, 800-248-3512.
In response to our Water Blade report last month I received these:
James, Also look at any Pep Boys for the California Water Blade. It has been used by the auto industry for a while. It costs about $19.00 at retail and is probably the same product. I have had one on my Maxum for the exterior as well as the shower walls. Sorry I missed you in Miami. Happy boating. Bob Childs DENTSX3@aol.com Yes, it is the same.
HI JAMES, I AGREE, THE QUICK DRY WATER BLADE IS A GREAT ITEM. WE USE ONE AT HOME IN THE SHOWER, FOR MIRRORS AND WINDOWS AND ON THE CARS ALSO. WE PURCHASED OURS AT COSTCO FOR ABOUT $12.00. (THEY WERE SELLING THEM AT THE MIAMI BOAT SHOW FOR $20.00 THANKS AGAIN FOR ALL THE GREAT INFO! DICK ladyz@utm.net Yes, it is the same.
ZINCS, Zinc Saver, Bonding and Corrosion Control
I now know the answers, where before I had the theory and some half truths. I purchased from Professional Mariner of Portsmouth NH (phone 603-433-4440) their Test Meter Half Cell Part # 2008 and their Corrosion Control #20001 Workbook along with two shaft brushes # 20035. The name Professional Mariner may sound familiar to you, it is the company Maxum chose to supply their OEM battery chargers and ZINC Savers in our electrical panels. To completely understand these subjects buy the Corrosion Control book from Professional Mariner and read it. To get a working knowledge of the subject as it relates to our Maxum boats read on.
We have multiple power sources aboard our boats, 12 vdc battery power, 12 vdc from the battery charger, 12 vdc alternator power from each engine as well as 12 vdc alternator power from the Westerbeke gen set, 120 vac shore power, 120 vac inverter power and 120 vac generator power.
Lets add to this mix the voltage potential of the water our vessels sit in, the content of salt or chemicals and/or metals in the water. Now consider the boats electrical systems interconnection wiring and the green wire bonding system. Lets also add the quality of the shore power wiring along with the potential of having a neighboring boat adversely affecting your vessel.
With that said how many of us really know what is going on around, and inside of our boats?
This scope of the subject dictates we break it down to manageable bites.
Zinc Saver, Bonding "the green wire" and Corrosion Control. Our boats sit in water, our boats have metal in the water, therefore, our boats are a part of the big cosmic battery. Just as our boat bottoms attract marine growth and must be painted with bottom paint, our under water boat metal must be protected by zinc. It is described as "sacrificial zinc" because we plan to offer it up to the gods of "dissimilar materials" rather than give up our through hull connection, props shafts and rudders. On the noble scale of metals, the metal, that is more actively electrically (zinc) will deteriorate first, while the metal that is less active electrically (stainless steel, and bronze) will be protected. This actually works quite well as long as everything is originally done properly, and the owner understands why things are done, so that they can properly maintain them as designed.
All metal connection through the hull are bonded with the "green wire", this keeps all the metal of the boat at a common potential. Further the bond wire provides a low resistance connection with the water the boat is floating in, and provides a path for lightning and adds to the boats ground reference, which can minimize impressed background noise on the ground and neutral bus. The bond wire is run bow to stern in our boats and branches off to the seacocks and through hulls, it is also connected to the negative of the DC system. Further it is connected to the boats AC (green) ground via the Zinc Saver in the electrical panel. The Zinc Saver stops zinc loss to other boats and to the dock while maintaining the AC safety ground protection on board.
Zinc location. I speak from experience on my Maxum, and other boats I have looked at and owned. After reading this you should be able to verify your own boats wiring. With common bonded connection throughout the boat, your boat metal is at the same electrical potential. This being said you should only need one zinc location. Wrong. All your boats connections are not common to the bonding system. Your shaft comes up to the transmission and it has many possible connections to the engines ground connection, but it has no secure or good electrical connection. There are two ways to cure this, one is to add a separate shaft zinc, providing a second independent zinc source, or you can choose to add a shaft brush and join the shaft, prop and connected metals to the boats common zinc source. Maxum has opted for the separate source of zinc. You should know that shaft zinc's expend themselves quicker because of the velocity of the shaft and the abrasion of the water. Either method is acceptable, knowing why something was done, and should continue to be done, is powerful knowledge. Zinc's are also placed on our trim tabs basically for the same reason, a questionable electrical connection in the hinge of the trim tab. In some boat you find zinc's also on the rudders. I am not convinced of the good electrical connection of the rudder shaft to the rudder post and I am going to add a flexible bonding strap between the rudder shaft and the rudder post. You can check this yourself on your own boat with a digital multimeter.
More zinc's aboard. We have engine zinc's aboard inside our propulsion engines and engine generators. Yes, the green bonding wire is connected to both, no the boats underwater zinc will not protect them alone. They are considered as a different body of water and must be zinced independently to protect the engine metals. Never apply Teflon tape or the like when installing engine zinc's this may disrupt the electrical connection of the zinc to the engine block. Engine zinc's die quickly, particularly the lower zinc nearest the water intake.
These are the basics, they should get you up to speed on your boat, but there is more. Do you have too much or too little zinc, do you have any stray currents in your electrical system, and your bonds working? As described above, Professional Mariner, www.pmariner.com has a book as well as a test cell, meters, and devices to help you understand and control corrosion in the marine environment. I am quite pleased with my purchases from them. For additional information contact them, they are the pros.
Safety note: Even though the "green wire" is connected to the boats 12 vdc negative power system you should not connect any 12 vdc devices negative wire to the green wire. To do so would cause current to flow through the system and defeat it's purpose. If you are testing 12 vdc circuits on board, fell free to use it as a temporary 12 vdc negative reference for your light buzzer or meter.
Zincellaneous Information: The data above is for fiberglass hull boats, thing change slightly on wood, aluminum, steel and ferro-cement all of which is covered in the corrosion workbook from Professional Mariner.
Prop Change Response: Jim, recently, we hauled our boat for a bottom job and at the time I took your advice and changed our prop pitch from 22 to 24. I am most happy to report that we have gained 3 miles/hour in speed. I am not certain yet, but I don't think it has increased our fuel consumption. It does take a little longer now for the boat to get on plane but that's a mild tradeoff in comparison to the 3 mile speed increase.
Thank you for all your info. It has really paid off and is greatly appreciated.
Myron Wang. The My Nicole. Maxum 4600 SCB ALASKANMT@aol.com
Cummins: Jim, I haven't forgotten about you. I'm still working on the antifreeze question. I found a document that was published in July of 1999 addressing "extended life coolants." Basically, the memo states that coolants with an organic acid should not be used in Cummins Engines, because the organic acid causes degradation of the silicone seals in the engines after 80,000 to 100,000 miles. The document does mention a couple of brand names, but I want to make sure that this information was correct and not superseded, before releasing. Regards, George, Cummins Marine South Carolina.
450C Cummins Engines, Coolant Additives
Ref: Cummins Bulletin # 3381834-00 Pages V-3 and V-4
"Your coolant should be changed every 300 hours or 12 months which ever comes first. Check the coolant additive concentration regularly. Check cooling systems using DCA4 only with DCA4 Coolant Test Kit, Fleetguard Part No. CC2602." Note while Cummins recommends "checking" the concentration of coolant additive regularly, it specifically says the following.
"NOTE: The practice of using a test kit to determine when to add or change the coolant filter is specifically not recommended. Coolant filter must be changed when the coolant is changed at the intervals specified in the maintenance schedule."
Now for a Cummins Long Haul Truckers Engine story: Once upon a time there was this Trucker with a new C series engine, since he did coast to coast runs and his oil change interval was quite frequent, every 3 weeks. And being the diligent owner of a new rig, he changed ALL the filters when changing the oil. His engine did not make it to be a year old. By replacing the coolant filter every time he replaced the oil filter, he increased the coolant additive amount in the coolant system. The coolant additive formed a "gel" which caused restrictions, and plugged passages inside the engine block which in turn caused overheating, leading to a destroyed engine. Which was, everybody together, (Not covered under warranty.)
Coolant Additive Concentration (From page 6-9 of the above referenced manual)
Checking (C Series Only)
Caution: Inadequate concentration of the coolant additive can result in major corrosive damage to engine components. Over concentration can cause formation of "gel" that can cause restriction, plugging of passages, and overheating.
NOTE: When the engine coolant is changed, the coolant filter must also be changed.
I've been asked, "How do you equate Truck (Over the Road) Miles to Marine operating hours on a similar engine?" This is a tricky question, with many variables, and Cummins marine diesel engines are built tougher than Cummins diesel truck engines, but if we are only looking at oil changes, you might use 250 operating hours @ 50 mph highway would equal 12,500 highway miles. I hope we would all change oil at or before this interval.
More From Cummins: The Cummins BIC Series Marine Engines Installation Directions booklet is an excellent technical guide. For a copy, call (800) 343-7357 option (2). Ask for bulletin 3884649-01.
Why do the C series engine require a coolant filter while the B series engine needs none?
The answer is that the C series engines used Cast Iron engine liners, (cylinder wall sleeves), the B series engines have bored blocks. The C series engines can be fully rebuilt in place by replacing the sleeves. The B series engine must be removed and sent out for the boring of the cylinder walls.
Working for future E-mails
Robert Cephas finishes his repairs, observations and testing of the 370B Cummins Diesel exhaust elbow, along with his exhaust tube on his 4100 SCA. Also he shows off his new, AC Drains with the Mermaid siphon.
Ben Stanton investigates why the sound shield on the Westerbeke Generators rust out.
(There's more to this answer besides, it's steel)
Pascal Gademar has sent in a dash panel with corrosion on it , (not around the screws) to Maxum for their investigation. Data to follow.
If you would like to be removed from this E-mailing list send me,
James, an E-mail @ BilleGates@aol.com and request to be removed.
May 2001
May 2001 Maxum Owners E-mail
June, (will actually sent in late May, ) irregular E-mails will continue June & July.
June and July through early August 70 + days, we will be hanging out the "Gone Boatin" sign as we travel with our 4600 SCB from Winter Harbor @ Brewertown NY on the Erie Canal on the second half of our Great loop of the US, Trenton CN, Petersboro CN, Honey Harbor GB, Killarney NC, Little Current NC, Sault Ste Marie NC, Mackinac Island MI, Grand Haven MI, Chicago IL, Alton IL (on the Mississippi), Pickwick Dam TN, Demopolis AL, Mobile AL, Pensacola FL, St. Petersburg FL. St. Petersburg will be the close of our 2 year trip.
You are invited to follow us if you like at our personal website maxumboat.com
Mid August, regular E-mails will continue.
Thank You in advance,
James and Aaron Clausen
Here's some new photos of US Marine in Everett Washington http://members.fortunecity.com/billegates/Maxum.html
Photos of Salisbury are still in the process of being converted.
Drawings in the Electrical Section have been re-done.
Performance Graphs have been re-done.
Recommended Reading:
"Passagemaker" June 2001
Heartland Boating, For Subscriptions Call, 800-259-0470
Sometimes it DOES take a Rocket Scientist
(true story)
Scientists at NASA built a gun specifically to launch dead chickens at the windshields of airliners, military jets and the space shuttle, all traveling at maximum velocity. The idea is to simulate the frequent incidents of collisions with airborne fowl to test the
strength of the windshields.
British engineers heard about the gun and were eager to test it on the, windshields of their new high speed trains. Arrangements were made, and a gun was sent to the British engineers. When the gun was fired, the engineers stood shocked as the chicken hurled out of the barrel, crashed into the shatterproof shield, smashed it to smithereens, blasted through the control console, snapped the engineer's backrest in two and embedded itself in the back wall of the cabin, like an arrow shot from a bow.
The horrified Brits sent NASA the disastrous results of the experiment, along with the designs of the windshield and begged the US scientists for suggestions.
NASA responded with a one-line memo:
"Thaw the Chicken"
VHF Channel assignments as well as some VHF frequency's
have changed, as of 2001.
You can check your radio to see if you have an older or a newer unit by, verifying that you have channel, 03A, 61A, and 64A in the USA operations mode. If you do not have them do not despair, this change was a long time coming. Some manufacturers have built in the new channel set prior to their being authorized. All you need to do is unlock them to update your VHF. Read your VHF instruction book and/or call your manufacturer from the boat while in front of the radio, let them walk you through it. Changes basically are Coast Guard working frequency's, and re-numbering of the weather channels. When going boating you should always be listening to the radio, it should be scanning at least 9, 13 & 16. And please no more calling or hailing on channel 16, all this has moved to Channel (9) the Coast Guard will remind you if you forget. James Clausen for the Maxum Sports Yacht Owners Group, Maxumowners.org 05/2001
Channel S/D CHANNEL USE < S/D is Simplex or Duplex Communications
01A S Port Operation and Commercial. VTS in selected areas
03A S Government only, Coast Guard
05A S Port operation. VTS in Seattle.
6 S Inter-ship Safety
07A S Commercial
8 S Commercial (Inter-ship only)
9 S Boater Calling channel, Commercial & Non-commercial Recreational
10 S Commercial
11 S Commercial. VTS in selected areas.
12 S Port operation. VTS in selected areas.
13 S Inter-ship Navigation Safety (Bridge-to-bridge)
14 S Port operation. VTS in selected areas.
15 S Environmental (Receive only)
16 S International Distress, Maritime Safety Broadcasts. No calling or hailing, use CH 9
17 S State Controlled (11 W)
18A S Commercial
19A S Commercial
20A S Port Operation
21A S Government Only
22A S Coast Guard / Maritime Safety Broadcasts are now announced on channel 16
23A S Government Only
24 D Public Correspondence (Marine Operator)
25 D Public Correspondence (Marine Operator)
26 D Public Correspondence (Marine Operator)
27 D Public Correspondence (Marine Operator)
28 D Public Correspondence (Marine Operator)
61A S Government Only, Pacific Coast, Commercial Fishing East Coast
63A S Port Operation and Commercial. VTS in selected areas.
64A S Government Only
65A S Port Operations
66A S Port Operations
66 D Public Correspondence (Marine Operator), Port operation, ship movement
67 S Commercial. Used for Bridge-to-bridge communications in lower Mississippi River, Inter-ship only
68 S Non-commercial (Recreational)
69 S Non-commercial (Recreational) fishing only International: Port operations and Ship movement
70 S Digital selective calling (voice communications not allowed)
71 S Non-commercial (Recreational)
72 S Non-commercial (Inter-ship only)
73 S Port Operations
74 S Port Operations
77 S Port Operations (inter-ship only)
78A S Non-commercial (Recreational)
79A S Commercial
80A S Commercial
81A S Government Only - Environmental protection operations.
82A S Government Only, Canadian Coast Guard Only
83A S Government Only, Canadian Coast Guard Only
84 D Public correspondence (Marine Operator)
85 D Public correspondence (Marine Operator)
86 D Public correspondence (Marine Operator)
87 D Public correspondence (Marine Operator)
88A S Commercial, Inter-ship Only
WX1 Weather (receive only) Stayed the same
WX2 Weather (receive only) Stayed the same
WX3 Weather (receive only) Stayed the same
WX4 Weather (receive only) Old weather 7
WX5 Weather (receive only) Old weather 8
WX6 Weather (receive only) Old weather 9
WX7 Weather (receive only) Old weather 10
WX8 Weather (receive only) Old weather 5
WX9 Weather (receive only) Old weather 6
WX10 Weather (receive only) Old weather 4
If you would like to be removed from this E-mailing list send me,
James, an E-mail @ BilleGates@aol.com and request to be removed.
Maxum had introduced Volvo Diesel Engines into some larger new model boats, and in some cases Maxum redesigned their existing models to accept Volvo Diesel Engines. The new 4200 SCR will have the option of a 480 HP Volvo Diesel Engine when it appear at Maxum Yacht dealers around the county this year, (2001). Here's a comparison along with information ALL of us Maxum Owners need to know.
HP
Description
Weight
Fuel
Liners?
Head
Cylinder Block
Turbocharged
Wastegate Turbo
Aftercooler
Oil Cooler
Blow-by
Alternator
Transmission
Marine
Service
Centers
I chose Michigan, Florida and California because they are the top 3 states for boat registration.
Expected
Reliability
Engine Oil
Depending on Fuel sulfur content whichever comes first.
Oil Filters
Coolant
A word on coolant, engine manufacturers are giving notice that "extended life coolants" that contain an organic acid should not be used in their Engines.
It may attack their interior engine seals.
Coolant Change
Starting
Volvo uses a combination of engineering and computer control to achieve this. In the Volvo TAMD74 if the temperature is below 59 degrees F, the computer will raise the engines RPM to 800 for two minutes to warm it up.
Cummins uses a combination of engineering and an air intake heater, before starting the intake air is heated. The air heater will operate until the intake air reaches 95 degrees F. Further it will operate between 350 and 1200 RPM as needed.
Environmental regulations seem to demand ever reduced engine emissions. Boaters demand low idling diesel engines (600) RPM. To run properly and burn the full properly, Diesels like to be warm. Operating a diesel at low RPM for long periods can mean below normal engine block temperatures for long periods.
In reality running a 2600 RPM Diesel's under 800 RPM for any length of time is a bad idea. In fact at low engine temperatures unburned fuel may weep down the cylinder liner into the lubrication oil and contaminate it. I suspect this could happen in the Volvo TAMD74 and in the Cummins 450C if operated @ 600 RPM for extended periods. Call it the nature of the beast.
Responding to this statement above in the prepublication review Cummins says:
While it is still not recommended to idle any engine (Gasoline or Diesel) for extended periods of time without a load, the phenomenon of wash down, (fuel hitting the cylinder wall and washing off the oil) is not as much a factor anymore. This was a common problem in older fuel systems that operated at lower injection pressures. With lower injection pressures, the fuel injected into the cylinder could remain in a stream and not be completely atomized. That stream of fuel could hit the cylinder wall causing wash down at slow speeds. With today's higher injection pressures the fuel becomes atomized into small droplets when it is injected, which allows better combustion and lower emissions. These smaller droplets don't travel as far and do not hit the cylinder wall.
Duty The duty rating is VERY important.
Rating Volvos instruction book does not mention it. Well, I called Volvo, no surprise here for those of you who know me, and asked for it, we looked together in the instruction book and neither of us could find it. My contact at Volvo did find it in the "Engine Installation Manual" in his Sales Packet. Volvo rates the "Duty Rating" of it's engines from 1 to 5. One is Heavy Duty Commercial, five is Pleasure Duty. The Volvo TAMD74 is rated (5) Pleasure Duty, "For pleasure craft applications only, which presumes operation by the owner for his/her recreation. Running hours less than 300 per year, (this is the ISO 3046 fuel and power rating specifications kicking in although it doesn't clearly state it.) Full power could be utilized a maximum of 1 hour per 12 hours of operation period. Between full load operation periods engine speed should be reduced at least 10% from the obtained full load speed." In this case 2600 RPM full load minus 10% is 2340 RPM. This is the TOP of your Cruising range, this is about 360 HP.
Cummins warranty booklet and manuals spell it out. Cummins defines the "Duty Rating" of it's 450C engine as Recreational, High Output for Pleasure Duty. The Cummins Warranty limits its use "For pleasure craft applications only, which presumes operation by the owner for his/her recreation. Running hours less than 300 per year, this is the ISO 3046 fuel and power rating specifications. Full power could be utilized a maximum of 1 hour per 8 hours of operation period. Between full load operation periods engine speed should be reduced at least 200 RPM from the obtained full load speed." In this case 2600 RPM full load minus 200 RPM is 2400 RPM. This is the TOP of your Cruising range, this is about 355 HP.
Responding to this statement above in the prepublication review Cummins says:
Cummins Marine recommends to our boat manufacturers that they prop a new boat so that it will run approximately 50-75 RPM over the maximum rated speed of the engine. In the case of the 450C with a maximum RPM of 2600 that number is 2650 to 2675 RPM. This is done to make sure that once the boat is fully loaded with fuel food electronics gear, etc. that the engines will still run to their maximum rated speed. What we at Cummins want to insure that the engines are not over or under loaded:
&Mac That the engines turn up to their maximum rated speed so that when you back off 200 RPM the engines will be operating under an acceptable load factor for the long term durability of the engine. In other words if the engine's maximum speed is supposed to be 2600 RPM and the engine is only reaching 2400 RPM, cruising at 2400 RPM could cause durability issues.
&Mac I had an owner of a 450C call me up last week stating that he was told to cruise at 200 RPM off the maximum speed of his engines. His engines were turning at 2700 RPM, and he was cruising at 2500 RPM, This can cause long term durability issues also.
Extra information for our Cummins B Series 370 HP Owners. This is also a High Output, Pleasure Duty rated Diesel Engine. In this case 3000 RPM full load minus 200 RPM is 2800 RPM. This is the TOP of your Cruising range, this is about 305 HP.
Extra information for our Cummins B Series 330 HP Owners. This is also a High Output, Pleasure Duty rated Diesel Engine. In this case 2800 RPM full load minus 200 RPM is 2600 RPM. This is the TOP of your Cruising range, this is about 262 HP.
Extra information for our MerCruiser Gasoline Engine Owners.
After break in, operation at 3/4 throttle setting or lower is recommended. Refrain from prolonged operation at maximum (full throttle) RPM.
Let's review… Who cruise's at what % of rated RPM 100% of the time.
Cummins will cruise @ 92.3%, Volvo @ 90.0% and MerCruiser @ 75%
This is where Diesel's have their claim to fame, BRUTE POWER.
Let's review… How long can you run @ full rated RPM?
Cummins 1 hour in every 8, Volvo 1 hour in every 12,
and MerCruiser, refrain from prolonged operation at maximum (full throttle) RPM
Fuel / Performance curves:
Individual boat performance may vary depending on weather conditions, hull/propeller condition, boat loading etc. The above data was selected from the manufacturers data so that it most accurately represented an "Apples to Apples" comparison.
Engine Manual
Warranty
List Price
So it boils down to $20,000.00.
And the question is, for what? About 5 HP per engine @ Top End Cruise?
I've looked at the data we have on a Maxum 4600 SCB with a 370 hp diesel Vs a Maxum 4600 SCB with a 450 hp diesel, that 80 HP per engine difference gives you 3 mph. 26 mph Vs 29 mph. With that comparison to guide us, and only an 5 HP per engine difference between the Volvo and Cummins engines at cruise, it seems you may get less than 1 mph top end for $20,000.00. And looking further, by extrapolating the graph, the Volvo seems to use more fuel than the Cummins at similar high end power settings.
Personal comment:
Green Volvos, or White Cummins, the color is not a factor, I have loyalty to a degree to a company that does right by me, and stands by its product. My son's godfather has had a Volvo Diesel, I've had the Cummins 450C for a couple of years. I also have had the 315 Yanmar Diesels, as well as the 2GM and 3GM Yanmar Diesel, and both Perkins and Westerbeke generator sets. I have had good luck with all my engines, I treat them well and they have all done the same by me. As with life, what you give you get, mostly. We've both learned about Diesels, and we're still learning, I hope we never stop. As for a favorite… If it runs we can be buddies.
I was driving home today and I pulled up besides new Volvo truck, just under the Volvo logo, I saw a Cummins logo? What? Well, I looked up Volvo trucks on the internet, yep, they offer Detroit's, Cummins, Caterpillar's and Volvo engine combinations. I also found out Volvo has made over 750,000 trucks. Oh My.
I really don't like paying in the neighborhood of $100,000.00 for engines, then being told I can't buy the engine shop manuals from Volvo, I have to go to a dealer and ask very nicely to buy them, the dealer can and has said no. That twists me the wrong way. Don't get me wrong, I'm not going to rip the engine down and rebuild it myself, but I expect full disclosure for a six digit purchase. Cummins goes so far as to provide you with the their prime suppliers names and addresses. That’s what I'm looking for. I may never need it, but if I do it's there. And one more thing, the instruction book Volvo does supply seems to be translated from Swedish into British, and from British to American, that is may or may not true but the manual just reads poorly. Here's an example, VDS (Volvo Drain Specification) where did this lingo come from and what does this mean? (I suspect oil change interval)
And the Volvo Instruction book is missing and/or unclear on some basic information, like what oil weight to use and when to change oil? Even the Volvo Diesel expert has given me information which was contradicted by another (Volvo Diesel expert). If you’re an "expert" you should know what kind of oil you engines use.
I won't tell you what to buy, if you have made enough money to buy this boat you're smart enough to compare the data.
You might have wondered WHY US Marine has add the Volvo diesel as an option on Maxum Boats? The following two articles are from the Internet, all public record.
This is in the SEC filing from Brunswick Corporation:
Form 10-Q for BRUNSWICK CORP filed on Nov 15 1999
(public record) Maxum and US Marine are Brunswick Company's
On December 23, 1998, Volvo Penta of the Americas, Inc., the Company's principal competitor in the sale of sterndrive marine engines, filed suit in the United States District Court for the Eastern District of Virginia. That suit, Volvo Penta of the Americas v. Brunswick Corporation (Volvo), also invoked the antitrust allegations of the Concord action and sought injunctive relief and damages in an unspecified amount for an unspecified time period.
LAKE FOREST, Ill., Oct. 7 1999 /PRNewswire/ -- Brunswick Corporation announced today that it had reached agreements to settle three pending lawsuits. As a result, the company said it would record a charge to operating earnings estimated at approximately $31.0 million after tax, or $0.33 per diluted share, in the third quarter of 1999. All three complaints followed the allegations contained in an antitrust suit brought in Little Rock, Ark., where, as previously reported, a jury awarded a group of 22 boat builders treble damages totaling $133 million in June 1998.
The settlements cover a suit filed by Volvo Penta of the Americas, Inc., Brunswick's principal competitor in the sale of sterndrive engines; a class action suit filed by a former Brunswick boat dealer purporting to represent all marine dealers who purchased from Brunswick MerCruiser sterndrive and inboard engines and boats equipped with such engines; and a class action suit filed by an individual purporting to represent all retail purchasers of boats equipped with MerCruiser sterndrive and inboard engines in 16 states and the District of Columbia. In addition, as part of the settlement with Volvo Penta, the company has entered into a long-term supply agreement to purchase diesel sterndrive and inboard engines from Volvo for use in certain models of boats manufactured by Brunswick. The two class action settlements are subject to approval by the courts.
The company said its appeal of the Little Rock verdict is currently pending, and the company anticipates a decision in the next three to six months. While there can be no assurance, the company believes it is likely to prevail on appeal and obtain either a new trial or judgment in its favor. A class action suit seeking to represent all boat builders not represented in the Little Rock case has been stayed on the merits of the claims pending the
outcome of the appeal.
Headquartered in Lake Forest, Ill., Brunswick is a multinational company serving outdoor and indoor active recreation markets with leading consumer brands including Zebco and Quantum fishing equipment; American Camper and Remington camping gear; Igloo coolers and ice chests; Mongoose and Roadmaster bicycles; Brunswick bowling centers, equipment and consumer products; Brunswick billiards tables; Life Fitness, Hammer Strength and ParaBody fitness equipment; Sea Ray, Bayliner and Maxum pleasure boats; Baja high-performance boats; Boston Whaler and Trophy offshore fishing boats; Mercury and Mariner outboard engines; and Mercury MerCruiser sterndrives and inboard engines.
SOURCE Brunswick Corporation
We have contacted Volvo, Cummins, and US Marine (Maxum) to verify the above information.
James Clausen, Maxum Owners Group, Maxumowners.org
If you would like to be removed from this E-mailing list send me,
James, an E-mail @ Billegates@aol.com and request to be removed.
August 2001
Maxum Sports Yacht Owners E-mail
Website
Maxumowners.org
This E-mail talks about,
Smells in your boat and,
Water in your fiberglass headliner and,
Blistering in Dash Panels, and Blistering in Windows Frames
And asks the question.
Why are rust stains coming from my Stainless Steel Port Lights?
Cummins Oil Filters, & Diesel Vacuum Gauges
Refrigerator Venting, Ice Maker Maintenance
Throttle Linkage Connector Failures
And finally, a request from Boat US, Consumer Affairs to our Maxum Owners
And here we go.
My boat used to smell like sh_t. I don't like saying it, but you could smell it in the bilge and when you opened the pump room or bilge access hatches. I cleaned, I sprayed, I vented, I added ozone, I changed holding tank vent filters, I added chemicals. I ignored it when I couldn't find or fix it. Then John, a Sealand trained guy from Winter Harbor looked at it. I explained what I did. He explained it would do no good until I removed all the "Blue Strip" Sealand waste hose and replace it with Sealand "Red Strip" hose. Sealand Red Strip hose came out about 2 years ago. The Blue Strip hose is only rated for 2-3 years of service. After that it becomes permeated with the sewage smell and must be removed. He also suggested a dip tube be installed, in place of the side pickup. In our boat a 4600 SCB this was impracticable because of limited top clearance. A dip tube goes into the tank from the top, it connects to the waste pump out connection on the deck. The idea is any waste not picked up will slip slide back down the pipe into the tank and not sit in the hose. Here's a question to Maxum, On my 4600 my waste tank is on the Port, why did you put my pump out on the Starboard? That 15+ feet of extra stinky hose! AND you designed the tank so the waste's incoming fitting is in the far inside rear of the tank, impossible to get to after installation without removing the tank.
Well, this is another case of BOAT, Break Out Another Thousand.
That's just about what it will cost you, but it is well worth it.
FYI: Dream White is the color of your Gel Coat on boats before model year 2002,
in 2002 the Gel Coat color went to Arctic White.
I met a 4100 SCA owner in Michigan at the same dock we were staying at. While talking on the back deck he pointed out two 3/16 holes in his fiberglass headliner on the stern. He said he was tired of dirty water coming out of his overhead lights when we went up on plane with the boat. He drilled the two holes to drain any trapped water between the boats top and the sterns headliner, it drained black water for days, then nothing. I drilled holes in the same place in my 4600 SCB, no water came out, I'll use them for vents!
Refrigerator: Not having an air vent on the top of the refrigerator bothered me. But, I put it out of my mind, we'll maybe just tucked it away. Before starting out this season I removed the refrigerator and cleaned the coils heat transfer coils behind it. A refrigeration guy recommended that I do this yearly, well it took me three years to do it and I can report to you that mine was so clean I just put it back. But it still bothered me. So, I drilled (4) 1" holes in the top of the cabinet so I could have some air transferring by convection. What spurred me on was that my Ice Cream Sandwiches were mushy. I am here to report the results, no perceptible difference, except I feel better that I did it. PS: Norcold the refrigerator manufacturer recommends ventilation on the top of the cabinet.
IceMaker: A whole different story, the coil in front must be cleaned yearly, it's only one screw to get to it, use the vacuum's horsehair brush gently, piece of cake.
Dash Panels. Early Dash Panels were made for Maxum by a South Florida company, they blister under the woodgrain. No, not just around the screws. Samples have been sent back to Maxum from the field, but we have received no response as to what we are to do. I suspect you can buy new panels made from the new manufacturer through your dealer and have them installed. I just look at them and after a while put them out of my mind, my boat was built in late 99. My switch panels are bad, but instrument panel is fine. I suspect this is from different manufacturers, there is a slight difference in the woodgrain.
Pascal, our 3700 SCR Master Mariners Says: I was looking at my dash, some are perfect
(the gauge panel and the small right side panel) Others like the 2 electronic panels and the VHF / keys panels are corroding badly.
Windows Frames. My window frames, along with many other owners have corroding under the powder coating which is blistering up. The window frame manufacturer "Taylor Made" has had a problem in the powder coating process on "some" of their products. My source says they are making good on them by replacing them, contact your Dealer.
Port Lights. Port lights are those small tear drop windows on the sides of your boat. On my boat and on others there are rust stains coming onto the vinyl and fiberglass from the inside bottom lip of the window. These are Bomar Port lights, Bomar is a great company, It is suspected that this is from condensation on the back of the Port Light, but the rust? Answers anyone?
Throttle Linkage Connector Failures. "JAMES. FOUR DAYS IN CAT CAY, DO NOT, DO NOT SUGGEST THIS TO ANYONE. FOR YOUR FILE. ON THE WAY BACK ABOUT 2 MINUTES OUT OF GUN CAY STARBOARD MOTOR WOULD NOT RESPOND. I AM NOT A MECHANIC SO MY WIFE (MBW) SAID DON'T TOUCH ANYTHING, WE WERE ON ONE ENGINE, SO WE THOUGHT, AND WERE GOING AT 15 MPH AND WERE EXPECTED TO FOLLOW OTHERS AT 22 MPH. SO YOU KNOW WE CREPT ALONG FOR 4 HOURS INSTEAD OF 2 AND A HALF. SEEMS SOME ATTACHMENT THAT CONTROLS THE SPEED FELL OFF AND KEPT THE ENGINES GOING AT 1800 WHILE I HAD MORE CONTROL OF THE PORT AT 2200. I SHOULD KNOW MORE AND NOT BE AFRAID, BUT IN THE START OF THE GULF STREAM WE WERE JUST HAPPY TO BE MAKING SOME SLOW PROGRESS.
GOOD BOATING CLAUDE" (Claude has a 4100 SCR, I was fortunate to meet him in Miami)
I suspect what Claude had was the same thing that happened to me this Summer at about 450 hours of operation. Mine happened to also be the Starboard Engine. The control cable for the Throttle and Shift have adjustable (Brass?) ends which capture a ball on this receiver. This end piece, because of the angle of the throttle cables attachment wore out and fell off of the ball. Luckily it happened when Patti was at the helm so I could blame it on her. Only fooling. I happened to have a spare pair, I was warned that there might be a problem here and ordered the new and improved throttle brackets from Cummins along with a new pair of receivers. The problem is I could not install them. The new throttle cable holder attaches to the boshe fuel pump. The old boshe fuel pump does not have the drilled and tapped hole locations for this attachment, so the new brackets are useless. But, I did have the receivers on board and replaced them in 5 minutes and was back up and running licitly split.
More From Cummins: Oil filter - The Oil filter in the 450C Cummins Diesel incorporates a full flow and a fine filtration section. You can check the date of manufacture of the engine to determine which of two part numbers you need for your engines. The LF3000 is for engines produced before November 1999. The LF9009 is for engines produced thereafter. The LF9009 will work in all applications and does a better job at cleaning as a higher percentage of oil goes through the bypass section, but it is more expensive.
Cummins Owners: Just a note to let you know that my idea about putting vacuum gauges on the engine between the engines lift pump and the engine mounted fuel filter was a bad one. I lost the port vacuum gauge first after 9+ hours. The Starboard went after 18+ hours. We only lost one gallon of fuel into the engine hold each time, both spills were contained 100%. I suspect what happened was that when backing down, the Boshe Fuel pump offloads and sends pressure back into the incoming fuel line. This destroys the bellows inside of the gauge and the fuel pours out.
From reading literature from Flowscan, they recommend "Fuel pulsation dampers be installed in some installations" I have a feeling this is one of them.
So, don't do what I did. It sounded good but just didn't work. But, if I would have installed shut off valves..... Maybe next year.
Maxum and US Marine are changing, allot.
Customer service will now come out of the Salisbury Maryland Factory, Not Everett, WA.
Here's what you are asked to do.
Use your Dealer, set up all service through them, parts can ONLY be purchased through them. Your Dealer will contact Salisbury directly without going through Everett, WA. For those of you who want us to get into reporting the business of what US Marine or Maxum is buying or selling or building, that's not our place. You can pick up Sounding trade only or Boat and Motor Dealer if you have a need to know. We're here to make your boat better and make you a more knowledgeable boater.
And now here is the E-mail I received from Boat U.S.
"Your name and website was refereed to me by Biff Matthews. He stated that
you knew of a few Maxum owners who are having trouble with their Velvet
Drive Series 5000 transmissions. I am currently compiling a collection of
complaints to bring to Regal-Beloit, the company who bought Velvet Drive
from Borg-Warner, in the hopes of guiding them to initiating a recall on the
1998 series 5000 trannies. Any information that you can supply me with
would be greatly appreciated. or if you could contact the owners that you
know and have them contact me that would also be a big help. I want to get
these guys to admit they made a mistake. And then I want them to pay their
customers back. Thank you,"
Raymond M. Rose
BoatU.S. Consumer Affairs
880 S Pickett St.
Alexandria, VA 22304
703-461-2856 (ext. 3080)
703-461-4674 (fax)
mailto:rrose@boatus.com
I replied, "Raymond Rose,
You found us on the top of the Ten-Tom Waterway heading back to Florida, were doing the Great Loop, or Great Circle, whichever you prefer. 5000+ miles down, less than a thousand to go. And yes, I run the Maxum Owners Group @ maxumowners.org
I have no trouble forwarding your request to our owners in our August E-mail:"
FYI: I have no other information than what we have on line on the website, please copy me anything you send to Raymond. billegates@aol.com
And here's a word from me, James Clausen.
For those of you who haven't heard, the six of us are back in Florida, along with our 4600 SCB. We've been on a two year trip on Americas Great Loop, with our 4 kids ages 9 to 14 who are still in school. Hence our "Summers Only" time limitation, as well as the name of our boat, Summer School. Personal Website: MVSS @ Fortune City
And now for the stats. For the whole 2 year trip:
We were out for 132 days.
We went to 84 different ports.
We traveled 6335 miles.
-- ONE HUNDRED AND FIFTY FOUR DIFFERENT LOCKS Plus Two Wicket Dams
It's good to be home.
James Clausen, Maxum Owners Group
If you would like to be removed from this E-mailing list send me,
James, an E-mail @BilleGates@aol.com and request to be removed.
(This is from last months E-mail)
Cummins Owners: Just a note to let you know that my idea about putting vacuum gauges on the engine between the engines lift pump and the engine mounted fuel filter was a bad one. I lost the port vacuum gauge first after 9+ hours. The Starboard went after 18+ hours. We only lost one gallon of fuel into the engine hold each time, both spills were contained 100%. I suspect what happened was that when backing down, the Boshe Fuel pump offloads and sends pressure back into the incoming fuel line. This destroys the bellows inside of the gauge and the fuel pours out.
From reading literature from Flowscan, they recommend "Fuel pulsation dampers be installed in some installations" I have a feeling this is one of them.
So, don't do what I did. It sounded good but just didn't work. But, if I would have installed shut off valves..... Maybe next year.
(Cummins Replys) Information for you on your fuel filter gauge....
The lift pump actually puts a slight positive pressure on the system so you
should not put a vacuum gauge in a pressurized system or you will get
failures as you described. Racor and Fleetguard both make vacuum gauges
that I would install on/around the Racor filtration system that I think you
have on the bulkhead of your 46 Maxum. I would not mount it next to the
lift pump as it might see spikes from the pumping action of the lift pump
giving you an artificially high reading. The fuel line from the pump to
the Racor system will act as a buffer to minimize the pumping action.
Almost all of the time the Racors will plug long before the engine mounted
fuel filter so it is more important to know when to change the Racor
filters than the engine mounted one.
This is from Doug Kendrick Raleigh, NC
James: 6 August 2001
I am the owner of a 1997 MAXUM 4100 SCR Express Cruiser HIN BL2A21MLA797 with 700 hours on the engines. The recent newsletter had many points of interest to me.
The windshield frames on my boat corroded as described in the newsletter. Taylor Made replaced them at no charge, but I had to install the windshields. This was a real job because the new windshields were not the same size as the "old" ones. I was left with holes in the boat from the old windshield fasteners and the canvas didn't fit. I believe that this will be a common problem. I swapped some tabletops for canvas with a MAXUM owner in Charleston, SC. His 4100 was built the same month as mine in the same plant. His canvas did not fit my boat. The problem was not snap location, it was the actual size and shape of the canvas.
The throttle cables failed on both my Cummins 370 "B" series engines on several occasions in 1997 and 1998. MAXUM took the entire boat back to Valdosta, GA (where it was built) for numerous repairs. During that time they replaced the throttle cable "ends" at the engine and that part of the problem went away. I still had problems with the Cummins throttle arm coming loose. I found that there was a washer between the open ends of the clamp. This prevented tightening the clamp onto the shaft. I removed the washer and that fixed the problem.
All of my "woodgrain" dash panels have corroded. I am glad to know that I am not alone with that problem.
My Norcold refrigerator failed in July 1999. The major problem was that the MAXUM 4100 hatch opening is smaller than the refrigerator. I had to disassemble the entire port side of the cockpit to remove the sliding hatch door to get the refrigerator out. The new refrigerator came with a fan on the heat sink and very different instructions about venting compared to the original refrigerator. To MAXUM's credit, there was a vent built into the boat so both the "old" and the "new" refrigerator venting requirements were met. I would be very careful with venting of the refrigerator. They are expensive to buy and impossible to economically repair.
Port Lights: I have the same problem with stains. I believe that seawater is trapped between the glass and the rubber seal on the window. When the window is opened a small quantity of seawater runs down inside the window causing the stains. My "cure" is to wipe it up right away before it causes a stain.
I have a problem with my tachometers. During hot weather they will gradually fall back to zero as we run along. MAXUM replaced the tachometers (in 1997 and 1998) and finally Cummins readjusted the tachometer pickup gap. The problem is less severe now, but still happens during hot weather. Any suggestions?
I also have a problem with my anchor. I use a large Delta FastSet anchor. I have not found a good way to fasten the anchor to the boat so that it is easy to release/fasten yet is secure in rough water. I originally placed eyes on each side of the anchor and passed a stainless steel pin through the anchor eye. This was OK until prolonged cruising in rough water broke one of the eyes. I believe that the anchor worked like a hammer with the small amount of motion between the pin and the anchor. Any suggestions?
You may use any of this in the newsletter.
Doug Kendrick Raleigh, NC DKendric@aol.com
This reply is from Ed White esjwhite@uswest.net
This a very informative issue of your newsletter. I can relate to some of these issues from my Maxum 4600SCB, S/N 006 as follows:
1) Throttle Cable Failures:
The original US Marine provided cables are Hynautic with brass adjustable retainer ends and I had my failure after 12 months. The clip on the throttle body that is intended to clamp the throttle cable end is designed for two cables as needed when you have the lower helm. If you have just the bridge helm station as I do you run the risk of the engine mechanic crimping down the second set of dogs onto your orimary cable. Both the primary and secondary dogs quickly wear through the brass cutting it in two. Without end retention, the entire cable assembly now moves with the throttle and not the teleflex cable inside, hence you get lttle or no movement of the governor lever. In my case, the starborad engine hung up at 1850 rpm and it was treat to navigate on one engine into a crowed marina under windy conditions.
The cure ---- replace the brass hynautic cable with Morse 33-C Supreme 6" cables which use stainless steel ends, about $87.50 a piece.
2) Norcold Refrigerator Venting:
My Norcold packed it about 2 months after the warranty expired as the compressor burned out. Norold said the Maxum is required to ventilate the enclosure in which the Norcold sits which is very effectively sealed by the refrigerator flanges and door assembly. US Marine could give a hoot. Norcold came to amy rescue with a new compressor which has an integral cooling fan installed as they have had many of these failures. They supplied the parts free and I had them installed by their local agent. I put in a 6x8 home AC/heating duct louvre in the panel on top on the refrigerator and it more or less matched the top. When the refrigerator runs, you can feel the heated air rising through this vent. A word to the wise. It is unlikely you can pull the refrigerator out of the enclosure without removing the door and all screws around the face of the units as they are long enough to penetrate into the enclosure frame. Also, when pull the unit out, as it is a VERY snug fit, be careful not to catch the vinyl wall covering to your left as it is very close. The mechanic who dod our job nicked up the wall and I am still trying to get it fixed.
3) Headliner Aft Cockpit:
I have had minimum problem with water in the headliner of the aft cockpit as my bridge canvas goes right back to the radar bridge and then closes aft the radar bridge alla round with isenglass. I did at time of purchase as I did not want the brdge carpet exposed to the rain. US Marine factory canvas stops well forward of the radar bridge and the isenglass drops straight down at the staircase entrance. When I bought S/N006, I met the fellow who took delivery of S/N013 which had factory canvas and his carpet was alwys soaked and he had two gallons of water above the headliner which he fo