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winning,
canal holiday boat hire...
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Discover Britain in
style,
with carefree boating ...
Tel. 01455 212671
|
Award
winning, |
|
Discover Britain in
style, |
THE FITTING OUT OF
CARLTON - FITTING THE ENGINE
Links to other pages on the fitting
out of CARLTON
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FITTING THE ENGINE, AND ASSOCIATED ITEMS Carlton was delivered with the hull already primed and the bottom blacked. |
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The
empty engine compartment, showing the propeller shaft that will be connected
to the engine by flexible couplings. Uppermost, the floor supporting framework is still in place, but will be removed to allow full access to the engine compartment for installing the engine. |
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After the propeller shaft has exited the boat you can see above it the "Weed Hatch", shown here with the cover firmly secured. |
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Here
you can see the "Weed Hatch" with the cover removed. As the name suggests this hatch is to allow access to the propeller shaft to remove any build up of weed that may gather around the propeller shaft. Weed, and unfortunately sometimes polythene bags, can tangle around the propeller shaft to such a degree that it impedes the rotation of the shaft, causing the engine to "labour" or even stall. It is recommended that the propeller is checked every morning before cruising begins. Always, always, always remember to securely fasten the cover to the "Weed Hatch" before engaging "drive", i.e. the propeller. |
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Although
when the propeller is stationary no water will come out of the top of the
inspection cover. However as soon as the propeller rotates the force of the water underneath the engine compartment is such that water is forced out of the hatch into the engine compartment, and if not spotted will eventually flood the engine and possibly sink the boat. To the left is the flexible coupling that will connect the propeller to the engine. |
| The engine being lowered into the engine compartment. |
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| Information
on the Isuzu engine chosen to power the boat Carlton can be found on the
website of, HMI, (importers of Isuzu marine engines). |
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| Here
is a good picture showing the nature of the anti vibration engine mounting
unit. These units should be positioned exactly before drilling the fixing holes in the engine supporting steel cross members. However you will see, if you look closely, some forward and backward and side to side adjustment is allowed for in the nature of the fixing holes in the mounting unit, as well as up and down movement. |
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| The
engine now fixed to the engine supporting steel cross members. Positioned on four anti vibration fixing mounts, and also fixed to the propeller shaft by a flexible coupling unit. The alignment of the engine "take-off" to the propeller shaft needs to be as new perfect as possible. The flexible nature of the coupling is not meant to allow for any significant misalignment between the engine and the propeller shaft. |
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| The engine exhaust now fitted, and soon to be bound with the thick exhaust "bandage" seen to prevent burns should working on a "hot" engine ever be necessary. |
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| With the exhaust bandage applied. |
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| The
"agglomerator" is now fitted. A new word to me as I thought this was the diesel fuel filter, which it is, but it also has the function of being able to separate and allow the draining off of any water that gets into the fuel system. Although you cannot see it, underneath the bowl is a screw cap with a small exit tube for fitting a rubber pipe to allow the draining of the water that is present. Small volumes of water are not always an immediate problem as the water, being heavier than diesel gathers at the base of the bowl and is able to be drained off before it fills the bowl and is subsequently injected into the engine, and the engine obviously will not start. |
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| To
the right is a picture of the engine "skin tank", this can be
likened to the radiator on a water-cooled car. The "skin tank" is actually part of the boat hull, with the cold water of the canal or river adjacent to its outer surface. This is a water-cooled diesel engine and hot water flows in to the "skin tank" and passes through baffles during which it is cooled and then returns to the engine. Not being the engineer I am assuming there is a thermostat in the engine cooling system regulating the flow of water to maintain an optimum engine running temperature, as in a car engine. |
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| The
engine completing the end of its installation and with the
"wrapping" finally off. The gearbox comes with (as part of) the engine, and I suppose I should have said that propeller shaft is in fact attached to the gear box, not the engine. Note their are two 80 ampere alternators to provide electrical power for running the electrical appliances on the boat and charging the battery array too provide power when the engine is not running. |
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This
is the battery "array" to support the engine electrics and
provide electrical power to the interior of the boat. One battery is to support the engine, two batteries support the interior twelve volt system, and two batteries support the 240 volt circuits via the inverter. The batteries are charged by two alternators located on the engine. When the boat and engine are stopped the battery that provides electrical power to the engine is automatically isolated, so that should demand on the other two systems drain these batteries there will still be power in the "engine" battery to start the engine. |
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Electrical cabling to the engine compartment. |
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| Pictures of the engine control panel, showing basic instrumentation and key socket for starting the engine. |
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| To
the right is a picture of the Control Lever.
Forward for forward, backward for reverse, with a pause at the top position, i.e. neutral, to allow the gear box to change gear and avoid "crashing" the gear box. To achieve higher engine speed and hence higher forward speed, or to increase power for a particular manoeuvre, push the Control Lever further forwards or backwards. The control cables are concealed within the upright, behind the removable panel. |
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| The rear of the engine control panel. |
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Shown
to the left is the calorifier, an addition to the engine that can take
heat from the engine, in the form of hot water, and use it to heat water
for washing purposes on the boat. It can store significant amounts of hot water and allows instant demand to that reserve. The calorifier can be compared to the hot water tank in a conventional house central heating system. |
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The
black pipes are the hot water feed and return to the engine. The white pipes are the pipes that connect it to the hot water system. Water heated in this manner is not part of the central heating system, but when the engine is not running hot water from the Alde Boiler sealed system can be used to heat the water for washing purposes. |
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Ashby
Boat Company, Canal Wharf, Stoke Golding, NUNEATON, Warwickshire CV13 6EY |
Tel.
01455 212671 Fax. 01455 213 255 Email - sales@ashbyboats.co.uk |