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Just checking as I mount my refrigeration compressor on my new engine….
Looking at the PULLEY end of the engine, what is the direction of
rotation of the W-58? (I believe it is clockwise, but need to be sure)(the refrigeration compressor was mounted “backwards” on the W-58. That
is, the body of the compressor was away from the engine and the pulley
end of the compressor was closest to the engine. Very strange way to do
things… but then again the compressor mounting plate was bolted under
the vibration mounts instead of riding with the engine.)_______________________________________________
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When I lay on the engine to access the stern-facing front-end I notice that the belts rotate from my left to my right, i.e., clockwise. However, if the engine were mounted with the front end facing the bow, the rotation would be counter-clockwise. What exactly do you mean by “clockwiseâ€
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When facing the pulley straight on, if the top turns to the right, it
would be turning clockwise.On 5/18/2010 11:42 AM, norris larson wrote:
Quote:When I lay on the engine to access the stern-facing front-end I notice that the belts rotate from my left to my right, i.e., clockwise. However, if the engine were mounted with the front end facing the bow, the rotation would be counter-clockwise. What exactly do you mean by “clockwise†-
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Agreed, but the clutch on it does care. The leaf springs should run in
such a way that they are in tension rather than compression.Now though I am also wondering if I have the tranny set correctly for
the rotation…Pete
On 5/18/2010 12:12 PM, wrote:
Quote:Your compressor shouldn’t care which way it turns. Mine doesn’t care.Rich
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Engine ‘rotation’ is as viewed from behind the engine (the end with the
transmission). The W60 rotates clockwise. Would bet your W58 does too.On Tue, May 18, 2010 at 3:24 PM, Pete Dubler <> wrote:
Agreed, but the clutch on it does care. The leaf springs should run in
such a way that they are in tension rather than compression.Now though I am also wondering if I have the tranny set correctly for the
rotation…Pete
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thanks.
On 5/18/2010 1:36 PM, Chuck Ruble wrote:
Engine ‘rotation’ is as viewed from behind the engine (the end with the
transmission). The W60 rotates clockwise. Would bet your W58 does too.On Tue, May 18, 2010 at 3:24 PM, Pete Dubler<> wrote:
Agreed, but the clutch on it does care. The leaf springs should run in
such a way that they are in tension rather than compression.Now though I am also wondering if I have the tranny set correctly for the
rotation…Pete
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Engine rotation is almost always expressed as the direction it rotates when
looking at the front of the engine – in other words with the auxiliary
equipment end, in our case, the alternator and water pump. It is as if
you’ve opened the hood of your car and looked at the engine.Just like the starboard side of a boat is always the side to the right when
looking forward.The W58 rotates in the counter-clockwise direction.
Bob
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Bob Fine
s/v Pelican
Pearson 424 Hull #8
http://thesailinglife.blogspot.com
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It is the old Tecumseh compressor from the Rich Beers Technicold
system that I am mounting on the new Beta 50. I looked up the
compressor and apparently the rotation does not matter even though the
clutch normally specifies a direction of rotationOn May 18, 2010, at 7:58 PM, “Rich Carter” <>
wrote:Quote:Pete
I didn’t know the clutches cared. I don’t think mine does but you
must have
something different. Is this a new engine-driven system or an
original
Grunert being repaired?Regards
RichQuote:
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Thanks
On May 18, 2010, at 7:44 PM, Robert Fine <> wrote:
Engine rotation is almost always expressed as the direction it
rotates when
looking at the front of the engine – in other words with the auxiliary
equipment end, in our case, the alternator and water pump. It is as if
you’ve opened the hood of your car and looked at the engine.Just like the starboard side of a boat is always the side to the
right when
looking forward.The W58 rotates in the counter-clockwise direction.
Bob
—
Bob Fine
s/v Pelican
Pearson 424 Hull #8
http://thesailinglife.blogspot.com
Follow me at: http://www.tinyurl.com/WhereIsBobFine
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Pete
I replaced my Tecumseh compressor with a sanden type compressor with
rotolock valves. The techumseh is an old design and has reliablity
problems. The sanden runs smoother and is more reliable. The rotolock
valves make it a drop-in plumbing replacement, but the mounting hardware is
a little different. Something to consider if you ever have problems with
your compressor.The engine-driven system works great when it works. I can come down to the
boat with a warm frig and start the engine. An hour later the beer is
ice-cold; yes, the mountains are blue. It’s the difference between a
fractional horsepower 12v system and a 3hp engine-driven system. Hope yours
works as well. The drawback is of course maintenace. These engine-driven
systems are about as reliable as an automotove air-conditioning system.
That’s effectively what they are. How many 30 year old cars are there on
the road with working AC systems? Another drawback is that you have to run
your engine every day even if you are tied to a dock and have shore-power.
I’m almost never tied to a shore-power cord, so its not an issue for me.Regards
RichQuote:
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http://www.boatpartsinfo.com/engine-rotation.html
On Tue, May 18, 2010 at 9:44 PM, Robert Fine <> wrote:
Engine rotation is almost always expressed as the direction it rotates when
looking at the front of the engine – in other words with the auxiliary
equipment end, in our case, the alternator and water pump. It is as if
you’ve opened the hood of your car and looked at the engine.Just like the starboard side of a boat is always the side to the right when
looking forward.The W58 rotates in the counter-clockwise direction.
Bob
—
Bob Fine
s/v Pelican
Pearson 424 Hull #8
http://thesailinglife.blogspot.com
Follow me at: http://www.tinyurl.com/WhereIsBobFine
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Rich,
My boat has dual systems: engine and 12V. They are completely
independent in that the plates have separate dual coils in them, so the
only common failure point would be a hole punched in the holding plate.I use the engine when the engine is running and 12V the rest of the
time. So I never run the engine just for refrigeration. Also will
never run the engine just to charge batteries now that I have the 6HP
12V generator/scuba compressor setup.All the best,
Pete
On 5/18/2010 9:31 PM, Rich Carter wrote:
Quote:Pete
I replaced my Tecumseh compressor with a sanden type compressor with
rotolock valves. The techumseh is an old design and has reliablity
problems. The sanden runs smoother and is more reliable. The rotolock
valves make it a drop-in plumbing replacement, but the mounting hardware is
a little different. Something to consider if you ever have problems with
your compressor.The engine-driven system works great when it works. I can come down to the
boat with a warm frig and start the engine. An hour later the beer is
ice-cold; yes, the mountains are blue. It’s the difference between a
fractional horsepower 12v system and a 3hp engine-driven system. Hope yours
works as well. The drawback is of course maintenace. These engine-driven
systems are about as reliable as an automotove air-conditioning system.
That’s effectively what they are. How many 30 year old cars are there on
the road with working AC systems? Another drawback is that you have to run
your engine every day even if you are tied to a dock and have shore-power.
I’m almost never tied to a shore-power cord, so its not an issue for me.Regards
RichQuote:
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Pete,
What 6HP 12V generator/scuba compressor do you have? Gas or diesel? What it
the charging amps output?Tor
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Silver Heels, P-424 #17
http://www.silverheels.us
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Tor,
First – enjoyed your article in the new BWS. Bags of concrete….argh.
(First article of my restoration series appears in next month’s issue).I built up a unit starting with a Kubota 6hp diesel that I marinized and
added a 200AMP alternator which I had built up by a local auto electric
shop that builds them for a fire truck finishing shop here in Colorado.
Then I added an AmplePower regulator and a scuba compressor with an
electric clutch. The amplepower reg has an input that shifts the field
current down when I turn on the scuba compressor clutch. This lets me
keep about breakeven on the 12V usage while running the scuba compressor
but also allocating most of the horse power to the compressor.I am installing where the fuel tank used to be and have built a
fiberglass fuel tank into the hull under the salon sole. Just
finishing that up now. I will post pictures on it all soon.Pete
On 5/19/2010 10:14 AM, Silver Heels wrote:
Quote:Pete,What 6HP 12V generator/scuba compressor do you have? Gas or diesel? What it
the charging amps output?Tor
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Silver Heels, P-424 #17
http://www.silverheels.us
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Wow, Pete, that sounds awesome. Ah, well, maybe on my next refit…
Tor
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Silver Heels, P-424 #17
http://www.silverheels.us
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Alan,
Yes, I think you did show me your generator installation in St. Maarten. I
may consider doing something similar to what Pete described someday. (Can
you imagine a 200-amp alternator?!) Right now, though, I’m revving up to set
sail west from Grenada next week – Curacao, Cartagena, Panama.Are you and Unabated back in the States now?
Tor
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Silver Heels, P-424 #17
http://www.silverheels.us
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