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Jeff might still have the jig he made. But it wouldn’tbe much to ship the old one to him to use as a pattern
Greg Long
Sent from my phone, please excuse my brevity and any typosI had one built for our 422. Took the old one to a stainless fabricator (Carter Fab in Millersville MD) and Jeff made one. Despite the funky angles, the new one fit perfectly – all 6 bolts slid through the holes with no adjustment.
I went with the Beta 50 for our 422. Very satisfied. Plenty of power. At 75% WOT we have a calm water speed of 7.25 kts. I would be wary of overpowering.
Greg LongAuthor, The New Game Changers: Driving Performance by Focusing on What Matters443.995.5551——————————-But if notâ¦The tacking angle should be the same with either GPS or compass headings (excepting any significant compass deviation differences between the 2 headings).
Greg LongS/V PaperbirdPearson 422Author, The New Game Changers: Driving Performance by Focusing on What Matters443.995.5551——————————-But if notâ¦Bob,
How did you rig the alternator to the shaft? Did you attach a pulley/belt arrangement? If so, it seems like it would be fairly easy to add an idler pulley to allow you to disengage the shaft-driven alternator if desired.Can you post/fwd pics of your shaft alternator?Thanks!
Greg LongAuthor, The New Game Changers: Driving Performance by Focusing on What Matters443.995.5551——————————-But if notâ¦We have a 422 and went with a 3 bladed fixed Campbell Sailor (16×11). We hit exactly the specs for WOT and now cruise at 75% WOT at 7.25 kts calm water speed. Very satisfied.
FYI – you can buy an optical tach from Amazon for under $20 that will give you a very accurate RPM. Used it both to calibrate the engine tach and to determine our RPM-Speed curve. Turned out to be a very handy tool to have.
Greg LongSV PaperbirdPearson 422Author, The New Game Changers: Driving Performance by Focusing on What Matters443.995.5551——————————-But if notâ¦I’ve been using the Echo charger for a couple years now and am very pleased. I have 2: 1 charging the start battery, the other charging a windlass battery in the bow. Both of those batteries stay full charged and don’t require any switches or monitoring.
So I would second Craig’s comment re the charger connection to the start battery being redundant.
One additional thought is that I’ve read a number of reports about 1-2-both-off switches failing. So I ‘switched’ to all on-off switches. 1 for the house, 1 for the start battery, and 1 to cross connect them. The cross-connect is situated so I can either start the engine from the house, or power the house from the start battery (very unlikely).
I opted for the Victron monitor. So far am very happy with it. Although Compass Marine has just done some tests on some less expensive alternatives that might be worth considering.
couple other nits to consider:
– circuit protection on the echo charger (15A)
– connect the 40A charger to the positive bus bar to reduce connections to the batteries
– circuit protection between alternator and bus bar
– circuit protection between bus bar and DC panelI have a schematic of our system if you’d like – email if you’d like it greg@paperbird.us.
I had similar challenges when we bought our 422 – lots of wires going strange places that were difficult to trace, poor charging, worse available capacity. Decided to junk it all and start over.
As Rich stated, we went with 4 6v golf cart batteries, a separate starting battery and (though I know there’s some disagreement on this one) a separate windlass battery in the bow.
Primary goals were
– get rid of the 1-2-both-Off switch
– have a system that doesn’t rely on me remembering to do anything
– allow expansion (adding solar and SSB this summer, added AP last year)
– puts the right circuit protection in the right placesI tried to append the schematic without success. (rec’d a msg that the overall limit was reached for attachments.) If anyone wants the schematic and/or wiring diagram, would be happy to share.
definitely will ask them. Also may just grab a wrench and pull the velvet transmission off myself and see what I can find inside.
Back to the original question, to prevent totally hijacking the thread, I decided to replace our strainer and put in a groco 750, same as I used on the AC system. That way I have 2 of them on the boat and can always pull the one out of the AC system if something bad happens to the critical one on the engine. Also let’s me carry 1 spare basket that fits both.
Hey Skip,
Yep, it’s me from up in the frozen North – at least that’s the way it seems this year!
Per the boat book from the PO:
They had a used Yanmar 4JH-TE put in back in ’96 and the Velvet drive transmission rebuilt by Seabrook Shipyard. Then they added a new Walter v-drive (2:1 ratio – not sure of the model # but can get you the serial number and info if interested) in ’98.
The reason I opted to replace everything is that the transmissions doesn’t mate properly to the engine – something we didn’t know until the engine was out. So I’m not sure what the issue is – we never had any leaks or other problems with it. We knew the engine needed a rebuild and I decided not to rebuild and put a 30 yr old engine back in the boat. Then when we saw the mating surface issue, the yard offered us a package deal on replacing the entire drive train. They needed a winter project for their engine shop. I really wasn’t planning on spending quite that much, but replacing it while I still have a paycheck coming in seemed better than having problems after we untie.
Of course, while the old engine was out, I took advantage of the access and rebuilt everything else: wiring, bilge pump systems, etc. Hopefully I’ve headed off some problems – or at least made room for different ones.
I am pleased with the results. More room, new engine beds, new soundproofing, better bilge pump redundancy, etc. I’ll be even more pleased when we’re out of the yard and back in the water.
So let me know what you’re interested in and I’ll pull the appropriate #’s and then we can doing some wheeling and dealing. 😉
We repowered our 422 (older Yanmar) with a Beta 50. Still don’t know the results as we are waiting (impatiently) for warm enough weather to paint the bottom and launch. But others have also gone with the 50 and report being well satisfied with both normal and reserve power.
BTW – we did go whole way and replaced the entire drive train. The transmission is probably not much use, but PO had the Walter V-drive rebuilt by Walter in the late 90s. It needs a new home where the parents will lavish it with love and affection.
