If I ever have to replace my etec

[Ixneigh]

https://m.youtube.com/watch?list=PL2HDG ... ode=NORMAL

Ix

[kadet]

They look like the old Yanmar diesels that went out of production when I bought my Could not get one for love or money. They stopped producing them because they could not meet EPA rules.

You got me searching again and I found this.

http://www.boatingmag.com/yanmar-re-ent ... tor-market

Interesting times.

[Ixneigh]

Go to

http://balticmachinery.com

Look at the way they rebuild them.

Did find one for sale in Canada for 4000 something in good shape.

Hope my etec lasts forever but...

Ix

[kadet]

Well that explains why they look like the old ones, they are the old ones refurbed

Me too on the E-Tec lasting Big boat bucks to replace.

[Tomfoolery]

I wonder if it (the new twin-cylinder model) uses urea injection and a Selective Catalytic Reducer (SCR). Like my Jeep. And even our 500+ hp diesels lately (Tier IV final).

[Ixneigh]

Here is the reply I got from an inquiry :



Hello Ian,

(I asked if I needed to flush it since I'm not able to)

No problem for flushing, as 99% of our customers uses them in the salty waters.
Fuel consumption at full throttle – up to 3L / 1 hour.
For weight and other parameters please refer to specification sheet attached.
For shaft length determination please refer to installation sheet attached.
What version is required – standard Tiller handle controlled, or some remote controlled?
Hours before overhaul do not influent anyhow to further condition of our units, as we give them true second life and thousands of hours of further operation.
Please check photos attached – you will not see, or feel, that is is not brand new outboard.
SS Prop guard (on the photo) comes at +350 EUR extra.
Every released unit has it unique test drive video file and you would get the same one before the shipment and before to pay the balance:

D27:
https://www.youtube.com/results?search_ ... yanmar+d27

We have never shipped to US, but it’s not a big deal, as we had shipments to Argentina, Peru and Uruguay. Transit time is around 1 week after the shipment’s date. I should check exact shipping costs to MIA airport.

Price for standard Tiller handle controlled D27-AX-LE (or LLE, or ULE) - 12.500 EUR EXW including all accessories and 6 months fault free warranty.
Remote control kit comes at +750 EUR including all required accessories.

Your order could be processed on 20% deposit basis.

We have stock available 1xD27 – New Old Stock unit – brand new factory unit, which we cover with 12 months warranty, but it costs 18.000 EUR EXW.

If some further questions, just let me know.

Regards,



Well it's not cheap but I'd still consider it.
There are also offings of a multiple fuel etec that will burn anything. I believe Mercury has one in use now in the military. These use a spark ignited diesel system.
What I like about the old style diesel is less complexity and electronics.
Ix

[dustoff]

I was looking at their spec sheet for the new diesel coming out supported by Yanmar. There's one big downside(other than likely cost), which explains why its being marketed to the commercial rather than the recreational customers. Its 175kg (375lbs) for only 50hp. This is compared to the evinrude 60hp at 109kg(240lbs) or 90hp at 148kg (335lbs), or even the 4stroke mercury df90 at 348lbs. This would probably be a good power option for an outboard configured recreational cat like the gemini or (if you can find one) mac36, or maybe for someone who uses their mac for long distance hull speed cruising (like Chinook's great loop).

[kadet]

And I doubt you could get the old ones into the US legally they were not EPA compliant in 2009 so would be even worse now.

[BOAT]

And I doubt you could get the old ones into the US legally they were not EPA compliant in 2009 so would be even worse now.

Pretty soon in California it will be illegal for humans to exhale.
They are going to allow inhaling, but no one will be allowed to exhale without a filter device to clean the pollutants from their breath.
(I think there is an exemption you can get but then you must wear a sticker on your forehead).

[RGF]

And your mouth can only hold 10 teeth......

[sailboatmike]

Im in a bit of a quandry, I would of thought that for a boat motor Hp is pretty irrelevant, HP is pulling power, we need torque or twisting power to turn the prop.

You can have high HP figures but unless it comes with torque its pretty pointless, thats were diesel motors are strong, you can run a higher pitch prop and still get the same speed at much lower RPM and the motor doesn't wear out as fast because its turning slower.

Many trucks run with relatively low HP motors at a HP to Ton ratio when you consider the loads they haul

Im I barking up the wrong tree here??

[Ixneigh]

Do they fine you if you fart in CA????

[Seapup]

I read all I could find on them a few years ago when I was considering a cat that had a yanmar D27 outboard on it. (another member here bought it and the engine had to be replace on the trip home) The owner reports I found were not favorable. It revs to 4500rpm with 1.8:1 gear ratio that turns a 11.5" diameter prop and has 10A alternator output.

[Gazmn]

I'm stickin' wit' my E-tecs

[Tomfoolery]

Im in a bit of a quandry, I would of thought that for a boat motor Hp is pretty irrelevant, HP is pulling power, we need torque or twisting power to turn the prop.

But hp is torque times rotational speed, and in fact, is calculated from those two measured values. OB power is measured at the prop shaft, so losses like the drive train are already accounted for. Manufacturers choose the drive ratio based on engine rated speed and speed range (output power is normally at a given engine speed, like 5500 rpm, where operating range is much wider, like 5000-6000 rpm) and desired prop diameter and resulting performance targets, which will be a wide range as slow boat needs are different from speedy boats with the same OB.

You can have high HP figures but unless it comes with torque its pretty pointless, thats were diesel motors are strong, you can run a higher pitch prop and still get the same speed at much lower RPM and the motor doesn't wear out as fast because its turning slower.

Published torque values are actually mostly pointless, as they're just the max value, which occurs at a single engine speed. High torque rise value over a large speed range, or even a flat torque curve over a wide range, makes an engine feel 'torquey' (is that even a word?). As the load is increased and the engine slows from rated speed, the torque value increases, and a point is reached where the load torque and the engine output torque are equal, assuming the load isn't too great, and also assuming it's pedal to the metal. Like a truck pulling a shallow hill. That point, with a typical diesel, is normally on the left side of the power curve, so in the case of a truck, it would be 'better' to downshift, but that assumes narrow range gearing to put the engine near max power on the curve. Power output dictates speed in climbing a hill, but keeping it high may not be possible with the gear ratios available. So a good torque rise to a low engine speed makes fewer gears more useable.

Like the old Mack Maxidyne 237 engines, which were only rated 237 hp (in the earlier version, if memory serves), but had a huge torque rise all the way down to around 1100 rpm (from 2100 rpm or thereabouts) governed speed. They were a very popular highway tractor engine when combined with the 5-speed Maxitorque tranny, and could pull an 80,000 lb rig with no problem. Not exactly sporty performance, and you'd want something a lot bigger for very hilly routes as you'd be using your 4-ways in second gear on long, steep hills, but adequate and popular for short and medium haul fleet trucks.



Notice the torque curve climbing as speed drops all the way down to 1200 rpm, and flattens to 1100 rpm. Those engines were turbocharged, and the trannies only had 5 speeds. On flat ground, shifting at 2100 rpm would drop the engine to about 1400 rpm. On a hill, you had to shift quickly and hope the turbo came up (they were pretty loud) before it slowed too much to where it couldn't. If it did, you were golden (it suddenly felt and sounded 'strong' when the turbo spooled up), but if it was hovering around 1100 or so and the turbo didn't come up, you had to drop it back down and try again, as it would really die fast. 6 speeds would have been easier to drive, and in fact, they went to a 6-speed in the 80's, as well as increasing the hp output a bit.

Many trucks run with relatively low HP motors at a HP to Ton ratio when you consider the loads they haul

See above.

Im I barking up the wrong tree here??

I think a little. For boats, engine load increases as either the square or the cube of boat speed (don't remember), so the load drops real fast as the boat slows, and a steep torque rise wouldn't be useful other than maybe for hole shot. As to swinging a big prop for high thrust at low speed, that's what the Bigfoot and Pontoon engines do - higher reduction ratio for lower prop speed, with larger prop diameter for lower blade loading (force per unit area) and higher thrust.