The Offshore Voyaging Reference Site

New Engine For “Morgan’s Cloud”—What We Chose

We decided that we wanted to stick with a simple machine without a turbo-charger or a controlling computer. And that we wanted an engine based on a block designed for commercial/industrial use, and to run for at least 10,000 hours without rebuild and with only routine maintenance—this is my third repower (two in this boat and one in the last) and I don’t want another before I retire from offshore sailing!

Finally, it had to be an engine that is available to our long time preferred boatyard, Billings Diesel and Marine, since we were not willing to get into this project with a yard we didn’t know.

The first thing we discovered when we started the search for our new engine was that there were very few choices available that met our criteria. This is at least partly due to new emission controls, which are most easily met by higher revving engines with common-rail computer controlled fuel systems.

Our first choice was a John Deere 4045D, a four cylinder 4.5 litre 80 HP engine with a reputation for reliability. However, the Deer’s mounting points are substantially wider set than the existing beds in Morgan’s Cloud. I’m sure that Billings could have modified the boat to accommodate the engine, but it would have been expensive and access to the lower parts of the engine would not have been good.

The envelope, please.


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David Head

I am certain that you will be more than pleased with this choice. I feel a little vindicated as my prediction was for the JD4045. Shame that the feet spacing was an issue. Is there no way that a manual override cannot be arranged for the fuel solenoid? I cannot believe that with the vast number of these engines being sold worldwide that a manual kill is not readily available or adaptable. Other engines I have experience of, in particular Yanmar, use a spring device in a sliding slot thus allowing manual override even when the solenoid is still energised.

John

Hi David,

Yes, I agree, there should be a way to run and stop the engine without the whole solenoid and inverter rig. I have asked the distributor to get with Sabre and see if they can come up with something. It will be a good test of manufacturer responsiveness too.

The problem is that, based on only a few minutes investigation, it looks to me as if the solenoid is energize-to-run and there is no evidence on the fuel pump of any mechanical lever to do the same job, like there was on the Cummins.

PS. If it had not been for the size of the Deere, you would have had the prize!

richard

None of your cons bother me except the last one…I would be livid enough with this one to insist on a much more currently manufactured engine or at least a significant discount on the price of the one you now have…They should have made you aware of this before sending it to you and given you the option of it with the significant discount or full price for one of current manufacture…My experience is that only Yanmar is free of the maddening attitude that they are doing me a favor by allowing me to avail myself of their product under any circumstances…I hope this works out well for you anyway as I’m sure by now you are already well into the new installation..

John

Hi Richard,

Yes, we were disappointed too. However, the distributor has confirmed that the warranty will start from the in service date. While undesirable, I suspect that after the recent recession there are a lot of older engines sitting in dealer inventory that were bought before the melt down. Rest assured that if we have any problems with dried out seals, or the like, due to the age of the engine, we will hold Perkins/Sabre’s hand to the fire for a fix on their dime.

Richard

I recently did a delivery from San Diego to Costa Rico on a sportfisherman powered by two new MAN common rail engines with the same lovely automatic solenoid that must be activated in order for the engines to run. Result— diode failure in the charging system- voltage drops below 24 volts— and you are now adrift without power. The boat was wired with no crossover to the house bank and no way to charge the engine bank except through the 110v charger.
So before I go to sea again with any “modern” power train engineered by landlubbers i will have a spare solenoid or a way to mechanically bypass the shut off valve.
Richard

Conny

Good choice. Perkins has been around forever in this world, so it shouldn’t be hard to find parts or skilled mechanics wherever you are. Congratulations and good luck. I also agree to stay away from a lot of electronics and turbos when it comes to marine environments. Take care out there.

vince bossley

Pleased to see you have chosen a Perkins. Their track record is second to none and you can get them serviced anywhere in the world – along with generally, good availability of parts. I had a venerable (1988) marinised (Spanish) 4108 in my Ron Holland 43 which gave undying service.
Even after overheating mid Atlantic and setting off the powder fire extinguisher, I was able to run her when needed at 1200 rpm for the rest of the crossing without damage. At 9000hrs I replaced the bearings in Auckland (1999) and she is still running good as ever today.
Good choice and good luck.