N4.140

Nanni Diesel have introduced a new engine to their already comprehensive range of diesel inboard engines.

Following on from the success and popularity of the N4.115 (115hp) model, Nanni Diesel have now developed this engine to its’s full potential and can now offer the N4.150.

Pre-Season Preparation

With spring upon us and Easter only around the corner, its time to start preparing your boat for the season ahead.  Whether your boat has been winterised or stored throughout the winter months, there are a few things that you should ensure you do prior to using the boat once again.

The Top Tips for preparing your boat include:-

Change the fuel filter/fuel-water separator….
….if this wasn’t carried out back in the autumn.  Most engines are equipped with at least one fuel filter or fuel-water separator.  These filters should be changed to eliminate moisture and contaminants that are trapped in the filter.

Your boat should have been stored with the fuel tanks full….
….this helps to prevent moisture condensation in the fuel tank.  If this wasn’t the case, top them up now and add a fuel additive that will absorb any moisture that may have formed while the boat was stored.

Change the engine oil & oil filter….
….if this was’t carried out in the autumn.  Start the engine and allow it to come up to operating temperature before changing the engine oil and oil filter.  This not only allows for a better oil change, but also picks up moisture that many have condensed in the engine while not in use.  This moisture can then be removed with the old engine oil.  Many boats are designed to allow the oil to be removed through the dipstick tube.  This can only be accomplished by the use of an oil evacuation system.  As the engine oil is draining, loosen the oil filter using the proper filter wrench. Its a good idea to place a container under the filter to catch any oil that may drip as the filter is loosened.  Many oil filters are mounted vertically and can be removed easily if precautions are taken to prevent the filter from being tipped when it is removed from the engine bilge.  Other oil filters are mounted horizontally or even upside down.  These present a larger problem when they are removed.  For those filters, a catch pan must be placed under the filter to catch all of the used oil that drains from the filter.  Used motor oil is considered a carcinogen (can cause skin cancer if exposed over long periods of time).  Use caution and clean your hands often when working with any used motor oil.  As with all petroleum based products, proper disposal is very important.  Used oil and oil filters should be recycled or disposed of accordingly.  Never dispose of used oil and oil filters in the landfill.  This allows the used oil to soak into the ground and possibly contaminate the ground water.

 Change the lubricant in the outdrive or transmission….
….another job to be done if it wasn’t done in the autumn.  Drain the lubricant in the outdrive or transmission and replace with the new fluid.  Again, it may be necessary to place a drain pan under the outdrive to catch the used lubricant as it is drained.  If an evacuation system is available, it can be used to evacuate the used lubricant.  Some outdrives require the removal of the propeller to allow access to the drain plug.  It is a good idea to remove the propeller at this time and inspect the propeller hub, propeller shaft and splines and oil seal located behind the prop. With the fluid out of the outdrive, its a great time to pressure test the lower unit and inspect for signs of leaks or damage.  When installing the propeller, be sure to lubricate the prop shaft splines with quality marine grease.  This will help prevent wear and make prop removal much easier next time round.  Once again it is important to dispose of used lubricants properly.  Please refer to the owner’s manual for the re-fill instructions.

Lubricate all grease fittings
Normally, there are grease fittings located on the steering arm, shift and throttle linkages and outdrive pivot points.  Be sure to lubricate all of these points according to manufacturer recommendations.

Charge and re-install your battery
If your boat was stored with battery removed, place the battery on a slow charger to ensure that it is fully charged, and then re-install the battery.  This check will test the battery’s ability to hold a charge under a load, like when the engine is being started or when other heavy loads are placed on it.

If the transom drain plug was removed during storage, re-install it
There is nothing like the adrenaline rush you get when you discover the transom plug is out and you are trying to figure out how to get your boat back on the trailer before it comes to rest on the bottom!

Inspect your trailer
Make sure all trailer lights are operating properly.  Check the winch cable to strap and tie downs.  If there are signs of wear or damage, replace them.  Check the trailer coupler and safety chains.  Make sure the coupler is locking to the hitch ball and ensure that the safety chains are not damaged and can be attached to the tow vehicle easily.  Also, lubricate the wheel bearings on the trailer.  If the trailer is not equipped with grease hubs, the wheels should be removed and the bearings inspected and lubricated.

If you are unsure of the steps or requirements for the steps or requirements for the spring preparation of your boat, contact your local dealer.

Ocean Fenders

A R Peachment Ltd are now suppliers of Ocean Fenders.  Since 1985 Ocean has manufactured a unique range of Solid Fenders, Bow and Stern Fenders which are made of Flexible Integral PU Skin Foam.

Ocean boat fenders are renowned for their superior quality, lifetime performance and their exclusive & modern design.  They are regarded as the most innovative brand in the fenders market.

Ocean’s Classic is a series of ‘value for money’ boat fenders that offer excellent protection at a reasonable cost.  They are made of Plastisol PVC with rotation moulding procedure. They are also UV resistant for their protection from sunlight.  They are one-piece made, which means that no parts are attached together to form the finalized fender, and have consistent wall thickness as well.

Key Benefits

  • One piece made.
  • Reinforced by four eye beams.
  • Even material distribution for better shock resistance.
  • Made of UV-resistant PVC.
  • Can be inflated on board by using a foot, hand or electric pump, with a simple valve connector.
  • Captive valve directly attached to the fender.
  • No tools needed to open/close the valve, a coin is enough.

Standard Duty Fender – L Series

L Series - Standard Duty Boat Fender

They are one-piece made, which means that no parts are attached together to form the finalized fender, and also has consistent wall thickness. Series L are standard duty, cost effective boat fenders that are suitable for any use and any kind of boat from 10 – 40ft.


Heavy Duty Fender – H Series

Series H are heavy duty fendersH Series - Heavy Duty Boat Fender in which the rib-reinforced rock solid ropeholds in the two sides of the fender are made in such way, in order to provide extra strength and durability for the fender. They are suitable for any use and any kind of boat from 20- 50ft.

Leading suppliers of Nanni Diesel marine engines & accessories, and marine equipment

In 2013, we entered our 25th year of collaboration with Nanni Industries SA.  Nanni Diesel is at the heart of our business, and we have a reputation for supplying  & partnering many of the leading charter fleet operators throughout the inland waterways of Europe, increasing our presence in this and the offshore and commercial boat sectors.  From cruisers, yachts and canal boats to high performance RIBs, ferries and fishing vessels, we provide consistent high quality Total Marine Solutions.

Throughout the lifetime of a boat – from design & specification and build programmes to refits, upgrades, installation and service parts – we are able to offer a total marine solution for boat builders, commercial fleet operators, marine trade customers and private boat owners.  Our single sourcing capability and long standing relationships with leading manufacturers enables us to offer not only the best solution but also amongst the most-effective.  We are committed to providing the best possible service, and with service points around the UK and a dedicated team at our base in Norfolk, we are able to provide full service support to our customers.

Lofrans’ Windlasses

Lofrans’, who are now part of the Lalizas Group was founded in 1966 in Monza, Italy.  For more than forty five years, Lofrans’ engineers have been dedicated to one single objective: designing & manufacturing windlasses and anchor management solutions which combine top performance, absolute safety and stylish design on deck.
Why is it necessary to install an anchor windlass?
There are two main reasons – Safety & Utility.  The anchor windlass on your vessel allows you to handle different anchoring situations, even the most critical, always under complete safety.  Every anchoring operation will be extremely simple, fast and firm under your control.  No more fear of failing to recover your anchor and every anchoring will be a pleasure.  No more heavy and complicated operations.  Installing an anchor windlass means making an investment on the safety of your crew and your vessel.
What about a Capstan?
Capstans are normally installed on the stern of the boat for mooring manoeuvres.  They are equally suitable for recreational boats, fishing and commercial vessels.  One or two captans, depending on boat size and displacement, are installed on the boat in conjunction with an anchor windlass.  Capstans are monitored by a set of foot switches, leaving your hands are free for rope handling.

Lofrans’ was the first to introduce products & solutions such as the Automatic Free Fall, the Control Box and also the “plug&play” anchor windlass “Project 1000” that are considered by the end users as a “must” for their vessel.
With a wide range of windlass models, Lofrans’ boasts an impressive line-up of products covering the needs of boats and yachts from 6 to 50m (20 to 160ft).

For a breakdown list of all spare parts, please click here.

Vertical Windlasses – X-Series & Project
The X vertical windlass range series is designed to provide anchoring solutions for sail and motor boats from 18 to 100 feet.  The X series is made up by the following models: X1, X2, X3, X3.5, X4 and X5 all available in standard version with drum and in low profile version.  The Project versions have a built-in control box within the motor casing.  All models are available in different motorisation to meet any customer’s requirements.

Horizontal Windlasses
The range if horizontal windlasses is suitable for boats from 18 up to 150 feet offering the best in performance and functionality, when there is adequate deck space of if the chain locker has limited size or accessibility.  They are simple, reliable, with their classic and timeless style making them perfect for many vessels, especially for the charter business.

 Capstans
The range of Lofrans’ capstans is designed for boats from 18 to 150 feet.  Capstans are normally installed on the stern of the boat for mooring operations and are used in recreational, fishing and commercial vessels.

Introducing the ARP Universal Wireless Remote – a remote control suitable for all Lofrans’ windlass models, and most other makes of 12v windlasses.

ARP WAVE – Key FeaturesWave - FB

  • One handset, with shockproof cover & lanyard.
  • Wireless robust design.
  • Single receiver.
  • Fitting instructions.

 

ARP DUO –Duo - FB Key Features

  • Two handsets, with lanyards.
  • Wireless compact design.
  • Single receiver.
  • Fitting instructions.

 

For more information, please contact us

T4.270

The T4 Evo2 series engines have been developed on the basis of the proven reliable Common Rail engine which is used on several Toyota four-wheel drive vehicles.  The excellent power and torque in relation to the engines weight and compact size translate into clear advantages, for user and boat builder.
Built with ratings specifically designed for marine applications, these engines deliver their torque at low rpm ratings ensuring the boat lifts from the water and onto the plane quickly.
The characteristics of this engine series provides a serious solution to various sectors.  From those looking to re-power high speed petrol units or replace obsolete diesel engines.  They will also interest new planing/semi-planing displacement boat builders/designers looking for maximum torque/power with the most efficient fuel consumption.
The T4 Evo2 engines are also intended to be SOLAS certified to power fast rescue and patrol boat, either with Shaft Line, Stern Drive or Water Jet  propulsion system.
Thanks to both the remarkable features and reliability of the Toyota engine base and Nanni’s expertise regarding marine applications, these engines are made to fulfil the needs of reliability, low maintenance costs and ease of use, while observing the strict requirements of the SOLAS certification related to marine engines.
The SOLAS engines are based on standard engine equipped with special devices to be able to meet the SOLAS requirements such as the capability to endure vessel capsizing without any mechanical damage and allow immediate starting in low temperature.

T4.230

The new T4 Evo2 series engines have been developed on the basis of the proven reliable common rail engine which is used on several Toyota four-wheel drive vehicles.  The excellent power and torque in relation to the engines weight and compact size translate into clear advantages, for user and boat-builder.
Built with ratings specifically designed for marine applications, these engines deliver their torque at low rpm ensuring the boat lifts from the water and onto the plane quickly.
The characteristics of this engine series provides a serious solution to various sectors.  From those looking to re-power high speed petrol units or replace obsolete diesel engines. They will also interest new planing/semi-planing displacement boat builders/designers looking for maximum torque/power with the most efficient fuel consumption.
The T4 Evo2 engines are also intended to be SOLAS certified to power fast rescue and patrol boat, either with Shaft Line, Stern Drive or Water Jet propulsion system.
Thanks to both the remarkable features and reliability of the Toyota engine base and Nanni’s expertise regarding marine applications, these engines are made to fulfil the needs of reliability, low maintenance costs and ease of use, while observing the strict requirements of the SOLAS certification related to marine engines.
The SOLAS engines are based on standard engines equipped with special devices to be able to meet the SOLAS requirements such as the capability to endure vessel capsizing without any mechanical damage and allow immediate starting in low temperature.

Engine Installation Accessories

Why Fit an Aquadrive?
An Aquadrive system will reduce structure borne noise and vibration by up to 90%.  It will reduce overall noise levels by up to 75%. It will end shaft alignment problems on installation, and for ever more!

It will allow the engine to be installed flat, because the Aquadrive allows angles between the engine and the shaft.  It will ease problems when re-engining.  And it’s a gift when re-engining an older boat.

Why Fit a Sea Strainer Alarm?
The Sea Strainer Alarm alerts you in seconds if the raw water flow to the engine cooling pump is seriously reduced, or if you start the engine with the seacocks turned off.
Marine engines are cooled by raw sea water, drawn in through the  bottom of the hull and pumped through the heat exchanger.  Block this vital supply and problems follow immediately.  The water pump impeller fails most instantly and engine overheating follows.  In extreme situations really serious damage can be done.  The Sea Strainer Alarm buys you precious seconds to deal with the problem before any   damage occurs.  Impede the flow of water through the strainer, or start the engine with the seacocks turned off, and the Sea Strainer Alarm tells you instantly.

Exhaust Alert System

Marine diesel exhaust systems are designed to take temperatures of only 120°C.  The exhaust gases,    however, may reach more than 500°C.  To cool the gases, the exhaust depends on a free flow of cooling water from the engine.  This flow can be cut off by a plastic bad or seaweed being sucked into the intake, or by a problem with the water pump.  The exhaust temperature will rise immediately to around 450°C, the exhaust will overheat and may be seriously damaged.  In most situations Exhaust Alert  will warn you before serious damage occurs.

Wavestream Bilge System
A development of world-wide importance which prevents oily bilge water being pumped into the sea.
Pilot cutters, yachts, fishing boats, superyachts, patrol craft, canal boats, lifeboats, powerboats & ferries.  All risk polluting their surroundings when they pump out their bilges.  Bilge water invariably contains fuel oil, lubricating oil and grease which cannot be separated and is dumped into the seas and rivers of the world.
Legislation to prevent this operates in most parts of the world, and is being progressively tightened.  The allowable limits for oil in water discharge, currently 15 milligrams per litre, are set by the International Convention for the Prevention of Pollution from Ships (MARPOL), under the secretariat of the International Maritime Organisation, a United Nations agency.  Wavestream ends this.  Over the past seven years a new filtration system, based on XOil bonding technology, has been developed for the oil and shipping industries.  XOil is a filter material which bonds with oil.  It is processed into sheet form and converted into simple filter cartridges which fit easily and neatly into the pipework from bilge pumps.  So effective is XOil that each filter will absorb 3 times its own weight of oil.  So efficient is XOil that even the smallest system will handle 40 llitres per minute.  So welcome is the technology that the entire BT Global Challenge fleet adopted it.  So important is the development that Lloyds Register has given Type Approval to the basic product.

Steering & Controls

A R Peachment Ltd are able to supply a wide range of steering and controls to suit any application from a variety of manufacturers, namely, Lecomble & Schmitt, Teleflex Marine and Flexball.

Lecomble & Schmitt

Founded in 1944, Lecomble & Schmitt is the only French manufacturer to offer hydraulic and mechanical steering systems for pleasure boats, fishing and work crafts.
The hydraulic steering systems are able to meet the requirements of monohull and multihull-sailing boats users and are guaranteed to be an efficient, reliable and smooth system. They are easy to install and are ‘state of the art’ machine finished in materials suitable for the marine environment. All steering systems carry a 2 year warranty and are CE approved.

SeaStar Solutions® (Formerly Teleflex Marine)
SeaStar Solutions Logo Teleflex Marine Logo
Teleflex has recently become SeaStar Solutions®
Control Cables
Teleflex made it’s mark in the marine industry and in other industries through design & manufacture of push/pull control cables. The Flexatrol flexible conduit was introduced in the 1950s and in the 60s quickly established Teleflex as the leading manufacturer of marine throttle and shift control cables for both dual and single lever systems. Teleflex TFXTREME now provides the ultmate in performance and reliability.
Cable Steering
Teleflex revolutionised smal boat steering. In 1962, we introduced the Big-T cable steering system, which used a helical cable instead of the traditional rope and pulley system commonly employed. Continual improvements throughout the 60s, 70s and 80s including a new rack and pinion steering system. In 1991, Teleflex introduced No-FeedBack steering, the first cable steering system to effectively counter torque steer from powerful outboard motors. Introduced in the mid 80s, the Teleflex pioneered tilt steering for recreational boats.

Flexball

Flexball Italiana, as the name suggests is based in Orbassano, Italy.  With over 50 years of experience both in the professional and pleasure boat sector, it prides itself in continually focusing on design, production, innovation and quality improvement of mechanical & electronic cables.
Flexball is essentially a flexible linear ball bearing which transfers push-pull motion from one point to another.  Its unique design allows for the efficient transmission of movement up to 8″ with maximum efficiency and minimal lost motion.  It is available in lengths up to 65 feet and can easily be routed in three dimensional installations.  Motion and load can be transmitted over even distances by coupling individual cables together.
Flexball can accommodate complex layouts with small bend radii an still achieve an efficiency rate of up to 97%.  The stainless steel inner members of the cable assure an optimum cycle life under high bending stress.  Flexball offers a cost effective and mechanically reliable alternative to complicated rod linkages and hydraulic, pneumatic, electronic or conventional cables.
Key Features:-

  • Simplified installation means substantial savings.
  • Gives the greatest efficiency – up to 97% regardless of load.
  • Does not need any servicing or upkeep.
  • Performs well at high and low temperatures.

About Nanni Diesel

A R Peachment Ltd is proud to be associated with, and the UK & Ireland distributor for Nanni Diesel marine engines & generators.

Working closely with development teams from Toyota and Kubota, Nanni Diesel marine engines are installed in all types of vessels including commercial charter boats, yachts, professional and recreational fishing boats and ferries.

Over 3000 diesel marine engines are produced each year in the Nanni Diesel ultra modern facilities in France. All marine engines are prepared to customer specification by A R Peachment.

From it’s beginnings in Italy, in the 1950’s, the company has expanded and developed significantly. The key milestones in the company’s history are:-

  • 1952
    Nanni Diesel opens for business in Milan (Italy), initially working on the marinisation of Faryman industrial engines.
  • 1982
    Manufacturing plants were commissioned in France & Holland, where Kubota and Mercedes-based engines were marinised. Nanni Diesel acquires Renault’s marine engines.
  • 1988
    Nanni Diesel signs a major contract with MAN, and switches from Mercedes engines to MAN engines.
  • 1991 
    Nanni Diesel concentrates it’s business activity in France with the formation of Nanni Industries S.A. in the La Teste, in the Aquitaine region.
  • 1997-98
    Nanni Diesel renews it’s range of Kubota-based marine engines and adds a new 115hp turbo engine to it.
  • 1999
    Nanni Diesel expands it’s business internationally, with dealers in 24 European countries and a beachhead in the American market. With backing from ANVAR (the French International Agency for Innovation), and working in close co-operation with Kubota, the company introduced a new 130hp ‘clean’ turbo marine engine.
  • 2000
    The company reached third in the world rankings for diesel marine engines between 10hp and 300hp,
  • 2001
    In March, Nanni Diesel signed an exclusive contract with Toyota for the marinisation and worldwide distribution of turbo diesel engines supplied by the Japanese carmaker.
  • 2003
    Nanni Diesel expands it’s range with the 6.420 TDi Toyota-based, an in-line 6 cylinder 320hp marine engine and the Sail-drive Kubota-based range of marine engines applicable with 10hp to 62hp engines for the mono-hull and multi-hull sailing yachts.
  • 2004
    In July Nanni Diesel signs an exclusive contract for the distribution of the Daewoo marine engines in France, in the French-speaking countries and in North Africa.
  • 2007
    Nanni Diesel launch the new electronic Common-rail marine engines, the 100hp & 200hp.
  • 2008
    Nanni Diesel introduce the Insert Generator. Very compact, at only 125mm, it fits snugly between the engine and the gearbox and delivers permanent power of up to 4kW – 230v.
  • 2009
    Nanni Diesel launch the Hybrid Engine. Suitable for the Nanni Diesel engine range from 37.5hp to 200hp, it is available in 24v (6.8hp) and 48v (9.5hp). It is environmentally friendly with zero emissions, silent and comfortable operating in electrical mode. It fits neatly between the engine flywheel and the gearbox and requires very little maintenance.
    Nanni Diesel and the Italian company, VM Motori announce an agreement in which VM will supply four and six cylinder diesel engines which will be marinised and and distributed worldwide by Nannidiesel.
  • 2010
    The first UK Nanni Diesel Hybrid is successfully commissioned in May 2010 in a new build 56ft canal boat. The boat is powered by a N4.43 diesel engine that operates alongside the hybrid drive which is powered by a 24 volt battery bank made up from 2v cells.
  • 2011
    Nanni Diesel and Seaway unite in their on-going quest to protect the environment. Whilst Seaway’s Greenline 33 has been designed to use up to four times less fuel in a year than a powerboat, whilst being completely emission-free in electric mode, Nanni Diesel’s N4.60 with Hybrid proves an ideal match.
  • 2012
    Delphi Yachts in Poland opt for Nanni Diesel in their river cruiser whilst continuing to choose the engines for the sailboat range.
  • 2013
    Nanni Diesel introduce the T4 Evo2 series of engines which have been developed on the basis of the proven reliable Common Rail engine.  The excellent power and torque in relation to the engine’s weight and compact size translate into clear advantages, for user and boat builder.
  • 2014
    Nanni Diesel enters a partnership with John Deere.  A US company, John Deere has been developing high quality products since 1837 and Nanni Diesels latest engine range, from 150hp to 760hp is based on these John Deere engines.
  • 2015
    Following on from the success and popularity of the N4.115 (115hp) model, Nanni Diesel has developed this engine to its full potential and can now offer the N4.140, which boasts 135hp.

Nanni Diesel continues to invest in marine engines and other product development. All engines marinised by Nanni Diesel comply with the anti-pollution standards established by BSO approval for Lake Constance. The emission levels of Kubota-based engines are lower than specified by BSO Level 2, in accordance with European community standards.  Visit the Nanni Diesel website here.

Batteries

A R Peachment Ltd are suppliers of a variety of different makes of marine batteries.

Leoch Batteries

Founded in 1999 to research, develop and manufacture the globally renowned Leoch brand lead-acid batteries. Since then Leoch has become a leading global manufacturer and the largest exporter of lead-acid batteries in China.
Leoch manufacture the largest range of Lead Acid batteries in the world, with a product for almost every application – 2v, 6v, 8v and 12v – flooded, AGM, GEL – Flat plate, Tubular Plate and pure lead. Key applications include mobility, leisure, security, golf, IPS, automotive, electric vehicle (small & large), solar and telecommunications, motive power and monobloc.

Leoch Standards

  • All Leoch lead acid batteries are manufactured with best quality pure primary 99.99% lead (PPL). Recycled lead is not used.
  • Leoch has established a “Professional Quality Management Centre” and successfully achieved the accreditations of ISO9001, TS16949 quality management and ISO14001 environment management systems. It has also passed the OHSAS18001 audit.
  • UK’s, IEC and Germany’s VdS.
  • CE authentication of the European Union.
  • UL recognition in the USA.
  • PCT authentication of Russia.

Marine & Leisure Market Features

  • Leoch are a leading supplier of sealed SMf, AGM and GEL Marine/Leisure batteries for O/E fitment worldwide.
  • Comprehensive range of maintenance free AGM/Gel batteries fitted annually.
  • Primary Pure Lead Technology (9999) – no recycled lead results in unbeatable quality and performance,
  • Superb power to weight ratio and deep cycling capability means power, performance and reliability.
  • Full warranty.
  • Suitable for use with motorboats, yachts, canal boats, motorhomes, caravans and many other leisure applications.

Victron Batteries

Victron Energy offer two ranges of batteries, AGM and Gel.  The AGM range has very low internal resistance making them particularly suitable for high current discharge applicationns such as for inverters, thrusters and winches, as well as engine starting.  The GEL model range offer best deep cycle durability and overall longer life. 
The use of high purity materials and lead calcium grids ensure that for both AGM an GEL products have particularly low self discharge so that they will not go flat during long periods without charge.
Both ranges are supplied with M8 drilled, flat copper terminals ensuring best possible connection contact and eliminating the need for battery terminals.  Manufactured under ISO 9002 quality standards, they are compliant with both CR and UL specifications in ABS fireproof containers and come with Victron’s 2 year world-wide warranty.

Click here to view other Victron products.

Haze Batteries

Haze Marine Gel batteries deliver maximum capacity within three cycles. The tough ABS case with dual marine terminals fitted as standard makes this battery able to start your engine and run your equipment.
The Gel technology delivers cranking amps, general power and long/deep discharges without the need for immediate recharge.

All batteries in the range have a 12-year design life, low self-discharge and are manufactured to the highest standards. All active material is very high purity lead (99.9999%). Cases are flame retardant ABS with EPDM rubber venting valves. The electrolyte is analytical grade. All terminals are epoxy sealed by extended mechanical paths and have standard insert M5, M6 or M8 threads. All models comply with Telcordia SR 4228, IEC896-2, DIN 43534, BS 6290 Pt4, and Eurobat.
 


 

 

Winterisation of Inboard Engines

When the nights are drawing in and the temperature is cooling off, it is time to start thinking about preparing your boat for storage during the winter months.

‘Winterising’ an engine is a key maintenance task for any boat owner.  Failure to do so could mean more work in the Spring and more expense.

Your local engineer will be able to advise you on the necessary tasks that need to be carried out to prepare your engine.  You should also find these listed in your Owner’s manual.  However, as a general rule, it is recommended that the following procedures should be carried out:-

  • Check the cooling fluid – Vital to protect the inside of your engine, it is recommended that the mixture is 50% water and 50% anti-freeze.  Ideally it should be replaced annually as overtime it loses it’s anti-corrosion properties.  Top it up to the maximum level in the heat exchanger.
  • Drain the engine oil and refill with new oil – Bring the engine up to temperature to ensure oil is hot.  Replace the oil filter.
  • Rinse seawater cooling circuit with freshwater  – Close the sea cock and disconnect the hose on the outlet side of the raw water pump.  Disconnect the cooling water discharge hose from the exhaust manifold or riser.  Run fresh water into the discharge hose to back-flush raw water passages and rinse out salt deposits.  You can extend the disconnected pump hose outside the boat or let the bilge pump handle the flush discharge.  Remove and rinse the impeller as anti-freeze can sometimes swell the rubber.  It is probably best to leave it out until spring, in a dry place, sheltered from light.
  • Close the engine air intake – To avoid moist air getting inside your engine, ensure you seal air inlets, crankcase and transmission breathers, exhaust outlets and tank vents by creating an airtight seal.  Making caps from plastic containers and then taping them into place is an ideal solution.
  • Drain the engine oil and refill with new oil  – Bring the engine up to temperature to ensure the oil is hot.  Replace the oil filter.
  • Release belts tension – Slacken the alternator adjuster to release the tension on the drive belt, helping to prolong the life of the belt.
  • Drain water lock – The less moisture the engine is exposed to, the less corrosion will occur.
  • Dry the boat’s bilge under the engine -This is a mucky job but well worth doing to avoid leaving a lot of moisture which is liable to corrode the engine.
  • Spray the engine with a water-repellent product This will help safeguard against corrosion.
  • Fill Fuel Tank This will help avoid condensation.  Tighten the deck filler as water can puddle when the boat is ashore.

Dealing with Engine Temperature Problems

Temperature Gauge Problems Initially it is important to establish whether you have an overheating problem or a temperature gauge fault.  If you suspect a problem then it is a good idea to check the gauge against a thermometer that is known to be accurate.  The majority of marine thermostats open at 71°C and will be fully open at 82°C.  As a rule, a clean system, under moderate load should operate at the lower end of this range whilst a dirty system under a full load might operate in the upper range.  Anything outside this is abnormal and should be investigated.

Overcooling Whilst the most common problem is the engine overheating, the opposite can also happen and lead to long term problems.  A thermostat should have excess cooling capacity.  This compensates for the inevitable decrease in cooling capacity that results from the normal gradual build-up of dirt on the heat transfer surfaces.  A thermostat is fitted to avoid an over cooling problem in a clean, new system.  If there is a problem, quite simply, the thermostat is not working properly.  Ensure that it is of the right type and properly installed.  Do not assume that just because it fits it will function correctly.  There is a lot more to thermostat design than is often realised, so make sure that the thermostat functions properly by immersing it in hot water of known temperature.  The easiest way is to use a pan of water on a stove with an accurate thermometer.  Hold the thermostat by the flange with a pair of pliers and do not let either thermostat or thermometer rest against the bottom of the pan. The thermostat should open at the temperature marked on it and be fully open approximately 20°C higher.  Malfunctioning thermostats cannot be repaired, they must be replaced.

Overheating Overheating problems can be categorised into two basic problems that either alone or in combination with one another, will create overheating:-

Lack of Raw Water Flow Lack of raw water flow will show up as an excessive increase of the raw water temperature as the raw water passes through the cooling system.  Normal temperature increase varies between different engine models but is usually in the range of 40-60°F.  In other words, if incoming raw water temperature is 110°F, the outgoing water passing through the exhaust elbows will be in the range of 110-130°F. This will create surface temperatures on the elbow that will  be warm but not excessively hot.  So the easiest wasy to identify a raw water problem is to check whether or not the engine overheating is combined with excessive temperatures on the outlet side of the raw water system.

If the raw water side is to blame there could be three basic reasons:-

1) Pump Problems The most common pump used today is the rubber impeller pump.  The impeller in this pump must never be run dry or it will be ruined.  Eventually this impeller will also lose some of it’s flexibility due to old age and capacity.  To be on the safe side,  it is recommended that the impeller is replaced annually.  If the impeller is damaged with blades missing, make sure that you find the missing blades.  They could be stuck downstream from the pump interfering with proper flow.  If the raw water pump is belt driven, make sure that the belt has the correct tension.

2) Restrictions on Outlet Side of Raw Water Pump These restrictions are often in the form of raw water debris accumulating on the inlet side of oil coolers and heat exchangers.  Always check the units closest to the pump first and work downstream.

3) Exhaust Elbow Restriction Over time, problems with rust build up in the exhaust elbows may develop.  Many exhaust elbows have several small holes in the area where the raw water enters the exhaust pipe.  The orifices are designed to ensure proper water distribution at this point.  Unfortunately, because of their small diameter they tend to get clogged with the rust particles that a raw-water cooled elbow gives off.  Eventually, an exhaust elbow may get completely plugged up preventing raw water from entering the exhaust pipe and thereby creating a fire hazard.  In an in-line engine with a single exhaust elbow, this complete blockage will automatically cause engine overheating before the exhaust overheats.  This will signal a problem before a fire hazard develops.  In a V-type  engine however, the situation is more dangerous if one elbow becomes blocked,  In this case, sufficient raw water may be able to exit through the open elbow to keep enough raw water flowing through the engine heat exchanger,  The engine may not overheat but the blocked elbow and matching exhaust manifold and exhaust pipe could burn and be destroyed.  It is recommended that you periodically during the season feel the exhaust elbows to make sure that they stay at a normal temperature. Clean or replace these elbows before they cause further damage.  Periodic flushing of the engine with fresh water will help minimise these problems.

Lack of Fresh Water Flow Lack of fresh water flow will show up as an increase in the temperature difference between in and outlet of heat exchanger.  Most modern engines have a flow rate at a level where the temperature difference in and out on a block only system, will be in the range of 10-20°F.   If manifolds are included in the fresh water system adds another 10-20°F.  Most people find 60°C to be the approximate maximum temperature that they can leave their hand on without discomfort.  Since fresh water temperatures normally are above 71°C, it is not practical to check this difference without special equipment.

Be careful when dealing with a suspected temperature problem, the cooling system contains hot liquid held under pressure

Choosing the right battery…

With the introduction of higher output alternators and electronic  charge Xsplitters charging systems on boats have vastly improved.  To benefit fully from a decrease in recharge time and longer runtime the correct battery choice should be made.  When making a battery purchase you need to consider – Battery life expectancy (how often is it to be used/number of cycles~), depth of discharge (how much power is required for each use?), level of safety required (spillage and gas risk – sealed vs not sealed) and finally level of maintenance (top ups or maintenance free)

A quick guide is as follows:-

The FLA (Flooded Lead Acid) – Number of cycles is 100, depth of discharge is 50% and is not sealed or maintenance free.  It can be used for moderate duty, suitable for leisure & sailing boats.  The SFL (Sealed Lead Acid)  – Number of cycles is 200, depth of discharge is 60% and is sealed and maintenance free.  It has combined starting & deep cycling capability for motor boats & yachts.  The SDC (Flooded Semi Traction) – Number of cycles is 300, depth of dishcarge is 70% and is not sealed and maintenance free.  It is a heavy duty battery ideal for hir boats, workboats, live-aboards and ocean-going yachts.  The AGM (AGM Long Life) – Number of cycles is 300, depth of discharge is 70% and is sealed and maintenance free.  It has a longer life and deep cycle capability or motor boats, yachts and narrowboats.  The ADC (AGM Deep Cycle) – Number of cycles is 400, depth of dsicharge is 75% and is sealed and maintenance free.  It has extra deep cycle capability for hire boats, work boats, live-aboards and ocean-going yachts.  Finally the SGEL (GEL Ultra Deep Cycle) – Number of cycles is 500, depth of discharge is 80% and is sealed and maintenance free.  It has an ultra deep cycle & long life for ocean-going yachts & continuous live-aboard use.

For information on batteries from leading brands such as Leoch, Victron & Haze, please click here.

Why Waste Engine Heat – You’ve paid for it!

Turn your engine’s waste heat into useful domestic hot water with a C-Warm Calorifier.  Made in the UK and fitted as standard by leading UK and European boat builders, C-Warm heaters are designed for use at system pressure up to 3 bar (44 psi).  Maximum recommended pump cut-out pressure in 2.5 bar (36 psi).

Heating time from cold is approximately 20 to 30 minutes for a full tank of hot water.  Useful amounts of hot water are available within a few minutes of starting the engine.

Polyurethane-insulated for high heat retention, C-Warm heaters are available in stock sizes from 18 to 78 litres (4  to 16 gallons) with a choice of installation and control accessories.

Calorifiers and Water Storage – What’s the difference?

NONE – ‘Calorifier’ is a word borrowed from industrial process heating, meaning a water vessel containing a heat exchanger (such as a coiled pipe)  though which steam or hot water passes, giving up its heat to the water contained in the vessel.

For more information on the different models that we supply, please click here.

Pump Flow Rates & Pressures

Liquid flow rate and pressure are the basic measures of pump performance.  Flow rate is commonly measured in litres per second, per minute or per hour  or sometimes in cubic metres per hourPressure is commonly measured in bar (1 bar is equal to standard atmospheric pressure at sea level, or 1kg per square centimetre, or 14.6lb per square inch (psi).

Head is sometimes used as a convenient alternative to pressure.  Commonly expressed in metres or feet, head is the vertical height difference between the liquid supply and discharge levels.  A vertical column of water 10 metres high has a pressure of 1 bar (above atmospheric pressure) at it’s base.  A pump able to deliver water from ground level to an elevation of 10m is working against a ‘static head’ of 10m.

Water flowing though a pipe loses energy through friction at the pipe wall.  The loss of energy appears as a pressure loss in the pipe.  The pressure loss can be expressed as an equivalent head (‘dynamic head’).

Pipe friction losses may be negliable, or they may be substantial, depending on flow rate, pipe length and internal diameter (bore), and configuration.  To minimise pipe friction losses, keep inlet and discharge pipework as short and straight as possible.  Use the pump manufacturer’s recommended pipe size.  As a general rule, the pipework bore should be at least as large as the diameter of the ports on the pump.  If the pipework is very long or convoluted, use pipe of larger bore.

Monitoring The Engine Oil Pressure

The circulation of the lubricating oil around the engine has quite rightly been likened to the human blood circulation system.  The oil is pumped from the sump through the filter and into the bore holes leading to the main bearings on the crankshaft.  After leaving these main bearings, the oil flow is divided.  Part of it flows across the crankshaft to the connecting rod bearings and the piston bolts before being recycled, while another part lubricates the bearing faces of the cylinder through a centrifugal effect.

The remainder of the oil passes through boreholes to the engine cylinder head, where it provides lubrication for the camshaft, the rocker shaft and valve slide mechanisms, before returning to the sump.  The main function of the engine oil is to lubricate.  Ideally, the film of oil would be so homogenous that there would be no contact between the metal surfaces to the bearings.  Unfortunately, this ideal situation is interrupted whenever it occurs by the engine being switched off.  The film disperses, leaving no protective film between the journal pins and the bearing shells.  When the engine is started from cold, considerable wear can be caused.  At other points, for example at the contact surfaces of the cylinders, the lubricating film is little more than partial, with the result that wear can also be caused here.  This brings us to the second main function of the lubricating oil, namely the removal of all abrasion particles and impurities from the bearings.  These particles are usually minute metal chippings from the bearings themselves or the contact surfaces, while the impurities are normally combustion residues that have found their way into the crankcase as result of a lack of tightness of the piston rings.  The particles and the impurities are removed at the oil filter, so that the oil flowing around the lubricating points is always clean.  This also means that the oil filter will have to be replaced at regular intervals, as otherwise the excess pressure in the filter will cause an overflow valve to open and the unfiltered oil will be returned through a bypass valve to the bearings.  Furthermore, this cannot be detected at the oil pressure gauge.

In recent years, the lubricating oil has taken on an increasingly important third function – that of cooling.  In modern engines, as much as 15% of the heat is generated can be dissipated by the lubricating oil.

It is clear that such an important circuit requires an efficient monitoring system.  In some cases it is sufficient for the oil pressure to be monitored by means of a low oil pressure switch.  However, it is generally advised that a pressure gauge is fitted, or alternatively, and an even better solution is to fit a combination of a warning contact and gauge.  As the pressure builds up the problem is revealed by the gauge, which will give a good indication of the general state of the engine.  The oil pressure is usually measured through a drilled hole in the engine block and through which the oil is pumped from the bearings.  If there is any bearing damage in the vicinity of the crankshaft, the resistance is reduced and more oil flows across the crankshaft.  This has the effect of lowering the pressure at the measuring point.  The oil pressure will also fall if too much oil flows out of the cylinder head as a result of a detective bearing.  These are, of course, extreme cases which are fortunately exceptions rather than a rule.  There are also a number of other causes for a sudden drop in the oil pressure, if you have any concerns it is best to contact your local engineer to investigate further.

Instrument Panels

Nanni Diesel updated their Instrument Panels back in January 2010, introducing new LED technology which complies with the European Standard ISO 11192.  Both the LEDs and the printed circuit board are now integrated into the tachometer, therefore making them better protected against moisture, water splashes and any shocks.
Custom options are also available, including ARP’s very own ARP-A3 and ARP-C3 panels. Please click here for pictures of bespoke instrument panels manufactured in-house at our Brundall premises.

ARP-C3

  • Dimensions (LxW) – 270mm x 188mm
  • Tachometer/Hour Meter.
  •  Oil pressure warning light & audio alarm.
  • Water temperature warning light & audio alarm.
  • Battery charge.
  • Glow plugs.
  • Water temperature indicator.
  • Battery charge indicator.
  • Oil pressure indicator.
  • Starter/Stop Key.

ARP-A3

  • Dimensions (LxW) – 205mm x 120mm
  • Tachometer/Hour Meter.
  • Oil pressure warning light & audio alarm.
  • Water temperature warning light & audio alarm.
  • Battery charge.
  • Glow plugs.
  • Starter/Stop key.

Eco 4 Panel

  • Dimensions (LxW) – 140mm x 110mm
  • Oil pressure warning light & audio alarm.
  • Water temperature warning light & audio alarm.
  • Alternator warning light.
  • Glow plug pilot light.
  • Ignition start key.

A4 Panel

  • Dimensions (LxW) – 205mm x 120mm
  • Tachometer & Hour Meter/Voltmeter.
  • Ignition key/Start Button.
  • Battery charge warning light.
  • Oil pressure warning light & audible alarm.
  • Water in fuel filter warning light.
  • Coolant temperature warning light & audible alarm.
  • Pre-heating warning light.

C4 Panel

  • Dimensions (LxW) – 220mm x 145mm
  • Tachometer & Hour Meter/Voltmeter.
  • Ignition key/Start Button.
  • Oil pressure indicator.
  • Coolant temperature indicator.
  • Battery charge warning light.
  • Oil pressure warning light & audible alarm.
  • Water in fuel filter warning light.
  • Coolant temperature warning light & audible alarm.
  • Pre-heating warning light.

Service & Warranty

Below is an example of a plate found on the bell housing on each engine.
Nanni Diesel Engine Plate

  • TYP = Refers to the engine model.  In this case the first ‘4’ refers to four cyinders, whilst the ’40’ refers to 40hp.
  • NR = The first number, 7Q0076 indicates the base engine serial number and the second number KTF08030079 is the Engine Serial Number.  This is the number that is needed to enter the engine into the warranty system.
  • CODE = This is Nanni Diesel’s build number.

All engines are supported by the Silverwake Warranty policy, a copy of which is available to download.  The ‘blue’ copy of the Commissioning Voucher must be completed and returned to us and we will enter the engine’s details into the warranty system.  In the event that you should require any warranty work to be carried out then please do not hesitate to contact us or one of our many service agents around the UK.

For technical support, please contact us, and to order Nanni Diesel spare parts, please order on-line or with our parts department.

Technical Talk Articles
‘Monitoring The Engine Oil Pressure’
‘New season..new fuel’
‘Boat Fuel Efficiency’
‘Preparation for the new Season’
‘Winter Maintenance’
‘The Theory Behind The Common Rail Engine’
‘Issues at Sea’
‘Dealing with Engine Temperature Problems’
‘Winterisation of Inboard Engines’

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Nanni Diesel Generators

Suitable for both pleasure and commercial applications, the Nanni Diesel marine gensets from state of the art technology combining reliability, smooth performance and fuel efficiency.  Designed for both occasional or more intense use, they are equipped with an automatic stop system in case of oil pressure failure or an abnormal increase in the temperature with the cooling system.

The engines used for the gensets (except the QMF 3.5M) are all equipped with the Nanni Compact Cooling® system, allowing for maximum life span and perfect running.

Gensets with Sound Shield
In order to minimise noise as much as possible the QMF and QMS gensets are available with a sound shield enclosure, which allows them to reach a threshold of 54dB at 7 metres – that’s the equivalent to the noise of a dishwasher.  The shield neatly emcompasses all connections whilst remaining easily accessible due to the light and removable panels. All QMS gensets have a rotation speed of 1500rpm.  This means that not only are noise and vibration levels, the friction and wear is greatly reduced.

Gensets without Sound Shield
Light and compact, yet robust, the QLS range of Nanni Diesel Gensets are designed for heavy use. Uninterrrupted stability is guaranteed whatever the conditions and whatever the appliance.  Using the latest alternator technology ensures reliable equipment, alongside compliancy to the most stringent regulations.

 

 

ARP Hydraulic Solutions

A R Peachment Ltd is proud of it’s reputation for designing and developing it’s own proprietary range of innovative marine engineering products and solutions.  Anticipating and adapting to technology advances, increasing end-user demands and the requirement for cost-effective solutions is the hallmark of AR Peachment’s continuing success.

With an on-going committment to New Product Development,  A R Peachment continue to enhance the range of ARP products designed to give increased reliability, low cost of ownership and improved efficiencies for boat builders and owners alike.

Products available in the ARP Product range include:

ARP Bow Thruster
ARP Bow Thruster
A twin propeller unit which adds a new dimension to the convenience of a bow thruster.  Having two propellers supplying thrust on both sides greatly increases manoeuvrability and ease of boat handling.

ARP Hydraulic Propulsion Drive System
   
The system comprises of a remote mounted reservoir tank which gravity feeds a pump unit fitted in the rear of the main engine.  This pump pushes oil through a directional control valve which directs oil via flexible hoses to a hydraulic motor unit that drives the propeller.

ARP Hydragen Unit

The ARP 10kVA Hydraulically Driven Generator is an option which can incorporated into the ARP Hydraulic Propulsion System.

ARP Instrument Panels

A R Peachment utilises years of experience and expertise to provide a comprehensive design service and develop prototypes for training prior to commencing full production runs.  Fully detailed drawings and build specifications are developed to ensure the quality and consistency of products.  A R Peachment can also offer the complete ‘Fit Out’ and assembly service.

Technical Questions Answered…

Why is there a lot of noise and vibration coming though the boat, particularly from the stern end?
A common cause of noise and vibration through the boat from the stern is a worn cutlass bearing.   The cutlass bearing, which supports the shaft, can be found inside the p-bracket or stern tube, depending on design.  The shaft is prevented from damage as it spins inside the cutlass.  The most common cutlass bearing comprises a grooved rubber centre surrounded by a brass shell.  Also available are fibreglass and phenolic types.  The shaft should be a snug fit through the cutlass.  Over time as the bearing’s internal surface wears down against the shaft, additional space is created inside the bearing allowing for excess movement by the shaft. This movement causes noise and vibration through the vessel. Unfortunately, the only way to resolve this issue is to replace the bearing.

How do I replace my gland packing and how do I know what type to use?
Gland packing is used to make a water tight seal around the shaft at the inboard end.  There are two main types of gland packing available, PTFE (white) and Graphite (grey).  Basically, Graphite packing should not be used in saltwater; however the PTFE version can be used in all water types.  Occasionally, grease impregnated flax is also used.

To replace the gland packing, the first thing you need to do is take off the stuffing box and remove the existing packing, taking note of how many turns of packing there are around the shaft. You must now clean the stuffing box before re-packing it.  If you have a water-fed gland, this is simple and a quick wipe with a damp cloth will do the trick.  However, a grease-fed gland will require more thorough cleaning.  To re-pack the gland, wind the packing around the shaft, slightly overlapping and cut through using a sharp blade at a 45° angle which makes a better seal than a straight cut.  Repeat the same number of turns of packing to what you removed.  The seams of each piece needs to be staggered against the next, thus creating a water tight seal.   Reassemble and tighten the gland.

How often should I replace my anti-freeze?
Antifreeze is important – not only does it protect your engine from frost & ice damage, it is also a good summer coolant as it will protect all areas of the engine’s cooling system against rust and corrosion, so is best used all year round.

Antifreeze should be mixed with water, in a 50-50 ratio.  We would recommend a good quality anti-freeze is used; an Ethylene Glycol based product is best.

All antifreeze can degrade over a period of time, thus its effectiveness is reduced and the level of protection against frost damage is also decreased.  We suggest changing the antifreeze every two years, however it’s always best to check its concentration on an annual basis.

Should I change the engine oil before the winter or in the spring?
During the summer season whilst your engine is running potential harmful bi-products are produced from the combustion process which can build up in the engine oil.  Therefore we recommend changing your engine oil and filters before the winter lay-up reducing the risk of internal surface damage from prolonged exposure to these nasties.

Should I worry about the new type of diesel?
No….don’t worry, just be aware…
Recent legislation has led to a change of fuel used on the inland waterways.  The new fuel must contain no more than 10 milligrams of sulphur per kilogram of fuel and can contain up to 7% bio diesel.  Diesel bug is especially fond of bio fuels so this 7% addition can increase the likelihood of encountering issues in your fuel system. Protecting your fuel against diesel bug is therefore even more important. Water in the fuel is the number one cause of contamination where condensation collects at the bottom of the tank, filling your tank before leaving it over the winter is the best way to avoid this.  In addition to this draining off excess water from your tank and separator filter is a good way to ensure you have as little water in the tank as possible before leaving the boat over winter.

In older engines it is a good idea to keep an eye on fuel hoses and seals as these may be affected by the new additives.  Modern diesel engines, however, should not be affected.  It would be advisable to check with the manufacturer.

How do I maintain my batteries over the winter months?
It is advisable to take the time to properly maintain batteries prior to storing.  If you have wet acid or flooded type units they may require some attention.  This is a simple case of checking the distilled water level and topping up if necessary.  If your batteries are AGM or Sealed, i.e. don’t have removable caps then they will not require any maintenance.

When left for a prolonged period of time the cells can discharge to the point of no return, meaning you return to a costly replacement job in the spring.  To avoid this with small engine batteries that can be transported easily it is a good idea to take them home and store them in the garage where you can periodically top up their charge.  For bigger batteries or large banks of cells, isolate them from any potential load.  This is to reduce consumption from devices/appliances on board which can draw power even when not in use.  Over the course of the winter, in some cases this could be enough to flatten the batteries.  Charge the batteries occasionally to maintain the charge.

It is important to bear in mind when isolating or disconnecting batteries that this may affect the operation of the bilge pump.

The exterior of my engine is rusty.  What could be causing it and is it something which needs attention?
This may be an indication that there is a water leak from a pipe joint or from a gasket or casting.  This should be investigated and repaired as required. The corrosion will have to be cleaned off and the area primed and repainted.  It is easier to keep a check on a clean engine than a rusty one.

I read that most marine engine damage results from the failure to maintain the cooling system.  Can you give me some pointers on what to do?
Overheating is a common reason for engine breakdown and there can be a variety of causes.  Firstly you need to check if you have cooling water flowing through the system.  If this has stopped or the flow reduced you need to check the intake filter, impeller in the pump and also check that the first cooler before or after the pump is clear as weed can sometimes pass by the filter and restrict the flow.  Something that is often overlooked is the flow of the water after it leaves the heat exchanger/engine into the injection bend/mixer.  This is prone to corrosion that can restrict the water flow and cause the engine to overheat. If the water pump is getting on in years it may be that just changing the impeller will not be enough and the complete pump needs to be overhauled or replaced. It could be that you have a good flow of water but the heat is not being dissipated between the engine’s two cooling circuits due to scale building up around the heat exchanger or inside the engine’s internal capillaries causing a blockage. We recommend that the heat exchanger tube stack be cleaned every 200 hours.  As always good maintenance will help prevent overheating problems.

My boat is normally just used at weekends.  I have recently retired and am planning to cruise on her throughout the summer.   What steps should I take to prepare her for continuous use?
The first thing to consider is the existing systems/engine up to the heavier use, e.g. battery bank/charging system.  Whilst this may have been ok for a short trip, will it be suitable for continual use, including days where you might be moored up and not travelling?  It may be worth considering a larger battery bank and the means to charge the bigger bank as you can’t have one without the other.

It will also be very important that the engine and gearbox has a major service as this will probably be working harder in a month than it has done in the last few years put together.  This service should include oil and filter change, fuel system check and filter change; fan belts should be replaced as well as the water pump impeller.  It would also be prudent to replace all engine hoses and clips. Its all about limiting the potential problems before they arise.

It might be worth enlisting the help of an engineer for a few hours and discuss your intentions with them as they will be able to identify possible problem areas and suggest the best way to improve things.

Gearboxes -Twin Disc Technodrive

An Italian company, Twin Disc Technodrive have three classifications for their products:-

  • Pleasure Craft – Intermittent operation with very large variation in engine speed.  Maximum power capacity is intended only for personal use, planing hull craft where full engine throttle operation will be less than 10% of the total time with balance of time at 80% of full throttle engine RPM or less.  Annual operating hours up to 500.
  • Intermediate Duty – Full throttle operation will average only a few hours per day with major portion of usage at partial throttle and total annual usage of 2000 hours or less.
  • Continuous Duty – Continued operation with full engine governed speed.  Unlimited hours per year.

Gearboxes – ZF Marine

A R Peachment Ltd are stockists of ZF marine gearboxes.

ZF Marine transmissions cover a power range from 10 to 14,000kW and are available in many configurations to suit all types of vessels and machinery arrangements. Small, mechanically operated transmissions are typically fitted in sailboats and small craft.  A wide range of compact, hydraulically operated transmissions, including 2-speed versions, are suitable for pleasure craft and other fast vessels, with larger models being specially designed for defense craft and high speed-ferries.  For commercial, ocean-going vessels such as freighters and tankers, heavy-duty transmissions with various PTOs and PTIs can be chosen to match medium-speed diesel engines.

6.420TDi

The design of the 6.420TDi is based on the 6 cylinder diesel engine which is used and tested on the 4×4 Land Cruiser.  The robustness of its engine block and its cast iron cylinder head as well as the efficiency of the different heat exchangers that makes up the marinisation developed by Nanni Diesel gives you the assurance of quality, reliability and longevity that have already convinced any renowned boat builders.
The 6.420TDi boasts 6 in-line cylinders, 4 valves per cylinder and 2 balancing shafts which result in unprecedented smoothness providing very quiet and virtually vibration-free comfort.
The 6.420TDi is perfectly suited for shaft line boats as a result of the combination of its low speed of 3600rpm, its 4.2 litres capacity and its high torque at low speed.  The hole-shot of your boat is quicker and the obtained cruising speed at low rpm ensures low fuel consumption.
The power to weight ratio of thsi 320hp engine is one of its greatest advantages.  Its reduced dimensions ease installation and have already made it a preferred option on numerous boats.  With this engine you can count on the most dynamic motorisation with plenty of power reserve for all situations.
The engine complies with the most stringent emission regulations in the world – EU-RCD, US-EPA and BSO.

T6.300

The design of the T6.300 is based on the six cylinder diesel engine which is used and tested on the 4×4 Land Cruiser.  The robustness of its engine block and its cast iron cylinder head as well as the efficiency of the different heat exchangers give you quality, reliability and longevity that you would expect from a Nanni Diesel engine.
The T6.300 boasts six in-line cylinders, four valves per cylinder and two balancing shafts which result in unprecedented smoothness providing very quiet and virtually vibration-free comfort.
This engine is perfectly suited for shaft line boats as a result of the combination of its low rated speed of 3600rpm, its 4.2 litres capacity and its high torque at low speed.  The cruising speed at low rpm ensures low fuel consumption.
The power to weight ratio of this 305hp engine is one of its greatest advantages.  Its reduced dimensions ease installation and have already made it a preferred option on numerous boats.
The engine complies with the most stringent emission regulations – the EU-RCD, US-EPA and BSO.

T4.200

The T4.200 is based on the common rail direct fuel injection technology which has been used on the 4×4 Land Cruiser.
Handling your boat equipped with this engine is a breeze.  High torque at low rpm ensure a faster hole-shot and stunning acceleration.  The low rated speed of 3400 enables you to cruise at comfortably low rpm’s, reducing sound levels and fuel consumption.  With this engine you can count on the most dynamic motorisation with plenty of reserve for all situations.
The T4.200 mounting pattern is identical to the previous generation of four cylinder Toyota engines, yet it is designed to fit into the smallest engine compartments.  Equipped with a hydraulic gearbox, the engine handles smooth and quiet while manoeuvring.  This transmission can optionally be equipped with a trolling valve, which will allow you to adapt the boat speed to your fishing needs.
This engine employs a common rail fuel injection system which equates to high torque and great fuel efficiency.  The fuel rail maintains the fuel under constant, high pressure allowing very responsive and accurate fuel injection under any condition.
The common rail system combined with 4-valve cylinder heads and two balancing shafts results in unprecedented smoothness providing very quiet and virtually vibration-free propulsion comfort.
The engine complies with the most stringent emission regulations in the world: EU-RCD, US-EPA and BSO.

For Spare Parts, please click here

T4.180

The T4.180 is based on the common rail direct fuel injection technology which has been used on the 4×4 Land Cruiser.
Handling your boat equipped with this engine is a breeze. High torque at low rpm ensure a faster hole-shot and stunning acceleration. The low rated speed of 3400 enables you to cruise at comfortably low rpm’s, reducing sound levels and fuel consumption. With this engine you can count on the most dynamic motorisation with plenty of reserve for all situations.
The T4.180 mounting pattern is identical to the previous generation of four cylinder Toyota engines, yet it is designed to fit into the smallest engine compartments. Equipped with a hydraulic gearbox, the engine handles smooth and quiet while manoeuvring. This transmission can optionally be equipped with a trolling valve, which will allow you to adapt the boat speed to your fishing needs.
This engine employs a common rail fuel injection system which equates to high torque and great fuel efficiency. The fuel rail maintains the fuel under constant, high pressure allowing very responsive and accurate fuel injection under any condition.
The common rail system combined with 4-valve cylinder heads and two balancing shafts results in unprecedented smoothness providing very quiet and virtually vibration-free propulsion comfort.
The engine complies with the most stringent emission regulations in the world: EU-RCD, US-EPA and BSO

T4.165

The T4.165 is based on the common rail direct fuel injection technology which has been used on the 4×4 Land Cruiser.
Handling your boat equipped with this engine is a breeze. High torque at low rpm ensure a faster hole-shot and stunning acceleration. The low rated speed of 3400 enables you to cruise at comfortably low rpm’s, reducing sound levels and fuel consumption. With this engine you can count on the most dynamic motorisation with plenty of reserve for all situations.
The T4.165 mounting pattern is identical to the previous generation of four cylinder Toyota engines, yet it is designed to fit into the smallest engine compartments. Equipped with a hydraulic gearbox, the engine handles smooth and quiet while manoeuvring. This transmission can optionally be equipped with a trolling valve, which will allow you to adapt the boat speed to your fishing needs.
This engine employs a common rail fuel injection system which equates to high torque and great fuel efficiency. The fuel rail maintains the fuel under constant, high pressure allowing very responsive and accurate fuel injection under any condition.
The common rail system combined with 4-valve cylinder heads and two balancing shafts results in unprecedented smoothness providing very quiet and virtually vibration-free propulsion comfort.
The engine complies with the most stringent emission regulations in the world: EU-RCD, US-EPA and BSO.

For Spare Parts, please click here

N4.115

This Kubota based engine combines high quality and reliability with the latest diesel technology.  Kubota’s new DI version of the V3 series incorporates a new four-valve per cylinder head with a new injection system, the E-CDIS.  This system, with an injector located in the centre of each cylinder, drastically improved fuel efficiency.

Thanks to the maximum torque at only 1600rpm, the N4.115 gives an exceptionally low level of noise & vibration.

The half float structured head cover successfully reduces the radiating noise from the upper part of the engine.  Moreover, the MoS2 coated piston and the three step open thermostat help reduce piston slap by optimising piston/cylinder wall clearance as the engine coolant comes up to temperature.  The built-in twin balancer helps to reduce vibration even further.