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Cleaver

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  1. I spoke with a marina owner that explained the cost of boat ownership quite well. He said that you should expect to pay 1 percent to 10 percent of the original boat purchase price per year for maintenance and upkeep depending on how much of it you do yourself. If you pay someone else to do maintenance, repairs, storage, mooring, cleaning, and transport it will be closer to 10 percent. If you do all of those things yourself it will be closer to 1 percent.
  2. Check this out from T&H Marine. https://thmarinesupplies.com/products/floor-drain-lid-pull-combination
  3. In some cases the engine can be lifted, moved forward, and then spun sideways 90 degrees to pull it out, and the exhaust manifolds can be removed if additional clearance is needed.
  4. I've seen some pump failures caused by the sea water cooling hose clogged with sand or debris that goes to the fuel cell.
  5. That code indicates that the exhaust riser water temperature sensor number 1 ( ERWT1) signal voltage is less than 0.05 volts. It is most likely caused by a disconnected or faulty sensor. There was a quality campaign Q0107 on bulletin 38-6-108 that lists affected serial numbers and recommends replacement of all four sensors with newer part number 23117173. You could contact your dealer and see if yours is listed and check for possible warranty coverage, but the campaign is scheduled to end 10/31/20.
  6. If you want to verify the reed switch is working correctly on each actuator, you can check the small 18 gauge black and red wires at the actuator harness plug on for the reed switch on each one with a mutimeter. When the actuator is fully retracted the two wires should have very low resistance. When the actuator is not fully retracted there will be very high resistance between the wires. To move the actuator manually, you can use a 10mm wrench or socket to turn the small red bypass valve on the actuator counterclockwise a couple turns to release pressure and push the surf gate all the w
  7. If the problem changes to the surf gate on the other side when you switch the harness plugs to the opposite sides then it is not likely an actuator problem. A tripped breaker, loose connections, or faulty relay pack is more likely the issue.
  8. You are probably talking about this https://www.summitracing.com/parts/dui-m12720bk/make/chevrolet I don't have any experience with them, but I bet they come with instructions. As long as you have some room for the additional height and your coil wiring is long enough, I don't see why you would have a problem using it, but it looks like you will need new ignition wires that work with that distributer.
  9. Pertronix makes a replacement for the Prestolite ignition modules. https://marinepartssource.com/prestolite-electronic-ignition-module-pertronix-1589It You could also get a Delco marine distributor to replace yours, but it would definitely be more expensive. You should not have to worry about an ignition shift cutoff with your setup, but you may need to move the distributor or change the position of your spark plug wires on the cap and re-adjust the timing with the new ignition module.
  10. I would recommend checking the breakers for the surf gates first. See if the breaker is tripped and make sure all the connections to the breakers are tight. The reed switch sensor is integrated into the hydraulic actuator and has two very small wires that goes from the actuator sensor through a transom fitting into the boat along with the larger power and ground wires for the actuator motor. If the wires become damaged at the fitting or at the connection plug the surf gates will not work correctly. If loose power connections or a tripped breaker prevent a surf gate from closing complet
  11. Every boat owner's manual I've seen for the past 20 years explains the dangers of CO poisoning, but who reads those things.
  12. I would recommend contacting Jasper Engines at (800) 827-7455. I have been able to get remanufactured longblocks from them for Volvo Penta products using the specification number on the block or cowling tag pretty easily and they have a good warranty. They may even be able to recommend a dealer in your area to work with.
  13. The P1030 code is a fault in the exhaust pre-cat O2 sensor circuit. It can be caused by a faulty sensor or a wiring issue to the sensor. P201, P202, P203 codes are an open circuit to your fuel injectors. Check the fuses in the fuse box first, then check the connector plugs on the injectors. Loose connections on the batteries or nearby ground block can cause odd electrical problems. There is nothing really special about the kill switch lanyard. Volvo Penta used the same one, or you can get a universal one with several different keys like this: https://www.westmarine.com/buy/w
  14. The ROTAX engines I have seen still use a dipstick to check the oil, but the procedure to check it is a bit different since there is a main sump oil pump and a scavenging oil pump. The engine needs to idle for 30 seconds, then shut it off and let it sit for 30 seconds before removing, wiping, inserting, then removing and reading the oil level on the recessed flat end of the dipstick. If the engine is not idled, or if it is run above idle speed, the oil level on the dipstick will not be correct. To get more oil into the main sump for an oil change, the engine needs to be run up to 4000 RPM f
  15. Looking at the current Chaparral lineup it seems stern drive cruisers were the fad that has now gone the way of the dodo.
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