Watermakers make fresh water anywhere a reality

When you’re cruising far from land or docked in a foreign port, a watermaker can make life aboard your boat very comfortable. The miserly use of water to stretch your holding tank can be a thing of the past, as your reverse-osmosis system turns raw seawater into drinkable fresh water.

Recreational marine watermakers came to the market more than 25 years ago, and since the processes have improved, equipment has become smaller and prices have dropped. Whether or not you need a watermaker depends upon your boating activities. If you’re a coastal U.S. cruiser and rarely stray from a port where fresh water you can trust is always available, then the need for a watermaker is small. But if you have a sportfishing boat and you make long runs before stopping to troll, or if you are out for days at a time or cruising to foreign ports, then a watermaker is a necessity.

Maintenance and technological improvements

Watermakers use a series of pumps, filters and membranes to turn raw seawater into fresh water. The current EPA standard for potable fresh water is under 500 parts of particulates per million, and all the manufacturers’ products in this article meet that standard. The process is reverse osmosis, the same process used on a large scale to provide fresh water in the United States and around the world at desalination plants. At the heart of the process is the membrane, which is a filter with pores the size of a red blood cell. After the larger particles in seawater are filtered out, a high-pressure pump forces water through the membrane, which removes almost all of the dissolved solids. This method rejects up to 99 percent of salts, contaminates and pollutants from seawater, until the water purity meets the EPA standard.

Biological growth when a watermaker is not in use can affect water quality. Heat and standing seawater is the ideal environment for biological growth, and that’s always been the bugaboo for watermakers: how to keep biologicals from growing used to involve flushing the system with acidic chemicals. Today, however, freshwater flushing keeps the membranes clean and greatly reduces maintenance.

“You want to look for a watermaker that comes standard with automatic flush,” says  Scott Beard, General Manager of Beard Marine in Fort Lauderdale, a Sea Recovery watermaker dealer. “Freshwater flush is crucial to longevity of the membranes. You can also get a watermaker with manual flush, but there’s a downside compared to automatic. I’ve heard of people turning on the manual flush, forgetting about it and coming back the next day and the tanks are bone dry.”

Watermakers have also become smaller over the years—some are now the size of a large suitcase. Watermakers are also offered in modular configurations so the working parts can be installed where space is available. A key consideration is service, and you should choose a watermaker brand that has a broad dealer network in the area where you are doing most of your boating. Some watermaker companies use proprietary components that can only be accessed through their dealer network or from the factory, while others offer non-proprietary parts that may be more easily obtained worldwide.

Most boats 40 feet and longer will use watermakers run with AC-powered pumps, but there are DC-powered watermakers that are used on smaller power boats and sailboats. AC-powered systems deliver a more constant flow rate and higher pressure over a longer period of time, while DC systems are for boats with less demand and smaller water tanks.

Why have a watermaker

Water is heavy, 8.35 pounds per gallon, so a sportfishing boat embarking on a 50-mile run to the fishing grounds can save a lot of fuel by starting with minimal water in the holding tanks. Once you start trolling, the generator is turned on and the watermaker can start working, making all the fresh water you need while you spread out the lines and go for the big one.

“A 200-gallon water tank is common on a sportfishing boat, and 200 gallons at 8.35 pounds per gallon is over 1,600 pounds,” Beard explained. “That’s a lot of extra weight to push around going from Point A to Point B, so running with less water in the tanks should result in less fuel burned.”

Taking on water at a foreign port can be risky, and with a watermaker you eliminate that risk. As the planet becomes more polluted, the issue of getting clean water can be a challenge—but not if you can make your own water.

Throwing down the throttles of new twin Mercury 150-horsepower four-stroke outboards to power a boat across Biscayne Bay in mid-February, I was grateful for the hands-on new engine introductions at the 2012 Miami International Boat Show. Four new powerplants were on boats captained by representatives ready to explain all the nuances of the cleaner and more fuel efficient propulsion packages.

Cummins MerCruiser Diesel, Honda Marine and Mercury Marine delivered on promises of new engines. In-water offerings ranged from Mercury Marine’s new 150-hp FourStroke on a 24-foot Mako, to Mercury Racing’s twin 565-hp stern drive engines on a Formula 400 SuperSport. In between were Honda Marine’s BF250-hp four-stroke outboard, its largest engine to date, and Cummins MerCruiser Diesel’s QSB6.7 480-hp engine. The new engines are all in production or soon will be, available for purchase as repower or on new boats. Here’s a look at the new technology that includes higher fuel efficiency and more sophisticated electronic operation.

Honda Marine BF250-hp Four Stroke

By adding a 250-hp engine, Honda is now a valid option for center consoles equipped with 250-hp outboards and larger. The boat I ran was an Everglades 295CC, powered by twin Honda BF250s, and it offered plenty of low- and high-end power. One noticeable feature on the new BF250 (priced at $24,353 with a 25-inch shaft) is air intakes on the top of the cowling. These intakes are part of the direct-air dual-circuit induction system. The first circuit draws air into the front and around critical engine components, and a top-mounted cooling fan draws cooling air over the alternator. The second circuit routes cool air from the upper intake vents, removes moisture and then inducts it into the throttle body.

In addition, when the electric load increases from power-hungry electronics, an adjustable idling-charge system enhances the charging performance of the engine. At idle speeds, an AMP Plus (Amp+) feature senses a need for more amperage and automatically raises the engine rpm by 100 to produce an additional nine amps. This allows for the simultaneously running of electronics. hondamarine.com

Mercury Racing 565-hp sterndrive

The new 565 (retail approximately $42,000) is based off the same block as its race-proven sibling, the 525 EFI. The stroke was increased for an additional 31 cubic inches of displacement to 533-C.I.D. (8.7 L). The larger displacement combined with redesigned cylinder heads, multiport fuel injection and twin electronic throttle bodies results in 565 hp in  the 5000-5400 rpm operating range on 89 octane pump gas. At Miami, twin Mercury Racing 565 engines were installed in a Formula 400 SuperSport. The engine can be mated to Bravo One XR or Bravo One XR Sport Master drives. mercuryracing.com

Mercury 150 EFI FourStroke

Mercury’s new 150-hp four-stroke outboard offers the versatility to fit on fresh or saltwater transoms right out of the box, making it a fit as both a single engine on pontoon boats to twin engine power on a center console. On the Mako 24-footer that I ran, there was plenty of power and the holeshot was outstanding. Cruising up and down Biscayne Bay we encountered all manner of choppy water and the twin Mercury 150 outboards propelled the boat right through the slop.

 The 3.0-liter, four-cylinder in-line configuration makes the engine perform on everything from the lightest flat skiffs to larger saltwater offshore hulls. And the price is right: $12,980 retail.

The 150 FourStroke is also simple to rig, with standard mechanical cables, dual cable or hydraulic steering compatibility; optional power steering on dual-engine setups; and the ability to run on either standard analog or full SmartCraft instrumentation. mercurymarine.com

Cummins MerCruiser Diesel QSB6.7L

The new QSB6.7 liter engine replaces the QSB5.7, and will be offered with 380, 425 or 480 horsepower. Cummins had its 44-foot express cruiser test boat at the docks. Previously, twin QSB5.9 480-hp engines were installed in the Zeus pod-driven boat, and accelerated the boat to 20 mph in 14 seconds. Now, with the same boat powered by QSB6.7 480-hp engines, it accelerated to 20 mph in 8 secondswith little change to the fuel economy. Other improvements include a new air filter designed from Walker Engineering, which reduces the noise level at cruise, and the engine also meets the new EPA Tier 3 emissions standards effective in 2013.

The QSB6.7 (price approximately $43,000) also employs a new fuel-calibration strategy. Unlike most marine engines, the QSB6.7 is calibrated for optimal fuel economy at cruising speeds, where the engine is most often used, rather than at wide-open throttle. cmdmarine.com

Marine engine oils offer important differences.

When it’s time to change or add oil to your boat’s engine, it may be tempting to use automotive oil simply because it’s cheaper and easier to find. Engine oil is engine oil, right? Wrong. While any oil is better than no oil, unless you’re stranded on a desert island, you have time to prepare. And here’s where the National Marine Manufacturers Association (NMMA) has helped with a certification program for marine engine oil for two- and four-stroke gasoline engines.

First, a quick explanation of what oil does within your engine. Oil provides lubrication between the metal surfaces so they don’t grind themselves apart; it minimizes exposure to oxygen; it also takes heat away during the combustion cycle. Further, oil collects the after-effects of combustion and suspends it for removal when you change the oil. That’s why, when you change your oil it is dark in color, the result of suspended silicon oxide and acids.

There are definite differences between automobile engine oil and marine engine oil. Marine engines are run at higher loads and RPM’s than car engines, and there’s also a much greater chance of rusting due to the marine environment. Marine-formulated oil has the advantage over automobile oil because special additives for marine oil prevent the thinning of oil at higher RPM levels and include rust inhibitors.

“The engine manufacturers came to the NMMA to establish oil certification by brand because of the increase in warranty issues,” said Tom Marhevko, Vice President of Engineering Standards for the NMMA. “We update the list of approved oils about every two weeks and the brands are re-registered every year. We do that because oil distributors and manufacturers are constantly changing.”

You can find the list of approved engine oils at: nmma.org/certification/productcertification/oil. According to the NMMA, a TC-W3 approval stamp will be on the label for approved oils for use in two-stroke engines, the FC-W stamp on labels for four-stroke engines, and the FC-W(CAT) stamp on labels for four-stroke engines that have an exhaust-treatment catalyst system.

Interestingly, the NMMA does not have a certification program for marine diesel engine oil. “We’ve never had a request for diesel oil certification from the diesel manufacturers,” Marhevko said.
However, the certification for marine gasoline engine oil has greatly simplified life for the consumer. The best advice is to simply choose an engine oil that carries the proper certification for your engine type. That’s also going to be in line with what the engine manufacturer recommends.

For example, both Mercury and Volvo Penta have branded engine oils they recommend: Mercury’s Quicksilver two-stroke oil; MerCruiser four-stroke oil and Quicksilver diesel oil; and Volvo Penta-branded oil for four-stroke and diesel engines.

The manufacturers’ guidelines will also help you choose what type of oil to use. There are three types of oils: mineral, synthetic and synthetic blend. Synthetic and synthetic-blend oils cost about twice as much as mineral oils but that doesn’t necessarily mean they are better for your engine. What’s most important is checking the level of your oil on each outing and changing the oil regularly. Boat owners often let the boats sit for weeks or months at a time without use and then expect to just fire up the engine without any problem. Also, with new engines it’s important to follow what the manufacturer recommends to stay within warranty guidelines. Engine oil should be changed annually at a minimum after the engine’s break-in period.

For its gasoline engines, Volvo Penta recommends using Volvo Penta 10W30 mineral oil (catalytic converter approved) for the first 50 hours or annually, and then changing to its 10W40 Full Synthetic Engine Oil. This new oil has an enhanced additive package offering the highest levels of corrosion protection, superior lubricity, high viscosity index for easier starting, less engine wear and performs better across a wider range of temperatures than traditional mineral oils.

For its diesel engines, Volvo Penta recommends using its Volvo Penta VDS-3 Diesel Engine Oil. This oil was developed for use in harsh conditions under heavy loads and the high temperatures that are prevalent in marine use. It has been tested to Volvo Penta’s highest specifications for purity and protection against wear for year-round use. The oil is specifically formulated with high-performance diesel grade detergency additives, reduces engine wear and combats cylinder polishing.

Mercury offers similar recommendations for its two- and four-stroke engines, as well as for its Cummins-MerCruiser diesel powerplants.

Carbon monoxide detectors can save lives.

The proper installation and use of carbon monoxide (CO) detectors can save lives aboard your boat by warning you when this deadly odorless gas is present. CO detectors are most often installed in interior cabins and sleeping quarters and they emit a loud alarm at 85 decibels when the presence of CO reaches harmful levels.

Two companies manufacture CO detectors for marine use: Fireboy-Xintex and Marine Technology Industries (MTI). Each company’s product—Fireboy-Xintex’s CMD-4M and MTI’s Model 65—utilize sensors to detect lethal-but-odorless carbon monoxide gas. Installment guidelines call for the unit to be placed at eye level in the cabin, where it can’t be blocked by pillows or gear, and away from windows and doors. The unit needs a 12-volt power source that is wired directly to the battery so it is constantly functioning. The CO detector must also be changed out on a regular basis. In August of 2009, the United Laboratories 2034 (UL) testing standard was updated for all units, and specified that all CO detectors must have an end-of-life warning.

“That means that CO detectors have a finite period of life,” said Larry Akins, Chairman of Fireboy-Xintex. “Over time the sensor deteriorates because of dust and dirt. We received UL-approved standards for our marine-grade CO detectors over a year ago and now everything we sell meets that standard. The company that makes our CO sensor is in Japan, and we install a timing microprocessor that signals end-of-life in five years from when we manufactured the unit. Also, our CMD-4M-RLY can be wired to shut down the generator if the CO levels rise.”

MTI’s new Model 65 marine CO detector that is UL 2034 compliant should be available early this year when UL completes its testing. The 65 series will be available as a multistation alarm sounder so you can connect up to 10 different alarms, and will also be available with a three-amp relay (used to shut down a generator). The 65’s end-of-life warning will sound five years after the unit is first powered on.

New-boat manufacturers of cruisers with interior cabins must build their boats with CO detectors as standard equipment to receive certification from the National Marine Manufacturers Association (NMMA). Sea Ray uses gas generators aboard many of its boats—a common source of carbon monoxide—and new Sea Rays are built with Fireboy- Xintex units. Many people with boats not originally equipped with one add a CO detector to their boat. Costs for marinegrade CO detectors range between $80 and $110.

“The best way is to wire the sensor to the battery, but it can be wired to the battery switch, so when the engine is on, the CO sensor is on,” Akins explained. “If you are going to install a CO detector, it makes no sense to go halfway and not buy a marine-grade detector. The inexpensive CO detectors you can buy at Home Depot are built for consistent temperatures in a home and no movement. On boats, there are big temperature swings and a lot of movement, and that’s why the marine-grade CO detectors are the only way to go.”

It’s important to note that new studies show that CO can enter your boat in many ways. A pamphlet from the NMMA’s “Know More About It” brochure series includes a lot of helpful information on carbon monoxide poisoning. For example, CO can be trapped in inadequately ventilated canvas enclosures, an area you might think is otherwise safe. Blocked exhaust outlets can be a problem, as well as another vessel’s exhaust. And then there’s the infamous “stationwagon effect” or back-drafting of exhaust gases, even though the vessel is moving forward, a swirling suction develops which draws the exhaust back into the cockpit and then into the cabin. “The CO from the boat next door to you is just as bad,” said Jeff Wisniewski, President of MTI. “Your engines might be off and nothing else is running, but the CO from a nearby boat comes aboard.”

It is important to make sure it’s not easy to disconnect the power source from the CO detector. Connections that can easily be broken could tempt someone into disconnecting the alarm because it’s a nuisance in the middle of the night, believing the alarm is malfunctioning. Today’s technology has made false alarms much less likely, as the CO sensor and accompanying microprocessors more effectively monitor the CO levels in the enclosed space.

CO poisoning is hard to detect, because the feeling is very similar to being seasick. Early warning signs include headaches and sore eyes, which can be followed by dizziness, drowsiness and vomiting. Longer exposure to lower levels or short-term exposure to high levels of CO will lead to unconsciousness, brain damage and possibly death.

fireboy-xintex.com or mtiindustries.com

An uncontrolled engine-room fire is the most dire emergency aboard. Fueled by petroleum or oil in an enclosed space, the fire can quickly destroy the boat and is almost impossible to stop if it’s not extinguished literally within seconds.
That’s why automatic fixed fire-extinguishing systems are so important, whether the boat is an 18-foot inboard-powered runabout or a 200-foot megayacht. Fire-suppression systems fill the engine compartment with a gas agent that chokes off the fire, yet doesn’t damage the equipment. A small bulb filled with liquid is connected to an activation switch, and when the temperature reaches 175 degrees Fahrenheit, the liquid in the bulb expands and the bulb breaks. The extinguishing gas is released and the fire is quickly snuffed out.
In the United States, Fireboy-Xintex and Sea-Fire are two leading marine fire-suppression companies. They work with boat builders to include their product on new launches, offer their products through stores like West Marine and Lewis Marine and also have them installed at marine-service yards through their dealer networks. A system for a 20-foot inboard boat you install yourself costs around $400.
Fire-suppression on recreational boats went mainstream in the 1970s, and the fire-extinguishing product of the day was Halon gas. Halon worked well but in 1992 its production was stopped because it was deemed an ozone-depleting product. Nowadays a product called FM-200 manufactured by DuPont is used by both Fireboy and Sea-Fire.
Fire-suppression systems are not required by the U.S. Coast Guard. The Coast Guard does require all boats to carry fire extinguishers, but these hand-held units offer little help against an enclosed fire in the engine room. About the worst thing you can do with an engine room fire is fling open the engine hatch and let in more air. Some boats have three-inch diameter fire ports cut into the engine compartment bulkheads, large enough so you can stick the nozzle of a handheld extinguisher inside and spray the agent. It’s not the best solution, but it’s better than nothing.
“You need to flood the compartment space quickly when a fire is realized so you can minimize the damage,” said Ernie Ellis, President of Sea-Fire. “Now we offer an early warning system with heat sensors in the engine room and a warning display typically at the helm. You get an audio and visual high-temperature warning that tells you something wrong is going on in the engine room.”
Fireboy has also developed an early warning system and their product is similar to smoke and fire detectors in homes.
“Fire detection aboard the entire boat is important, and our new FR-4000 offers early warning of a fire throughout the boat,” said Larry Akins, owner of Fireboy. “You’ve got smoke detectors throughout your home, and a boat is more dangerous in terms of a fire. In a 40-foot boat you may have five smoke detectors and a heat detector in the engine room. The cost of the FR-4000 system is about $2,000.”
Early warning systems allow you to act fast. While fully automatic, the fixed-suppressions systems also allow you to manually trigger the release of FM-200 into the engine room by pulling an external cable. That way, if you see smoke you can stop damage even more quickly. Fireboy and Sea-Fire also offer an automatic shutdown of your engines, generators and fans if the fire-suppression system is triggered.
Today, the use of FM-200 as a popular worldwide extinguishing agent is under review. While FM-200 is clean and safe for people and legal in the U.S., it is in a class of hydro fluorocarbons that has been targeted by environmental groups as having global warming potential. Countries such as Denmark and Norway are now placing taxes on hydro fluorocarbons.
“This had led to a new product by 3M called Novec 1230,” Sea-Fire’s Ellis said. “It’s efficient, clean, and safe for people and has all the attributes of FM-200, but from a global warming prospective it is virtually zero. We are coming out in November with a product that uses Novec 1230.”  fireboy-xintex.com  / sea-fire.com

200hp EFI

Gas It Up: Volvo Penta introduces 200-hp V6 EFI engine and says goodbye to carburetors

Pumping your car’s gas pedal to prime the carburetor before starting the engine is so “old school.” EFI (electronic fuel injection) now means you just turn the key and the car starts. With this technology, Volvo Penta has eliminated carburetors from its entire offering of recreational marine engines. All now feature EFI with the newest being Volvo Penta’s 4.3 Gi V6, a 200-hp engine, the smallest offering in the line-up introduced back in July. Volvo Penta’s entire line of gasoline and diesel engines (along with innovative IPS pod drives and stern-drive systems) propel boats ranging from 18 to over 100 feet.
“Having an entry-level fuel-injected product offers consumers a big advantage on the starting side of the equation,” says Bob Apple, Volvo Penta’s Senior Vice President of Sales and Marketing. “We phased out the carbureted 4.3 GL over the last 12 months—that was the last non-EFI engine in our line. We came out with the 200-hp 4.3 Gi because our OEMs wanted it—they had 19-foot boats they did not want to put a 225-hp engine in. The new 4.3 Gi opened up the lower end of the market for us.”
Volvo Penta’s engineers didn’t have to look far for the engine design. “The 4.3 Gi is actually the cousin to the 4.3 GXi which is our 225-hp engine,” Apple explained. “All the packaging specs and weight are exactly the same. We detuned the engine electronically and used different decals. Our engineers created the algorithms and mapping to allow the engine to run at the proper horsepower. The best news for consumers is that we have had years of experience with that 4.3 GXi and have continually improved the engine over the years. It’s quite well validated in terms of performance.”
The 4.3 Gi weighs 914 pounds and is available now. Builders are using the engine in boats from 19 to 21 feet long and in some cases in larger boats, twin installations. Volvo Penta works with more than 40 builders supplying power for their boats. Regal Boats of Orlando, Florida is currently using the new 200-hp engine in four models.
“Regal Boats is going to be offering the 4.3 V6 Gi in our 1900, 2000 and 2100 in a single installation, and in our 30 Express in a twin configuration,” said Duffy Stenger, Regal’s Vice President of Sales and Marketing. “Regal believes that the 4.3 Gi represents a tremendous value and great performance.” Using twin 4.3 Gi engines opens up more cruising possibilities since two engines provide a considerably improved safety factor.
Also, Volvo Penta’s stern-drive joystick control product can be added on boats with the twin-engine application for enhanced maneuverability around the docks. The driver can move the boat sideways, diagonally, forward or rotate—with just one hand. The secret behind such dockside dexterity is the electronic steering with twin-engines individually steerable drives. Sophisticated and specially developed software transforms the driver’s joystick movements into steering angles, gear shifts and throttle positions. The boat moves exactly according to the driver’s intentions.
Going completely EFI also helps Volvo Penta’s technicians service the engines. “If there ends up being a problem, the ECM (electronic control module) in the EFI system offers diagnostic capabilities you can’t get from the carbureted product,” Apple explained. “Being able to connect to the engine’s ECM speeds up the process for a marine technician to diagnose and fix the problem.”
Early next year Volvo Penta will introduce a 230-hp catalysed engine. Later in 2012 they will unveil an entirely new product that will “take gasoline stern-drive power to the next level,” the company said. Volvopenta.com

Today’s gensets offer improvements over past models, including digital controls and lower carbon monoxide emissions.

Marine gensets help make life onboard more pleasant while you are at anchor—think air conditioning, hot water, lights and sound systems—and today’s units offer improvements that make them more fuel-efficient, easier to use and more environmentally friendly.
For example, an important issue today is CO (carbon monoxide) emissions. Genset manufacturers have greatly reduced CO emissions by replacing carbureted engines with electronic fuel injection and an exhaust catalyst. Other improvements include digital controls that utilize more powerful processors and expanded memory capacity for enhanced voltage regulation, power management and communications.
When choosing a new generator, two factors come in to play: the fuel the generator uses and output capacity. Most people buy a generator that burns the same fuel as their boat’s main engines. Gas generators are usually less expensive because they are cheaper to build, and diesel generators are more fuel-efficient than gas generators, and usually last a lot longer.
The second factor is output capacity, and that means you need to determine the total electrical load you need—you likely don’t need a generator that can power all your systems at once. Your boat’s AC distribution channel will help you determine which loads you are going to use with your generator. Add up all the loads you plan to use simultaneously, and you should buy a generator with at least 20 percent more continuous output capacity than your total power demands.
Finally, you’ll notice manufacturers now are building generators that offer either 50Hz or 60Hz frequency for the AC electricity. The United States uses 60Hz frequency for AC electricity, but other countries use 50Hz.

Cummins Onan

Back in March, Cummins Onan released the Quiet Diesel (QD) Marine Generator series. The 35 kW MDDCK model fills the gap between the 27kW and 40kW units. The unit has new standard features, such as advanced digital electronic control with extensive diagnostics and a 12-lead reconfigurable three-phase alternator. It also has an unlimited run time at rated load with 10-percent reserve power available.
The generator features a water-cooled exhaust manifold and turbocharger, and is also certified to U.S. Environmental Protection Agency (EPA) emission standards. Visit cumminsonan.com/marine, or call 763-574-5000

Kohler

Kohler’s stable of new Low CO Marine Generators are available in 60Hz power outputs of 5 kW, 7.5 kW and 10 kW; and 50Hz power outputs of 4 kW, 6 kW and 8 kW. All three units are powered by an EPA Phase 3-compliant Kohler Aegis EFI engine that helps reduce CO emissions to a minimal level.
Kohler also has introduced its second-generation Advanced Digital Control, with three separate safety inputs designed into ADCII. This offers a triad of CO Protection: a boat warning system, an onboard CO detection, and an exhaust catalyst health monitor. Visit kohlerpower.com/marine or call 800-544-2444.

Fischer Panda

Fischer Panda US collaborated with Victron Energy to introduce a new hybrid power solution for cruisers and sailboats: the Fischer Panda AGT 5000 DC marine generator using Victron’s sine wave inverters.
The 5 kW, 12V Panda AGT 5000 offers a directly driven DC onboard charging solution to keep batteries at peak capacity. An important feature worth noting: while operating as a redundant system, inverters can be used to distribute power to run equipment directly from the battery bank without needing to start the generator.
In situations requiring less AC power, or where high inductive motors are not required onboard, the AGT 5000 is an efficient and effective way to charge batteries quickly. The benefits include using less fuel, creating less noise, and needing less maintenance.
The AGT 5000’s freshwater-cooled Kubota engine produces a continuous output of 240 amps with a peak output of 272 amps to maintain a high rate of charge throughout the charging cycle.
Once batteries are fully charged, the generator automatically shuts down and allows inverters to produce AC current in either 120 or 120/240 applications, typically providing enough juice to run the more power-hungry appliances like air conditioners, microwaves or watermakers.
If power demands exceed the battery banks capacity, the AGT 5000 will automatically start to charge and replenish the batteries.  When batteries run down, inverters can be set to auto start the AGT 5000, which will monitor and provide the appropriate charge. Visit fischerpanda.com/marinegen, or call 800-508-6494

Phasor

Phasor Marine has developed Ignition Protection Certified 60Hz marine generators using Kubota Diesel engines. The Phasor K3-7.0 kW generator uses a three-cylinder Kubota engine, as does the Phasor K3-9.5 kW generator. The K4-12.0 kW utilizes a four-cylinder Kubota engine, and Phasor also makes generators using 50Hz frequency. These models allow boat owners the option of using diesel generators in gasoline-powered boats without having concerns about carbon monoxide when sleeping on their vessels overnight.
Features on the Kubota engines include a low 1800-rpm operating speed, safety shutdown systems, water-cooled exhaust manifold with removable integral cupro-nickel heat exchanger core, a self-bleed fuel system and zinc anode heat exchanger. Visit phasormarine.com or call 954-979-5899.

Air conditioning maintenance tips from the pros

Dometic Marine’s  EnviroComfort kit has everything needed for a professional installation on boats with or without an existing air conditioning system. It comes complete with all the parts from pumps to seawater intake to grill.

Is the heat getting to you? Self-contained air-conditioning systems can be a Godsend for the owners of boats under 60 feet, especially in Southern climes. Mounted on a single chassis, they fit neatly beneath a berth or settee. While air conditioning systems are offered as standard or optional equipment on many new smaller cabin boats these days, if your vessel does not have one, a wide range of aftermarket kits are available complete with everything needed for installation. These systems control both temperature and humidity inside the boat, as well as removing moisture from the air and preventing dampness, rot and mold.

“The systems are seawater-cooled and work by absorbing heat from the air and transferring it into the seawater, which circulates through the unit,” said Dianne Keller, director of aftermarket sales for Dometic Marine, the world’s largest supplier of marine air-conditioning systems through its well-known Cruisair, Marine Air and Condaria brands.
While self-contained air conditioning systems are easy to install onboard, you can’t just “set them and forget them.” The experts advise performing a few routine maintenance chores to keep them functioning correctly.
“In general, self-contained air conditioning systems are very easy to use and maintain,” said  Scott Beard, general manager of Beard Marine Group in Fort Lauderdale, one of the Southeast’s largest Dometic air conditioning distributors, with offices in Fort Lauderdale and Palm Beach, Florida, and in Savannah, Georgia. “There are some basic checks that should be carried out regularly to ensure continued operation, though, and these are unblocking, cleaning and securing.”
When air conditioning problems occur, the most common causes are related to the water flow or air flow. “With seawater cooling systems, debris can often clog the system and if unchecked, can reduce the heat exchange and seawater flow, which will eventually lead to system failure,” Dianne says.
“There are several warning signs that you can look for,” Scott adds. “The system may be having trouble cooling, cycling on and off frequently; the cooling unit could be throwing water out of the discharge grill, or there may be visible debris in the unit.”
If water flow is the problem, it is likely that parts of the system are fouled with mud, barnacles or something else picked up from the sea, and this is restricting the flow. To avoid a block and maintain peak performance, Dometic recommends regularly checking the seawater strainer, which is located between the seawater intake valve and pump.
As debris can accumulate and grow even when your boat is not in use, you should check the strainer daily no matter how often you take the boat out. The strainer can be cleaned by using lots of fresh water and high pressure to loosen debris. Not openly visible on deck, the strainer can often be forgotten, so make a conscious effort to clean and unblock it if necessary.
“Also, ensure the proper amount of air is being circulated,” Scott says. “A good quality air filter that is fitted correctly will protect your system from dirt and debris that can restrict air flow. If it is not changed or cleaned regularly, system capacity will be reduced.”
Another maintenance tip is to regularly check the condensate pan. “It is where the humidity goes when it is pulled from the air during the cooling process,” Dianne says. “This is one of the easiest air conditioning maintenance tasks. First, check that there is no debris blocking the drain outlet, then pour water into the pan to test that the water flow is functioning properly. It should drain away quickly.”
Beard adds: “A final check of the system’s hoses, fixings and electrical connections should be carried out in case of leaks or loose fixings.” Following these basic steps will help you to ensure that your air conditioning system is in full working order. Should more serious problems arise, seek advice from your boat’s air conditioning system manufacturer or a professional service dealer.
For a full list of Dometic Marine dealers, visit dometic.com/marinedealers.

OUTBOARD ROUNDUP

Honda and Yamaha announce new engines, and Mercury and Suzuki offer improvements to their existing lines.

As more boat owners look to replace their old outboards with new engines incorporating advanced technology that meets the ever-tightening exhaust regulations, engine manufacturers have risen to the challenge. The new 2011 motors are more powerful and efficient than ever. Honda Marine and Yamaha Motors will be introducing brand new outboards later this year, and Mercury Marine and Suzuki Marine each have made improvements to their existing engines.
Here’s a look at the latest offerings from the “Big Five” gas outboard engine manufacturers: Evinrude, Honda, Mercury, Suzuki and Yamaha.

Suzuki upgrades

Suzuki has added its new Trolling Control System to mid-range outboards from 40 to 90 horsepower. This allows for precise control of the trolling speed that can make a big difference in the presentation of bait and lures to targeted fish. The new system allows the operator to increase or decrease the engine speed in 50 rpm increments with the touch of a rocker switch located on the helm or dashboard.
Suzuki also introduced the DF40 and DF50 four-strokes at the 2011 Miami International Boat Show. These are inline three-cylinder power heads with 15 percent more displacement than the models they replace.
Other improvements to the Suzuki line include the addition of the Lean Burn Control System and Oxygen (O2) Sensor in the manufacturer’s flagship DF300 outboard. An onboard computer monitors engine performance and operating conditions to predict and deliver maximum fuel efficiency. This system helps improve fuel consumption, top speed and acceleration time when compared with earlier models.
Suzuki offers outboards from 2.5 to 300 horsepower.
Suzuki Marine, Brea, CA
714-996-7040, suzukimarine.com

Evinrude E-TEC 15 H.O.

Last year, BRP’s Evinrude introduced the market’s only direct-injected high-output 15-hp engine, the E-TEC 15 H.O. This motor’s advantage is instant starting in extreme conditions. A new High Thrust Propeller, combined with the instant response, provides control at all speeds. The outboard weighs 183 pounds. Retail cost is $3,150.
Evinrude’s lineup ranges from 15 to 300 horsepower.
Evinrude Marine, Waukegan, IL
847-689-7090, evinrude.com

Yamaha F115

Yamaha has announced an all-new 115-horsepower four-stroke that will be lighter and more fuel-efficient than the previous 115-horse model. Yamaha’s new F115 is an in-line, four-cylinder 16-valve engine that features a new long-track intake system with a single throttle valve and a resonator to improve throttle response. It will be lighter than the current F115, which weighs 421 pounds.
Performance is improved by a re-shaped combustion chamber that increases efficiency and an ECM-controlled electronic fuel-injection system that provides more precise control of the combustion process. A new cowl design improves air intake, better restricts water intrusion and drains more effectively for increased corrosion resistance. The redesigned F115 is now compatible with Command Link Gauges and will feature all-new graphics. Engine cost was unavailable at press time.
Yamaha’s horsepower offerings range from 2.5 to 350 horsepower.  Yamaha Motors, Kennesaw, GA   866-894-1626, yamaha-motor.com

Mercury’s refreshed

4- to 6-hp outboards

Mercury has updated its line of 4-, 5- and 6-horsepower four-stroke engines for 2011. Improvements include a longer tiller arm and a front-mounted shift lever that makes operating the engines easier and safer.
All models in the refreshed line have dual-fuel capability, giving the owner the flexibility of choosing between storage space and cruising range. For example, thanks to the standard integral fuel tank, owners can replace the remote tank with space for additional equipment. Customers who want to run their boats longer between fill-ups, on the other hand, can do so by utilizing the remote fuel-tank connection.
Costs for these new Mercury outboards range from $1,490 for the 4-horse to $1,980 for the 6-horse model.
The Mercury Marine outboard lineup ranges from 2.5 to 300 horsepower.
Mercury Marine, Fond du Lac, WI
920-929-5040, mercurymarine.com

Honda BF250

Honda is bringing its largest horsepower outboard ever to market, a 250-horsepower four-stroke engine that was announced at the 2011 Miami International Boat Show. The new BF250 engine will be available to boat owners in late 2011. Its 3.6-liter platform is designed to deliver best-in-class fuel economy, and will incorporate a host of Honda features such as BLAST (Boosted Low Speed Torque), VTEC (Variable Valve Timing and Electronic Lift Control), and Lean Burn Control. Engine cost was unavailable at press time. The Honda lineup ranges from 2 horsepower to the new 250.
Honda Marine Group
Alpharetta, GA, 770-497-6400
marine.honda.com

The eco-friendly Cyclone engine will power an attempt

to shatter the Steam Water Speed Record this summer.

“Steam power”and “speed record” are two phrases that seldom occur in the same sentence—at least not in last 100 years. But in a little shop in Pompano Beach, Florida, these words are being spoken together frequently by a talented team of engineers working on a revived clean-energy propulsion technology.

Well-known boat builder and inventor Harry Schoell, designer of the Delta Conic hull (seen on Larson boats, among others) and one of the first trimmable surface drives, helms the Pompano-based company. Called Cyclone Power Technologies, its goal is to develop a modern-day steam engine capable of propelling the fastest commercial steam-powered boat—and car—in history.
Schoell and his team have designed and are currently bench-testing radial steam engines ranging in size from 5 to 350 horsepower. Rest assured, these are not “your grandfather’s steam engines”—they are powerful, highly efficient and extremely eco-friendly.
How powerful? The heat-regenerative, 6-cylinder Cyclone 100-horsepower Mark V engine, for example, boasts 860 ft. lbs. of torque, housed in a compact and lightweight package. How efficient? First-generation prototype Cyclone engines are testing out at over 30-percent efficiencies—better than gas-powered engines. How eco-friendly? Cyclone engines are designed to run on almost any fuel that will burn. So far, gas, diesel, ethanol, methanol, propane, butane, natural gas, syngas, powdered coal and more than a dozen other non-imported fuels have been tested in the Mark V, and it is also designed to run on 100-percent carbon-neutral bio-fuels made from algae, palm oil or orange peels—and burn these fuels much more cleanly than internal combustion engines.
“Instead of having multiple engines burning a single type of fuel, our goal is to have one engine that powers different vehicles and burns just about anything,” Harry said. “Our motto is ‘One planet, one engine.’”
His hope is that the modern Cyclone steam engine could one day help wean the U.S. off foreign oil—perhaps even domestic oil. In fact, one of the amazing features of the Cyclone engine is that it is completely water-lubricated—it requires no motor oil whatsoever. Unlike the internal combustion engine, the Cyclone is a naturally clean engine, even without costly exhaust after-treatment. The engine’s patented combustion chamber burns fuel so completely, and at such low pressures, that it produces virtually no NOx and very few carbon particle emissions.
This summer, Cyclone plans to place its Mark V Cyclone engine in the Schoell-designed 21-foot raceboat GG MOM.  At the throttle will be Cyclone Co-Founder Frankie Fruge, gunning for a record that will establish GG MOM as the fastest steam-powered boat in history—and make her the fastest great-grandmother on earth.
Until 1911, with the rise of the internal combustion engine, all the World Water Speed Records were held by steam-powered, propeller-driven vessels, including Nathanael Herreshoff’s Stiletto, William B. Cogswell’s Feiseen, Charles Algernon Parsons’ Turbinia, and Charles R. Flint’s Arrow. The Arrow still holds the unofficial Steam Water Speed Record at 45 miles per hour. Frankie and her female crew plan to shatter that mark by reaching speeds of 60 miles per hour on the flat waters of Palm Beach’s Lake Ida.
There’s one other feature that could excite the boat enthusiast. The Cyclone engine is very quiet.  This speed attempt is not going to sound like offshore thunder, and maybe one day, neither will your speedboat or sportfisher.
Not long after, an automotive version of the Mark V Cyclone engine will power a car designed to break the Steam Land Speed Record. A record of 127 mph was set in 1906, with American driver Fred Marriot at the wheel of a Stanley Steamer.  In 2009, The British group “Team Inspiration” broke the long-standing mark with an average speed of 148 miles per hour. Now, Cyclone has joined forces with veteran steam car racer Chuk Williams and his Team Steam USA, to wrest the record back from the British. Their record run is expected take place later this year.
With the standard 100-horsepower Mark V Cyclone engine, a speed of about 165 miles per hour is expected on land. Later runs will use a modified Mark V achieving 200 horsepower, with a goal of reaching speeds in the 220 mile-per-hour range. Both surf and turf record runs should provide a solid demonstration of the capabilities of modern steam power—a green engine technology whose time has come…once again.