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Engine room ventilation

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Martin&Rene View Drop Down
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Martin&Rene Quote  Post ReplyReply Direct Link To This Post Posted: 01 October 2021 at 13:46
H8jer
I had already read that full thread and found your input really good.  The thermal camera images were really good.  It seems that your experiences mirror my own in that the lack of squealing alternator belts and piles of black dust is not a guarantee that the alternator belt is not slipping and generating piles of heat and loss of output power.

Thankfully we do not need to go to using hi-tech resources.  Cheap infra red thermometers are available and I bought one for £22.


I would recommend surfjoan (and in fact all sailors) to buy one as it can give you a really useful check of what is happening around the engine.  You will quickly find out whether there is a specific hot spot.

I have noted your comments on the Gates belts.  The one I have bought is the "extended life" version and once I find the part number I will try and find out whether the change is because of construction changes or material changes.  I will continue to monitor the operating temperatures to see whether the readings I have taken are completely typical or whether I need to look for a source of epdm belts.

One contributor to that thread said that the Sterling alternator temperature sensor was set to 70deg C which would mean the Sterling unit would regularly being deciding that the alternator was too hot.  In my manual it states that the alarm temperature is 100 deg C.   So I reckon it is only because of my slipping belt problem that I have been seeing the high temperature alarm light.

I have tried to find operating temperatures for alternators.  The only comment I found was for Balmar alternators which gave a normal operating temperature of 80 deg C and a maximum operating temperature of 108 deg C.  So I am happy if I am only seeing around 65 deg C and will accept that as an engine room termperature.

I like the way your attitude to the Sterling alternator to battery charger has changed.  I found your quantitative analysis very good as I do not have the remote unit so cannot switch it off and i do not have battery monitoring systems.  All I know is that since installing the unit I have never run low on battery power and never run the engine just for battery charging.  However, I would not consider our usage pattern as being hard, as we sail out of a marina with shore power and on our multi-week travels it is not often we stay in an anchorage for 2 or more nights, so on many days we will have used the engine for short periods to get in or our of anchorage and so the Sterling unit has kept us up to sufficient power. 

I think the MyHanse forum is great when people describe in full the solutions to their problems.

Martin&Rene Hanse 341 Dipper Wheel steering, 3 cabin layout, normally based in Scotland
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Martin&Rene View Drop Down
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Post Options Post Options   Thanks (0) Thanks(0)   Quote Martin&Rene Quote  Post ReplyReply Direct Link To This Post Posted: 19 January 2022 at 12:16
I have finally found the bit of paper with the Gates belt designation on it. 

For the 2GM20F, the Gates belt is AVX13x975HD and they are readily available from car part suppliers as well as marine stockists.

As H8jer has said, they are not in EPDM, but since retightening the belt I have had no problems.  Sailing in cool Scotland does have its benefits, as we seem to suffer less overheating and corrosion problems than people in other areas.
Martin&Rene Hanse 341 Dipper Wheel steering, 3 cabin layout, normally based in Scotland
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