Boatworks REPOWERING
Installing a new engine as part of a comprehensive, stem-to-stern retrofit
new beds for the engine and V-drive. Because they would glassed directly to the hull, they needed to be in place before any other structures or tanks were put in. I had never installed an engine nor engine beds before, so I fell back on my tried and true method for any new and complex construction: making fullsized plywood and foam-core mockups. Using these mockups I was then able to determine the position, angle and heights of the new beds. I was also able to ensure there would be no clearance issues above, below or beside the new engine. Finally, the mockups allowed me to fabricate foam and plywood patterns for the beds that I then temporarily glued to the hull to act as molds. After that it was a relatively simple task to lay up fiberglass over the patterns to create new beds. Once cured, the rough bed glasswork was cut and ground to size, and I was ready to install the tanks, after first prepping and priming them with Awlgrip epoxy primer, followed by an Awlgrip topcoat.
The first tank to go in was the larger one. While the large tank could easily be lifted by two people, it was extremely awkward to handle, and I ended up enlisting four more friends to maneuver it below. Eventually, we positioned it in its new location to port of the new engine beds and temporarily blocked and wedged it into place. I then patterned and installed new bulkheads to permanently retain the tank and also form the port side of the engine compartment. It had been designed so that the port engine compartment bulkhead would 3in farther outboard from the original bulkhead, dramatically improving engine access for maintenance. After that I instgalled the starboard engine compartment bulkhead. That done, it was time for the new engine and V-Drive.
Although, we had craned out the old Westerbeke, by the time I was ready to install the new engine there was a pipe and fabric shelter over the boat. Therefore, to move the engine up and into the boat, we fitted a steel I-beam and chain fall hoist on a trolley underneath the peak of the shelter. The Beta was then lifted off the ground and rolled along the I-beam until it was over the companionway, where we lowered it into place. Using this setup it was very easy to get the engine down on the beds. The V-drive followed a similar path along the beam and quickly found its new home.
After bolting the engine and V-drive to the beds, I began the process of wiring the engine and plumbing the water, fuel and the exhaust system. One very important tip—if you use a standard water-lift muffler in the exhaust system, make sure you do the calculations to ensure that water from the exhaust hose can’t flow back and overfill the muffler. When you shut down the engine any water in the hose can flow back into the muffler and if that volume of water is greater than the muffler can hold, that water can potentially be forced back up into the exhaust manifold allowing water into the engine. My installation required two water-lift mufflers to handle the total volume of water that could be in the exhaust hose.
With the repower finished, and even though it would be years before Passion hit the water, I just couldn’t wait to test the installation. I carefully checked all the systems, added fuel to a tank and primed the fuel system. Then, using a 5 gallon bucket and garden hose to supply water and while holding my breath, I pressed the starter button. The Beta sprang to life on the second try. I could breathe again! What I felt would be the most difficult task of the refit was complete and had met with complete success.
Eight Bells: Sadly, Chip Lawson passed away on board his beloved Passion as this issue was going to press.