Mike,
The heat exchanger in a "fresh water" cooled engine system exchanges
heat between the engine and seawater. I am guessing that your "everyday life"
idea of a heat exchanger is one that uses a hot working fluid to heat room air,
as in a house with a hot water heating system.
In any case, and in answer to your question, yes you can pipe the glycol from
the engine through a heater core in exactly the same way as the heater in your
car. You just have to make sure that whatever you do, the engine will still
have enough cooling capacity. You can probably get away with just plumbing the
heater in series with the sea water heat exchanger so long as you make sure
that the flow is not restricted. In other words the heater core and the hoses
would have to be big enough, and the hose runs short enough. A "Y" valve that
can handle engine coolant temperature is one way to complete the system so that
you can bypass the heater core when cabin heat is not required. The design
considerations get a bit more complicated if you only want to divert a portion
of the coolant flow through the heater core, but it can still be done.
Steve Thomas
----- Original Message -----
From: Hoyt, Mike via CnC-List
To: Josh Muckley ; [email protected]
Sent: Wednesday, December 03, 2014 8:28 AM
Subject: Re: Stus-List LF38 engine access - how bad is it really?
Josh
I am guessing heat exchanger that you refer to does not mean the same as in
everyday life where it can be used as a heater for the boat with some
reworking. Am I incorrect? I have 3GM30F and some days it is miserably cold
while underway and the option of an onboard engine driven heater might be nice
Also. I think your landfall38s likely have tons more access than our frers
33 with an oversized engine. Maybe Rich and I will have to compare next summer
Mike
Persistence
From: CnC-List [mailto:[email protected]] On Behalf Of Josh
Muckley via CnC-List
Sent: Tuesday, December 02, 2014 11:55 PM
To: Patrick Davin; C&C List
Subject: Re: Stus-List LF38 engine access - how bad is it really?
The difference between the GM and HM are negligible. Most/many parts are
interchangeable. The HM only came in 3 cylinders and had a slightly higher
power rating. The F designation means that it has a glycol (fresh water)
coolant system and heat exchanger. The GM came in 1, 2 and 3 cylinder versions
in which parts were directly interchangeable. Visually I believe all of the
GMs have a place where a handle can be attached to the front of the engine to
presumably hand crank. I have a Yanmar service manual that covers all of the
HM and GM variants.
Not sure about the QM.
As for access I enjoy 3 sides but could survive comfortably with just front
and back. Front alone would be quite challenging.
Josh Muckley
S/V Sea Hawk
1989 C&C 37+
Yanmar 3HM35F
Solomons, MD
On Dec 2, 2014 10:40 PM, "Patrick Davin via CnC-List" <[email protected]>
wrote:
I took a look at a Landfall 38 last week, and yeah it's pretty bad (engine
access). But does it actually prevent you from doing any critical tasks or is
it more of a nuisance?
Also anyone know the differences between the Yanmar 3QM30F, 3HM30F, and 3GM,
either in terms of size (access) or power / longevity?
The boat I looked at had the engine recorded as HM, as either a correction or
upgrade (to a survey which indicated it was QM), but the owner said on this
forum (a few years ago) that it came with a GM. The broker said it has the
original engine. So this is very confusing/misleading, but will try to clarify
with broker which it actually is.
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