480 DB Owners Club

That’s what I thought, can’t imagine why it was designed that way- thanks for the responses
Interesting - the 52DB can switch the generator between tanks and the supply and return fuel are switched independently but the mains are dedicated to their own tank. I suppose the generator on the 52 could be used to transfer fuel from one tank to the other to obviate the need to switch the mains..... My 400DA, on the other hand, could switch the mains between tanks and switch the supplies and returns independently; however, the generator was dedicated to the starboard tank....
 
Interesting - the 52DB can switch the generator between tanks and the supply and return fuel are switched independently but the mains are dedicated to their own tank. I suppose the generator on the 52 could be used to transfer fuel from one tank to the other to obviate the need to switch the mains..... My 400DA, on the other hand, could switch the mains between tanks and switch the supplies and returns independently; however, the generator was dedicated to the starboard tank....

Screwy! I would like to understand the logic there-
 
Interesting - the 52DB can switch the generator between tanks and the supply and return fuel are switched independently but the mains are dedicated to their own tank. I suppose the generator on the 52 could be used to transfer fuel from one tank to the other to obviate the need to switch the mains..... My 400DA, on the other hand, could switch the mains between tanks and switch the supplies and returns independently; however, the generator was dedicated to the starboard tank....
Tom - that is exactly the same on the 58 and the 410...
 
What oil are y'all using in QSM11s and ZF325-1A transmissions (2003-4 vintage)? Thanks for any replies.
 
I use Chevron Delo 400 15W-40 in the mains and Shell Rotella SAE30 in the gen and trans.
Thanks, those were the weights I had come up with also except on the Gen, I'm seeing 152-40 also. Why are you using straight 30 in the Gen? I have the Onan/Cummins 13.5k gen.
 
Can somebody explain the generator fuel switch valves under the stairs? There is a on/off feed valve under Port side label and an on/off return valve under the starboard side label? Can this be used as a method to balance? If the return is switched off will it return fuel to the port side? And if on returns to the starboard? And if I understand correctly the generator returns a lot more fuel than it burns. So if your burning from the port (always) and returning to the starboard it will be more unbalanced, typically I would think the return valve should be off? And returning fuel to port-?
 
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Well this is where 6'3" is going to hurt. I'm 5'11" at 205 and it's not fun BUT doable. First off there are locations for 7 zincs but only 5 are used per engine, if you have dripless shafts as I'm sure you do. 3 in the heat exchanger. ( I remove the STBD oil filter to gain access in front of the engine) 1 in the fuel cooler. (I remove the PORT rubber exhaust coupler from between the elbow and the fiberglass tube to muffler) The fuel cooler zinc goes before the tube bundle, NOT on the impeller side, in case it comes loose or breaks off and takes out the rubber impeller. 1 in the tranny cooler ( I remove the shift cable to the STBD tranny to gain access, It's the hardest one to reach) On my engines the aft zinc hole is used to feed the dripless shafts. If yours is different, then it would be 2 zincs there. BTW if your impellers have not been done recently, Now is a good time to do them since you have the exhaust apart anyways. ALSO DONT forget the zinc in the generator. Mine has 1 easily accessible on its heat exchanger.
Chris, how did you remove the port rubber exhaust hose?
 
Russ, I removed or greatly loosened the 4 clamps that secure the hose. Worked a putty knife and screwdriver between the rubber and exhaust. Careful, the muffler end is fiberglass not metal. It slides down enough to clear the donaldson elbow. then pull up to remove from the other end. Not fun to reinstall.
My TNT lift uses 2 teardrop zincs, one on each ram. My thruster is a Vetus and uses a zinc designed to fit directly on the end of the shaft, ahead of the prop, and is held in place by a single metric sockethead bolt. If I go down to the boat soon, I have an extra thruster zinc and will try to get the part number. The teardrop zincs are quite common and are made by many distributors.
 
Can somebody explain the generator fuel switch valves under the stairs? There is a on/off feed valve under Port side label and an on/off return valve under the starboard side label? Can this be used as a method to balance? If the return is switched off will it return fuel to the port side? And if on returns to the starboard? And if I understand correctly the generator returns a lot more fuel than it burns. So if your burning from the port (always) and returning to the starboard it will be more unbalanced, typically I would think the return valve should be off? And returning fuel to port-?
Thoughts? Comments? Anyone know?
 
I've read several different threads about this, but it is still unclear to me, perhaps on of you w/ the same boat/equipment can give me an answer w/ some certainty. The boat is 2003/4 480DB. It has an isolation transformer and a 240v 50a 4-wire shore power plug. My questions are: 1) what are my options for plugging into shore power where only 110v 30a service is available. 2) If the boat is in the yard, and I just want to power the battery tender and only 110 is available (regular outlets), how do I do this without cutting into anything? 3) Is there a way to just plug into one side of the power thru an adapter to provide 110 service to the boat? Thanks for any responses.
 
Thoughts? Comments? Anyone know?
Russ, I don't know the answer to your question, I think there's a diagram in In the online manual showing how all of those lines are plumbed, but I didn't see anything on how to operate that. If you learn more, please share.
 

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