mrsrobinson
Well-Known Member
Agreed, exactly what my girlfriend's brother-in-law said. That's why everything literally is white.
Official Caterpillar3116/3126 Thread
- Thread starter carterchapman
- Start date
mrsrobinson
Well-Known Member
Am I the only one who bumps their butt into the engine oil pump system switch, turning the pump on? I did that again on Sunday and I thought it was the bilge pump float, I kept trying to get it the bilge pump to turn turn off when I realized it was the oil pump again.
the reverso? Ours has a little cover that flips over the switch to prevent that
mrsrobinson
Well-Known Member
Correct, mine does not, the switch is exposed and I regularly bump into it. Fortunately the valves are all turned off so nothing bad happens.First time it happend scared the crap out of me, I was expecting oil to squirt all over the place.
Why are there two oil drain plugs per engine anyway?
- Jun 2, 2008
- 5,024
- Boat Info
- 1998 450 Sundancer, Achilles dinghy w/15hp
- Engines
- 3126 Cat's
I need to get that switch cover...lol
GnrlPatton
Well-Known Member
- Jul 12, 2010
- 719
- Boat Info
- Current: 1998 370 Express Cruiser
Sold:1988 230 Weekender
- Engines
- Twin Cat 3116T
Do you keep the breaker for it on? Mine is always off unless I'm doing an oil change, plus I keep the valves on the reverso closed, just in case.
mrsrobinson
Well-Known Member
Where is the breaker?
GnrlPatton
Well-Known Member
- Jul 12, 2010
- 719
- Boat Info
- Current: 1998 370 Express Cruiser
Sold:1988 230 Weekender
- Engines
- Twin Cat 3116T
Not sure on your model, but I have a breaker box under my cabin steps that has the oil pump breaker on it. Seems like it's kind of a main box, because it has things like cabin electronics, Bilge pumps, etc.
Here's what mine looks like, you can see the Oil Change Pump on the right bank:
bbwhitejr
Well-Known Member
Most likely it is on the panel in the ER mounted on the front bulkhead. That is where mine is. I leave it on with the valves closed, but have a cover over the switch.
Bennett
mrsrobinson
Well-Known Member
Cool, thank you, I've seen the switches before but didn't pay attention to the oil pump.
Sgrochow
Active Member
Speaking of the Reverso, you might want to add this to your spares box.
Reverso impeller and gasket. Part number is SRK 360 if you have the op 6 or 700 series.
Mine crapped out during a change and PO had one in the box. Came in handy!
I have what I think is a diesel engine engineering question.
I’m about to head out on a 60 mile run and the lake is pretty snotty. The boat is most comfortable in these conditions around 1800 or 1900 RPM. In my gas days running that low in the power band was a bad idea because the engines were lugging.
The boat is on plane at that speed but plowing pretty good, is this working the engines harder than say 2200? I would imagine fuel flow meters are the only way to know for sure because that would say what the governor is doing to keep up, but boost and EGT stay in healthy ranges at that lower speed.
I’m going to run the safest and most comfortable speed for the family so this doesn’t really matter for todays trip, but I’m curious for future. If we are just driving around for fun I could see running it at the slower speeds
I’m about to head out on a 60 mile run and the lake is pretty snotty. The boat is most comfortable in these conditions around 1800 or 1900 RPM. In my gas days running that low in the power band was a bad idea because the engines were lugging.
The boat is on plane at that speed but plowing pretty good, is this working the engines harder than say 2200? I would imagine fuel flow meters are the only way to know for sure because that would say what the governor is doing to keep up, but boost and EGT stay in healthy ranges at that lower speed.
I’m going to run the safest and most comfortable speed for the family so this doesn’t really matter for todays trip, but I’m curious for future. If we are just driving around for fun I could see running it at the slower speeds
My take is you'll be just fine at any load setting with these engines except on the pins for extended periods.
that sounds good to me. I would imagine overloading would show itself in high temperatures somewhere on the dash, especially exhaust temp and probably some nice black puffs of smoke
- Jun 2, 2008
- 5,024
- Boat Info
- 1998 450 Sundancer, Achilles dinghy w/15hp
- Engines
- 3126 Cat's
At those RPM s I have full trim tabs down and that helps with the plowing.
- Jun 5, 2016
- 5,592
- Boat Info
- 410 Sundancer
2001
12" Axiom and 9" Axiom+ MFD
- Engines
- Cat 3126 V-Drives
Your turbocaters will be a good instrument to make sure your loading is good. CAT recommends 2000-2400, a but I cant see a reason something lower would not be acceptable. I'd be curious to know if the engines would lug slightly going up the backside at the lower RPM's. I've never tried and have not seen any data, so I'll be interested to know what you see.
The usual question is "how do I go faster"!
mrsrobinson
Well-Known Member
While on the subject I used to use the trim tabs to help me get up on plane. I haven't done that with the diesel engines, the transition to plane feels smooth and quick.
Should I? Where do you have your trim tab set to get up on plane, bow up, bow down middle?
Should I? Where do you have your trim tab set to get up on plane, bow up, bow down middle?
I’m always using some amount of tab. I added the tabs over the prop tunnels in the off-season so I have a ton of lift. It get on plane no problem without them but the bow is way up in the air. So I use them to level the boat out
Njlarry
Well-Known Member
I added fins to my tabs. Made a very noticeable difference. On a plane I keep them full down. Raising makes no difference in rpm or speed except at some point speed decreases as bow rises.
same. Our speed actually picks up a knot or two up to around 50-60% tab since the rear end comes out of the water and the wake flattens out
