Here's the red beast in the troller, a 42-hp Westerbeke diesel engine, giving the 28,000-lb Briney Bug a continuous operating speed of 4 to 5 knots, with a maximum speed of 6.5 knots. Fuel consumption is 1/4 gal/hr at 4 knots and less than 1/2 gal/hr at 5 knots.
What is the secret to engine dependability?
Our long held distrust of marine engines probably stemmed from the all too frequent occurrence of seeing boats being towed back to their berths.
After years of discussions with engine manufacturers and mechanics, plus our years of repairing boats, our thoughts changed as we've slowly realized that diesel engines can be extremely reliable. In fact, after the first 100 hours, if properly maintained, they seldom fail. The engine will eventually wear out, but that can be foreseen and the engine rebuilt before it becomes problematic.
For cruising, this reliability comes only with attention to the following, often overlooked, considerations:
1) the fuel and fuel tanks must be kept clean;
2) the fuel must be filtered before it reaches the engine, and again before it reaches in the injection pump;
3) a constant and adequate flow of cooling water must be maintained;
4) sufficient, clean air must reach the engine;
5) adherence to a thorough maintenance regimen recommended by the manufacturer and knowledgeable mechanics;
6) installation of the engine and batteries with adequate room to easily perform all required maintenance;
7) installation of a naturally aspirated engine—no turbochargers (after fuel problems, turbos give the most problems);
8) avoidance of an engine installation with electronics unless they can be diagnosed and repaired on board.
If you start with clean fuel tanks, fuel polishing may be of benefit, but based on our experience with boats that encounter frequently clogged fuel filters, once a layer of gunk forms in the bottom of a tank, nothing less than up-close and physical effort will remove it. If, after having the fuel polished several times, the filters continue to clog, clean the tank instead of polishing the fuel again.
To clean a tank, empty the tank, do what is necessary to gain access to each section, and clean as necessary, which usually requires scrapers, scoops and rags. Anything less will probably come back to haunt you, often at the most inopportune times.
We firmly believe that opening your tanks for cleaning is never a wasted effort, even if it is discovered that they aren't dirty. This is often the only way, with certainty, to determine if the entire tank is clean. This is also the most practical way to be able to inspect the condition of the inside of the tank which is important, since many tanks rot from the inside out. These two reasons alone illustrate why access ports are extremely important on fuel tanks, and if absent, should be installed.
—Rudy and Jill Sechez
Left side of picture shows dual Racor 500 filters. Above the filters are the engine gauges. To the right of the filters, gray colored is our waste holding tank. To the right of the holding tank is the aft end of one of the 100-gal fuel tanks. Along the top of the picture is the North Sea exhaust system for both the engine exhaust and the holding tank vent. The crew of Briney Bug love this system, as it is rare they ever smell odors in the pilothouse even though the exhaust exits directly under it.
Here’s how the Briney Bug story is presented:
What does Briney Bug look like?
What about hull design?
What is the secret to engine dependability?
What’s your advice on replacement parts?
What about diesel engines?
How do you contend with boat motion?
Why do you have a sailing rig?
What’s with the big rudder?
Why do you have an open pilothouse?
Simplicity and self-sufficiency rule aboard Briney Bug . . .
How does one go about finding the right boat?
How much did Briney Bug cost?
Editor’s note: Rudy and Jill Sechez, when they are not away cruising, live aboard Briney Bug in Port St. Joe, Florida, and provide boat and yacht repair services. They can be reached at 850-832-7748 or via e-mail by clicking here.
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