I had a bit of a shock when away sailing overnight at the beginning of last week. After running the engine for a short while during a thirty n.mile day sail, I noticed when back under sail with a freshening breeze that there was water sloshing in Whimbrel’s normally water free bilge.
Shock, horror!
After first checking the stern gland and finding it dry, I widened the search. The loo area was clear. Then upon lifting the cockpit floor and removing my patent engine cover, I soon spotted water spray round the engine’s seawater pump! A hand underneath confirmed some dripping… (Note: the engine was not running!)
Section from my Yanmar manual showing where the pump is located.
Now, like most engines, the sea water pump is located where it is generally most difficult to get at unless your engine lives in a box with access all round – so I was not too enamoured!
When at anchor later in the day – well it was almost evening at this time of the year – I did a search for spare new pumps. The usual sellers (French Marine and other engine parts companies) had the pumps available at vastly inflated prices. The last time I bought one it was from a firm based on the Isle of Man – I found them and their price for a genuine Yanmar replacement was one hundred pounds sterling less than another well known UK parts dealer, taking into account delivery… I expect it has something to do with ‘tax; differences between UK and a Crown Dependency. Delivery was ‘free’…
The company, Bottom Line Engineering, is based in Douglass, I of M. IA replacement was ordered before noon and amazingly the very next day it was delivered.
The new seawater pump complete ready to fit.
The tide being in during the middle part of the day at the weekend, I said to my good Mate that I’d like to do job before our upcoming land holiday. After a run into Maldon to pick up some gloss paint for Whimbrel and Twitch hull coating, we hightailed to the boat. Christobel went off for a walk…
I set to!
A board a Finesse 24, one has to reach down into the depths between the forward end of the engine and the cabin/cockpit bulkhead.
Looking down onto pump after pipework disconnected – not filter cap with lug.
After removing the defective pump the new was prepared with a new belt. Before it could be fitted though the old belt needed removal – this entails slackening the generator and removing its belt from the engine pulley wheel.
Ready to fit with a new drive belt on pulley.
Everything buttoned up ready to run on test!
It is always a bit of a trial to get the two securing bolts (studs) located and get a nut on trying to keep pump in place. Grrrrr……
After just one loss of a sense of humour, all was secured and the pipework and belts for both pump and generator tensioned.
Below is a look at the underside of the pump assembly.
One could go to the bother of ordering a new shaft seal and cover joint with probably a new impeller and, most likely a new shaft, however, the cost of that little lot doesn’t make financial sense!
Old pump unit.
The old pump is essentially scrap metal!
My next job is to renew the sea water inlet filter: I damaged the lid’s lug trying to remove it (see an earlier illustration). Thank goodness for super glue which was run over a crack!
I found a new filter unit that is again ‘plastic’ but it has a loose separate ring securing the see through lid. Much better idea.