DIY boat engine replacement – How I fitted a Beta 30 in a Moody 31

 I bought my 1987 Moody 31 MkII in September 2017 and still take into account the exhilaration of flying down with a friend from Edinburgh to Southampton for the day to view her.

Tidecatcher, or TC as she is now affectionately recognized, was properly appointed and, for her age, in generally suitable circumstance. The Volvo Penta 2003 engine, even though unique (yes Volvo launched its 2000 collection within the Nineteen Eighties), appeared to run nicely below check and, as an introduced bonus, it came with a 365 days guarantee.  outboard motor covers

 

And positive sufficient, the 30-year-vintage engine served me properly, which includes, in my first season as proprietor, a 740-mile return journey via the Caledonian Canal to the west coast of Scotland from my home berth on the Royal Forth Yacht club in Edinburgh.

however, to lessen the likelihood of getting to cope with improved normal, ongoing and potentially luxurious attention, with continually the hazard of complete failure, and understanding that I additionally want to maintain this boat for several years, I determined to resume the engine.

Which marine engine?

You’d assume that the natural alternative for the 28hp Volvo Penta 2003 would be the D1-30, but there are options. I’d formerly owned a ship with a Beta engine, so i used to be also focussed on a Beta 30.

however did it want to be this kind of powerful unit? The vintage rule of thumb become to calculate 3hp in step with tonne, and i consider the normally held view now could be that it ought to be 4hp in line with tonne. The Moody 31 MkII blurb confirms that the waterline period of the boat is 7.75m and the displacement is four.five tonnes so, on that basis, you may argue perhaps that a 20hp engine might be sufficient.

but i was constantly impressed by way of the truth that the Moody 31 MkII got here with a 28hp engine by way of layout, and that i wasn’t truly wishing to diminish that with the aid of lots.

So although the slightly smaller Beta 25 would seem to be a realistic option, Beta alternatively cleverly gives ‘Volvo Penta 2003 engine ft’ to healthy their Beta 30 engine.

additionally, Beta provide a TMC 60 A gearbox choice, with a 7° down attitude, especially to fit the similar down attitude on the MS2B gearbox geared up as popular to the vice president 2003 energy gadgets mounted inside the Moody 31.

So, as this is something which Beta has glaringly positioned some thought into, it might appear that the Beta 30 is a natural alternative for plenty yachts presently hooked up with the vice chairman 2003 energy unit, and specifically Moody 31s.

Armed with this expertise I made contact with Beta head office to are trying to find further statistics on their Beta engine variety. The fee distinction between the Volvo Penta D1-30 and Beta 30 energy devices was negligible, however Beta’s self-servicing warranty turned into attractive, as changed into the extra Southampton Boat display bargain which they have been providing.

I determined to go with Beta and ordered the shallow sump alternative with vice chairman 2003 engine feet and the 7° down attitude gearbox. The Beta 30 engine occurs to rotate in the opposite course to the VP2003 energy unit, so I also had to element within the price of a brand new propeller.

Mad about Moody 31

I don't forget being smitten when i used to be first shown an photograph of this unique make of yacht and that i assume invoice Dixon truely hit the candy spot while he got here up with this trendy design which, of course, he replicated across other models of the Moody range inside the 1980s and Nineties.

Tidecatcher got here with a complete Raymarine electronics package deal and an intensive upkeep report going lower back a few years which targeted, especially, the latest (2014) substitute of the keel bolts and also the spline conversion for the MS2B gearbox.

It changed into comforting to understand that these two Achilles heel troubles had already been addressed!

specs

LOA: 9.37m (30ft 7in)

LWL: 7.75m (25ft 4in)

Beam: three.2m (10ft 4in)

Draught: 1.12m (3ft 6in)

Displacement: 4,530kg (9,986lb)

Ballast: 1,667kg (3,675lb)

Ballast ratio: 36.8%

Sail area: 51.84sq m (558sq toes

Sail region/displacement ratio: 19.three

Diesel: ninety.9lt (20gal)

Water: 136.3lt (30gal)

I remember being smitten when i was first proven an image of this unique make of yacht and that i think bill Dixon certainly hit the sweet spot when he got here up with this wellknown layout which, of course, he replicated across different fashions of the Moody variety inside the Nineteen Eighties and 1990s.

Tidecatcher got here with a complete Raymarine electronics bundle and an extensive preservation file going back a few years which targeted, specially, the recent (2014) substitute of the keel bolts and additionally the spline conversion for the MS2B gearbox.

It changed into comforting to realize that these two Achilles heel problems had already been addressed!

specificationsoutboard motor covers

LOA: nine.37m (30ft 7in)

LWL: 7.75m (25ft 4in)

Beam: 3.2m (10ft 4in)

Draught: 1.12m (3ft 6in)

Displacement: four,530kg (nine,986lb)

Ballast: 1,667kg (three,675lb)

Ballast ratio: 36.8%

Sail vicinity: fifty one.84sq m (558sq feet

Sail place/displacement ratio: 19.3

Diesel: 90.9lt (20gal)

Water: 136.3lt (30gal)

removing the Volvo Penta 2003 engine

there has been a six-week lead time for delivery of the new engine, in order that gave me the chance to set approximately removing the vintage vice chairman 2003.

I initially disconnected the prop shaft and removed the clamp coupling from the gearbox flange.

I then decided to dispose of the PSS (Packless Sealing machine) shaft seal meeting and set up a home-made split mandrel to maintain the shaft certainly crucial in the stern tube – I used my workshop lathe to show the mandrel from a bit of aluminium bar. this is vital for aligning the brand new engine.

1. An aluminium split mandrel was grew to become at the lathe to hold the prop shaft centrally in the stern tube as soon as the Packless Sealing device were removed.2. the house-made mandrel holds the shaft dead-centre inside the stern tube so the new engine can be perfectly aligned throughout installation.

Having disconnected the shaft, fuel traces and electrical cables, removing the engine from this role is nearly a direct vertical raise out through the hatch.

I labelled all of the disconnected wires to make connecting the new engine less complicated.

but which will work on the engine bearers, I first wished to drag the antique engine ahead into the cabin, so I rigged a wood beam throughout the hatch opening from which I suspended a robust but light-weight lifting pulley association. Having lifted the engine off the bearers I surely slid a plank in below the engine sump and then dragged it into the cabin.

3. The vintage Volvo Penta 2003 has been lifted out and now the brand new Beta 30 is carefully decreased down into Tidecatcher’s cabin.

The picture (above) suggests a hydraulic lorry loader decreasing the brand new engine into the cabin – the antique one become hauled out earlier in the equal visit through the crane.

enhancing engine bay get admission to

3. The old Volvo Penta 2003 has been lifted out and now the brand new Beta 30 is carefully lowered down into Tidecatcher’s cabin.

The photo (above) shows a hydraulic lorry loader reducing the new engine into the cabin – the vintage one became hauled out in advance within the identical go to via the crane.

enhancing engine bay get admission to

five. best two new holes needed to be drilled into the engine bearers to house the new mounts. as soon as drilled these were tapped to M10 thread size.

With the vintage engine out of the manner I set approximately making arrangements for the new power unit. The Beta technical statistics confirmed that, of the 8 current drilled engine-bearer holes, six are definitely placed to fit the Beta 30 mountings (with the definitely mounted vp 2003 engine ft).

That supposed that only two holes had to be drilled and tapped for the brand new engine to take a seat on top of the existing engine bearers.

The M31 engine bearers are encased in fibreglass, but under a top layer of fibreglass there’s a metallic plate to which the engine mounting bolts are secured. The thread size is M10 and, having carefully taken my measurements, I drilled and tapped the 2 holes as directed.

fitting the new Beta 30 marine engine

With the brand new engine in the cabin, I once more rigged up the elevate pulley arrangement and began manoeuvring it into vicinity. The Beta 30 energy unit is 20kg lighter than the VP2003 electricity unit, so i discovered it barely less complicated to push around! outboard motor covers

the first undertaking turned into the engine mountings and toes.

I’d loosely hooked up the four flexible mountings at the engine bearers, bolting them to the correct threaded holes, however I noticed that once I diminished the engine onto the mounting spindles the the front and rear spindles were being pushed very barely aside.

regardless of knowing that the VP2003 engine ft have been designed specially for the Moody 31 engine bearers, I determined to regulate the rear bendy mounting plates to permit them to sit down slightly further aside from the front ones (5mm became enough) and i was then able to lower the engine onto the mountings with no visible symptoms of strain.

6. The portside engine mount spindle had to be sawn off barely shorter which will clean the spin-on engine oil filter (eliminated for get admission to to the spindle in this picture).

one other mounting issue involved the front portside mounting spindle which sits so close to the engine oil filter that, once the engine has been diminished onto the mountings, it's far not possible to get the pinnacle securing nut onto the mounting spindle with the filter in region.

I had no choice but to remove the filter and then cut off the top 1/3 or so of the spindle with an perspective grinder. I didn’t like interfering with the mounting on this way however the oil filter needs to be without problems handy.

continuing with the installation, I had positioned the prop-shaft clamp coupling (minus the ‘flexi’ issue) on the quit of the prop shaft and nipped up the locking bolts.

i used to be pleased to see that the gearbox flange had confronted as much as the clamp coupling flange nicely and was sitting about 15mm lower than it. because the engine mountings were at their lowest role this variance become perfectly desirable as there was lots of scope for adjustment.

7. a set of engine mount spacers have been cut from 7mm-thick polythene that's effortlessly labored, almost indestructibly tough and won’t rust.

The Beta technical facts recommends that the engine feet have to be positioned as low as possible on the bendy mounting spindles, so I determined to make up some simple spacers to sit between the bendy mounting plates and the engine bearers to obtain this.

those spacers are typically fabricated from steel however I used 7mm thick sheet polythene, which is extraordinarily dense, absolutely impervious to oil and diesel, and almost indestructible.

With these spacers in region it intended that i was best going to have to raise the engine up the threaded spindles some millimetres which will get the gearbox and prop shaft flanges to mate effectively.

the way to align a propeller shaft

eight. through careful adjustment of the engine mounting spindles and particular feeler gauge dimension of the gaps among gearbox and prop shaft flanges at north, south east and west, perfect alignment may be finished.

Prop shaft alignment will always be one of the most essential factors of any engine set up and even a moderate misalignment will purpose vibration and probably put on on other additives.

My shaft mandrel become protecting the shaft central thru the cutless bearing and stern tube, that means the prop shaft flange turned into perfectly positioned. Now I had to modify my engine mountings to get the gearbox flange to suit the propshaft flange perfectly.

once my spacers were in area I raised the engine toes up the mounting spindles about 6mm or so and then pulled the shaft flange ahead to get it to mate into the machined grooves at the gearbox flange.

After a few adjustment I did manage to get the 2 flanges to mate pretty without difficulty, but on the way to ensure best alignment I opted to use feeler gauges on the north, south, east and west points of the flanges. with the aid of cautious adjustment of the mountings i was able to get the 4 measurements spot on and, having done this, I then tightened up the engine mountings and repeated the measurement, as tightening can every now and then modify the placement of the engine!

putting in a marine exhaust anti-syphon valve

nine. Rubber hose and copper tubing join the exhaust manifolds to an anti-syphon valve outfitted at least 300mm above on a bulkhead (inset beneath).

To keep away from the risk of sea water coming back into the engine through the water cooling circuit, the exhaust manifold on the rear of the engine (into which the raw cooling water discharges) have to be no less than 300mm above the boat’s waterline. outboard motor covers

despite the fact that Moody didn’t install anti-syphon valves as general, I calculated the manifold on my VP2003 to be only marginally above the boat’s waterline. So I hooked up an anti-syphon valve in the seawater inlet circuit the usage of an 18mm copper tube and rubber hose.

at the same time as a definitely placed anti-syphon valve will shield an engine from water ingress from the inlet facet, exhaust water ingress must be prevented via having a appropriate fall into the exhaust water entice, along side a enough loop within the exhaust pipe before discharging through the hull. Beta hints kingdom that this fall into the water trap need to be a minimum of 300mm.

the standard water trap on the Moody 31 is below the cockpit locker floor, which continues it nicely out of the way, yet nonetheless without problems accessible. but I had  issues: the autumn from the exhaust manifold to the water entice inlet became much less than 300mm, and there was a dip inside the pipe, which become surely going to keep water whilst the engine was switched off.

10. The water trap turned into moved to a new function closer to the engine to permit a minimal 300mm fall from the exhaust manifold.

So I decided to move the water entice into the small compartment inside the aft cabin, nearer the engine and near the stern tube. I needed to modify the angle of the inlet to the stainless steel water lure, which required some welding, however for those with out welding competencies or device, most engineering workshops could regard this as a simple and inexpensive venture.

I fiberglassed a couple of hardwood bearers to the inner hull for the water trap to sit on and that i set up the base of the lure on rubber packers to offer it a chunk of pliability to permit for engine vibration.

i was then able to join the engine exhaust to the water trap with a brief length of 50mm flexible exhaust hose and i joined the two sections of hose beneath the cockpit locker (where the water entice was once) with a quick piece of stainless tube (effortlessly bought at the internet).

Re-routing diesel gas lines

12. New diesel feed and go back fuel lines were made up from 8mm copper pipework to run from the compression connections at the starboard facet of the engine to the existing pipework at the port aspect. Pipes have been secured by means of a bracket on the bell housing.

both the diesel engine feed and return connections (8mm compression) are placed without problems on the rear of the engine, near the top of the bell housing, and 8mm copper pipework may be laid without problems to and from these factors.

I made up a easy bracket to guide these pipes as I led them to the present diesel feed and go back pipes at the port side of the engine compartment.

Reconnecting marine diesel electrics

thirteen. The Beta Marine engine manage panel was easily almost the equal length as the previous Volvo one, so outfitted smartly into the aperture inside the cockpit with out essential modification.

The Beta ABV manipulate panel, which instead comfortably is sort of precisely the identical size because the Volvo Penta one, geared up well into the cockpit aperture and the harness was laid thru the bulkhead into the engine compartment. This then just left a easy multi-plug connection to the engine wiring harness.

The earth wires (and there were a few of them) had been reconnected to appropriate engine bolts and the engine ‘stay’ and ‘earth’ have been related to the starter motor.

deciding on the right propeller

As noted in advance, the Beta engine rotates in the opposite direction to the Volvo Penta so I ordered a new propeller via Beta’s endorsed prop layout and supply service.

My current prop turned into 16in diameter however, to save you ‘tip noise’ it is encouraged to depart an opening among the prop tip and the hull of as a minimum 10% of the prop’s diameter.

My gap turned into too small and that i had experienced this noise on a few preceding occasions while motoring. the first time I heard it I thought I’d run a bearing in the gearbox!

to present me enough hull clearance, my new propeller needed to be no large than 15in diameter and this turned into manufactured to in shape my existing shaft taper.

completing off

With the raw water inlet pipe connected on the the front of the engine and a general tidy up of wires and cables and so forth, all that became left to do became to refit the PSS shaft seal and prepare the engine for trial.

conclusion

The brilliant new Beta 30 installation in Tidecatcher. access to primary provider items is ideal and Brian may be very pleased with the end result.

Having never attempted some thing like this before I have to confess to an air of profound satisfaction upon the a hit installation of the engine.

Of course it is beneficial to have a few engineering aptitude, get right of entry to to a welding set, drills/faucets/dies and a friend with a hydraulic lorry loader! but even with out those blessings, if you prepare cautiously, plan every step and give your self masses of time, it is conceivable and might prove extraordinarily profitable.

placing apart the widespread economic saving on having the ability to finish this undertaking myself, the principle gain is the additional technical information I now have on my own engine. this is very possibly to pay dividends within the destiny. outboard motor covers