Two things we knew to expect, but really hoped would just work out did not. These 9 – 15 days address those and stretched the project out longer than we anticipated. But hey we are still only 15 days in and can see the finish line!
The dry fit of the engine day 9 told us we had to widen the stringers in our engine “room”. I guess we read the specs wrong. That’s one. A quick look at the coupling on the new engine’s transmission told us we had to find and fit either an adapter (if that’s a thing) or get a new coupler on our propeller shaft. That’s the second one. We worked on the coupler issue first, as a new part would likely have to be ordered.
Coupler shenanigans
How likely is it that an 1 1/4″ shaft diameter coupler with 50 mm twixt holes and 100mm total diameter is lying around Larson’s diesel shop? EXTREMELY. He told us that a new coupler is definitely the only move so the old one had to go. These can be ridiculously difficult to remove so he plucked a properly sized puller from one of his tool walls for us to use.
Liam had been on the boat PB Blasting and thwacking away to remove it with no success but not two minutes after setting up the puller, we had it off. Larson looked a bit surprised, maybe relieved, at how quickly we returned the puller. In a less fun world, torches can be necessary for removal.
The design of our coupler was rather strange; it had a “set screw” bolt to the shaft alongside a mystery hole that was empty. Less strange was the typical 1/4″ key, about 2.5″ long, that slid into a notch on the shaft. We also had a flexible coupler between the prop shaft coupler and the transmission. The purpose of these are two fold from what we understand. The first is that it acts as a snubber of sorts to absorb aggressive shock in the case of a fouled prop; this is when a rope, for example, wraps around your propeller shaft causing it to jam and stop spinning. The second function allows you more play when aligning the prop shaft coupler to the engine. We did not seek another for the rebuild, but not for any detrimental reasons.
Larson did not find a coupler that would match the new engine so he got to ordering a new one from Yanmar with our measurements in hand. He apologized that it would take 3 long days but we did order it on a Friday and it was August long, the 3 day weekend in September the Canadians celebrate seemingly because 3 day weekends are nice. Meanwhile, we worked on the stringer project.
Stringer zinger
Dry fitting the engine revealed that our stringers were too wide for a solid mount of the engine & that the stringers were much too tall. We needed then to widen them & cut the height by over 2 inches. The process is best showed in the photos below.
To note is the long long time that cutting took with multiple sawzall and oscillator blades due to the stringer material: extremely hard wood and pretty thick fiberglass.
At this point, the engine was ready for finer engine mount adjustments. This unexpected need to reposition the stringers pushed the project longer than we expected; we were very satisfied with the job though.
Coupler arrives!
While visiting Pioneer Boat Works, we heard through the town mechanic Brent that our coupler was in! He worked with Larson for a long time and, as he put it, nothing goes on in this town related to boat work without him knowing about it. We headed to Larson’s to pick it up. It was a split coupler and cost a bit over $300 US with some $30 shipping.
The style has two bolts passing through indents in the shaft; functionally this secures the shaft to the engine/boat, so in reverse, the propeller cannot pull the shaft backwards out of the boat! Recall our previous coupler with only that odd “set screw” bolt (and the 4 bolts to the transmission). Straightforward enough task – drill two notches into our 1 1/4″ shaft. Liam took on this task and it took a lot out of him. Stainless steel is wicked hard.
4 continuous hours of cycling batteries and only 1 dead drill bit later, the notches were drilled. We started off with a well used bit but immediately broke it. We bought a new one of unknown material from Larson’s for $12 to finish, and start, the job. Every 20-30 seconds I spritzed the drill site with WD-40 to cool off the bit and reduce unnecessary friction. Afterward, Liam reclused to the v berth and listened to to music while his mind joined his body once again.
Alas! Two unexpected things that dith not fit were addressed.
Days 9 – 15
- Old coupler removed
- New coupler dry fit and shaft prepped with notches
- Stringers widened with scrap wood
- New material coated with epoxy and secured with fiberglass to old stringers
- 1 vermillion rock fish captured and consumed
We now have to align the engine & connect hoses and wiring. Then Mexico?
Sailing Vessel Karma 
Leave a comment