Joakim

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About Joakim

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    Finland

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  1. Joakim

    Why skippers fail in PHRF, it's not the boat

    Well of all the excuses you listed rating is the only one not equally valid in OD racing as well. In many OD classes there are plenty of more excuses.
  2. Joakim

    Reach legs in PHRF

    I thought LionessRacing meant that it would be beneficial for sprit boats to have W/L. They certainly do not get a handicap benefit from a run. They would get a huge handicap benefit from a reach suited for their jibe angle. Same would happen on W/L course where the run is not dead downwind but say 150 deg. A spinnaker boat would loose totally its benefit to run deep. I find W/L more interesting than traditional olympic course with reach legs. It is also interesting to race in an archipelago with mixed legs. There you have the tactical challenges how to pass each island. But most countries do not have an archipelago. E.g. this was a very interesting 21 NM race with 50 boats chasing start. https://www.instagram.com/barosundrunt/
  3. Joakim

    Reach legs in PHRF

    Why would a sprit boat prefer W/L? Most sprit boats are slow on a run compared to boats with a spinnaker pole. All sprit boats do better on a reach as long as they are able to carry a kite.
  4. In Finland the accident is investigated as gross negligent homicide. The maximum sentence is 6 years jail, but most likely much less and may even be conditional (doesn't need to go to jail unless makes other serious crimes later). If not seen as gross, maximum is 2 years (most likely less and conditional) and minimum just a fine.
  5. Joakim

    Adding shore power

    Yes, I did notice that. Just wanted to say they were really high for the case OP described.
  6. Joakim

    Volvo 2030 starting question

    I would have thought that hose is removed when the expansion kit is installed. Is the hose still connected as in the picture despite the expansion kit replacing the cap? That would seem odd. The cap functions as a pressure relief valve and lets out air or water when the pressure is too high. That function should now be taken by the expansion tank cap. It also sounds odd that the level in the expansion tank varies as much as you describe. Do you have exceptionally long hoses to boiler? Maybe you have some air pocket in the system? Air would expand a lot more than water.
  7. Two men in a motoring sailboat died a few days ago in Finland. They were run over by a 48' powerboat. https://yle.fi/uutiset/osasto/news/boat_accident_claims_two_lives_in_southwest_archipelago/10907930 Here are some pictures showing the damage. The wooden coachroof is gone. https://www.is.fi/kotimaa/art-2000006194742.html
  8. Joakim

    Adding shore power

    An old thread, but these values are really high for the case. OP didn't describe what the LED bulbs are used for, but I have 0.2 A tricolor and anchor light (approved for 12 m vessel). Interior lights have 2 W LED, thus a bit less than 0.2 A. I have ST60 system with 8 display, two plotters (small and old) a system autopilot, AIS receiver and VHF. All these together use 1.5 A while AP is on standby. Just a knotmeter should be about 0.1 A. USB might take 2 A, but that is 5 V, thus it is less than 1 A on a 12 V system. With these figures and the same hours the total is about 6 Ah.
  9. Joakim

    Volvo 2030 starting question

    What kind of expansion tank do you have and how is it connected. D2-55 seems to have this kit: https://www.marinepartseurope.com/en/volvo-penta-explodedview-7744440-26-7505.aspx If you have that, how could there still be the hose you describe leaking? MD-series have quite a different type of kit: https://www.marinepartseurope.com/en/volvo-penta-explodedview-7740690-26-573.aspx
  10. Joakim

    Volvo 2030 starting question

    That era of VP had expansion tank as an option. It can still be easily installed with a kit that replaces the cap. They work fine as is, but a larger volume of coolant due to boiler or heating system may cause the coolant to expand more than system can handle without an expansion tank. As long as the coolant level doesn't drop too low, there is no problem. Just don't fill the system all the way leaving no room for expansion next time you change the coolant. I do have a boiler and no expansion tank in my MD2020. The coolant is high enough without overflow, thus I don't plan to install an expansion tank.
  11. I have VP MD2020 with it's standard 60 A alternator. It does deliver 60 A as long as I have tried. The current only drops after the regulated 14.2 V is reached. I have a flooded battery, that is 10 years old. I very seldom need to go under 60% SOC and even more seldom do I need to start the engine just for charging. I guess it's about money and sailing region. I don't know a single boat in the Baltic Sea going to equal or bigger LFP. You can't sail more than a couple of days until you reach the opposite coast. Most cruisers sail only during daytime and motor to and from harbour, which gives enough charging. Quite often there is no wind and you motor parts of overnight legs. My friends who have gone to LFP mostly cruise. Only one of them races actively.
  12. It all comes to the sizing of the battery vs. alternator. The link showed a very unusual case of going from 180 Ah lead acid to 360 Ah LFP. That really makes a difference on alternator load. I would say going from 180 Ah lead acid to 90 Ah LFP would be much more common due to much higher price and usable Ah of LFP. If you have a 60 A alternator a 180 Ah lead acid can take full 60 A for quite a long time depending on SOC. Mine takes full 60 A up to about 70% SOC. So if you started at 30%, that's more than an hour and about the same a 90 Ah LFP can take. So where's the difference regarding an alternator? It's another story that most lead acid batteries don't last long going to 30% SOC and not charging above 70%. I'm also quite certain that 30 minutes is long enough to make an alternator as hot as it get. It doesn't get any hotter, if run for days.
  13. You talk a lot about cooking an alternator. What is the difference of having usually a much larger lead acid deep cycle batteries vs. a rather small LFP. Both may take full alternator load for 30 minutes or even more than an hour, both certainly long enough to heat the alternator to as hot as it gets. I certainly have run mine at full 60 A many times 30+ minutes with lead acid. I have only 180 Ah, many have 300-500 Ah or even more. I know even one boat using boiler via alternator and a big inverter, since the engine is raw water cooled. Still crazy, but hasn't cooked the alternator. Are some alternators more prone to cooking? The newer 100+ A ones that come with VP and Yanmar?
  14. I don't have LFP in my boat, but several of my friends have. They all have Winston 12 V batteries, which do not show terminals for each cell, thus it is impossible to know how balanced they are. Winston says 4.0 V/cell is the maximum charging voltage for individual cells. CALB says 3.65 V. I don't know the reason for this difference. Also Winston recommends charging to 3.55 or 3.65, but warns about potential damage when exceeding 4 V. They used to recommend balancing to 4.0 V. They even recommended charging 12 V batteries to 17 V: https://www.ev-power.eu/blog/Winston/FAQ-12V-LP-battery-balancing-and-charging.html So they are very likely not murdered by charging to 14.2-14.4 V which the most common (Yanmar and VP) marine alternators output as standard. Now they recommend 3.65 V: https://www.ev-power.eu/blog/Winston/Initial-charge-voltage-levels-of-LiFePO4.html BJ said 3.65 V is the limit for BMS cut off. Not that the batteries are damaged at that level. So far I haven't heard of any battery failures. These are 3-5 years old installations.
  15. How fast charging do you get and what voltage do you see at the battery terminals while charging?