Another busy week here at Naval Yachts for all of Team Möbius as we ramp up for the final push to launch as early in the new year as possible. It remains a labour of love for Christine and I but it certainly is all consuming of our time and attention. This week saw progress in everything from CNC machining the new Tiller Arm now that the Rudder is pretty much finished and ready for installing in the hull to finishing the installation of the prop shaft tube into the hull, plumbing for the in-floor heating system, wiring and of course lots of cabinetry work. It will take me awhile to get through it all for you so grab a beverage and a comfy seat and let’s go aboard Möbius and check it all out.
Most of our work with Aluminium to date has been with large plates which are CNC cut to shape and pieced together to form the hull and superstructure. However as you can see in this photo this hunk of aluminium beauty ain’t no plate!
If I tell you that this 152 x 255 x 275mm (6” x 10” x 11”) and 30kg/66lbs block of solid aluminium is just one half of the part, can you guess what this is going to be?
That 150mm/6” long 25.4mm/1” precision ground threaded pin is specially hardened steel to easily withstand the eXtreme forces which can be exerted on it where the Heim Joint ends of the cylinders attach to the Tiller Arm body. I ordered these and 2 spares from McMaster Carr and brought back with me from our recent trip to Florida.
A bit of a no brainer given the title of this section I guess!! A Tiller Arm.
These two quick screen grabs show the design I came up with using Autodesk Fusion 360 which I must say is my all time favorite design and drawing software of all time and in my case that is a LONG time!
You can see how the right side is the second half I mentioned and those four large bolts clamp the Tiller Arm to the 127mm/5” Rudder Post with the 20mm key that goes in the slot on the left side main body.
Turning on some hidden components you can see how the two Kobelt 7080 bi directional hydraulic cylinders with a bore of 76mm/3” ID and stroke of 305mm/12” provide plenty of torque as they push/pull the Tiller Arm which in turn rotates our big rudder up to 45 degrees to each side.
eXcessively massive, time consuming and expensive? Of course, this is an XPM! and the steering system is arguably the most important system on a passage maker so I’m delighted with such eXcess.
Each cylinder is connected to its own dedicated Kobelt/Accu-Steer HPU400 Hydraulic Power Unit. Dennis and I worked extensively with the great engineers at Kobelt to come up with this eXtremely robust steering system. We have designed it such that just one cylinder and one pump significantly exceed the steering requirements to safely steer the boat in even the most severe conditions.
There will be controls at each Helm station to allow us to select either Steering A or Steering B and our SOP Standard Operating Procedures will be to alternate using A and B for a week or so to ensure both systems are fully operable and being used equally. At any time for situations such as close quarter maneuvering we can have both pumps and both cylinders working at the same time which cuts our lock to lock rudder time in half.
In the unlikely event that both pumps and cylinders were to fail we then have a Kobelt 7005 manual hydraulic steering pump with wheel at the Main Helm. And if all of that were to somehow fail we then have an emergency tiller which can manually control the rudder.
Back to real time photos, the CNC machining is all happening in a building 2 blocks over from Naval Yachts here in the Antalya Free Zone at Tasot Waterjet Cutting Technology. They have a small warehouse filled with some of the most advanced metal cutting machines of every description and having the literally next door is one of the great advantages of building here in the Free Zone.
Here is the whole gang responsible for transforming my design into a very real aluminium Tiller Arm. From right to left, Yigit our XPM Project Manager, Hamdi Uysal CNC machinist, Ufuk Bekci Tasot Owner and Tuncay Mutlu Production Engineer
This is the 5 axis CNC machine in the middle of machining the body of the clamp block. Closer view of the Clamp Body with one side finished and ready to be flipped over to machine the other side. Hamdi proudly showing the finished Clamp Body. One half done, now on to the Tiller Arm Body. With one side of the main Tiller Arm body finished, roughing out the second side begins. Easy to see why this is called “subtractive manufacturing”. 3D printing is the opposite “additive manufacturing”. Here is a short little video I’ve put together to show you what this looks like in action.
I was too busy on Friday to get back to see the finished Tiller Arm body so I’ll show you that in next week’s update.
Meanwhile back at Naval Yachts, the Rudder is all finished and patiently waiting to be installed as Nihat and Uğur ae busy getting the 10mm thick walled 200mm ID Rudder Tube tacked in place as they prepare to insert the finished Rudder. Choosing a few relevant layers in the 3D model and using “ghost” mode this quick render will help you see how the various pars such as Rudder, Prop, steering cylinders and Tiller Arm fit together. This is in the aft end of the Workshop with the door out to the Swim Platform in the upper left.
In reality mode here is the Rudder Post Tube now tacked in place and just sticking up above the Rudder Shelf. Same Workshop to Swim Platform door on the upper left. Next week when the Rudder Post Tube is fully welded in place you’ll see the Rudder post sticking up through this tube with the Jefa self aligning needle bearings top and bottom and the Tiller Arm on top. Looking underneath the Rudder Shelf reveals the 25mm/1” thick AL brackets which tie the Rudder Post Tube to the stringers, frames and prop tunnel of the hull and make this all one integral hull assembly. Limber Holes or ”Mouse Holes” in the corners where these tube braces will be welded to the hull plates ensures that any water which finds its way in here can easily flow to the lowest point and be removed by the bilge pump and not trapped in these compartments.
PROP SHAFT & LOG MOUNTING
You may recall from an update a few weeks ago that the machined Aluminium tube, the one with the holes in it here, which the Nogva CPP prop shaft runs inside of, had been fitted into the larger aluminium prop tube that is part of the hull which you can see running up to the top left corner here.
See something new though?
What’s that Orange stuff in that little stubby bit of pipe? And what might this bit of kit be that is on the floor just below the prop shaft tubes? And what are they mixing up here? Some of you will recognize this quite universally used Chockfast Orange which is a special 2 part compound which is pumped in fill voids between two parts and rather permanently fasten them together once it hardens. After being thoroughly mixed with the hardener the syrupy Chockfast Orange is poured into the red tank you see in the photos above, the lid is bolted down and the tank is filled with compressed air.
Then a tube connects the bottom of the tank to the filler tube which is temporarily welded to the hole in the top of the hull’s prop shaft tube and the Chockfast flows into the 12mm/ 1/2’” space between the outside of the Nogva Prop Log tube and the larger inside diameter of the Hull’s larger welded in prop tube. Up inside the Engine Room, the other end of the prop tubes which have been precisely locked into position with this clamping jig and a tube has been inserted into the pipe that has been temporarily installed where the two tubes have been sealed off to stop the Chockfast from leaking out. A few minutes later the Chockfast has filled the entire void between the two tubes and exits out the tube. Several cupful’s are collected to make sure any entrapped air escapes and then the valve on the Chockfast tank is turned off and we leave this to fully cure in the next 48 hours. Once fully hardened the two tubes become essentially a single part and provides plenty of space for water to surround the spinning prop shaft at its center. With the Chockfast fully hardened the prop shaft was fitted again to double check the position of this red flange which will soon be bolted to the output flange of the Nogva CPP gearbox.
Where the prop shaft exits the prop log tube there will be a “dripless” seal that fits over the end of the prop tube and seals against the spinning prop shaft to keep all water where it belongs; in the sea and outside the boat! A close up view of the threaded push/pull Pitch rod which runs inside of the prop shaft. This rod threads into the Nogva gear box and is moved fore and aft by the Pitch Control lever at each Helm. As the rod moves fore/aft the four prop blades rotate in synch and changes the pitch to anything from neutral, forward or reverse and as more pitch is added the speed of the boat increases. All a very simple and mechanical system which gives us the ultimate prop, one that is perfectly pitched for any condition. At the propeller end of the prop tube, water exits out these holes drilled around the circumference of the machined end of the Nogva prop tube.
Next week the Cutlass Bearing which supports this aft end of the prop shaft will be press fit into place and the CPP prop and shaft assembly can be carefully slid in place for checking of the final fit as we prep for installing the Nogva CPP Servo gearbox. ELECTRICK GRILL One of the many items in that big crate you saw arriving from Florida last week was our Kenyan “Frontier” 220V electric grill that is part of our Outdoor Galley on the Aft Deck. We no sooner took the box out of the crate than Nihat and Uğur whisked it away and cut in the opening for the grill in the Starboard/Right Vent Box. Deciding to go all electric for this BBQ was part of our ability too make Möbius be a single fuel, all diesel boat. The other big part of this was going with an internal diesel engine in our Tender and I’ll have more for you on all of that in the coming weeks.
All the top surfaces of these two Vent Boxes on the Aft Deck will be countertops, probably using some of the left over turquoise granite from the Galley countertops. There will be a SS sink in the open space you see here in front of the grill.
Speaking of electrical, I only managed to catch a few shots of Hilmi and Okan’s progress with some of the wiring this week. Okan was busy in the Basement prepping these cable trays to be mounted on the ceiling which will be used to support those huge 120 mm2 / 5/0000 AWG red and black cables.
Cihan was also a busy boy this past week installing plumbing pieces for several different systems.
He has masterfully crafted these two manifolds for some of the Cold and Hot water systems for moving water from one of the six tanks to another as needed to adjust ballast as fuel is removed and others for getting water from the watermaker you saw last week, to each of these tanks. He has done a beautiful job of insulating all of these to increase efficiency of the DHW Domestic Hot Water lines and also keep the Cold water lines from absorbing ambient heat in the Workshop when we are in hotter tropical climates. Moving forward to the Basement, more of Cihan’s fine work this week was getting the dedicated Galley Water tank in place. This is probably more “eXcess” as we can hold as much as 7100L/1875USG of potable fresh water in our six integral tanks in the hull and we have the 190L/hr / 50USG/hr Delfin watermaker. However as you’ve read previously and often, we always design with our “Readiness for the Unexpected” in mind and this additional 200L/55 USG polypropylene Potable Water tank is one example. We will treat this similar to the Day Tank for our diesel fuel by keeping it full at all times and it will be plumbed to an independent faucet at the Galley sink.
Wonder what that shiny item sitting atop the Water tank is? Yet another bit of kit out of that crate from Florida, this is the manifolds for the three in-floor heating zones. To my eyes it is a beautiful work of art in its own right and is almost a shame it is down in the Basement where not too many eyes will see it. The top 3 red towers are flow meters which you adjust with the white knobs on the bottom. After some discussion, Yigit, Cihan and I decided this would be the best location for these manifolds, secure against the WT Bulkhead with the Guest Cabin on the other side. Supply of hot water enters on the top right and goes out to each of the 3 in-floor zones from the bottom of the Red upper manifold and then returns through the three fittings under the White knobs and back to the Domestic Hot Water system on the bottom right. Ball valves on all lines coming in and out and temperature gauges on both supply and return so I can monitor the difference.
Each zone has one of these 3 speed 1/25HP pumps on the supply side to keep the water circulating through the 15mm PEX lines embedded in the floors. In the foreground on the left is a Watts mixing valve plumbed into the floor heating water system to help manage the lower temperature water needed for in-floor heating which wants to run between 30-500C/85-1200 F.
In the background is the Azel I-Link three zone Pump Controller which is controlled by individual temperature sensors embedded in each cabin floor.
I’ll have more to show you as Cihan progresses with the installation.
My Beautiful Bride, aka Captain Christine is at the shipyard most days now and here she is going over the details for the cabinetry and fixtures in this Guest Cabin Head/Bathroom. Standing in the Guest Shower for this shot you can see that Omer has been practicing his cabinetmaking craft very well in this Head. With the Guest Cabin serving as her Office the majority of the time and with this Head being so close to the SuperSalon entrance and the aft Workshop, it will likely get more use than the Head in our Master Cabin so worth making sure it has the Goldilocks touch of being “just right, just for us”. Christine spent a LOT of time searching for this just right sink and finally found one and had it shipped to me in Cannes when I was helping out Naval at the boat show there back in October and I brought it back on the plane with me.
Raised platform in the back is where the VacuFlush toilet will rest at the Goldilocks height. Up in the SuperSalon Omur and Selim continue to make great progress. Here Omur is putting in the perimeter framing for the rigid foam insulation on each stair tread leading down into our Master Cabin. All the floors have 40mm/1.6” thick rigid foam board which the 15mm PEX tubing is embedded into and then some of that light weight poplar 10mm marine plywood covers that and the edges of the plywood attach to these epoxy coated solid wood frames. Opposite the stairs where Omur and Selim are working you can see how this white framing also provides the perfectly level foundation for all the cabinetry to mount to. By week’s end the wall boards were being fitted and will give you, and us, a better sense of how this room will look.
The large opening on the far right is for a 50” high def monitor which will serve double duty as both our primary entertainment screen for displaying movies, photos, web browsing, etc. However it is also on a 3 axis mount which enables us to pull it out and rotate it forward where it is perfectly aligned for viewing charts and boat data from the Main Helm chair when underway.
The large vertical openings on the far left will soon house two Vitrifrigo 130L/35USG fridges with doors opening from the center. The center cabinet is for two of Vitrifrigo’ s band new DRW70 70L/19 USG slide out drawer freezers which can double as fridges with a simple change of their thermostats.
Over in the Cabinetry Shop I happened to catch Omer as he was gluing up one of the Galley drawers and shot this sequence of shots for those of you who have been asking how the wood “biscuits” I’ve been mentioning work to align and strengthen the glued up wood joints.
You can see 2 biscuits with freshly applied glue on the right…. One of the drawer sides which has a matching grove for the biscuit is slid in place. Same thing for the opposite side. Two biscuits and some glue for the final drawer side. Thanks to the ingenious biscuit power tool which cuts all these grooves everything lines up just right. The biscuits are made from highly compressed wood fibres so as they soak up the glue they expand and make the joint even tighter and stronger. Rinse and Repeat the process and this collection of glued up drawer carcases starts to form. Once the glue dries plywood drawer bottoms slide into place and are glued and screwed in position to create very stable drawers which slide in and out on their ball bearing self closing slides with just a touch.
Remember that crate we build and filled with all sorts of parts and equipment that we were sourcing out of the US and arrived last Friday? Uğur helped me open it up and unpack it all this week. Literally hundreds of items inside from Milwaukee cordless tools for me to premium Belgium made pots and pans for Christine and then LOTS of parts for Möbius and they all made it on their flights from Miami to Antalya just fine. Two of Möbius’ items whose arrival we are most excited about are these two bright red beauties from Electrodyne. I have been working closely with the fabulous people at Electrodyne Inc. for well over a year to have them build these eXtremely heavy duty 250A 24V alternators for us which combined will put out almost 14kW. So when I say that we don’t have a generator onboard I guess that’s not entirely true?!
** WARNING: mini Tech Talk Ahead! Skip over if not interested
I’d known Electrodyne alternators since I was working as a HD construction mechanic in my youth and Electrodyne alternators were the ultimate choice for large construction and mining diggers, railroads, trucks, busses, emergency vehicles where they often ran 24/7 for weeks or months. They are literally built like tanks and each one weighs 40kg/90 lbs!
I’d initially worked with Pete Zinck until he retired early this year and turned things over to his Production Manager Dale Gould and who could not have been more helpful and responsive to my many Emails and requests.
What you are seeing in the photo above are two identical Electrodyne G250-24 models which are de-rated down to 250Amps @ 27.5V @ 3750RPM which would give each one a maximum output of almost 7kW (6.875) for a combined output of almost 14kW. However I will make the serpentine pulley ratios such that their max speed will be about 3200-3400 RPM for even longer life. Dale stripped these down for safer, and slightly lighter shipping and I have not had time to mount the HD steel wiring boxes which house all the wire connections you see here for the six large external direct AC output cables which then run over to the external rectifiers and regulators which I will mount outside the Engine Room with thermostatically controlled fans to ensure they are always running nice and cool and at maximum efficiency. I’ll cover all that in the coming weeks as I get these alternators installed on Mr. Gee our Gardner 6LXB and wired into the electrical system.
I had a list of key features I wanted for our dual XPM alternators running off our single main engine and I knew that it was going to be a challenge to find a company that would build these so with my long past experiences with their alternators I turned to Electrodyne and sure enough they were able to built in all the features I wanted, In addition to being rock solid, high output and lasting “forever”, perhaps the most significant features that I wanted were that they be brushless and I wanted them to have everything other than the rotating stator to be external. No built in regulators and no rectifiers. Why go to such extremes? In a work; HEAT, which is the largest factor in shortening an alternators output and lifespan. Rectifiers can produce more than half the total heat within an alternator so by removing these and going with industrial grade 3 phase bridge rectifiers I can reduce the internal head of the alternator by more than half AND control the heat of the rectifier bridges outside the ER and with their own fans. This also creates an alternator with only one moving part, the spinning rotor so MUCH better airflow through the alternator stator windings and rotor. The Goldilocks alternator for an XPM; consistent high output with low heat and low maintenance.
I will cover these Electrodyne beauties in much more detail in future posts here once I get them all assembled and installed but suffice it to say that I am VERY excited about getting these Electrodyne alternators installed and tested. Equally as exciting are the WakeSpeed 500 Advanced Regulators that were also in this same crate of equipment we unpacked this week and will be controlling and managing our two mighty Electrodyne alternators.
If this stuff interests you as much as it does me then please stay tuned and be sure to subscribe to the blog so you don’t miss any of the new articles as they go live.
OK, now back to our regular programming.
Mr. Gee Gets Naked!
Captain Christine is now working at the Naval Shipyard with me most days now as we make the final push to finish this build and bet Möbius and ourselves back were we belong; ON THE WATER!!
Amongst her many jobs Christine has literally rolled up her sleeves, donned her HD latex gloves and become Mr. Gee’s personal degreaser! Our Gardner 6LXB serial # is 196071 which means he emerged out of the Gardner and Sons building in Patricroft in Manchester England in February 1975 and was in constant use powering a tugboat in the Thames river everyday thereafter. After 45 years of such use we are giving Mr. Gee a serious bath to start his second life as our main engine in Möbius. To do so we have removed every single part, nut, bolt and cotter pin and have now removed pretty much every bit of grease and guck that has accumulated over his glorious 45 year past.
With all the other duties I’ve unexpectedly taken on here along with the regular demands of building a new boat I’ve not been able to get as much time as I had expected to attend to Mr. Gee’s needs but I am contributing more of late and managed to get this massive chrome molly (chromium molybdenum steel) crankshaft all cleaned up and returned to its original shiny self. This is Michael Harrison, the CEO of Gardner Marine Diesel Engines who continues to keep the Gardner name alive and very well. Michael was also the one who found Mr. Gee for us after a very long search for this completely original unrestored marine version 6LXB.
The Gardner 6LXB, and most Gardner engines for that matter are built with four primary building blocks:
Cast Aluminium Oil Pan
Cast aluminium Crankcase
Cast Iron Cylinder Block with pressed in dry liners
Dual cast iron heads
After one of several strip downs, I had reassembled all these major castings and had the exterior thoroughly sandblasted and then put on several coats of high temp silicone based primer.
Now stripped down naked once again and ready for the bath of his lifetime, Hakan helped me drag the bare cast aluminium crankcase outside. Armed with some super HD degreaser, lots of wire brushes and our newly acquired Bosch pressure washer, it was bath time! I had spent the previous 3 days scrubbing every nook and cranny with the degreaser and wire brushes so this final pressure wash took us back down to virgin raw aluminium throughout. I also wanted to be sure to blast out every oil gallery and hole to remove not only the old grease and grime but also any new particles that had climbed aboard during the sandblasting. And here is the result, a VERY clean Mr. Gee! This is the front end of the crankcase which will soon be filed with lots of sprockets and an eXtremely large double roller timing chain that drives everything from the camshaft to the PTO for one of those Electrodyne alternators to the water pump and fuel pump. Whew!! It is now late on Sunday night and I’m exhausted and so are you probably if you’ve made it this far!
Thanks so much for joining us, makes this adventure all the more exciting and rewarding to know you’re out there and along for the ride.
Do please add your comments, questions and suggestions in the “Join the Discussion” box below. Even though I am WOEFULLY behind in responding to those of you who have done so in the past 3 weeks. Rest assured I DO read them all and think about all you say and I will respond to each one in the next few days so thanks for your patience.
Wow! Surely my calendar is fooling me; December already? Another year winding down to a close? Where does the time go??!? I’ve long been fascinated by the dichotomy of how our sense of time past works where the same amount of time can seem to simultaneously much longer and much shorter. In the case of Möbius it seems like both yesterday and a lifetime ago when we first started this crazy idea of switching from sail to power for our future voyaging. Then we dove head first into the deep end of the crazy pool by deciding to design and build it from scratch and started this wild adventure we are now on.
Here are just a few examples of the kind of mental dichotomy that fascinates me; Last month we passed our two year anniversary of being here in Antalya, 612 days ago (April 6, 2018) the first shipment of aluminium CNC cut plate arrived and construction of the hull began and in a few days (Dec. 19, 2018) it will have been one year since we signed on with with Naval Yachts to build the fully finished boat with them and have it be the first “prototype” of their new line of eXtreme eXploration Passage Maker XPM boats. How is it possible that SO much has happened in SO little time?
Well, not to waste any more time, I will ponder and wonder that question for a long time to come but for now let’s get on with catching up on all the progress Team Möbius has made this past week of December 2-6, 2019.
Let’s start this week’s update with the electrical wiring. The cables referenced in this week’s title include these four black and red eXtreme beauties which carry the eXtremely high amp 24 volt current from the 1350A @24V house battery bank to the fore and aft DC distribution panels. As per their labeling, each of these cables is 120 mm2 which would equate to about half way between the American Wire Gauge or AWG of about 4.5/0000. By any measure these are huge and we are doubling these, two positive and two negative so that each pair carries half the amps. Why such eXtreme sizes? In short, Electrical efficiency such that we keep the voltage loss occurring on these long cable runs as low as possible, meaning that as much of the current that leaves the batteries arrives at the consumers on the other end. Our standard maximum voltage drop for all DC circuits is < 3% and for the main supply cables such as these, we keep it under 2% and hence the large cable size. Last week Hilmi ran the four cables from the Basement up to the Forepeak using the cable trays you see in the photos above and this week he ran the other set of cables up from the basement and along the cable trays under the side deck space flanking the SuperSalon you are seeing here and running back to the Aft DC Distribution Panel in the Workshop. Down in the Basement where the House Battery Banks are located we find this growing collection of different cables which now includes the four 120 mm2 Red/Black cables. We had ordered the negative cable in Yellow which is the preferred new ABYC standard to help differentiate the DC negative from Black AC wires but this large size cable is difficult to find and the Yellow jacketed version wasn’t available for several months so we went with Black and will add extra labels along each cable run to maintain clarity. Not that anyone would likely confuse these huge cables for anything but high amp DC, but you can never be too careful when it comes to all things electric.
The two House Battery Bank bays which as you can see here are integral parts of the framing of the hull straddling the 25mm / 1” thick Keel Bar which is what the floors of these two bays are setting upon. Nihat has been welding in the side framing which will hold the composite containment boxes in place and bolting these floors to the hull. Even though all our batteries are fully sealed AGM type batteries with no actual fluid in them, we are building composite containment boxes to add an eXtra layer of safety to cover any possibility of a leak in one of the batteries. The L-bar frames hold the base of the batteries in place and then there will be a separate frame that wraps around the tops of the batteries and clamps them down to the hull so they can not move even in the unlikely event of a full 360 degree roll.
Uğur and Nihat continued their work on fabricating the framing for the glass and acrylic windows up in the SkyBridge. They have all the L-bar tacked in place that will provide the frames for gluing in the lower glass “eyebrow” windows and then started to weld in the flat bar on top to create the window ledges for the upper removable acrylic sheet windows.
Note the large vent seen in the foreground here. This will have a large mist elimination grill in front of it before all the fresh breezes flow down into overhead diffusers in the SuperSalon.
The front three 380W solar panels attach to a frame which sets just inside the upper angled edge of the space in front of this vent opening and hinges along the upper edge of the vent frame. This hinged frame of solar panels allows us to lower its front edge down onto the aluminium roof panel and seal off this space when we are on passages and then unclip it and raise it to its horizontal position which creates a huge wind tunnel to capture all the breezes coming from the bow when we are at anchor and funnel them all to this big vent and down into the SuperSalon. The flat bar window sills were slot welded to the tops of the L-Bar glass window frames and then ground flush and invisible. The angled support you see on the far right here is the articulated support post that is put in place when the roof needs to be folded down into either Cyclone or Canal mode. Most of the time it is removed and stored in Workshop. The front four support posts for the roof are attached with these bolt on flanges so they can be removed prior to folding down the roof. Same bolt on flanges are mounted vertically where these four posts attach to the the roof frame.
Both of the Cabinetry teams continued to make great progress on their respective cabinetry work for the Galley and the Guest Cabin areas so let’s go check in with them.
The spacious SuperSalon is difficult to capture well with photos but perhaps these two panorama shots will help. This one shot standing in very front where the Helm Chair will be looking Aft.
Click to enlarge any photo. Shot standing on the stairs up to the Aft Deck looking forward. Obviously very distorted views but when combined with the regular photos I hope it helps you visualise this truly Super space. Switching back to normal photo mode AND sparing no expense we have brought Chef Christine aboard to inspect her rapidly evolving Galley. Testing out a simulated pot stirring position where the induction cook top will soon be installed, the Chef seems to approve. Omur and Selim spent much of the week painstakingly fitting the Gull Wing door Garages into the Galley cabinets. With mitred corners and being recessed into the countertops requires very exacting dimensions along all three X,Y and Z axis in order for it all to work and for these Garages to be able to slide into their final position. And when they do, it looks abfab!
For those wondering, the Garages are “floating” above the countertops to allow for the 20mm/ 3/4” thick granite countertops. eXacting is what Naval’s Cabinetmakers eXcel at and here is another example as Omur (left) and Selim try out different sheets from the flitches of Rosewood we’ve purchased. When the thin sheets are sliced off the solid slab of Rosewood they are laid together in in the sequence as they come off so each sheet is different but matched with the one before and after. Omur has brought a series of these sheets onboard and is now trying out each one to find the Goldilocks match with the sheet on the right which forms the back of the dining settee. Selim and Omur also fitted the armrest end of the dining Settee. The top will be padded and upholstered and there will be a door in the Rosewood outer side to provide access to one of the electrical panels that will be housed inside.
LOTS of storage space below and behind the seats as you can see. Opposite the Settee on the far right here, Selim has removed the top of the cabinet for the two side by side freezer drawers and taken it back to the Cabinetry Workshop. Once he has these solid edges attached and trimmed flush, he will take it over to the big veneer press and apply the veneer sheets he and Omur have so carefully chosen. Over on the other side of the Cabinetry Workshop, Omer, perfectly framed by this cut out in the wall panel that goes on the outboard side of the stairs leading down into the Master Cabin, has been making great progress on the complex little cabinet for the sink in the Guest Head/Bathroom.
We’ve made quite a few changes to this early rendering of the Guest Head and my apologies for not having an updated render to show you but if you do a mirror flip of this render in your head (sorry) you’ll be close to the new layout. Omer is demonstrating how the countertop with the sink setting atop the right end will appear to float above the cabinet below and if your mental gymnastics worked well, the image in your head should augment the reality you’re seeing here. Earlier in the week it looked like this with the sink area on the left and the L-shaped that runs down the side of the Head and then wraps around to create a handy shelf behind the VacuFlush toilet similar to what you can see in the original render above. A good example of how the solid Rosewood is glued up to create the large radius corners and the sink surround edges. Which soon looks like this as Omer turns his attention to the veneer he has chosen for the wrap around countertops. He has also fabricated these two large radius corner posts for the cabinet below the sink. Which he is gluing up here. Closeup of those large radius corner posts now glued with reinforcing biscuits into the completed under sink cabinet. Here is how the countertop and sink cabinet will fit together.
Mr. Geeeeee gets a Beautiful New Mechanic!
Mr. Gee as we affectionately call our mighty Gardner 6LXB engine has also been getting some much needed time and attention the past few weeks so let’s catch you up on that. Since she returned from her short sojourn in Spain two weeks ago, Captain Christine has added new title to her already long list by becoming Mr. Gee’s new mechanic! With Commodore Barney thankfully supervising very closely. Currently Mr. Gee more closely resembles Humpty Dumpty as he is all in pieces again after being put together briefly for a complete sandblasting of all his external parts. Now we are busy cleaning up all the internal parts which have accumulated over the 50 years of his previous life in powering a tugboat on the Thames River in England. Christine has these valve lifter assemblies all cleaned up and ready for their new life as the heartbeat in Möbius. Looking back a few weeks, this is what Mr. Gee looked like after giving him a very thorough sandblasting and several coats of high temperature silicone based primer.
Ruby the Wonderdog on the left and Barney the Yorkshire Terror always on duty supervising every step of the way. Loosing his head, two cast iron ones in fact, each of which must weigh at least 70kg/150lbs, next up for removal is the cast iron cylinder block sitting on top here. I had previously removed the old cylinder liners and had new ones pressed in and machined to finished size so they are all ready for their equally new pistons and rings.
One of the great things about these Gardner engines and what makes them surprisingly viable for reuse is that while complete engines are no longer being manufactured almost every part is still being made and available from Gardner Marine Diesel which carries on the Gardner name and heartbeat. So with the exception of the primary castings such as the cylinder block, crankcase, and crankshaft I was able to buy every other part new from pistons and rings, to every bearing, every gasket, fuel injectors, etc. Once Christine and I have him fully scrubbed clean we begin to put Humpty Dumpty back together again and bring Mr. Gee back to his original glory or better.
I have Mr. Gee fully disassembled for about the fourth and hopefully final time since I first picked him up in England two years ago. Here he is stripped down to just his all cast aluminium crankcase. Next week I’ll take him outside for a thorough de-greasing and pressure washing to flush out every nook and cranny to get rid of all the accumulated oil sludge and the sandblasting sand that has crept inside.
Yesterday I tackled the truly massive crankshaft by scrubbing every surface and all the internal oil galleries with degreasing liquid and LOTS of paper towels. Old on the right, partially cleaned on the left. About 3/4 clean now before getting a good pressure wash and some new fibre discs in the torsional damper on the left end.
Visible below the crankshaft is the Cast Iron cylinder block with its new liners and ready for its equally thorough cleaning and prep for reassembly. Old meets new!
The shiny new aluminium ring I’m holding in front of Mr. Gee’s massive marine flywheel is the outer Centamax ring that transfers Mr. Gee’s rotational torque of the spinning flywheel to the Nogva CPP input shaft. Easy to see how simple this Centamax flex coupling is with the outer aluminium ring’s fingers fitting tightly into the matching grooves in the thick rubber disc bolted to the Nogva’s input shaft. The grey cast aluminum housing on the left is off Mr. Gee and mates perfectly to the the matching SAE bolt pattern on the red Nogva servo box. Fortunately for me, the Society of Automotive Engineers or SAE began creating standards for things such as threads and bolt hole patterns back in 1905 and are still being used to this day quite universally and ubiquitously in the manufacturing world globally. Gardner and Sons Ltd. was founded in 1868 and began building engines in 1895 and so they were amongst the very first to adopt SAE standards for their engines. Sound boring? Well not to me! Our union of old and new provides a great example of why such standards matter an enable me to simply bolt our almost 50 year old Gardner 6LXB engine to our brand new Nogva CPP using in this case the SAE14 bolt hole pattern to fasten the new Nogva/Centamax ring to the Gardner’s flywheel. Michael Harrison now runs Gardner Marine Diesel after his Dad retired after working for Gardner and Sons Ltd for most of his working life and then started Gardner Marine Diesel when he bought the entire inventory and much of the machinery when Gardner and Sons closed shop in the early 1990’s. Michael not only found Mr. Gee for us when he was being removed from that tugboat so they could upgrade the tug to the more powerful 8LXB for the tugs newly upgraded job requirements, but he also found this original solid steel marine flywheel “blank”. Next week this flywheel will be machined with the SAE14 bolt pattern on this outer face so I can bolt the Nogva/Centamax ring to it prior to mating the Gardner with the Nogva and lifting them into their new home in Möbius’ Engine Room for the first time. Just a wee bit eXcited about that and so stay tuned for more in the coming Weekly Progress Updates.
But WAIT! There’s more!
NEW ARRIVALS @ Naval Yachts
Remember that crate Christine & I built when we were back in Florida last month? and then filled with the many, many, many parts which we had been ordering and sending to our Florida addresses? And then trucked down to Miami to have it air freighted over to Naval Yachts?
Well, it showed up here on Friday! We’ll have great fun unpacking it and showing you all the contents next week.
But WAIT there’s even mooooooooooore!!!
Look what else showed up on Friday!!
Can you guess what’s inside THIS crate and why our brilliant interior designer Yesim is almost as excited as we are about it? This should help you guess? Do Hakan and Yesim help you get your guesses warmer? Or a peek inside perhaps? Good Guess!! It is our eXquisite Galley countertops which have all be cut from this slab of Turquoise granite at Stoneline. It arrived at the end of the day on Friday so we only had time for a quick inspection and we’ll show you much more as it gets installed in the coming weeks. But we were able to see the bullnose rounded edges and some of the other details and can’t wait to inspect it fully tomorrow. and I promise it is the LAST time for this week but ……………………………………
WAIT! There is just ONE more HUGEY thing to show you………………………………
Christine and I regard ourselves as two of the most fortunate people on the planet because we are surrounded by the most awemazing friends who, in addition to being very good friends, also have talents you just wouldn’t believe. One of dearest friends and most talented artists we know is pictured below, the one and only Sherry Cooper.
Sherry and I first met back in 1981 when she and her husband Rick arrived in Baden Baden Germany where I was living at the time. I was a High School teacher for the Canadian Air Force jet fighter base there and Rick joined us from his English teaching gig in Vancouver BC. In addition to teaching there for the next three years we all traveled extensively throughout Europe, Africa and beyond and our friendship continued to grow ever since.
And I am I telling you this because??
Because Sherry agreed to put her incredible artistic talents to work and design the patterns for those two plate glass walls that form the corner of our Master Cabin shower that you may recall seeing in some of the early renderings of the Master Cabin.
Plain clear glass just wouldn’t fit with the eXtreme beauty aboard Möbius now would it? Plus, unlike me, Christine has a modicum of privacy and wasn’t thrilled by the idea of being on such a well lit stage when she was showering. So we came up with the idea of having the glass etched with some fun and beautiful pattern. But where would we find such a pattern?
Ha! Easy peasy as some of my Canadian friends might say, we mentioned it to Sherry on one of our visits and she delighted us by jumping at the chance to be so involved with the creation of our new home. Several meetings and lots of Emails later we evolved the idea of having a theme that would involve some of the art and imagery of the Aboriginal Peoples of Möbius’ Home Port of Victoria BC. The term “Aboriginal” refers to the first inhabitants of Canada, and includes First Nations, Inuit, and Métis peoples. This term came into popular usage in Canadian contexts after 1982, when Section 35 of the Canadian Constitution defined the term as such.
Then we asked Sherry if it might be possible to incorporate some pictures we so vividly recalled from her prodigious photography work of some otherworldly reflective waters where she and Rick have their boat near Gambier Island? Of course she said!
My apologies to you Sherry for this amateurish picture of your pictures, but really people, can you believe that these are untouched photos Sherry took when she spotted these patterns being reflected in the water as Rick was docking their boat??!!!
So what did Sherry come up with?
Check out what we awoke to find in our Email inbox this morning!
We will now be having one of these images etched into each of the two plate glass shower walls and can’t wait to show you the results when they are done and installed in the Master Cabin.
You are AWEMAZING Sherry! Thanks and just let us know when you are flying over to come see your work on display inside Möbius!
OK, as promised that is finally it for this week’s update. See what I mean about that conundrum of time? How could so much happen in so little time? But it did and I have the photos above to prove it!
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Thanks so much for taking the time to join us on this week’s adventure and PLEASE do be encouraged to add your questions, comments and suggestions in the “Join the Discussion” box below.
It has been Thanksgiving week for all our American friends and family back in the USA and while Christine and I are far away and Canadian Thanksgiving was over a month ago, we will take any opportunity to remind ourselves just how many things we have to be thankful for. Working on XPM78-01 Möbius this past week here at Naval Yachts has been filled with many such reminders that I’ll show you in this Progress Update. What I am personally most thankful for thought is that my Beautiful Bride and Captain Christine is now finally back in my arms after spending a week in Spain where she was doing some boat and pet sitting for some very dear friends who have their boat enjoying a lovely little marina for the winter in Sant Carles de la Ràpita which is about 3 hours drive SW of Barcelona.
But I”m sure you are much more interested in all those many other things we have to be thankful for this pas week onboard Möbius so let’s go check all those out.
I’ll let Cabinetry work take the lead this week for a change which is easy to do given all the progress those two teams made this past week.
Some of you have been asking how all those mesmerizing swirling grain patterns in the Rosewood are all so beautifully aligned and flow across the different cabinetry components and this shows you one way this is done.
Omer has picked out a series of matching slices of Rosewood from the stack you see above, carefully aligned them into this series and temporarily taped them together. Next he lays one of the long vertical pieces for the doors and walls in the Guest Shower and Head/Toilet area on top of these strips and uses the edge to guide his razor knife to crosscut the piece of veneer a bit larger than the board it will soon be glued to. After a short trip to the big heated veneer press, the board is ready for its solid wood edges and further machining. In a case such as this piece, the bottom side has Rosewood veneer and the top surface has Beech laminated to them and then the edges and corners are machined with their respective radius, dados/grooves, and rabbets. The result?
This kind of matching grain patterns flowing horizontally across multiple pieces and around corners.
In case you don’t recognize it, this is the Guest Shower you are looking into with the Guest Cabin to the left and the WT door into the Workshop/ER on the far right. The shower door itself will be all glass in this case. Standing in the Shower and looking across the entryway to the Guest Cabin is another example of the matching grain patterns on this outer wall of the Guest Head in the corridor leading up the stairs to the SuperSalon. From the same spot just rotating counter clockwise to Port/Left side of the hull a bit you can see how my “clean workbench” and Office area is shaping up with lots of storage areas above and below the workbench.
Dual Fridge cabinet with more examples of the matching Rosewood is at the top of the stairs. This is what you’ll see coming down those stairs from the SuperSalon looking aft into the Workshop/Engine Room with the Workbench/Office along the hull on the right and Shower/Head on the left. The cut outs in the upper half of each wall are where the padded light gray leather panels will go with the Blue Horizon line and handhold separating the upper leather and the lower Rosewood. This is a rendered approximation of what this Workbench/Office area will look like when finished. For one final perspective I scrambled up the stairs into the SuperSalon and put the camera down on floor level looking Aft to catch this view of the Fridge cabinet on the right and the inside peninsula cabinet of the Galley on the left. You can see my workbench/Office area in the distant background between the stairs and the Fridge cabinet. Next door to the shipyard is Naval’s Cabinetry workshop and over there we find Omur and Selim continuing to make good progress on the smaller cabinets which run along the back edge of all the countertops. I refer to these as the “Garages”. This render looking over the Galley to the Stbd/Right side windows lets you see how these Garages are mounted on top of the rear edges of all the marble countertops. This bird’s eye view shows how there are four banks of these Garages surrounding the Galley providing a lot of super convenient storage at your fingertips. Note that the depth of these Garages are all different to provide different amounts of countertop area in front of them and different sizes to each Garage that can be maximized for their contents. One of the keys to make these Garages super efficient is to make access super quick and easy and so we have created these “gull wing doors” work like this with the top and front surfaces being made into a single piece that hinges at the back and latches at the bottom. There are small gas assist cylinders inside so you just lift the latch and the door swing up and out of the way. I’m quite a car buff and part of the inspiration for this door design comes from one of my all time favorite cars, the 1956 Mercedes Gull Wing 300SL Roadster. I couldn’t ever afford this model but at one time I had two of the sister 190SL’s I brought back with me from living in Germany in the 80’s. My grizzled hand and the spray can provide a sense of scale of this set of Garages which go along the the countertop that runs athwartships/side to side, with the dining settee behind and the Stbd/Right windows on the right end.
This is the long bank of Garages running along the Stbd/Right side with their back edges up against the window glass. Selim putting the solid Rosewood edges on one of the Gull Wing Doors with the bank of Garages in front that run along the windows on the aft end of the Galley. Omur has three of the four banks of Garages laid out on this platform as they will be placed in the Galley so he can cut the very complex set of angles for the mitered ends where two banks intersect. The bank on the floor on the far right fits into the spot where Omur is standing. The bottom corner here is where the Aft on the left and Stbd Side windows on the right meet and the short bank of on the right side of the platform is the one with the dining settee behind (to the right) of it.
Looking from the other side now that Omur has this corner miter roughed in you can see how the bank of Garages will connect to each other. The short bank on the left is again the one with the settee behind it on the far left side.
Once all these banks of Garages have been fully fitted into the boat they will come back here to have all the Rosewood veneer applied to their outer surfaces and have all their solid edges machined with their radius corners.
Cihan continues his progress with things like getting the Day Tank fitted on the Stbd/Right side of the Engine Room Enclosure so he can now start running all the diesel fuel lines going in and out of this Day Tank.
He has also been running more lines along the sides of the hull such as the Chiller lines wrapped in black EPDM insulation on the bottom here, clear water lines above them and then hot and cold supply lines running up vertically on the far right where they then run across the ceiling over to the other side.
As each new section of plumbing is installed it is checked for leaks with compressed air and this pressure gauge. Doing this testing at steps along the installation process is more time consuming but makes it much easier to find any leaks that might show up rather than waiting till the whole circuit is installed and having to track down any leaks along the whole run. In the Forepeak up at the other end of the boat Cihan was busy installing the second Black Water (sewage) Holding tank with the VacuFlush Vacuum Generators underneath.
These Dometic BW Holding tanks are a very complete BW Holding Tank system with the diaphragm pump on the right for pumping BW over to the exiting Sea Chest barely visible on the far right end of the tank by the black/red wires and a second independent exit for a shore side pump out connection in the center with the white/green sanitation hose connected. Well designed with all hoses coming in/out of the top only so there are not any hoses that retain sewage when not being used. The black cylinder on the far top edge is a vent line filter and the round disc to the right of this is a vacuum release valve which prevents high volume shore side pump out stations from collapsing the tank sides with too high a vacuum inside the tank. And on the left middle those wires are for three float gauges that connect to green/amber/red lights for empty/mid/full indicators. We will also install a digital tank level sensor using Maretron submersible pressure sensors that put the precise tank level information onto the NMEA2000 network so we can see and display that data on any monitor throughout the boat or on our phones and tablets.
These 150L/40 USG holding tanks can weigh up to 160kg/350 lbs so they need to be very well supported and you can see how Cihan has welded in T-bars under the reinforced bottom stringers molded into these Dometic BW tanks.
These T-bars are further strengthened with the AL plate he welded in to mount these two diaphragm low water Bilge pumps. And the space under the BW holding tank provides a nicely sheltered home for the VacuFlush Vacuum Generator.
While it may look like Hilmi is laying down on the job he and Okan are actually hard at work putting in this DC junction box for lighting up in the SuperSalon and forward Master Cabin. This is located on the right side of the stairs going down into the Master Cabin where the 43” monitor will later be installed. Just roughed in here but you can already see that Hilmi does very neat and well detailed wiring of all our electrical systems and is now taking full advantage of all those cable trays he installed a few months ago. Looking aft from that Junction box you can see one of the many benefits of this design with all this volume running down both sides of the SuperSalon where the side decks run overtop. These volumes provide unprecedented space that makes installation and future maintenance a breeze as well as providing areas for mounting equipment we want to keep out of the way such as the AC Chiller Air Handlers. More of Hilmi’s handiwork is seen here along the Stbd/Right hull in the Master Cabin where he has now installed the four massive Red/Black cables that bring all the 24V DC current up to the Forepeak to run things such as the Bow Thruster, Windlass and Kedging Winch. Each of these cables are120 mm2 / 4/0000 to ensure less than 2.5% voltage drop from the batteries. For those wondering, these high amperage cables are purposely twisted to help reduce the magnetic fields that are created around each cable whenever current is flowing. The direction of these circular magnetic fields is in one direction for the red positive cable and the opposite direction for the current flowing the other way in the black negative cables so twisting them slightly like you see here helps cancel the magnetic field out.
Why do we care?
Magnetic fields can negatively affect things like compasses and more so interfere with current flowing in other nearby wires so as you can see we also keep these high amp DC cables in their own cable trays mounted as far away from other wires such as AC lines and then we keep data carrying cables even further away and over on the opposite side of the boat wherever possible.
Uğur and Nihat are relentless in their pursuit of completing more and more of the seemingly endless list of aluminium work to be done and this week was no exception as they finished dialing in the prop tube and started working on the aluminium framing for the glass surrounding the SkyBridge coamings. Let’s go check it out.
Using all the measurement tools available from low tech string lines and tape measures to laser levels and dial indicators, the prop tube was brought into full alignment in preparation for being permanently attached to the hull.
Here Uğur is getting a line representing the centerline of the rudder post precisely positioned so measurements can be taken from that to other parts of the CPP propeller, prop shaft and keel. Nihat is sitting directly above Uğur inside the very aft end of the Workshop adjusting the position of this centerline extending down through the hole where the rudder post bearings will mount. Using these reference lines they were then able to move the inner Nogva CPP prop log tube with precise and tiny increments by tightening and loosening these four screws to move the tube up/down and left/right until it was in just the right position and then do the same at the other end inside the Engine Room where this tube and the prop shaft enter.
The vertical pipe on top is where the epoxy like ChockFast liquid will be pumped into the space inside between the two tubes and once it is fully filled will be left to harden and lock the whole assembly into one solid component for the prop shaft to run inside. Now we wait for the ChockFast to arrive for the next stage.
Next up they started to remount the workbenches and shelves that run the full length of both sides of the Workshop. Just the lower shelf has been installed on the right to give more room for Cihan to finish plumbing the Day Tank, Chiller pipes and other lines on this side.
But you can see how the Workbench and shelves will look the same on the opposite side. Moving up to the WT door leading into the Workshop from the Guest Cabin area to get this shot looking aft to give a better sense of just how much shelf and workbench area these provide. The big new job they started this week though was putting in the AL framing for the clear glass “eyebrow” that runs around all four sides of the SkyBridge. This raises the height of these partial walls or coamings from about knee level to almost waist level for greater safety but without affecting the 360 degree views when looking out. At the four corners up front there will be tubular supports to both support the forward end of the SkyBridge roof as well as provide frames for the acrylic sheet windows. First job was to tack the lower socket portion of these pipes in place atop the flat tops of the front AL coaming. The framing for the glass panels which will be glued in place with industrial glass adhesive similar to what is used in building high rise glass sided buildings, is fabricated from L-bar so that was tacked in place next. It is important that the top surface of the glass frames are perfectly level and on the same plane as this will also be the surface that supports the roof when it is lowered down into “cyclone” or “canal” mode and the laser level makes that very easy. They are a well oiled team and they quickly worked their way around the whole perimeter tacking the L-bar in place.
More to follow next week so stay tuned!
But WAIT! There’s more!
Several surprise guests showed up and added to the things we have to be thankful for.
First was this crate which Yigit is busy removing the top from.
Any guesses as to what’s inside???? Some of you will know immediately when you see this and for those not familiar these three white tubes are the membranes for our watermaker. Underneath is this beauty, the heart and soul of the watermaker containing most of the other components such as the high pressure water pump, the pre filters and the gauges for low and high pressure as well as salinity and product water (pure H2O) flow rate. Back side has the insulated high pressure lines carrying the seawater into and out of the high pressure pump and you can se one of the filter housings on the left end. Not too heavy so quite easy to bring all the components up the stairs and into the Workshop. The watermaker will actually go directly opposite of here but as you saw earlier, that workbench isn’t installed yet so we set all the components on this side just to check out the fit on the workbench.
The 3 membrane tubes will mount up on the wall behind the WM and on the far right is the remotely mounted low pressure feed pump which brings sea water out of the Sea Chest into the High Pressure pump.
Hard to see but the main control station box is wrapped up on the far left side.
I was delighted to be able to source this watermaker from a Turkish Company just north of us as one of my very best friends and fellow liveaboard cruiser had great experience with the watermaker he got from them last year for his boat. The key thing with Watermakers for me is that ALL the components be “generic” off the shelf items rather than proprietary ones as this makes it so much easier to find replacement parts anywhere in the world as needed over the years. Fortunately Watermakers have gone this way and everything from pumps to membranes to switches and gauges are all industry standard items that can be found almost anywhere.
For those interested in some of the technical details, this is a Delfin “Maxi 4500” and some of its specs are:
Ceramic piston high pressure pump
Powder coated aluminium frame
316L SS high pressure control valve
316L SS by-pass valve
316L SS low and high pressure gauge
Fresh water flow meter
Sea water flow meter
Low pressure switch
FRP membrane housing
316 SS high pressure fittings
25&5 micron pre-filter
Manual fresh water flush
Operation time indicator
Automatic salinity monitoring and bad product rejection
The pumps are all 220V AC and the membranes are standard 2.5” x 40” size which produce 190 L/50 USG per hour.
It was also important to me that our watermaker be all manual rather than all automated. We are eXtremely dependent upon our watermaker for both potable/drinking water as well as all our domestic water and water we will need to produce during passages to use as ballast to replace the weight of the fuel as it is used. This added to the challenge of finding the just right watermaker because the trend has long been to make these more and more fully automated where you just “set it and forget it”. No thanks, I’d much rather start up and shut down our watermaker each time so I know for sure how it is working and can adjust it for optimum output and operation as sea temperature and salinity change and require different settings.
But WAIT! There’s still MORE!
Hilmi, our electrical whiz, came and asked me to come off the boat with him to check out the new pallet of equipment that had just arrived.
Which turned out to be THIS pallet full of beautiful blue Victron boxes!
I will go over this in MUCH more detail in the coming weeks but at the risk of causing some serious drooling by some of you, I’ll just leave you with the following photos of what’s inside some of these boxes………….
And so that’s the week that was Nov. 25 to 29, 2019 here on Project Goldilocks with Team Möbius.
Thanks SO much for taking the time to join us and PLEASE be encouraged to put your questions and suggestions into the “Join the Discussion” box below.