The start of our marine based circumnavigation of this awemazing planet of ours will have to wait for a few more months but yesterday (Saturday Jan 23, 2021) marked the completion of my 68th circumnavigation of the sun and I’ve already got my 69th off to a great start.
I had a marvelous birthday yesterday by being able to do what I love most, build things with my hands, with the person I love most as well as receiving an overwhelming number of B’day best wishes from so many friends and family I am so fortunate to have in my life.
Christine and I spent the day at Naval Yachts working on our Tender and were delighted to be able to fully install our Castoldi 224 DD jet drive and Yanmar 4JH4 TE 110HP diesel inboard engine which was another great milestone for us to hit and she is now well enough done for us to load onto the Aft Deck of Möbius before we Launch. Just as we were finishing putting the Yanmar in place Dincer and Baris showed up with a delicious strawberry B’day cake which was a delightful surprise and made my day all the more special.
Team Möbius also hit several other major milestones this past week so grab your favorite beverage and comfy chair and let’s jump right into this week’s Progress Update Show & Tell.
PAINT MY BOTTOM!
Perhaps the biggest milestone this past week was the start of putting on our “bottom paint” which is the only paint there will be on Möbius as all other aluminium surfaces are being left in their beautiful Silver “raw” aluminium state for minimal maintenance and the “all business” work/commercial/military esthetic we want for the exterior of XPM78-01 Möbius.
However for the same low maintenance reasons, the situation is reversed for all the aluminium surfaces that are below the Waterline WL which will be painted with 5 coats of Epoxy Primers and then some top coasts of International InterSleek 1100SR which is a silicone based Foul Release type of Bottom Paint.
The final bit of preparation of the hull was done by Nihat who finished up with what should be the final bit of aluminium welding when he welded on the threaded attachment discs for the ten zinc anodes that will be bolted onto the hull after it is all painted.
These zinc discs are how we protect all the various dissimilar metals on Möbius which range from Stainless Steel, to Bronze to Aluminium and several others, from Galvanic Corrosion which is what occurs when two or more dissimilar metals are immersed in an electrolyte such as sea water.
Referred to as “sacrificial” anodes Zinc is one of the least “Noble” of metals and so it will ‘sacrifice’ itself by corroding first and thus protecting the other metals. As these Zincs wear away with corrosion they are easy to replace with new ones.
Zincs come in all shapes and sizes and we’ve decided to go with the more streamlined round disc shaped ones so Uğur quickly made up ten of these 80mm/” 3 diameter discs of 20mm / 3/4” thick AL and then welded them along the length of the hull.
This one will help protect the Rudder and its shaft.
BTW, the oval plate you see tacked in place near the leading edge of the Rudder is for the through hole in the Rudder which allows us to much more easily remove the prop shaft should that ever be neccessary by turning the Rudder hard over and letting the prop shaft slide through it so there is no need to remove the Rudder.
The tacked on plates covering this hole on either side allow the paint crew can cover this with Epoxy filler and create a smooth sleek shape to the Rudder for maximum performance.
Two more, one on either side, of the Keel and Prop Shaft Skeg and then six more matched pairs along the length of the hull up to just aft of the Bow Thruster tunnels at the Bow.
First order of business for the Paint Crew was to fully “tent” the bottom of the hull with plastic sheets. This is both to keep dust out from other work going on in the shipyard and keep in any overspray when they are spraying on the Bottom Paint.
The other reason for the tenting is to control the temperature and humidity of the hull which is done by this air heating system that is sealed onto the plastic tent sides.
We have been having a bit of a cold snap the past week here in Antalya with night time temps dipping down to 4C / 38F so we needed to bring the temperature of the AL hull up to < 15C / 60F for painting and filling. Getting warmer, just a few more degrees to go.
Plastic all taped down to the concrete floors to seal everything in/out and it was paint time!
Azad, standing on the Left is Naval’s Master Painter and Ali on the Right and Mehmet kneeling on the Left round out our Paint Crew who where meeting here to go over the painting application process.
You learn the hard way that it is not advisable to mix various different brands of paint so everything from the first coat of etching primer to the filler and the final InterSleek 100SR Topcoat is all from International Paints. I have had excellent success with International paint on our previous boat so I wanted to continue to “go with what you know” for critical things like Bottom Paint.
As you may recall, Ali and Mehmet had spent all last week sanding down all the AL hull surfaces to remove the AL oxide that naturally forms on raw AL and they gave it all a quick light sand, wiped it all down with acetone thinners and clean white rags and Möbius was ready to have her Bottom painted!
I prefer rolling on the primer rather than spraying as I think it improves the critical initial adhesion. All the welds will be filled and sanded so as to create a completely smooth surface for minimal resistance when slithering through the sea.
So these areas received the first coat of White InterPrime 820 which is a high performance, high build epoxy primer specifically formulated for underwater Al surfaces that will have epoxy filler applied on top.
Once all the welds and other areas that will have Epoxy filter applied were covered in the White 820 primer, Ali & Mehmet rolled on the Bronze coloured InterPrime 450 which is optimized for maximum water barrier and long term anticorrosive protection.
And in just a few hours they had all the AL underwater surfaces fully covered with their first coat of Epoxy primer.
Once they had all the AL covered with the initial coat of Epoxy primers, they could start mixing up the epoxy filler and smooth that onto all the welds to create smooth hydrodynamic surfaces for the water to flow over.
Mehmet and Ali have painted and filled a LOT of boats so they are eXtremely fast and efficient at applying this first coat of filler.
This first coat provides the majority of the filler needed to smooth out all the welds and then after it is fully hardened they will take their long boards and orbital sanders to smooth out all the surfaces and add any more filler needed to make each surface perfectly smooth. Having smooth flat and curved surfaces not only makes the hull much more slippery, it also makes it easiest for us to clean when we dive the boat every few months to wipe off any growth that has formed from sitting at anchor for long periods.
In this photo we can see two good examples of this such as the exit from the Bow Thruster tunnel and the nicely coved welds between the thick Keel Bar and the hull plates on the very bottom.
Clean water flow over the CPP propeller and the Rudder are two other eXtremely important areas so all the welds and transitions receive a good coating of filler so they can be sanded into smooth gentle curves for the final paint to go on top.
Be sure to join us here next week when the sanding, filling and primer continues.
With their work done outside the boat, Nihat and Uğur moved inside to build and install the Emergency Tiller. This is another one of those bits of kit that we hope never to use but are always glad to have just in case.
I designed the whole Tiller Arm to be eXtremely simple and eXtremely robust so you can see how the Tiller Arm itself has been machined from a single solid block of aluminium which clamps around the 127mm / 5” OD AL Rudder Shaft. We extended the top of the Rudder Shaft up above the Tiller Arm and milled a large 80mm / 3” hole in it for a 2.3m / 7.5ft thick walled AL pipe to slide into.
To help support this Emergency Tiller pipe, Uğur is bolting this 20mm / 3/4” thick AL plate to the front wings of the Tiller Arm
This provides plenty of leverage to the Emergency Tiller pipe so it can provide more than enough power to turn and hole the Rudder in position in even the most demanding of rough water conditions.
Almost finished here, just need to put some holes in those two AL tabs on the front of the Tiller pipe so that we can fasten two Dyneema block and tackle setups between the end of the Tiller and the side frames of the hull to keep the Rudder in whatever position needed and to be able to steer the boat smoothly by letting one block out and pulling the other in.
We will test it out on sea trials and then stow it hoping to never need to bring it out again, but it does help us SWAN or Sleep Well At Night knowing it is there.
Mr. Gee puts his Jackets On
Mr. Gee got some attention this past week as well when I found the time to install all of the insulation jackets covering all the SS dry stack pipes of his Halyard exhaust system. This is what his dry stack looks like when it is “naked” and with the aft two of the support braces installed.
And this is what it looks like as I started dressing him up with his class Gray insulation jackets.
As they did with the whole exhaust system, Oliver and his talented team at Halyard in the UK did a fabulous job building this set of jackets that wrap the entire dry stack portion of the eXhaust to keep the heat out of the Engine Room until it has the sea water injected into it and cool everything down as it enters that large White Silencer/Water Separator just visible on the far upper Left.
This is a stack of the little mini jackets that wrap around each connection joint of the three main jackets and ensure that no heat escapes out these joints.
The bulk of the insulation value comes from that White fluffy material you can see running the length of these inside surfaces and with a thin SS mesh sewn in to keep it all in place. Then thick canvas like material is sewn into each end of each jacket so that each joint is very tight and no air can flow in or out.
The outer jacket material is very soft and supple to your hand yet fully fireproof and adds another layer of insulation. Cords are sewn into packets along both outer edges so that you can cinch each jacket up tight where it wraps around the jacket underneath.
Double D-Rings on the center straps make it easy to wrap the jacket around the pipe and cinch them down tightly around the circumference of each pipe and pull the straps tight.
I started by wrapping the first long vertical jacket on the far Right here followed by the second short curved jacket that butts up to the vertical one around the elbow to make the transition to the long horizontal jacket I have partly fastened in place here.
With all three of the longer jackets all strapped down I now wrap one of these narrower jackets around each joint where the inner jackets meet to fully seal in all those joints. You can see the first narrow jacket fully cinched down around the end of the vertical jacket and the bottom of the elbow and I’m about to wrap the next one around the joint between the horizontal jacket and the elbow jacket.
Very much a KISSS Keep It Simple Safe & Smart system which I am very pleased with. Keeps most of the heat inside the exhaust system and out of the Engine Room, Safe to be around such hot components with little danger of grabbing or falling against such eXtremely hot parts and easy to remove to check or do maintenance. Well done Halyard!
CPP PITCH GAUGE SENDER
Hilmi also spent some time in the ER this past week installing this bronze Kobelt Pitch sensor on the Nogva CPP Gearbox.
Very similar to a Rudder angle sensor, the Bronze arm with the spacers taped onto will be connected to the lever on the Nogva that changes the Pitch of the CPP prop blades. This data is then sent out that Black cable and up to the CPP Pitch gauges at each Helm station as well as being put onto the boat data network that we can view on any screen from our phones and tablets up to the big boat monitors.
HOUSE BATTERY BANKS FINISHED
Hilmi and I also spent some time in the Basement and were able to finish the four House Battery Banks under the floors down there. Each bank consists of four FireFly Carbon Foam 4V @ 450Ah batteries wired in Series to create a 24V @ 450Ah bank. Each of these four banks are wired directly into the main DC High Amperage Distribution Panel above them.
The bottom six 4V batteries are Bank #1 located in the Aft most battery compartment which is under the floor and goes down to the very bottom of the hull along each side of the 25mm thick Keel Bar that runs the length of the boat. Each compartment is sealed in with 6mm AL floor plates and rubber gaskets.
Starting to tidy up all the wiring in Bank #2 at the bottom and #3 on top. Red/Black cables are the positive and negative cables each 250mm2 which is about 4/0 AWG size to ensure that we have no less than 2% voltage drop in any of these cables.
The Gray wires connect a variety of temperature sensors to each battery bank so we can monitor the temperature of each individual bank as well as the ambient temperature of the Battery Compartments which are vented in/out with thermostatically controlled fans. The temperature data is not only for our eyes but is also fed directly to the Victron BMV 712C Smart Shunt battery monitors which is in turn used to set the charging rates from any of the five MultiPlus Inverter/Chargers so that their battery charging is fully optimized.
Last to be worked on Bank #4 we are about to connect up the large cables and sensors gives you a less obscured view of the thick Copper positive cable take off with the T-Class fuse that the cable bolts to and the Victron battery temperature sensor under the bolt to the positive terminal of the battery.
Back up in Banks @ & 3 the cables are all now fully secured with zip ties and you can see the simple battery hold down system we came up with by cutting those shaped blocks of composite foam that wedge each battery firmly in place when the gasketed lid is bolted down.
After one last check of the BMV battery monitors and double checked all the connections, the penetration in the top center section atop all the battery compartments could be filled with special fireproof filler to fully seal the compartments and firmly hold each wire and cable in place.
Stepping back a bit to show you the lid being bolted down over Banks #2 & 3 and that now sealed penetration with all the big Red/Black cables coming out of the Battery Compartments and directly into the High Amp DC Distribution box on the upper Left. One of two 120V MultiPlus Inverter/Chargers seen on the Right, three more 240V MultiPlus’ are on the opposite side.
Möbius is now all powered up which is yet another big milestone for us.
SHOWER TEAK FLOORS ARE IN
Orkan and Ali finished building the three sections of Teak flooring for both Showers and moved them onto the boat this past week.
This is the Shower in the Guest Cabin showing off its beautiful new Teak floor. If you look closely (click to enlarge any photo) you can see how the edges are relieved with a 15mm/5/8” gap away from the walls which is here the water falls down to the shower pan below and then out the drain into the Grey Water tanks.
Each floor section is removable for cleaning and maintenance.
Same design up in the Master Head.
With a second floor panel in the connected Shower.
All coming together very nicely if I do say so myself and the combination of materials and colours are very pleasing to our eyes and seem to be able to keep up with those artfully etched glass walls.
Last bit of Teak is the permanently affixed panel that goes on top of the seat in the Master Shower to help keep you from slipping when sitting so Ali got right to work at that.
Ali and Orkan do all the Teak deck work at Naval so they too have LOTS of practice and make this all happen very quickly.
SUPERSALON SUPERING ALONG
Up in the SuperSalon, Nihat and Uğur finished mounting the Llebroc Main Helm Chair to the now finished Ado LVT vinyl floor.
In eXtreme sea conditions the forces on these pedestal bases can be high in the eXtreme so they are bolted through 60mm / 2.5” thick solid laminated blocking under the flooring and thru the Aluminium floors into 15mm thick AL reinforcement plates in the ceiling of the Basement.
I took this shot while briefly sitting in the fully mounted Helm Chair with the camera lens held at eye height to give you an idea of the view forward from the Main Helm. It is a bit cluttered up there on the Bow right now as Christine is finishing off all the Dyneema lifelines and Uğur is putting in the Dorade Cowls, but you can still see how much visibility we have when conning the boat from this Main Helm Station.
And here is one of the silicone cowls on the four Dorade boxes on the front deck. These ensure that we always have plenty of fresh air circulating in our Master Cabin even in rough breaking seas when we would not be able to have the hatches open. Ventilation on an XMP type of boat is critical for two of our four priorities; Comfort and Safety.
Each White/Red silicone cowl can also be rotated 360 degrees by just loosening that notched Gray ring at the base and then tightening it back down. Any water that gets into the cowl simply flows out those slots in the bottom of the AL Dorade Box and none can get down the 100mm / 4” AL vent pipes going down into the Master Cabin.
Uğur and I worked together to install the locking latches in the large hinged hatch in the SuperSalon that gives you access to the Basement below. Ramazon had finished laying down all the LVT vinyl flooring so we could now cut out the recesses for the two SS locking latches for lifting up and locking down this big hatch.
We were running a bit short handed so we had to call in this foreign help and he worked out so-so.
I just love my little Milwaukee 18V router and it made short work of routing out the recesses in the vinyl flooring and underlying plywood for the SS latches to fit into and be flush with the flooring.
It was a bit tricky as the recesses needed to be multiple depths for the different steps in the base of the SS latches as you can see here.
We cut out little cardboard temples you can see in these photos and used them mark out the floor and then I could carefully sneak the router up to those lines.
On the underside of the Hatch these SS levers turn to engage into slots on the frame and ensure that the hatch stays fully closed and could not fly open if we were to ever roll over.
TENDER is READY to GO ONBOARD Möbius
As I mentioned in the intro, Christine and I spent the day yesterday (Saturday Jan 23, 2021) at the shipyard as we wanted to get the Tender ready to be loaded onto the Aft Deck of Möbius just before the boat mover takes Möbius over to be launched. Uğur and Nihat had finished the hull last month and now we needed to get the jet drive installed and the Yanmar engine in place before lifting the Tender onto the Aft Deck.
Earlier in the week the Fenders we had ordered over a month ago showed up and are great to have so we can install them soon. It took a lot of searching but we finally found a Turkish company making these very industrial grade rubber fenders for bit Pilot Boats, Tugs and docks which were just what we were looking for.
If you look closely in the rendering above you can see how we have designed these fenders to wrap all around the upper edge of the hull which will enable us to easily rub up against rough docks and concrete walls as well as use the Tender as we intend to as a “tug” for moving Möbius around or helping out other boats.
Not sure when I will have time to install these but I’ll show you when it does happen.
I will likely install a row of these on the stern of Möbius as well so we would be able to similarly push up against a rough concrete wall with no damage or concerns.
We started by disassembling my hydraulic hoist up in my workshop at Naval and moved it down to the shipyard so we could use it to lift our Castoldi 224 DD jet drive and Yanmar 4JH4 TE 110HP diesel inboard engine into the Tender.
I designed the hinged lid on top of the Engine Bay in the Tender so it would go well over center when fully raised but we tied it on just to be safe as we had to lift the Tender up quite a bit to be able to get the jet drive in from underneath.
Always great to have a fully rigid and solid aluminium boat hull and so it was a piece of cake to wrap a length of webbing around the Swim Platform and attach the end of the hoist to this to life the whole aft end of the Tender off the floor. This hoist is just SO handy to have and I’ll be taking it with us when we go as it all comes apart and stores very small.
Equally handy and coming with us are these jack stands which I’ve had for probably 30+ years and worked just fine to prop the Tender up above the floor so we could slide the Castoldi jet drive home from underneath.
We had done a dry fit of the Jet Drive into the Tender when we were building the hull and then stored it, upside down here, it the wood crate it had been shipped in. Now it was time to flip him over and get him permanently installed and sealed into the hull.
”Are you SURE you know what you’re doing?!” asked the Captain which is not a new phrase from her as you might imagine.
Yet another super handy tool is my little car floor jack and it worked well to balance the Jet Drive on and then jack up into the Castoldi supplied AL frame that had been welded into the bottom of the hull.
We first did one last dry fit just to make doubly sure that all the holes I had drilled in the thick transom plate and the bottom flange in the hull and then lowered it back down to clean all the mating surfaces with Acetone.
Then squeezed on a good bead of Sikaflex 291i structural adhesive on all the mating surfaces.
Then slide it home one last time and insert the SS bolts
and torque them all down.
With the Jet Drive now all bolted in place we could now install the two cylinders on either side. Port/Left side is the cylinder that moves the jet nozzle and steers the boat.
Starboard/Right cylinder moves this bucket that sits overtop of the flow of water coming out of the jet and redirects in whatever direction you wish to go forward, reverse or sideways.
The whole installation went very smoothly and the Jet Drive was now fully in place.
Next up………….. unboxing and installing our four cylinder Yanmar 4JH4 TE 110HP diesel inboard engine that has never even been out of the box he shipped in.
After some initial concerns that the motor in our Tender would be three times more powerful than the Yanmar in her last 33’ Caliber sailboat, the Captain seems to be warming to the driving force in our Tender.
It took some work to find the model I wanted which s this one with all direct mechanical fuel injection rather than ECU controlled common rail but thanks to the super helpful Yanmar dealer at Denpar Marine here, this is just what I wanted.
I have used this same hoist to lift all of Mr. Gee’s 1200Kg / 2650 lbs many times during his full factory rebuild so lifting the mere 217Kg/ 478lb Yanmar was a piece of cake.
We rolled the Yanmar around to the Stbd side and then under the hull and it dropped right onto the 25mm / 1” thick AL engine beds welded into the hull.
The Yanmar has landed!
With so many other priorities on our plates this will be good enough for now to just have the Yanmar sitting on the Engine Beds and I’ll get back to bolting the motor mounts in properly later.
This engine and jet drive are a matched pair that Castoldi put together so it came as a very complete system that I am very pleased with.
This is a Direct Drive jet drive so there is a short cardon shaft (drive shaft) that connects the output shaft from the Yanmar to the input of the Castoldi which makes alignment and connection all very simple and this is all work that I can do after we launch and have the Tender on the Aft Deck of Möbius.
But for now, this closes the door on our Tender and she is now all ready for the crane to lift it onto the Aft Deck of Möbius just before the boat mover shows up to carry Möbius over to the harbour and LAUNCH!!!
Can’t let myself be distracted by that excitement yet as there is still SO MUCH to do before she is ready to launch but there is definitely light at the end of this looooooong and winding tunnel!
So do stay tuned for the big finale folks, it IS getting closer and closer and we would be delighted to take you along with us over the finish line! I’m sure that many of you are feeling like this journey would never end and we sincerely thank you for sticking with us and for all your contributions of questions and suggestions that have been so helpful along the way and PLEASE do keep them coming by typing them into the “Join the Discussion” box below and I look forward to seeing you here again next week.
And 2021 is off to rapid start as the first week of the year has already whipped by me in a flash. Very busy times here as we all push to finish XPM78-01 Möbius and get her in the water by the new target Launch Date of February 12th! Which BTW, is now only 33 calendar days and 25 working days from now. Yikes!!
However, as we all learn over time, deadlines are good things to help us keep our eyes on the prize and get things done so as to ensure that there is no “Slip-Sliding Away” of our Launch Date! Therefore, I am going to stick with using this fixed Launch Date to help keep the positive pressure on all of us on Team Möbius to “get ‘er done” and as my 4 year old granddaughter Blair says (with gusto!) “Let’s DO this!”
I’ll take that advise to heart with my introduction to this Weekly Progress Update and jump right into this week’s Show & Tell of what all happened aboard the Good Ship Möbius this past week of Jan 4-8, 2021
Non-Stick on the Bottom:
Continuing the very rewarding trend of late of hitting lots of different milestones of this build, work began this week on preparing the bottom of the hull for its foul release bottom paint. First step was to clear out all the equipment and materials which had been accumulating underneath the hull on the shop floor.
It helps to have a forklift of course so it didn’t take too long to move everything elsewhere at Naval Yachts and have a clear floor space under Möbius to work on.
Next up was to get rid of the short little hull support posts and replace them with these longer steel tubes that connect just under the Rub Rails and slope down to the floor where they are secured into the concrete with long lag bolts.
You’ll note too that the upper part of the hull sides have now been covered in plastic to keep their freshly sanded surfaces clean.
The two newest members of Team Möbius, Ali kneeling on the Right and Mehmet standing on the Left, get to work grinding down the welds below the waterline and removing the layer of Aluminium Oxide Al2O3that has formed since these hull plates were first welded in place over two years ago. The automatic and rapid formation of Al2O3 is one of the big benefits of building hulls from Aluminium as it is a very had and durable protective layer that prevents any further oxidization or corrosion. However Al2O3 is equally good at “protecting” the hull from paint, which is part of the reason why we are leaving all the exposed aluminium on Möbius unpainted. The one exception is below the waterline where we need to prevent marine growth from forming as this creates a lot of drag on the hull as it slides through the water.
So you need to remove all the Al2O3 before the first coat of epoxy primer goes on. This is the first round of removing the Al2O3 and then just before the first coat of primer is sprayed on, they will give it a light sanding with orbital sanders and a wipe down with Acetone to make sure the AL surfaces are completely clean and oxide free so the primer will bond well
The only item below the waterline that does not get painted is the big 1m OD beautiful Bronze Nogva CPP propeller, though later on, it too will get some special treatment to prevent fouling as even the slightest bit of grown or roughness on a propeller blade causes severe reduction in transferring power from the prop to the water.
The special tube we cut through the Rudder can now be be filled in so Uğur tacked this elliptical AL plate to block off the hole for now. Whenever we might need to pull out the prop shaft, this hole allows me to do so without having to remove the Rudder which can add a lot of time to the prop shaft Re & Re. This will get covered with some epoxy filler and sanded flush with the surface of the Rudder plates as a super slippery Rudder also helps a lot to increase the efficiency of the Rudder and Steering overall.
Another important part of the preparation for the bottom paint is taking off the upper edge of the “Boot Stripe” at the very top to make the transition from the bottom paint to the unpainted aluminium above. This is made SO much easier now that we have laser levels to use rather than the laborious process of measuring every few feet as I’ve had to do in the past to establish what you hope is a level straight line. In keeping with the “lean & mean” exterior esthetic, the Boot Stripe and the bottom paint will both be Black but the Boot Stripe will be glossy Black Polyurethane whereas the Bottom Paint will be the matt finish of the silicone based International InterSleek 1100SR
For those not so familiar with bottom paints, most boats use an Anti-Fouling type of paint which prevents micro organisms from growing on it by having various biocide chemicals such as copper, tin and now more modern toxins which try to prevent growth from forming. This has been done for centuries with many old wooden boats having their bottoms sheathed with sheets of thin copper.
Looking nice and straight to me!
Anti-Foul type bottom paint doesn’t last too long, 6 months to 2 years max, before it either wears off or looses all its anti fouling chemicals and you have to haul out, remove all the old and paint on new coats which is neither quick nor inexpensive, to say nothing of the environmental concerns.
Instead of “Anti” foul we are going to use international InterSleek 1100SR which is a Foul RELEASE type of solution which in the simplest terms is a coating of silicone fluoropolymer which is akin to the non-stick coating such as Teflon on frying pans. When I was a young boy I was struck by the idea of “Better Living Through Chemistry” and my daughter Lia is an Organic Chemist so this more modern and much more effective different kind of chemistry that creates Foul Release paint was a no-brainer for me.
A little kick up at the stern end of the bottom paint to add a bit of flair!
When moving, nothing sticks to the hull but when we sit at anchor for weeks or months at a time, grown will still form on our InterSleek bottom BUT it all comes off with a simple wipe with a cloth or sponge so the amount of time and effort it will take us to “dive the bottom” and clean the hull will be drastically reduced from our previous boats even though Möbius has a much larger bottom surface.
Uğur looked after one more bit of preparation for the bottom painting by sculpting the Exhaust Exit pipe which is not far above the waterline and below the top of the Black Boot Stripe so it too will be painted.
I will talk more about the Foul Release and InterSleek1100 paint as we start applying it in the coming weeks, so to finish up for now let me just add that Foul Release type bottom paints and InterSleek are not well known by most boat owners but it has been the norm for large commercial and military ships since the 90’s. Based on their experience the InterSleek1100 should last for around 5 to 7+ years, so we are eXtremely anxious to see how it performs for us on Möbius. Stay tuned for the next couple of years to find out!
Non-Slip up on Top:
Just as important as keeping our bottom Non-Stick to prevent growth, we need to keep all our decks and floors up on top to be very Non-Skid to prevent us from slipping when walking around, often in bare wet feet and a energetically moving boat.
For all our decks and other exterior AL surfaces we are using what we think is the ultimate Non-Slip material called TreadMaster which has the tag line “The Original Anti Slip Deck Covering” which has lasted for more than 20 years for many of our friends.
In previous weekly updates you’ve seen the Team covering all the Main Decks and stairs with Treadmaster and this week the finished off the last remaining items such as these AL stairs from the Aft Deck down into the Workshop.
We will leave all the “Slip Sliding Away” to Simon & Garfunkel while we stay put safe with our feel solidly in place on our TreadMaster and that composite grid flooring down in the Workshop and ER thanks very much!
We left what could be the most dangerous or at least slip-prone deck for last; these narrow slopped Side Decks that flank the SkyBridge. Orkan was able to use all the left over TreadMaster from doing the Main Decks to cut out all these smaller “tiles” of TreadMaster to cover these Side Decks and here he has them all cut out and flipped over upside down ready for the AL Side Decks to be sanded and cleaned.
Faruk and Ali could now get busy mixing up the West Systems epoxy adhesive and gluing each piece of TreadMaster into its final positions on the Side Deck surfaces and squeezing out the epoxy to every edge with the HD roller you see here in the foreground.
And in the words of Jean-Louis, Voilà c’est fini!!
TreadMaster is now all done and one more milestone achieved. Well done Team Möbius!!
Much ADO about Non-Slip Inside Too!
Last week you may recall seeing Ramazan finish installing the ADO vinyl LVT flooring in the Master Cabin and he has that now all finished.
Keeping ourselves safe at sea requires that ALL our floors are very Non-Slippery and as you can perhaps make out in this photo, we chose these Ado LVT vinyl floor planks in large part due to the highly textured nature they have that is similar to old well worn woodgrain on patio or pool decks.
His final job to finish the Master Cabin was the two stairs leading up to the Port/Left side of the bed and the removable access lid beside the Shower. These are the only vinyl flooring that is glued down, the rest is all “floating” so it can expand and contract in different temperatures. Here is is using some very heavy weights to keep these pieces flat and squished onto the underlying marine plywood while the adhesive dries overnight.
Master Cabin flooring all finished, Ramazan moved onward and upward to the SuperSalon and moved everything off the floors in there and gave all the plywood base a thorough vacuuming and cleanup.
First task for the SuperSalon floor was to install the wood framing and rigid insulation on the large hinged hatch that provides access down into the cavernous Basement that lies below the AL floor of the whole SuperSalon.
After checking that each plywood floor panel was solidly screwed down, Ramazan stared to do his layout for the floor planks.
Starting with this reference line for laying down each row of planks perfectly parallel to the centerline of the boat.
Click – Click, assemble one row of planks.
Click – Click, lock that row into the previous one laid down.
Rinse and Repeat, with lots of careful scribing and fitting around all the radiused Rosewood toe kicks surrounding all the cabinetry.
Screens, Screens and more Screens!
Winding back the clock by a few days, another eXtremely big milestone for Christine and I happened this week and this photo should give plenty of clues as to what this was.
Can you guess what we are up to here?
It has something to do with these two unfilled spaces front and center at the Main Helm.
That’s right! Time to unbox and install all our beautiful big, sunlight readable, touch screen LiteMax helm monitors; two 19” here in the Main Helm and then two more 24” up on the SkyBridge Helm and then on each side of the Main Helm will be another 43” monitor on the Right and a 50” TV/Monitor on the Left.
After a LOT of research and some help from a fellow passage maker, Peter Hayden over on “Adventures of Tanglewood” we finally tracked down the OEM manufacturer of most marine MFD’s and monitors and bought all five Helm monitors from LiteMax in New Taipei City, Taiwan.
The two 19” Main Helm monitors are LiteMax NavPixel Marine model NPD1968 and this link will give you all the technical details for those wishing to know more. The specs that mattered most to us are that these are fully sunlight readable with 1600 nits (a good phone screen is about 300 nits), AOT touch, high shock & vibration resistance, IP65 waterproof and can be powered from 9-36V DC.
Both monitors slide into this hinged plate above the Main Helm dashboard and allow us to tilt these monitors however we wish to have the best line of sight and least reflection. Captain Christine is peeling off the protective plastic layer to check out the non-reflective screens below.
Another feature we value highly is that these monitors have physical and easy to reach control knobs and buttons. Always frustrating to try to figure out how to increase the brightness as daylight arrives and you’ve had the screens turned down close to black for night time viewing.
Didn’t take us long to get the two 19” monitors mounted into the Main Helm and so we moved up to the SkyBridge where these two openings on the Upper Helm Station were begging to be filled.
First we removed the rear AL panel to give us access to the inside so we could tighten down the very well done mounting screw setup on these monitors.
We also put in a layer of thin EPDM foam rubber to fully seal each monitor into the AL Helm Station.
They fit into their openings like a glove and as you can see the big opening we had designed into this AL Helm Station provided easy access all around each monitor to secure them tightly against each frame.
These 24” monitors are LiteMax NavPixel model NPD2425 with similar specs as the one’s down below. Plenty of connection port choices on the back including the power terminals on the far Left which will be connected to our 24V DC system and then via DVI-D to our onboard boat computers.
As you might see reflected in the plastic protective covers, I took this shot with my camera at eye height when you are sitting in the SkyBridge Helm Chair so this will give you a good sense of the perspective you’ll have when conning the boat from up here with great visibility of the entire Bow and Anchor Deck up front.
When I wasn’t looking Captain Christine snapped this shot of me finishing up the installation under her watchful eye.
We are eXtremely excited to get these bad boys all powered up and connected to our boat computers but that will have to wait until next week so stay tuned for that.
Speaking of powering things up, whenever Mr. Gee is running we have up to 24kW of power from the two Electrodyne 250A @28V alternators he is spinning down in the Engine Room. Here is a peek at the cabling that Hilmi completed this week which takes the AC output from the stator windings directly to the externally mounted Electrodyne Rectifiers over on the far Right side of the Workshop.
Each of these Electrodyne beautiful brutes has two individual alternators inside and so there are six cables coming out of each alternator to carry the 3 phase AC current. So Hilmi put his hydraulic lug press to good use crimping all 12 lugs onto each cable.
That shot up above is of Big Red #2 which is driven by the PTO off the bottom Left of Mr. Gee which you can see a wee bit of in the very bottom Right of this photo.
On the Upper Left here, this is Big Red #1 which is mounted up above on this 40mm/ 1 5/8” AL plate I fabricated and bolted onto the pad on Mr. Gee’s cast aluminium crankcase just for this purpose. This will be driven by a cogged “timing belt” setup which I am busy fabricating right now and I will show you more of next week.
Here though you can see the other six cables coming out of the Junction Box atop Big Red #1 on their way over and out of the ER to connect to the Rectifiers that are staying nice and cool out in the Workshop.
Mr. Gee Gets Cagey
Those with eXtremely sharp eyes and memory might notice a new addition to Mr. Gee this week?
Keeping with our KISS or Keep It Simple Safe & Smart approach, I designed a dual purpose AL pipe “cage” to wrap around Mr. Gee to provide solid hand holds whenever you are near him while he’s running. This then also creates the perfect base for the four support rods that go from the pipes of this cage up to the exhaust dry stack system up above which I will show you more of next week.
I pulled off the 2D drawings from my Fusion 360 3D mode above, sent them over to Uğur on WhatsApp and he and Nihat got busy transforming these 2D drawings into 40mm AL pipe reality down on the shop floor.
Same technique you’ve seen us use before, Uğur and Nihat create these large radius bends by cutting a series of slots on the inside of the curve in the 40mm thick wall AL pipe, bends them and then tacks them in place.
We then test fit them in place on Mr. Gee and once tweaked into just the right fit Uğur welds the slots closed.
As you might notice on the model rendering above, each “staple” shaped rail will be bolted to AL plates that span the motor mounts we fabricated here at Naval.
Uğur could now weld on the 20mm / 3/4” thick base plates and weld all the bend slots closed.
Nihat picks up with his angle grinder and quickly cleans up all the welds to create smooth soft curves.
That gives Uğur time to go back into the ER and drill and tap all the threaded holes in the Engine Mount plates so the finished staples can be bolted in place.
Uğur and Nihat were only available Monday and Tuesday this week so this is where they left off and will pick up again tomorrow (Monday) morning to bolt in the longitudinal pipes and start fabricating the support rods that attach to the four AL tabs you can see they have now welded to the tops of each stable rails and will connect to the SS dry stack exhaust pipes you can see here.
We’ve Been Hosed!
Our eXtremely productive plumber Cihan was also with us for Monday and Tuesday and he made great progress plumbing in a lot of hoses and other items so let’s check that out.
This is outside the Aft Stbd/Right corner of the Engine Room Enclosure with the plate removed that covers the far end where the prop shaft enters the ER and connects to the Nogva CPP Servo Reduction Gearbox via the Blue (purple looking here) dripless Tides Marine shaft seal.
Up above and off to the far Right side of the prop shaft, you can just see the silver coloured AL heat exchanger with the bronze elbow which is what Cihan is now plumbing with this white hose.
This is the heat exchanger that cools down the fresh water/antifreeze mix that circulates through the inside of Mr. Gee and that is what this white hose carries to/from Mr. Gee and the heat exchanger.
If you look at the black composite end plate on this heat exchanger you can see that Cihan has already connected the hose that carries the cool sea water from the Sea Chest in the ER.
Inside the ER on the Right side of Mr. Gee you can now see where two of the white sea hoses connect to Mr. Gee. The top hose in this photo will carry fresh water coolant from the integrated water pump on Mr. Gee and the bottom hose carries sea water out of the long Bronze Engine Oil Heat Exchanger back to the Coolant Heat exchanger we saw in the photos above.
My apologies for not having time to draw up some better illustrations to explain how these heat exchangers all interconnect but for now this photo will show you two of the pumps in this system. The round aluminium pump in the center of the photo above is the integral Garner centrifugal water pump which pumps fresh water/antifreeze coolant back from that silver AL heat exchanger we saw earlier.
The Bronze Jabsco pump on the Right is one that I am in the process of mounting and it is the impeller pump that pulls sea water from the ER Supply Sea Chest into the “IN” labelled port and then out of this pump into that bronze elbow with the Blue painters tape up above. This sea water then runs the length of that Bronze Engine Oil Heat Exchanger bolted to the side of Mr. Gee and exits via the white hose you can see two photos up from here and goes down to that silver AL heat exchanger we saw at the beginning.
The longer white hose in this photo carries Mr. Gee’s fresh coolant back to that silver AL Heat Exchanger.
Clear as mud to most of you and a pathetic job by this former mechanics teacher but best I can do for now folks.
The other new addition this past week was Cihan’s installation of this Blue Beauty which is the big “sand” filter which removes most of the sea critters and debris from the salt water supply for the Delfin 200L/min watermaker.
This is not found in most boats and are normally used in large swimming pool installations, but I long ago discovered that these are the “secret” to extending the life of the other two sea water filters on the watermaker last for months rather than weeks. This filter is filled with a special kind of sand known as Zeolite and it is the first line of defense to filter out the sea water being pumped out of the Sea Chest into the watermaker.
There is a six way valve on top which you use to change between running the seat water through the filter and back flushing it in reverse once in a while to fully clean out all the debris that has been collected by the Zeolite sand. Simple, easy and eXtremely effective.
Super simple in design and to use and plumb with just three ports: Top Right SS hose barb is where sea water is pumped into the filter by the low pressure high volume 24V pump connected to the Sea Chest. Bottom Right is where the cleaned sea water exits and is pumped over to the two standard filters behind the watermaker. Far Left with the SS elbow is where the dirty back flushed water exits and goes out the exiting sea chest in the ER.
In the background on the wall behind the white watermaker housing on the bottom Right, you can see the three other WM filters; the pair on the Left are the Primary/Secondary sea water filters and the one off to the Right is a carbon filter to remove any harmful chemicals in the fresh water you use for back flushing the WM at the end of a run.
As usual of late I’ve got more photos to show you than I have time and dinner is once again waiting with my eXtremely patient and beautiful Bride on this Sunday evening so I’m going to call this a wrap for now and do my best to cover more next week.
Thanks for joining me on this first posting of 2021 and I hope it helps in some small way to get your new year off to a good start. How about if YOU start your New Year off by adding your comments and questions in the “Join the Discussion” box below? They are all true gifts to me and much appreciated!
See you next week.
This week’s title is a bit of a riddle for you so see if you can figure out why I’ve strung together these words to summarise the progress on XPM78-01 Möbius this past week of Nov. 30th to Dec. 5th, 2020? And Yikes! someone please tell me that it is not already December and the end of 2020?!?! While I’m sure that we are all going to be somewhat happy to see this wild ride during 2020 come to an end, I do still shake my head as to how it can be possible that another whole year has flown by?!! So now looks like it won’t be till 2021 that XPM78-01 Möbius launches but trust me, it is all hands on deck in the most literal of ways with Team Möbius as we all recommit ourselves to “git ‘er dun” mode or as our 4 year old Granddaughter is fond of exclaiming; “Let’s DO this!!”
We are now hoping, emphasis on the hope part, to actually “Splash” or Launch her before the end of February now. However, the actual Launch Date remains the same as I’ve always answered that question; “Thursday”!
I will apologise in advance that I’m going to rush through creating this week’s blog posting as it is already mid afternoon on Sunday and it has been a truly exhausting week, both literally and figuratively, which is a clue as to the riddle of the title I mentioned above.
But enough with all this preamble get yourself a favorite beverage and a comfy seat and let’s jump right into this week’s Möbius Show & Tell.
“Little Jobs that add up to be a BIG Deal!
As with most big projects, at this late stage of the build there are a LOT of different jobs getting done as we all pull together and work on the punch list of jobs remaining. Some of these are quite small and continuations of jobs that I’ve covered here extensively in the past so rather than whole sections for each of these, let’s just blast through a few such “little jobs”, all of which add up to a BIG deal BTW.
If you have had a chance to follow along over the past month or so you’ve seen the installation of these two etched glass walls that form the corner of the shower in our Master Cabin. All thanks to the incredible talents of our dear friend Sherry and if you have not read the blogs in the past month where I’ve provided all the details and links to Sherry’s other art work, I can highly recommend taking the time to do so.
This week the glass installation contractors returned to finish the silicone seals around the perimeter of each glass panel and our Cabinetmaker “Ramazan” (pronounced Ram-a-Dan” in Turkish) installed the Ro$ewood trim board that run along the top and bottom exterior edges.
A bit hard to see in this photo (click to enlarge any photo) but I thought this backlit shot helped to show you Sherry’s etched artwork and just how truly “kewl” our Shower looks.
Adding significantly we think, to the overall artistic feel and “pop” of our Master Cabin Shower and Head/Bathroom is this additional work of art & engineering, our blue hued solid tempered water glass VIGO vessel bathroom sink!
Cihan was busy this week installing this Vigo sink and its very complimentary, we think, black faucet.
The oval shaped matching kissing cousin to this rectangular sink is just outside the door into the Head/Bathroom at our Vanity Sink area at the very front end of the Master Cabin.
Captain Christine came into the shipyard earlier this week to work on completing the assembly of our LiteMax Durapixel 43” sunlight readable monitor that goes up in the forward Starboard/Right corner of the SuperSalon. After a LOT of searching, we finally found LiteMax in , New Taipei City Taiwan and purchased all 5 of our big sunlight readable monitors from them and had them shipped to us here at Naval.
These 2 phots show how I simply attached each board to the aluminium back of the monitor with a SS machine screw that I epoxied in place.
This 43” Durapixel model is part of their “Industrial Display” product line which are used for applications such as ATMs, airport displays, etc. and the metal case on the back of these was going to take up too much space for us so we ordered it with just these 3 circuit boards that are needed for the power supply, monitor control and all the various input/output plug ins.
It was great to see Ramazan working on these templates that he will be using next week to cut out these counter surfaces that set atop each of the two Vent Boxes out on the Aft Deck to create our Outside Galley.
This is the Vent Box/Countertop on the Port/Left side where the sink and faucet will live.
And this is the two tiered counters on the Stbd/Right side where our electric Kenyan BBQ/Grill will go.
Ramazan will use these templates to cut each countertop from the “left overs” of Turkish Turquoise Marble that we used to build all our Galley countertops. We are totally “Gobsmacked” as my British friends might say by the looks of this Turquoise Turkish marble slab we found and were delighted that there was just enough left over to let us use them for these Outside Galley countertops.
This shot taken from just outside the WT Entry door into the SuperSalon looking towards the Aft Stbd corner of the boat will give you a better sense of the size and scale of the Outdoor Galley.
The big “hole” between them is the big access hatch into the Engine Room below which will normally be closed with its all AL hatch door which you will be seeing a bit later here.
On the Port/Left side just opposite the Galley, Ramazan was busy putting the finishing touches on the installation of our two Vitrifrigo 70 litre/18.5 USG drawer freezers.
These are the latest models from Vitrifrigo and one of their very cool features (sorry couldn’t help myself) is that you can configure them to be anything you want from slightly cooling vegetable storage fridge all the way down to a rock hard freezer at -20° C / -4° F.
Making this change could not be simpler as all you do is change the temperature setting on the digital thermostat touch screen on the front of the drawer.
No space given up inside for the compressor as we ordered the models with remote mounted compressors and they are all down in the Basement below.
We are very impressed by the quality of Vitrifrigo products with examples such as these robust all SS drawer slides, the well done HD coiled cord to connect the sliding drawer to the door mounted thermostat and the beefy rubber self closing gaskets/seals to keep all the cold in and the heat out.
Once we launch and start using these we will be able to report on our overall electrical loads for our four fridge/freezers but we expect them to be very efficient. In addition to the already very good insulation of these units themselves, we have also installed them in cabinets that have 50mm/2” of rigid foam insulation around all 4 sides and backs.
Built in fan as you can see here to keep the air circulating and consistent throughout the whole freezer.
Having a total of 140L / 37USG of “freezer” space on top of 260L / 69 USG of refrigerator space is going to be true luxury for these two ex-singlehanded sailors who are used to MUCH smaller single top loader fridge/freezers where what you want is ALWAYS at the very bottom!
Last but definately not least for our run through some of these “little” jobs, Nihat has now pretty much finished his HUGEY task of putting the final finished appearance on the seeming acres of all our exterior exposed bare aluminium surfaces.
These 2 photos are of his handiwork in the Upper Helm Station in the SkyBridge.
It is currently all wrapped up in protective plastic right now but just out of view in those photos above is THIS beauty that is patiently waiting to be bolted into that Upper Helm Station!
I had put a Llebroc Helm Chair in my previous sailboat Learnativity and as a full time single handed passage maker I quite literally lived in that chair for weeks at a time on long passages so I speak with some authority when I say that these are VERY comfy helm chairs!
I purchased that first Llebroc chair back in 2006 and they have had a LOT of improvements since so we were pretty sure we wanted to “go with what we know” but we just to make sure Christine and I went to every seat manufacturer at boat shows for over 2 years and tried out all of them. We also did a number of deliveries on other boats all with different seats so we had extended opportunities to test out many other seats. But, our bottoms and backs voted VERY clearly; Llebroc was the hands down Goldilocks Helm Chairs for us.
And this is the slightly different Llebroc Bandera Series 2 helm chair we are about to install down in the Lower Helm Station. It is a bit wider and a bit lower back so it is still super comfy but doesn’t get in the way of our 360 degree views outside the SuperSalon.
When you are “conning the helm” for hours at a time you usually want to be sitting up nice and high so both chairs have over 18” of vertical “air lift” adjustment. When you are sitting up high though your feet can’t touch the floor which becomes very uncomfortable quickly so both helm chairs have these robust foot rest platforms which can be folded up out of the way when you are sitting lower.
These foot rests shipped separately from the chairs and it didn’t take me long to bolt them on with the supplied SS Allen head bolts.
I am a bit fussy, OK, some say obsessive, about coating ALL threads and especially SS ones or ones where there are dissimilar metals involved, with a good coat of TefGel hence that little white jar in the foreground. but trust me it is SO worth this extra step to have fasteners that come out as easily as they went in 20+ years ago.
And yes, you can ask me how I know!
Another great feature is that our Llebroc Helm Chairs are mounted on these Mariner 2 Sliders which provide 210mm/8” of fore/aft travel on these AL rods.
All the framing and primary parts of the chairs, pedestals and swivels are solid cast aluminium so everything is eXtremely rigid and solid.
However, for this aging sailor’s badly damaged spine, THIS Is my favorite feature, the manual pump adjusted Lumbar back support! You have to use one of these to appreciate just how awemazing and once again, yes you can ask me how I know?!!
Even though it is just temporarily in place and there is much to be finished around it, this Helm Chair will be seeing a LOT of use by both of us as we get back to sailing the world from either our upper or lower helm stations.
One of Ugur’s “little jobs” this past week was installing all the big thick EPDM rubber gaskets in all the three big all aluminium hatches on Möbius. This is the biggest of the three hatches, the one overtop of the Engine Room.
Even though they only have one job, keeping these hatches completely watertight no matter what forces of sea water is crashing on deck and trying their bet to get through, these gaskets are eXtremely critical.
One of these hatches is this one up at the Bow sealing off the whole Forepeak area below and there will undoubtedly be times when we “bury the nose” into some huge wave so you can imagine the water pressure that these seals need to keep out.
It took me a bit of time to run the calculations and scenarios needed to chose the Goldilocks “just right” Durometer hardness for these seals. They need to be hard or stiff enough to seal well enough to keep out all that water pressure and yet they need to be soft enough to “squish” just the right amount when you close them and “dog” them down with their big beefy latches which I will show you in a bit below.
To add to the challenge the width and thickness of each of these hatch gaskets/seals needed to be different to match their construction. This EPDM gasket on the ER Hatch is 40mm / 1.6” wide by 25mm / 1” thick and this shot shows how Uğur has done a nice job of gluing this seal in place and holding it to bend around the short radius on each corner with some temporary blocks. This way he could install each seal as one long piece with just one butt joint about half way along the length of the ER Hatch.
All of these EPDM seals are firmly glued in place with Sikaflex industrial adhesive so they should serve us well for many, many years.
HATCH DOGS & HANDLES
?? have you twigged to the riddle of this week’s title yet??
Of course those EPDM hatch seals can be as fabulous as you like, they are not going to do much sealing if they are not eXtremely well dogged down when closed so that they get that Goldilocks Just Right pressure to squish the Just Right about to form the Just Right watertight seal.
And THAT is what these bits of boat jewelry are for!
This is one of 14 Bofor Dog Locks & Handles which Uğur spent much of his time installing this past week.
Bofor is one of our favorite Turkish companies we have found while building Möbius and you may remember that name as we also turned to Bofor for all our WT Doors on Möbius.
BTW, the “Brass roller” indicated here is a typo and as you can see in the photos the roller is actually Black Delrin so no concerns about having Brass and Aluminium touching each other which is a corrosion No-No.
This dimensioned drawing above and this illustrations below will give you a good idea of how these Dogs and Handles work and the quality of their construction.
One example of the eXquisite quality of these Bofor products are the SS ball bearings that enable us to dog down these big hatches with tremendous clamping force and yet be smooth as butter when doing so.
One of my other many “obsessions” besides prodigious use of TefGel is to not have very clear clean decks with no “toe-stubbers” allowed. Hence our use of these flush mount Bofor Dogs.
In addition to being very good looking, these flush mount Dogs are also super practical as we open them with the same winch handles we use for our winches using this rather universal “star pattern” SS fitting.
Simple 1/4 turn to close or open.
Here is how the four flush mount Dogs look on the Forepeak Hatch which Uğur has now completed and reinstalled on its hinges and dogged down to check for fit.
This is what those four Dogs and their anodized aluminium Handles look like from the inside when the Forepeak Hatch is open for business.
A bit closer look for those of you interested in a more detailed look at how these Dogs and Handles work.
The Dogs on the ER Hatch are too high to reach so they only have the “Dog” portion and not the Handles but they operate the same way from up above using a winch handle.
Simple though them may be, installing these Bofor Dogs & Handles takes great care and attention to mount them in just the right position.
The process begins with Uğur carefully laying out the location of the through holes for the body of each one has just the right amount of purchase on the AL frames underneath for that Delrin roller to rotate on.
The body of the Dog Lock is then inserted into the hole and the AL collar in the foreground is threaded onto it from the underside.
Down inside the Engine Room there was another bit of detail for Uğur to look after which was that the AlucoBond panelling inside the ER was in the way of the dogs.
This one at the far Aft end of the ER Hatch also needed to clear this clear water hose which is the drain from the six holes in the “gutter” around the full perimeter of the ER Hatch. We can’t have water dripping on Mr. Gee when we open his hatch now can we??!!
But didn’t take Uğur too long to cut out the AlucoBond paneling where the Dogs need to be able to swing as they close to grab onto the AL frame you can see here.
Last but not least was this vertical mounted Hatch/Door on the HazMat locker on the Aft Swim Platform. We will often have some big following seas which can sometimes break and really “poop” the whole Swim Platform and Aft Deck so equally robust seals are needed here as well.
The star of the show this past week in terms of exciting milestones for Christine and I to see when some of the newest members of Team Möbius started installing the TreadMaster that will cover any and all exterior aluminium plates where we walk.
The decks are the most obvious but this same TreadMaster will go onto all stair treads, tops of hatches, around winches and the floors of the SkyBridge and the Tender.
TreadMaster is made in the UK and has been a standard non-slip surface on boats since 1990. It is quite a fascinating material as it is eXtremely soft and flexible as you can see here so it can perfectly follow most any surface. Yet at the same time it is also eXtremely tough and we have been on boats with TreadMaster decks that are over 20 years old and still working well.
I took this close up shot to show you how the non-skid works with all these sharp edged diamonds cut about half way through the 5mm thick Treadmaster material.
Tools of the Trade for applying Treadmaster include lots of West Systems epoxy with colloidal filler to get just the right “peanut butter consistency”, some V-notched spreaders and a very skookum roller for squeezing out the epoxy to just the right thickness.
Let run through a rapid-fire set of photos to show you the overall process we came up with for installing all our TreadMaster on Möbius.
First they glue down registration strips of thin plywood that are 20mm / 3/4” wide, the width of the gap we wanted between each piece of TreadMaster.
Each corner of each sheet has a 30mm / 1.2” radius that is cut with a special cutter I made up out of a short length of 60mm SS pipe with a 90 degree section of the edge sharpened with my Dremel tool. This made quick work out of the hundreds of corners that needed to be cut and kept them all the same. These rounded corners prevent any lifting that a sharp 90 degree corner would likely experience and looks great to boot.
Once each sheet is cut and dry-fitted, it is removed and the underlying AL deck plate is given a light sand with some 120-180 grit sandpaper to remove the oxidized layer that natural forms and protects raw aluminium surfaces. This is a very desirable trait of aluminium that naturally protects all our AL surfaces but adhesive does not stick as well to the oxide layer so it needs to be removed to expose “fresh” clean AL for the adhesive epoxy to bond to.
Last bit of prep is to thoroughly clean the whole AL surface with clean cloths soaked in Acetone.
Time to mix up the epoxy adhesive now!
West Systems makes this very quick and easy with their pump system; One pump of Resin + one pump of Hardener and you are good to go! Such a brilliant system!
TreadMaster’s detailed installation instructions specify a “peanut butter” consistency and explicitly caution against one of ketchup, mayonnaise or yogurt. To do so requires the addition of High Density 406 Colloidal Silicone filler mixed at a ratio of 1:1 by volume with the mixed epoxy.
Thorough stirring produces the just right Peanut Butter, smooth and creamy, not “Chunky” thank you very much and it is ready to be applied to the shiny clean AL deck surface.
The peanut butter can be applied to either the TreadMaster or the AL deck but we found that it worked best to apply to the cleaned AL surfaces because you could really force the epoxy to stick to the entire surface right up to the edges and know for sure there were not missed spots
Now the V-notched spreaders come into play and provided an easy fool proof way of getting the just right thickness of the epoxy mix across the entire surface.
Now those fast glued registration guides come into play as the previously cut piece of TreadMaster now easily set into the just right position by simply pushing the piece up against the edges of these guides.
The piece can then be quickly set in place by hand making sure that the edges in particular are all perfectly referenced against their respective guides.
Now that hefty multi roller tool comes into its own by allowing you to put your full weight onto it as you rapidly roll out from the center to each edge thereby ensuring that all the epoxy is firmly and evenly squished and …….
… that you get the same amount of squeeze-out around all the edges
Any uneven amount of squeeze-out can be easily seen and fixed with some added thumb pressure.
And then the ultimate tool, your finger, forms the just right coved surface on the epoxy as it makes the transition from the AL deck to the TreadMaster edge.
The fast glued registration guides can be quickly popped off with light tap with a chisel and you can now go over the entire edge of the finished sheet.
Rinse and Repeat 100 times and you’re all done!
Orkan, who is also Naval’s “Teak Deck Guy” was in charge of doing all cutting each sheet of TreadMaster to their Goldilocks Just Right size with their appropriate radiused corners and here he has got the Stbd/Right side Deck all covered with dry-fitted TreadMaster.
He was in with me on Saturday, along with Faruk and Ramazan to take advantage of this quieter and dust free time in the shipyard and here is cutting and fitting the sheets on the Port/Left side of the Aft Deck.
Meanwhile, Faruk on the Left and Ramazan teamed up to glue down all the Port side sheets on the Foredeck.
As the winter darkness came on and it was quitting time on Saturday, Orkan had finished most of the Port side of the Aft Deck and we were all VERY pleased with how quickly and how well this whole process had worked.
Next week should see all the rest of the TreadMaster applied though it becomes slower as you do the smaller areas such as stair treads and such but I will show you all that next week.
CHAIN BIN FULLNESS
Somehow amidst all that went on this week I was able to finish putting Big Red 1 & 2 together, our two 250A @ 28V Electrodyne alternators and get them all painted and ready to install But I’ve promised several of you to cover them in quite a bit of detail so I’ll do that next week. But I was also able to build and install the neat grid in the Chain Bin and put all 100m / 330 feet of our 13mm anchor chain so let me finish up with a quick overview of all that.
I began by giving the Chain Bin a much needed thorough cleaning after sitting open down in the Forepeak for almost a year now, and then attaching a length of 1/2” Dyneema line to the D-ring welded to the bottom of the Chain Bin.
This red Dyneema line runs up through the vertical AL pipe and out the 90 degree hawse pipe in the Maxwell VWC 4000 windlass where I spliced it into the bitter end of the 13mm anchor chain. The purpose of this line is that if we ever got into a situation where we had to “cut and run” due to severe conditions mixed with an anchor that we can’t get up for some reason, then we would let out all our anchor chain and bring up this Dyneema tail onto the anchor deck where we could quickly cut it with a sharp knife. No time in such situations to be undoing shackles or going down into the Chain Bin to do this.
For some time now, I’d been mulling over the best way to keep as much separation between the galvanized anchor chain and the aluminium Chain Bin as they are a bit far apart on the Noble scale of metals which can cause some corrosion. I had one of those fun Aha! moments when I realized that the composite grid material that we were using for the flooring in the ER, Forepeak and Workshop would be the Goldilocks solution!
We had a bunch of scrap pieces left over from doing those floors so I traced out two half circles the diameter of the inside of the Chain Bin with my trusty Milwaukee “Hacksall” and soon had the two part, for ease of installation into the Chain Bin, all cut out. I then thought that water and much might get trapped a bit inside all those square grids so out came my Milwaukee angle grinder with a nice thick grinding wheel and made a quick pass down the middle of each row of square grids.
et Voilà! The Goldilocks Chain Bin bottom was born!
Now time to get back up on the Anchor Deck and thread all 100 meters of that colour depth coded 13mm anchor chain into its new home down below.
And THIS folks, is the result and what 100 meters of perfectly cone shaped anchor chain looks like inside a Goldilocks Chain Bin!
OK, I’ve got lots more to Show & Tell but I’m exhausted and it is now 9pm and my personal chef par excellence, aka my Captain Christine, has been patiently keeping dinner warm so I’m going to end it here for this week and pick up where I left off.
Thanks for joining and as always, PLEASE add your questions and comments in the “Join the Discussion” box below.
Till next week,
As you read this week’s Progress Update below you will understand what I am referencing in this week’s title as to how we solved the most recent challenge in the building of XPM78-01 Möbius by going under rather than over the problem. Unfortunately on Friday (did it matter that it was the 13th?) we were hit by a much different and much more challenging problem which there is just no getting over, around or under, when several workers at Naval Yachts tested positive and there was no choice but to shut the whole company for the next 17 days and do all the contact tracing and testing of all those employees who have been in direct contact. If all goes well Naval, and certainly Christine and I, hope to reopen on November 30th. I’m sure you join us in wishing everyone involved the very best wishes and that there are no serious health consequences for any of us here.
To be clear and not cause any undue concern on your part, as good fortune would have it, neither Christine or myself have had any direct contact with any of these workers for the past two weeks. Furthermore, we have always been very self disciplined with our precautions of wearing masks any time there is any possibility of being in a place with others or where others have been recently such as the elevators in our apartment. We are both quite naturally introverts and previous single handed sailors so it has been relatively easy for us to keep to ourselves and staying as much as possible. And we are both quite fit and healthy, especially for two sixty somethings so I am pleased to let you know that we both feel very fit, healthy and happy and are doing everything we can to stay that way.
This may be as my kids used to say “TMI Dad!!”, as in Too Much Information to share, but the value of these kinds of blogs come in large part through their openness, transparency and honesty so I felt the need to share this brief insight into what is going on here and why there will not be much progress to report on for the remainder of this month of November. Hopefully all will go well and Naval will reopen on Nov. 30th with all of us healthy so we can hit the ground running and get Möbius finished and launched ASAP.
Now back to our regular programming as I think they used to say on radio and TV, as I do have several fun and exciting things to update you on from aboard the good ship Möbius for the week that was November10th through 13th.
I think it is quite true that laughter is the best medicine so let me start by sharing this fun cartoon, courtesy of the appropriately named Bizarrow Comics who focuses on such topics as Pirates, Cowboys, Snowmen, Doctors, well you get the idea.
This was one of their Daily Comics this past week and it must have been making the rounds on the internet as several of you sent this to us right about the same time Christine and I were both seeing it. Thanks Matt et al!
How appropriate and fun for us right?
Getting Under Mr. Gee
Let’s move on to the reference in this week’s title to a problem that we were able to solve by going under rather than over it. To put it in context, this was part of Hussein and I working on the alignment of the whole “propulsion” unit formed by Mr. Gee being bolted to the Nogva CPP Servo Gearbox which in turn is bolted to the big 65mm / 2.6” SS prop shaft which has the big bronze 1 meter / 39.4” four bladed CPP prop on its far end.
That is a long description that is hard to track and I have received quite a few questions and comments about both the Nogva CPP (Controllable Pitch Propeller) and this whole alignment process so for those interested, let me break it down and provide more details.
Here is my very rough sketch from over a year ago when we were figuring out the exact dimensions for installing the aluminium Nogva Prop Log which is the “pipe” you see over on the far Left here.
I’m hoping that this will give you the big picture view that helps to show how this Propulsion System is one solid mass from the front of the Gardner in Blue on the far Right, through the Nogva Servo Gearbox in Brown in the middle with the two flanges connecting to the Fwd/Right end of the prop shaft and over through the Prop Log, out through the end of the skeg where the CPP propeller in Green sits.
Here is the dimensioned drawing from the Nogva engineers I worked with to design this custom CPP system for Möbius. It shows how the Propeller Shaft runs inside the larger inside diameter Prop Log Tube
This is the drawing above with some of the many dimensions I was pulling off of the actual installation at the time so I could double check that my 3D model of all this was exactly the same dimensions as the real deal.
No need for you to pay any attention to all these dimensions but I thought that this front to back view might be helpful for those trying to visualise this whole setup and see the relationships between all the individual parts.
Next up, let’s take a look at the six anti-vibration “feet” or mounts where Mr. Gee and the Nogva CPP are attached to the 25mm/1” thick engine beds running the full length of both sides of the Engine Room.
I have never had enough time to create a full 3D model of Mr. Gee so you will have to use your imagination in the blank space to the Left of the Red Nogva Servo Gearbox, but hopefully this quick render of my Fusion 360 model will help you see how these six feet connect the whole Propulsion System to the Hull.
I initially created this 3D model when I was designing these custom brackets that bolt to Mr. Gee’ thick cast AL crankcase and create the eXtremely strong and rigid attachment points for the vertical threaded adjustment rods on each foot/mount. Front mount is on the Left, Rear on the Right and both of these feet/mounts are the same anti-vibration models with thick rubber isolation blocks inside.
This is what those Front & Rear anti-vibration mounts look like and of course Mr. Gee requires the MMXL version!
Back in the real world inside the Engine Room, this is Mr. Gee’s Front Port/Left foot after we have lifted the whole Propulsion System up with big chain hoists to drill the holes for the M16 Grade 8 bolts that will hold each mount solidly to the Engine Beds in precisely the right location Fore/Aft and Left/Right.
Here is a closer view of the mounting bracket I designed to be welded into the underside of the two Engine Beds and how these two different style of feet connect the Nogva CPP Servo Gearbox to the Engine Beds and Hull. Also a good shot of the output flange on the Aft end which is what need to get so precisely aligned with the matching flange on the forward end of the Prop Shaft.
Here is what these highly specialised feet/mounts on the Nogva look like in the manufacturers catalogue before I purchased them. These start out being the same as any other feet/mounts by providing the rubber isolation that separates the upper body with the threaded rod from the metal base that bolts to the Engine Beds. However if you look closely you will see that there are also two large diameter SS pins going side to side across the Base through the elongated oval shaped rubber isolation block.
Here is a bit closer view one of those two Nogva feet in my hand to try and show you those two pins and the rubber isolation block. Why are the Nogva mounts different than Mr. Gee’s some of you have asked. Because in addition to providing the anti-vibration connection to the Engine Beds these also deal with the very significant THRUST forces which would otherwise be trying to push/pull the whole Propulsion System fore and aft as the propeller “bites” into the water and pushes the boat forward or reverse.
The Nogva Servo Gearbox is built to be mounted solidly to a hull with no anti-vibration mounts in large commercial vessels so it also has its own thrust bearing setup inside to fully deal with all these eXtreme Thrust forces. However with one of our first principles being Comfort, the addition of these specialised thrust feet/mounts will help eliminate the transmission of vibration and noise to the hull and make for an eXtremely smooth and quiet boat when underway.
This is what the real deal looks like as we were drilling the mounting bolt holes in the Engine Beds, hence all the AL chips.
Good shot of the custom Rear brackets bolted to Mr. Gee on the Left side and the underslung bracket for the Nogva feet/mounts over on the Right.
Putting it all together, this shows you the whole Port/Left side of the Propulsion System with all three mounting brackets and their feet/mounts.
But hang on a minute …………………………………………
………………………… what the heck is that underneath Mr. Gee?!?!?!?!?!?
Let’s zoom in a bit closer to find out………………
Aha! So THAT is what this week’s title is referring to about “ When you can’t get Over it; Get Under it!”.
So what was the problem that required raising the whole Propulsion up in the air and me spending all day Thursday up close and personal with Mr. Gee’s underbelly?
Well, as Murphy’s Law would have it, when Hussein drilled those two holes for the middle two feet on the Aft end of Mr. Gee, they turned out to be right on top of a 15mm thick vertical AL stringer running down the length of each Engine Bed. Ugh! This meant that while the threaded ends of the mounting bolts could go through there was no space for the washers and nuts underneath!!! Grrrrrrrrr
Going back to this render you can see that 15mm vertical stringer underneath the Front foot/mount where it was NOT a problem as the mounting bolts are further off centerline but if you follow that stringer Aft/Right you can see how it runs right through the centerline of the two bolts in the Aft Foot/Mount on Mr. Gee and hence this problem.
The solution? A rectangular slot was going to need to be cut into the stringer where it was welded to the underside of the Engine Bed to create enough space for the thick washers and nuts to slide into.
We tried to solve this problem by going Over the Engine Beds but as you can perhaps see, there wasn’t enough room to get in there with drills, Dremel tools, chisels and files. We could have used a plasma gun but it would have spewed molten aluminium all over the Engine Room so that was a non-starter.
*someone* was going to need to go at this problem from the UNDER side. As you may recall from seeing Hussein in some previous posts and down below, there as simply no way HE was going to fit in there, so guess who was elected??? No recount needed by the way!
With the Propulsion System firmly blocked up on all four corners I could pull out some of my Houdini moves and slither into this space with my headlamp and use various WMD, Weapons of Mass Deletion, to cut a rectangular slot in the vertical stringer under the four bolt holes. I was one pooped Pirate when I finally got home to my Captain at the end of the day but it worked as planned and there was now plenty of room for the nuts and washers for the bolts for these two middle feet/mounts to thread into. Whew!
Going back in time a bit, in order to lift the whole Propulsion System up in the air so I could get underneath to cut those four slots, Hussein, Nihat and I had rigged up these two lengths of square steel tubing that Nihat had welded large D-rings to the middle underside and spanned the big hatch in the Aft Deck.
We then hooked a large chain hoist onto each D-ring and connected their bottom hooks to straps around the front end of Mr. Gee and the built in lifting eye on the Nogva.
It all worked very well and also gave us a very safe and precise way just barely to take the weight off of the six feet/mounts so we could move them in their Goldilocks Just Right locations as we fully align the two flanges which is the next step in this process.
ALIGNING the PROPULSION SYSTEM:
This is the first part of the alignment challenge: get that male threaded end of the CPP Pitch Push/Pull rod coming out of the center of the Prop Shaft, PERFECTLY aligned with the female threaded Pitch Piston protruding out of the center of the output flange on the Nogva Servo Gearbox.
The prop shaft and pitch rod are fixed in position so they can’t move Up/Down or Left/Right, they both just rotate concentric with each other. So the alignment has to happen by changing the angle of the Propulsion System.
It is a slow and exacting process where we slide the feet/mounts to adjust the Left/Right position of the centre of the Nogva Pitch Piston/Flange and then adjust those big adjustment nuts on the vertical threaded rods on each of the six feet to change the angle of the Propulsion System and move the centre of the Pitch Piston/Flange Up/Down in the process.
It took several hours going back and forth from measuring and checking the Aft end here and then into the ER to tweak the six big adjustment nuts but as you can see here, we eventually hit the Goldilocks Jackpot and had the Push/Pull Pitch rod dead on center and ready to be threaded into the Pitch Piston.
It was slow going turning the Pitch Piston with a wrench on those two flats so the bulb finally went on for me and I blocked the end of the wrench in position and then went outside and down to the Propeller and kept pressure pushing it forward while I rotated the bit 4 blade prop as if it were some eXtremely long bolt and that worked perfectly.
The last bit of precision is to get the length of that exposed threaded section of the Push/Pull rod above, to be precisely 7.5mm away from the aft end of the hex locknut as per the Nogva installation Manual you see here. It can actually be between 5-10mm so I set it at the middle of this range at 7.5mm and torqued the locknut down to 100nm.
* for those curious, “Servo bevegelse 50mm” is Norwegian for “Servo Travel = 50mm”. 25mm on each side of “neutral” or Zero Pitch.
With the Pitch Push/Pull rod all centred and locked in place I could now put on the two split halves of this Red Prop Flange and start the second phase of the alignment process. This has two components to it; getting the mating flange surfaces precisely parallel to each other and also getting the two flanges equally perfectly aligned with each other axially.
These two figures from the Nogva installation manual shows these two alignments very clearly and as you can see it needs to be eXtremely precise, no more than 0.05mm / .002”. FYI, this is the thickness of THIN human hair.
This will all be sounding very familiar if you were with me two weeks ago when Hussein and I when through the exact same process in order to find the precise location of the base of each foot/mount so we could mark out the location of the holes for their respective bolts. This is a photo from that previous alignment and when we, hopefully, all get back to work on Nov. 30th we will do as Hussein is doing here and use thin feeler gauges to measure and ensure that the gap around the full circumference of where these two flanges mate, is exactly the same. I.e., they are perfectly parallel. To get there we go through the same adjustment procedure I outlined for getting the Pitch Push/Pull rod center aligned by sliding the feet Left/Right and/or turning the threaded adjustment nuts Up/Down.
I know this is not riveting stuff for almost any of you but this is such a critical part of having a smooth quiet Propulsion System that it gives me tremendous joy and satisfaction. Fortunately it is also not a process you need to go through very often so well worth the investment in time now.
FINISHING the EXTERIOR of the ALUMINIUM HULL
Nihat was the only member of Team Möbius on hand this four day week but he is one of our most relentless workers so he finished all his work on the Port/Left side of the hull and moved around the Bow to pick up where Uğur had left off last week.
You can see the multi stage process quite well in this shot. First the welds along each butt joint of the hull plates needs to be ground flat and flush such as you see running along Fore/Aft just below Nihat’s belt line. Then any work marks on the surface of the plate need to be ground off which leaves a finish like the one on the far Left here.
This nose on shot of the Bow shows the Start/End of this whole process with Nihat just getting started on the Left side of this photo (Stbd/Right side of the hull) which is in contrast with the surface finish on the opposite side that he has fully finished with a random orbital sander.
Here is a shot looking straight onto that same finished surface. The Waterline is about 200mm/8” above the weld at the bottom so that does not get fully ground down flush as this will all be covered wtih epoxy primer and International InterSleek 1100 foul release “Bottom Paint”, so we can use filler to get all the surfaces below the Waterline flat and smooth prior to painting these surfaces.
You Made this Bed; Now Lay in it!
None of our interior crew was available this week but the big memory foam mattress has been cut to size and the cover sewn up for over a month now and it was going to be much easier to get it onboard before they put in all the glass windows around the Pilot House/Super Salon so I was able to get a strapping young worker from the boat next to us helm me wrestle the mattress aboard.
As is often the case with boat beds, their sides are no parallel and this was the case with the Right side here as it runs parallel with the side walls that curve in with the hull. But Sinan our master upholsterer was able to quick cut the foam with his special electric knife and then resew the cut edge of the very nice mattress cover so it all fits in like a glove.
It was actually much easier than I thought it might be. This is 30cm / 12” thick memory foam so we were able to bend it and flex it just enough to get it through the Entryway WT Door into the SuperSalon and then down that spiraling stairway into the Master Cabin in the background on the Left.
Captain Christine has not been able to be onboard for over a week so it will have to now wait until after Nov. 30th for her to come test it out.
When you get out of that Bed, Test out this Helm Chair!
For similar reasons I wanted to get both our big Llebroc Helm Chairs aboard before the glass company arrives next week to install all the SuperSalon glass windows and all the plexiglass windows around the whole upper SkyBridge.
This is the LLebroc Tradewinds CX HB SERIES 2 Helm Chair now resting in its new home in front of the SkyBridge Helm Station.
We also moved the slightly different and just as cool Llebroc Bandera Series 2 Helm Chair into the Super Salon Helm Station but I didn’t get a chance to take any photos so you’ll have to wait till we get back onboard for me to show you that beauty.
It felt very good for me to be finally moving things like these Helm Chairs onboard to their final resting place as it makes the Launching of Möbius feel that much closer and real. I had the same feeling when I was also moving these three 18 litre/5 USG cans of hydraulic steering oil onboard on Friday. This will soon be filling up our 55L hydraulic steering oil tank that feeds our whole Kobelt steering system and I’ll show you that as it happens.
Next up were these three cans with almost 60 liters / 15 USG or one of my favorite engine oils; Shell Rimula R4X 15W-40.
In addition to being a top quality engine oil I have found this to be one of the easiest brands to find most anywhere in the world as this is also commonly specified by the big diesel engine companies for use in tractors, trucks, cranes, etc. that are needed and used most everywhere.
I also moved all our anti-freeze onboard but didn’t get any photos, which I’m sure you are all so sad about. Not!!
And that’s all from your intrepid cub reporter here in Antalya Turkey for the week that was November 10 through 13th, 2020. Hope you enjoyed this week’s abbreviated posting and I will be back with more next week.
Please do keep your questions and comments coming by typing them into the “Join the Discussion” box below. They are eXtremely helpful and meaningful to both Christine and myself and MUCH appreciated. Thanks!
The focus this week was on building the aluminium Console for the Upper Helm Station in the SkyBridge (the GO part of this week’s title), getting Mr. Gee his fuel supply, continuing to check off more electrical and interior jobs and prepare our anchor chain for anchoring (the Stop part of this week’s title).
We were delighted to welcome back more members of Team Möbius as they return from the other boats they’ve been working on so let’s jump right into this week’s Show & Tell so you can see it all for yourself.
SkyBridge Helm Station
Here is the design we came up with for the aluminium console that will hold all our navigation equipment for the Upper Helm Station in the SkyBridge. Click to enlarge this (or any image) to see some of the items that will be installed in this console and I’ll put a list of all of these below.
As shown in this layout drawing, the equipment that will be mounted in this console include:
- 2 Side by Side 24″ LiteMax NavPixel Daylight Readable Touch Monitors
- Furuno 711C Autopilot Control Head
- Vetus Bow Thruster Joystick Model BPAJ
- Maxwell VWC 4000 Windlass Up/Down Control
- Kobelt Engine Throttle and CPP Pitch Controls
- Kobelt Pitch Gauge
- Standard Horizon GX6000 Fixed-Mount VHF Radio
- Kobelt Control Switches & Remote Walkabout plug-in socket
- SH SCU-30 Wireless Access Point
- Exterior Lights switch panel
- Engine Stop/Start buttons
- Horn button
Although the SkyBridge area is quite well protected by the solid roof above created by the aluminium frame for the 8 320W solar panels mounted on top, and the removable plexiglass windows which wrap 360 degrees around the whole SkyBridge, it will still be exposed to wind and rain at times so we needed to build a waterproof console to protect all these critical and eXpen$ive electronics.
We had been working on the design of this console for a long time and were very pleased to be able to enlist the help of Burak who had been our 3D modeler when we first started working with Naval 3 years ago, to work out the details and finalise this design. One additional design element we needed to accomplish was that this whole console needed to be removable for two reasons. First being that it needs to be removed when we convert the boat to “hunkered down/Canal mode” and lower the articulated roof. And secondly Christine and I want to try out having this Upper Helm Station in different locations in the SkyBridge as we use the boat for the first year or so. We think that its current location at the Aft end of the SkyBridge will work out best but we won’t know for sure till we can live with it in different scenarios and different positions.
Burak sent over all the 2D construction drawings last week and so Uğur jumped right in on Monday morning and spent most of this past week taking this console from start to finish by Friday. Let’s follow along as he works.
It would have taken another week or more to send out all the AL plate to be CNC cut and I think Uğur enjoyed the chance to go back to some “old school” ways so he quickly laid out all the parts directly on the AL plate and cut out the pieces with the in-house bandsaw and a cutting disk on his angle grinder.
As we have tried to do throughout the design and build of XPM78-01 Möbius, we KISS’ed (Keep It Simple & Safe) the design of this console so there are only 8 pieces in total and they are all made out of 5mm / 3/16” flat AL plate which are easily tacked in place.
To provide ready access for installing and maintaining all the electrical connections and components inside this console we made the whole back side a removable plate that will be bolted in place with a watertight gasket.
With a quick check that all the dimensions and angles were all correct, Uğur got to work doing all the finish welding.
BTW, for those who might wonder why all the photos of welding have these lines in them it is due to the MIG welders being the newer Pulse type and the camera freeze-frames these pulses.
With the welds cleaned up a bit Uğur laid out the various cut-outs for each item to be installed on the dashboard and then cut these out with a hole saw or cutting wheel.
We are still waiting for a few switches to arrive but we have all the primary components so Uğur and I did a quick check to make sure they all fit properly before continuing.
Next it was time to finalise the location of the console on top of the foundation built into the SkyBridge (and for Cihan our Master Plumber to get in this quick cameo!) The two cushions on the Port/Left side allow someone to comfortably join the person on watch as well as a great spot to lie down for a nap up here.
After trying a few different spots we settled on this positioning with the same amount of overhang around the three sides.
This is our Llebroc Helm Chair which will soon
…….. reside here, in the center of the space behind the dashboard.
This penetration on the inside provides a watertight pass through for all the cables. Once all the cables have been installed and all systems checked that they are fully functional, this and all other penetrations throughout the boat are filled with certified “goo” to create a fully watertight seal.
Here is how the Upper Helm Station it looks from the back side.
Holding the camera at about eye height here to check the sight lines which are great as you can easily see the whole forward end of the bow anchor area.
Whenever we prefer to have an even better close up view of around the boat, we have one of these Kobelt 7176 “Walk-About” remote controllers at both Helms.
With 10m / 33ft of cable, I’m not willing to trust wireless for this critical control, we can stand almost anywhere on the boat from the Swim Platform to the Bow, either side deck and from anywhere in either the Main or SkyBridge Helm areas and have all the controls literally at our fingertips when docking or take this remote controller to wherever we are sitting.
The two side levers control Throttle and Pitch and up on top are controls for Rudder, Bow Thruster, CPP Clutch and Horn. Can’t wait to try all these out on our upcoming sea trials once we launch.
And Yes, Launch Date is still “Thursday”, just don’t ask which one!
We finally have Cihan back full time again (we hope!) and he was his usual busy productive self all over Möbius. Cihan and I started by working on the two heat exchangers …..
…….. that needed to be mounted in the very aft end of the Engine Room.
We built in this removable section of the flooring to provide full access to this important area where the prop shaft enters the boat. The composite grid flooring lifts out and then this aluminium floor plate can be unbolted and removed as well.
Access is particularly important whenever I need to service the “dripless” Tides Marine SureSeal Drip Free Self-Aligning Shaft Seal that keeps all the water out of the joint where the prop shaft exits the log tube.
I will cover more details when we are installing this SureSeal but here is a quick overview of how it works.
Today though we wanted to access the very aft ends of the two Engine Beds on either side where we wanted to mount these two Bowman heat exchangers. The red one on the far Port/Left side is for cooling the hydraulic oil in the Nogva CPP Gearbox and the Silver one on the far Stbd/Right side is for cooling the Gardner’s water/antifreeze engine coolant.
Both of these heat exchangers have cool seawater being pumped through their outer shells while the oil is pumped through a round “stack” of CuNi (Copper/Nickle) tubes that you can see here in this cutaway illustration.
Fun Fact: Bowman is another one of the world leading industrial companies we have found here in Turkey and so it was fun to find that our Nogva Norwegian CPP system came with that Red Bowman Heat Exchanger.
My apologies for getting too busy to get too many photos of this installation of these two heat exchangers but the basic flow of the seawater is that it first enters the Left end of the Silver Heat Exchanger at the top of this photo, exits out the rear and then flows through the Gray (protective wrap) hose on the far Right here where it will enter the aft end of the Red Heat Exchanger at the bottom. Inside the Engine Room, the seawater exits the front end of the Red Bowman Heat Exchanger through another rubber hose that goes up to the Halyard SS mixing elbow on the Gardner’s wet exhaust system and then exits the boat through the large Exit Sea Chest in the ER. Much more to come on all that once we start installing the exhaust system in the next few weeks.
Another new plumbing addition that Cihan installed this past week is the small little circulation pump with the White faceplate you can see at the bottom middle of this photo of the underside of the Stbd/Right side Workbench in the Workshop.
These Jabsco/Xylem 24V “vario” pumps are very cool and very eXpen$ive but boy do they work well. These are a relatively new pump generation that are super quite with minimal energy consumption, shaftless spherical motor and permanent magnet technology.
On Möbius we are using this D5 Vario 38/700B pump to keep hot water circulating through our DHW (Domestic Hot Water) loop that ensures that there is always hot water immediately available to every hot water tap and shower on the boat. No more wasting time and water while you wait for hot water to come out of the sink faucet or shower nozzle!
Speaking of hot water, the Captain aka Christine, is eXtremely eXcited about Cihan installing two of these SS towel warmers; one in each cabin’s Head/Bathroom!
Christine has been wanting to have one of these for years and after a very long and winding road to find these Goldilocks just right versions, she will finally have one in our Master Cabin as will all our guests in their Bathroom.
Yet another example of the Turkish manufacturers making eXtremely high quality products, Christine fell in lust for these “Laris” model SS towel warmers from Hamman Radiator.
The towel warmers attach to the walls with these very clever SS tubes which Cihan first attaches to the walls using an expanding bolt on the inside of each tube.
And then there are four round SS pegs on the back of the towel warmers which slide into these tubes and are locked in place with the little set screw you can see on the bottom here.
The two SS square fittings the bottom are the water valves to control the flow of hot water through the towel warmer.
Here is what the finished mounting looks like.
Many won’t understand, but to my eye, all of this hardware and the towel racks themselves are just beautiful works of art and engineering that are part of our “boat jewelry” collection on Möbius.
Looking around our Master Head/Shower/Bathroom do your sharp eyes might spot a few other new additions?
One job Serkan just completed is the mounting of those two SS latches now installed on those bottom two cabinet doors underneath where the sink will mount.
And if you look very closely you will see that the White Corian countertop has arrived. There will be a clear glass partition that extends up that slot between the shower seat and the ceiling and will be sealed to that vertical surface at the end of this countertop.
And what is this new addition that just showed up this week beside the VacuFlush toilet?
Aha! That’s the wireless remote control panel for the BioBidet BB-1000 Supreme bidet seat. It clips into a holder mounted on the cabinet so the curious can remove it and discover all the MANY functions available. The same BioBidet is installed in the Guest Cabin as well BTW.
Surely you didn’t think I put the eXplorer in XPM for no reason did you?
More examples of how XPM78-01 Möbius is a true world eXplore can be seen in another new addition this week as Hilmi starts installing all our Vimar “Arké Metal” switches and plug ins. We have designed Möbius to be a true “World Boat” and so she has both 120V 60Hz and 230V 50Hz AC plugs like these throughout the boat.
We also have wired CAT7 ethernet plugs spread throughout the boat for maximum internet speeds. This one is tucked away below the “floating” shelf on Christine’s side of our King size bed.
And these are what the matching Vimar light switches look like. Of course these will all look MUCH better once we remove all the protective plastic coverings and do a good cleanup prior to launch, but until then we are very glad to have all the interior surfaces covered up while construction continues.
And here is Hilmi installing a set of four of those Vimar switches for the LED lights around the stairwell leading down into the Master Cabin.
Serkan has also been busy in the Master cabin adding finishing touches such as these solid Ro$ewood handholds on the “Swiss” (as in Swiss Army Knife) door that is the door for both the entrance into the Master Cabin and the full length hanging locker as it is here.
He needed to radius both ends of these so that they cleared the door jambs when closed on the Entryway. The upper panel will soon be covered with the same Green/Gray leather you see throughout the Master Cabin walls.
Nihat also had a very productive week as he took on the eXtremely big job of finishing all the exterior aluminium surfaces. We’ve settled on the “brushed” look that these 3M abrasive discs create when used with a random orbital sander such as this pneumatic one in the photo here.
Let us know what do you think of this look but we are very pleased with it.
Feeding Mr. Gee!
I managed to make more time for Mr. Gee again this week and focused on installing his “feeding” system to deliver the Goldilocks just right amount of scrupulously clean diesel fuel.
This is one of his six fuel injectors that have been refurbished to factory new condition by Michael and his crew at Gardner Marine Diesel at the Gardner “factory” in Kent England. Injectors just don’t get much better or simpler than this. NO electronics just a simple supply connection under the Red seal on the Right and a matching return connection on the Left.
Each injector slides into the tubular hole you can see underneath the tip of the injector here.
Then one of these lever arms is tightened down using the castellated nut just to the Left of the Red cap here. This lever presses the angled end of the injector body into its matching seat inside the tubular hole in the cylinder head and forms a perfect seal to keep all those literally eXplosive forces inside the cylinder where they belong and where they then supply all the mighty “draft horsepower” and torque that Mr. Gee delivers to our propeller.
Now each of those injectors need an equally robust set of piping to deliver the diesel fuel to/from them so my next job was to clean up all these steel fuel lines and give them a couple of coats of shiny black epoxy.
Can’t have any bare steel on Mr. Gee that would just rust now can we?!
Here is what those shiny Black steel fuel lines look like when they are connected to the bottom outlets on the Fuel Injection Pump and then go up to the injectors in the cylinder heads through the AL valve covers I have set in place here.
Again my apologies for being too busy installing all these fuel components to take more photos but I will take more this coming week and put them into next week’s Progress Update for you.
For now I hope this quick shot of where I left of yesterday (Sat. Oct. 10th) will do.
Yachts Play Games Bula Bula Right?!
Christine and I spent Saturday morning doing a job that believe it or not, we have long been looking forward to; painting the length marking strips on our 13mm / 1/2” galvanized HT anchor chain.
The joy in this job is that it reminds us that in the not too distant future (we hope!) we will be using these marks to tell us how much anchor chain we have let out in the latest anchorage we have just arrived at.
We started by dragging all 300 meters / 328 feet of chain off the factory pallet onto the shop floor and arranging it in 10 meter long loops with paper underneath both ends where we would be spray painting the chain.
There are a LOT of different ways to mark an anchor chain and even more opinions about which is best but we have both anchored thousands of time in our marine lives and find that painting different colours onto the chain and then adding some matching coloured nylon zip ties is the Goldilocks just right method for us.
We paint a different colour combination each 10 meters / 33’ and to help us remember the distance of each colour we came up with the acronym YPGBR based on the colours of paint we have used this time. As you might figure out from this photo, YPGBR stands for Yellow-Pink-Green-Blue-Red which is the order of the colours we painted onto the chain every 10 meters.
These are the odd numbered 10 meter marks starting with Yellow at the first 10m mark at the top here, then:
- Pink @ 30m,
- Green @ 50m,
- Blue @ 70m
- Red @ 90m
At the other end of the loops we use a combination of the colours to mark the even starting lengths of;
- Yellow/Pink @ 20 meters
- Pink/Green @ 40m
- Green/Blue @ 60m
- Blue/Red @ 80m
Nope! Easy for us to remember when the YPGBR acronym stands for is:
- Bula Bula**
For those who might wonder, Bula is the Fijian greeting, always said with great Gusto, which we learned so well from all our years cruising in Fiji
Once the paint dried we flaked the chain back onto the pallet and it is now ready to be pulled aboard into its Chain Bin inside the Forepeak but that will have to wait for next week’s Progress Update here on Möbius.World.
Thanks as always for joining us and be sure to add your thoughts and ideas in the “Join the Discussion” box below.
– Wayne & Christine
This week’s Progress Update will be short and sweet as we are still working very shorthanded on XPM78-01 Möbius and it has been another very full weekend of boat related work for Christine and me so it is already late Sunday here as I sit down to write up this week’s Progress Update for you. However, progress is being made and there are interesting new developments to show you so let’s jump right in for this week’s Show & Tell aboard the Good Ship Möbius.
Serkan was onboard for two days this week as he continues to work on the last of the hardware related work in the Master Cabin. On Tuesday he was installing the last of these beautiful SS latches on the doors and drawers on the front Starboard/Right side wall of the Master Cabin. He is down to the last latch on the bottom drawer below the vanity sink that you can see in the bottom Left here.
A bit different perspective on Thursday, looking straight down the centerline towards the bow of the boat you can see that the bottom drawer has now been installed along with the two matching latches on the White bottom cupboard doors inside the Head/Bathroom on the far Left.
And Serkan has almost all the Green/Gray leather panels installed now, just the small strips around the Vanity cabinet at the far end. The door of that Vanity as well as the main Head door will soon have mirrors mounted on them to finish this area off.
Upstairs in the SuperSalon an exciting new development is now visible. The window frames are now all filed with their plywood templates which will be sent out to the glass company next week so they can cut and prep all the 25mm/1” thick laminated window glass as well as the other glass for the flush Deck Hatches.
And the “eyebrow” around the upper SkyBridge.
Still very much a “work in progress” but the whole SuperSalon is beginning to come into view now.
It will be a VERY big day when we finally get all the glass installed onboard and make Möbius fully weathertight for the first time.
Our faithful Dynamic Duo of Uğur and Nihat had another full and productive week. If you were with us last week you’ll remember they were busy getting the ceiling over the Outside Galley on the Aft Deck all fully insulated wtih 50mm EPDM foam and the attachment points for the White AlucoBond laminated sheets that will form the ceiling itself.
As with the other AlucoBond panels you’ve seen them mounting in the Engine Room and Workshop, they use these very nice covered screws to attach the AlucoBond to the aluminium L-bar supports. If you look closely at the screw in the upper Left here (click to enlarge any photo) you can just make out the brass threaded washer around the head of the countersunk screw and then the chrome dome cover thread onto that to completely hide the underlying screw head.
Here is what the ceiling looks like viewed from down inside the SuperSalon looking up and out the Entryway WT Door onto the Aft Deck Galley.
For those wondering, the White, Black and Red lettering is just a protective film on all AlucoBond panels which will be removed just before we launch to reveal the White anodized aluminium outer surface of all these panels.
And here is what it looks like from the other end out on the Aft Deck.
The Black wiring hanging down is for the six LED lights when we are cooking in this Outdoor Galley or dimmed down for safe lighting when entering or leaving the boat.
This is the Port/Left Vent Box which served double duty as one of our Outdoor Galley countertops with this SS sink in it.
The rectangular openings are filled with the Mist Eliminator grills and damper system for the Entry Air going down to the bottom of the Engine Room.
And this is the matching STBD/Right side Vent Box with the two rectangular openings for the extraction air from the Engine Room and Workshop.
The raised surface on the Left will be the main countertop in this Galley and the lower countertop will soon house the 220V electric Grill/BBQ.
All the countertops will be Turquoise Turkish marble to match that in the inside Galley.
For the observant ones who might wonder, the two small outlets on the Aft facing bottom of this Vent Box on the far Right are for the quick connect water fittings for our Deck Wash hoses; one for Fresh Water, one for Salt.
However the most exciting new milestone Nihat and Uğur hit his past week was that they started on the final cleanup of all the bare exterior aluminium surfaces. Nihat spent most of the rest of the week working on the AL surfaces surrounding the SkyBridge.
This is a two part process, first grinding all the welds to be either flush or nicely radiused corners such as you can see Nihat has done here on the frame for the SkyBridge Console and the surrounding interior walls.
Then he moved on to all the AL surfaces and welds on the surfaces outside of the SkyBridge itself.
Such as the tops of these “horns” on either side of the Front hinged Solar Panel bank and the outer walkway that runs down the sides of the SkyBridge.
Uğur took on the daunting task of grinding down all the welds on the outside surfaces of all the Hull plates. There are three longitudinal runs of welds down each side where the different thicknesses of hull plates butt together. The top one he is working on here is the only “hard chine” or corner on the hull which is a bit trickier as the weld needs to be ground down flush to each plate and then have a nice radius for the turn of the corner.
It is difficult to capture in photos, especially at this early stage but this will give you an idea.
The surface on the far Right here is part of our experimenting with different kinds of final swirl patterns for the final finish to see which one we like the best.
This shot will help you see how the process of finishing this corner seam goes. The corner on the far Left is close to what the finished chine or corner will look like and as you move to the Right towards Uğur you can see the progression “backwards” through the process with the raw untouched weld on the far Right.
This longer view will help you understand the “daunting” part of Ugur’s job! 24 meters / 78 feet down each side suddenly becomes a VERY real and very big number when you are taking it on one centimeter or inch at a time and then three of those lengths (one for each weld seam, on each side. I’ll let you do the math!
The maximum sheet size for aluminium plates is 6m/19ft so there is also a vertical seam where each end of the plates butt together that also needs to be ground flush.
And up at the Bow there are a lot of transitions where the different hull plate thicknesses, 10, 12, 15, 20 and 25mm thick all come together where they meet up wtih the 25mm thick Keel Bar and that nice round transition up at the top where it wraps around our big solid AL “nose” cone for the snubber line when at anchor.
By quitting time on Friday though Uğur and Nihat has already done their first passes of their welds on the Stbd/Right side so that was a LOT of progress in just a few days. Lots more to come next week so stay tuned as I show you the continued evolution of finishing the hull.
The newest member of our growing family of Victron equipment finally arrived and got installed this week. It is the newest Victron Blue box that you can see in the bottom Right corner of this AL panel in the Forward Port corner of the Basement.
If you click and zoom in on this or the photo below, you can see that this tiny Cerbo GX box provides us with communication ports for USB, Wi-Fi, Bluetooth and a MicroSD slot as well as the Victron VE.Can nd VE.bus connections.
We have had Victron equipment on our previous boats for many years with great success but one area that has been lacking is their integration in communicating with each other and the whole GX line is helping to resolve that.
The Cerbo GX is also the newest bit of kit from Victron and makes a huge leap forward in getting all our Victron equipment onto our N2K network as well as bringing all our Victron into a much more integrated system.
Just around that front Port corner is our “Solar City” wall where all 14 of our Victron SmartSolar 100/20 MPPT controllers which connect to each of our 14 320Wp Light Tech solar panels. The Gray box is the junction box for all the wiring and the 14 circuit breakers for the DC outputs of each MPPT controller.
Diagonally opposite on the Stbd Aft corner, we managed to steal our Plumbing Wizard Cihan back for one day and he finished installing the last 2 Whale Gray Water Tank pumps. This pump extracts Gray water out of the integral AL tank below and pushes it out the Sea Chest that you can just barely see on the far Left here.
Given that we are rarely in marinas and on anchor, the vast majority of the time our Gray Water (sinks & showers) goes directly to an exiting Sea Chest but when that’s not allowed, the Grey Water is stored in one of our three Gray Water tanks and hence the need for this Whale pump to empty those tanks when we are out at sea.
The big Clear/White tank on the Right is our Potable Water tank which ensures that we always have at least 150 litres of pure water to use even if we should somehow loose all access to the 7100L/1875USG of fresh water in our six integral AL tanks in the bottom of the hull.
Some of that fresh water goes into this HazMat Locker on the Port side of the Swim Platform for our Aft Shower. As you can see here we have hidden the shower mixing valve and head inside this locker to keep it out of the way and protected from daily UV and salt water.
Cihan has mounted a holder for the shower spray head inside here as well so it is easy to just open the locker and grab the shower head to rinse off after a snorkel exploration or for a nightly shower. There will be another showerhead mount up on the Aft railing so you can have a hands free shower as well for shampooing your hair or whatever.
Inside on the front Stbd/Right side of the Workshop by the Day Tank, Cihan was also able to install these two Black hockey puck shaped Maretron FFM100 Fuel Flow Meters.
The upper Left Fuel Flow Meter is on the Fuel Supply line going into the dual FleetGuard 2-stage fuel filters
and the one on the lower Right.is on the Return Fuel line from Mr. Gee our Gardner 6LXB engine. Having these high precision flow meters allows us to know the exact amount of fuel being consumed at any time and helps us run Mr. Gee at his maximum efficiency at all times.
And if you were to bend down and take a peek underneath the Day Tank you would see this latest addition Cihan has made out the bottom of the Sump on the Day Tank. The Black threaded nipple you see here is where the WIF or Water In Fuel sensor will be installed. Being heavier than Diesel fuel, water always sinks to the bottom so if we ever get any water in our fuel is will quickly find its way down to the bottom most point and send us a WIF signal and sound an alarm.
If you go back and look two photos above at the FleetGuard Fuel Filters you will see that each of the Fs19596 Fuel Filter/Separators has their own WIF sensor in the bottom so we are sure to know if water ever shows up in the fuel at any time and we can promptly get rid of it before it has any chance to get near Mr. Gee.
Speaking of Mr. Gee, I was able to spend more time working on him this past week focusing on timing and plumbing so let’s head over to the Engine Room to take a look.
This was an exciting new milestone for Mr. Gee and me as I finally got to mount this Fuel Injection Pump and Cam Box assembly taking up most of the Port/Left side of Mr. Gee. If you look at the far front end you can see the PTO (Power Take Off) shaft coming out of Mr. Gee which turns the fuel injection camshaft that in turn created the high pressure that goes up to each injector sprayer at just the right time.
At the aft or flywheel end of the Gardner it is Grand Central Station for all these Copper & Brass lubrication oil pipework’s. They all come together here where the cast iron Oil Filter acts as the traffic cop for all the oil coming and going to the rest of the engine.
Many hours of “pipe wrangling” later, this is how the pipework’s look when all connected to the Oil Filter on the top Right here and then going heading on to their connections on the other end to the crankcase, oil cooler which has its own dedicated oil pump which is the Burgundy painted unit extending out of the AL Cam Box in the rear Left here.
I won’t bore you with all the details, but Gardner engines have multiple “timing” settings that are critical to get absolutely spot on for the engine to run properly. The timing of when each intake and exhaust valve needs to open and close is one example that I tackled this week. The requirement is that the Intake Valve opens at 16.25 degrees Before Top Dead Center and the Exhaust closes at 11.75 degrees Aft TDC. But how do you measure and set to such accuracy?
The method I came up with was to put a piece of masking tape on the outer circumference of the flywheel covering the distance between the two precise lines punched on at the Gardner Factory to mark TDC and 25.8 degrees BTDC which is for timing the fuel injectors.
Then I peeled off the masking tape and laid it out on a flat AL surface where I could accurately measure the distance between “zero” at TDC and the 25.8 degree line with my digital Vernier calipers which gave me the numbers I needed to figure out how many mm one degree of rotation is.
Pretty simple math that even I could figure out. It was 127.7mm from the TDC line to 25.8 degrees so 127.8 / 25.8 = 4.872mm = 1 degree. Easy to then mark off the distances for the 16.25 degree and 11.75 degree marks.
Now all I had to do was put put the masking tape strip back on with the TDC mark on the tape matched up with the TDC mark on the flywheel and then mark the flywheel at the 16.25 BTDC and 11.75 ATDC lines and then put a center punch mark at each one and scribe a line through them. Lining these marks up with the reference line you can see scribed into the top and bottom of this opening in the flywheel housing and I can turn the flywheel to align these marks and precisely adjust the valve timing at each point.
That will be where I start tomorrow (Monday) morning so I’ll let you know how that works out in next week’s Progress Update.
So this is the parting shot of Mr. Gee when I left him last and where I will start tomorrow morning. And my first order of business will be to find the slob that dribbled that bit of Wellseal gasket sealer on the top of the cam box! Oh wait, never mind, I just caught my reflection in the monitor and I found him!
Thanks for joining me here on this week’s Show & Tell for the week of September 27 to October 3rd, 2020. Really appreciate you taking the time to follow along and I sure hope you will add your comments, questions and concerns in the “Join the Discussion” box below.
Hope to see you here again next Sunday.