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In a nutshell, yes. I'm looking at an old QSK19 brochure for mining applications (Tier 1) right now, since it was the first one in my legacy engine file, and the curves are grossly different for the 450 hp w/ peak torque@ 1500 rpm on up to 800 hp w/ peak torque @ 1500 rpm, though the rated hp...

Maybe a stupid question, but can't you just use a 25 ft 125/250V 50A marine shore power cord as an extension? Cordset, 50A 125/250V, 25', Yellow | Marinco Oh, and 6-gauge copper for 50A, with 4 conductors for 125/250V.

Then you can bump a half-Windsor or four-in-hand back into your list, along with the shoelace knot, or whatever it's called. :socool:

My understanding of the Mainship 350/390 is that the earlier ones (350) had a single, larger bunk in the guest stateroom, while the later ones (390) had small twins in there. They were basically the same boat, though. Most (but not all) of the single engine 350/390's I see for sale have...

Lotta leads for a dual-value capacitor, but it might be if a relay is integral. The second photo is of a transformer, which steps the voltage down for 24V for low-voltage controls.

We source a fair number of primarily Deere, Cat, and Cummins industrial engines, and the power, torque, fuel burn rate, and other curves are different for each HP rating of the same engine. Injectors, timing, possibly cams, and programming can vary depending on the power or duty-cycle rating...

I should have said 'release' the potential relay (and closing the NC contacts) rather than 'engage'. Low voltage under heavy load, or severe overload, can essentially reengage the start capacitor, which could explain the sudden large jump in current after the slow climb. Functionally not so...

Sounds like it's building too much pressure, until it draws enough current to trigger the potential relay and add in the start capacitor. Could be a bad capacitor, but does it have a variable expansion valve? Is the voltage at or very near the rated voltage (probably 115V)? Low line voltage...

Hard-start kits, or Start Assist kits as some prefer, do nothing to reduce the load on the power source. They exist to increase the starting torque within the compressor, usually for old/worn compressors and/or due to excessive voltage sag during starting. Starting current would normally be...

This. Assuming it's aluminium, I'd hit it with an electric heat gun if possible (don't care for open flame in such an area), and jack it out using a threaded rod, nut, and length of pipe, so you're jacking against the lug. Then check the shaft for damage, and put a shine on it before trying...

I worked on a big machine design project in the US with a couple of Brits, one of whom made fun of our wimpy 120V single-phase power, when I reminded him of job site reduced voltage requirements in the UK. :facepalm: And we still have 240V for large loads. No need for higher voltage for a...

And 100V nominal for single-phase. An odd voltage by world standards. Another oddity is (some) job sites in the UK, where 110V hand tool voltage is required for safety even though their nominal single-phase voltage is 230V, and it's created via a center-tapped isolation transformer so the...

4-wire feeder to a 120/240V subpanel, yes. And a boat's electrical distribution panel is essentially a subpanel, as the neutral and equipment ground is connected at the source, not in the boat, assuming no isolation transformer. But only 3 conductors are required for a 240V only branch circuit...

Close. A 240V (only) load would have two ungrounded (hot) terminals "L1" and "L2", and an equipment grounding terminal "G". No 'neutral'. If the unit was designed for a 120V compressor and other 120V loads with a 240V mains voltage, a grounded (neutral "N") terminal would also be required...

Sounds like the base unit isn't turning off the speaker in the mic when you key it.

Sounds like the Hobbs meter was replaced at some point. Put 12VDC to it, and let it catch up.

That sandwich plate under the directional valve appears to have flow control valves with free return checks, which limit the flow rate to the motor but the checks allow bypass of the restriction from the motor, in each direction. Since the flow is being restricted without redirecting to the...

Those kind of compression springs in a tension assembly tend to be noisy, too, as the tension members slide over each other. And they bottom out hard. There might be some use for it, but I wouldn't use it at the dock. Or at anchor either, for that matter.

Probably has something to do with the OB props at idle running at 13% or so of max design speed (assuming 800 rpm idle and 6000 rpm rated) vs the diesel running somewhere around 25% of rated at idle. Input power goes up roughly as the cube of the prop speed (if the affinity laws hold for boat...

Good. I actually did have to cut a line once, in the Erie Canal on a sailboat (mast stored, of course). Got a bit scary when it jammed at the top of the static line and started to pull the boat over. Damn glad I had that sharp rigging knife on my belt. Learned a thing or two on that little...

I would expect to find, at the very least, a relief valve in that manifold. Possibly a flow control, too, as it's super easy to incorporate all that into a small manifold, especially since the return also passes through that manifold. Look for one or two allen keyed or slotted screws with...

Check the lines to see if there's a flow control in there somewhere, including in a directional valve manifold. It's possible one was installed to limit the motor speed by diverting some portion of flow to the return (assuming open loop) if operated at a higher pump speed than intended...

It's probably just a gear pump, which is fixed displacement. I don't see any reason they'd have used anything more sophisticated for something like a bow thruster.

Just what I'm looking for, and naturally it's on the wrong coast. :mad:

https://www.onlinemetals.com/merchant.cfm?id=997&step=2&top_cat=60