yachtbrokerguy wrote:
Lets take a typical boater who puts 150 hours per year on their boat. Loopers will do more, ICW north and south will do more but when you look at all the boats for sale, divide the number of hours on the mains by the age of the engine, on average not that many hours per boating season. Boat "A "uses 2 gph and boat "B" uses 3 gph, so one extra gallon for 150 hours, times $5 per gallon to take in some increase, give a fuel cost difference of $750.
Compared with the cost of dockage, insurance, routine maintenance, reserve for repairs, and depreciation, total fuel use should not be the deciding factor.
*This film clip explains mechanical governors.* Presumably, some modern diesels have electronic governors?* My JD 4045D has a "proven and reliable mechanical governor."nomadwilly wrote:
Really! My govonor's that smart? So that explains that *...to a degree.** ...
Yes, if you have a tailwind the load on the engine is less and you burn less fuel to turn the same rpm which generally equates to the same speed over the ground.nomadwilly wrote:
So if I have a tailwind and the tach say the same rpm I'm burning less fuel?
I thought the governor only came into play to limit max no load rpm.
I guess that's why a diesel sounds like it does when it starts up. Sounds like it's under heavy load for a few strokes before it comes up to idle speed. Is that right Rick?
*I suppose this is why there is a return line to the fuel tank.RickB wrote:
Yes, if you have a tailwind the load on the engine is less and you burn less fuel to turn the same rpm which generally equates to the same speed over the ground.
No, the fuel metering is controlled by the governor and done in the injection pump. The fuel return on your engine merely returns the fuel that leaks past the injector components for lubrication and cooling.markpierce wrote:I suppose this is why there is a return line to the fuel tank.