Repair of Yanmar Heat Exchanger and Water Pump

Repair of Yanmar Heat Exchanger and Water Pump

Oct 20, 2016

  • Action: To Do List item A0129 – Repair or replace heat exchanger manifold.
  • Action: To Do List item A0132 – Repair or replace water pump.

 

  • Action: To Do List item A0123 – Obtain two additional heat exchanger manifold mount bolts.
  • Action: To Do List item A0124 – Obtain four heat exchanger manifold exhaust mount stud and nuts.
  • Action: To Do List item A0125 – Obtain heat exchanger manifold to engine block gasket.
  • Action: To Do List item A0126 – Obtain heat exchanger manifold to exhaust water mixing elbow gasket.
  • Action: To Do List item A0127 – Obtain heat exchanger manifold to engine block noise absorber pad. 
  • Action: To Do List item A0128 – Obtain gaskets and O-ring seals for heat exchanger end cover caps.
  • Action: To Do List item A0131 – Obtain water pump to engine block gaskets.
  • Action: To Do List item A0133 – Obtain new thermostat, gasket, and O-ring.
  • Completed: 20 October 2016
  • Cost: $742.35

 

The heat exchanger and water pump aluminum corrosion problem drove the search to determine which decision, replacement or repair, was most cost effective (cheaper).   Internet searches revealed the heat exchanger, part number 129670-44911, would cost about US $1,100.00 and the water pump, part number 129271-42001, would cost about US $267.00 sourced from Yanmar part dealers.  Repair estimate from a local Filipino machine shop was P13,500 pesos or about US $290.00 with no guarantee or warranty; which was about 20 percent of the replacement cost. 

The viability or reliability of repair was also a concern.  The seal between the heat exchanger and the core is dependent upon close tolerances in the angles/bevels in which the core resides and a O-ring seal is used to close this gap. If the repair tolerances are not done right, the real possibility of a potential leak past the O-rings exists.  To minimize this possibility, the option to use a thicker O-ring was considered and a user made O-ring seal splice kit was ordered with multiply rubber thicknesses at a cost of $31.29.

    Also of concern was where did the large amount of rust scale/flakes come from; some could be the remnants of the aluminum material consumed by corrosion.  The engine block is aluminum, so the components with steel based components were most likely the water pump and lubricating oil cooler.  As the rust/scale flakes and corrosion were mostly found in the area between the water pump and heat exchanger, the water pump was a likely suspect.  The water pump was thoroughly cleaned and rotation of the shaft was still smooth and noise free.  The water pump was not disassembled to inspect its internals as disassembly was not recommended per the service manual.  The possibility of a potential future failure of the water pump was believed to have increased due to this corrosion issue.  Replacement or addition of a spare water pump was a strong consideration.

    The repair option was chosen.

    The heat exchanger and water pump were turned over for repair to the diesel engine repair and machine shop called Wellmade Innovative Technologies, Talisay City, Cebu.  About two weeks passed, and the parts were ready for pickup.  The original estimate stood as the final total bill, and was paid.

    Inspection of the repairs appeared very favorable as illustrated in the following pictures before and after shots.

      Most marine engines have zinc anodes installed in the raw seawater cooling system to minimize corrosion.  The Yanmar 4JH5E diesel engine does not have zinc anodes installed due to the manufactures position that the metallurgy is compatible and galvanic corrosion should not be an issue.  It is important to recognize that the components inspected in the raw seawater cooling path through the engine did not have corrosion present, just scale buildup.  The manufacture also minimizes the chance of corrosion in the engine coolant system by specifying the coolant is changed annually.  In this case the corrosion that occurred was most likely due to not following the manufactures coolant change recommendations and made worse by the possibility the corrosion allowed the seawater to leak past the seals into the coolant system.  To minimize the possibility of this corrosive action occurring again in the freshwater coolant system, removed a plug in the aft heat exchanger end that is not mentioned or documented in the part or service manuals.  The plug's hole was drilled and tapped to a 18mm thread size to accommodate a zinc anode, which was installed.  A metric 45-piece tap and die set was purchased at a cost of $135.49, with tax and shipping.  A special 16.5mm drill bit to match the 18mm tap size cost $14.74.  The Yanmar engine zinc, M18.5x1.5, with replacement zinc spares cost $73.07, with shipping.

        Installed four new threaded studs ($8.80) with new nuts ($8.36) with a liquid red thread locker ($8.17), into the heat exchanger exhaust mounting port.

          Installed new O-ring ($5.75) around heat exchanger core and new gasket seal ($6.25) in the aft end cap.  Though not specified by manual installation instructions, applied hi-temp sealant to surface area where the aft end cap mates to the heat exchanger to reduce any chance of a leak.  Aft end cap was then bolted to aft side of heat exchanger.  The forward heat exchanger end cap was installed the same way ($12.00).  Additional parts were received to facilitate the installation: Two additional heat exchanger manifold mount bolts ($3.56), heat exchanger manifold to engine block gasket ($31.31), heat exchanger manifold to exhaust water mixing elbow gasket ($15.97),  and the heat exchanger manifold to engine block noise absorber pad ($14.95).  The heat exchanger was now ready for installation back on the engine.

            The water pump and thermostat housing was cleaned.  A new thermostat ($73.75) with two new gasket seals ($2.09 + $2.69) were installed on the water pump. Also received the water pump to engine block gasket ($4.11).  The water pump was now ready for installation back on the engine.

            Hull Barrier and Antifoul Paint Selection

            Hull Barrier and Antifoul Paint Selection

            Oct 17, 2016

            • Action: To Do List item A0058 – Research and obtain barrier and anti-foul paint.
            • Completed:  17 October 2016
            • Cost: $3,050.23

             

            As a result of our initial inspection on the hard, we made the decision to remove all the paint from the bottom and start anew.  Some of the onsite cruisers working their hull bottoms advised us to procure local paint since that was their strategy and they justified their recommendations stating - you need to do a bottom job every year or sooner due to the issues with the tropics - the paint just does not hold up and local paint is cheaper in cost than anything else.  Indra had been painted less than a year before and whatever local paint that was used was literally falling off the bottom.  We decided that despite the wisdom and advice of experienced cruisers, we would explore other options with the end goal of not having to do a bottom job every year.  In the water bottom scrubs to minimize organic plant based accumulations (slime) was considered acceptable, but desired something that kept the growth of concrete encrusted barnacle pests to the minimum.

            After reviewing many internet sites, reviewing paint performance studies, manufacture's propaganda or literature, and considering way to many folks personal opinions; we concluded no one knew the answer and each paint manufacture was interested in one thing, your money.

            The importance of a reputable hull barrier coat to protect the fiberglass that the hull was made of was emphasized by most - don't go cheap here was advised.  Based on a general internet consensus and good reputation based on user feedback, we selected Interlux InterProtect HS Epoxy Primer YPA420/422 Gray for our barrier paint.  Next question was how much paint is needed?  Found a formula on the internet for number of gallons of barrier coat paint where, gallons = (LOA x Beam x 0.85)/151.  Substituting Indra's specs into this equation, (34.5x11.0x0.85)/151, answer was 2.13 or 3 gallons.  As we also planned to do some touch-up painting of the interior of hull and desired extra (spares), just in case, so we felt comfortable with doubling that amount.  We ordered six two part kits of this paint at $109.99 each, with a total cost of $659.94.

              For antifoul paint, we ruled out the ablative type as this type of paint is rated as a yearly paint which did not meet our goal. The red paint that fell off Indra was of the ablative type.  We eventually decided on a paint that still had some controversies, but appeared to have a growing following, particularly in Europe and in the Mediterranean.  It also had the potential of fulfilling our goal of no yearly haul outs for bottom jobs, and had the potential for much longer than we thought was possible.  We discussed this paint with cruisers onsite and some claimed it was all propaganda, to expensive, and a waste of money - it was interesting to discovery this advice was based on their opinion only, as none of them had even tried it.  Found one catamaran cruiser that had attempted using something like Coppercoat, but later painted an ablative antifoul paint over it due to poor performance - he admitted he did not use the brand we were researching but a homemade batch of what he thought would be equivalent.  By chance a French catamaran cruiser went on the hard, not for a bottom job, but to work mechanical drive and propeller issues.  When pulled out he had minor slime and no (zero) barnacles when they lightly scrubbed his bottom clean.  His bottom was a pale green throughout and the paint still serviceable.  Asked when and what he had used on the bottom, his answers were revealing - he applied something called Coppercoat six years prior; he did state that in water bottom scrubs must be performed on a routine basis, but he was satisfied with its performance.   He stated he had owned two previous boats with Coppercoat bottoms and both never needed another bottom job - he owned one for eight years, the other over 10 years, before selling them.

                Despite advice and opinions to the contrary we selected Coppercoat for our antifoul.  Their website has a quantity calculator which determined we would need 11 kits.  We ordered 12 kits at a cost of $125.00 each, for a total, with shipping to our US based ocean freight consolidator, of $1,617.27.

                  As the propeller would also need painting, we chose a Velox Plus Prop Paint Kit at a cost of $129.99.

                  These items were ordered and shipped to our balikbayan box consolidator and forwarder in Los Angles, California, Manila Forwarder, and received on 17 October 2016.

                   

                  UPDATE: Due to the issue with Indra's hull and slight osmosis, we delayed application of bottom paint to allow the hull extended time to dry out.  Unfortunately, the cardboard boxes the Coppercoat were stored in softened up due to the high humidity in the Philippines resulting in five Coppercoat bottles of hardener (pack B) being crushed and leaking out.  Reordered five Coppercoat bottles of hardener pack B ($100.00), three additional Coppercoat kits ($390.00), eight 9" Foam Rollers ($59.92), ten 4" Mini Rollers ($44.95), two quarts of 91% Isopropyl Alcohol ($8.00) from Coppercoat USA in May 2017, for total cost with shipping to Los Angles, California of $643.03.  These were received in Naga City, Cebu, Philippines on 17 August 2017.

                  Lofrans Windlass Maintenance Parts

                  Lofrans Windlass Maintenance Parts

                  Aug 27, 2016

                  Lofrans Windlass Maintenance Parts

                   

                  • Action: To Do List item A0186 – Obtain Lofrans Maintenance Kit for Tigres (#LWP72050). 
                  • Action: To Do List item A0187 – Obtain Lofrans motor housing to gear box flat rubber gasket seal (#LWPHP0095).  
                  • Completed: 27 August 2016
                  • Cost: $191.25

                   

                  The Lofrans Maintenance Kit for a Tigres windlass at a cost of $139.00 and the flat rubber gasket seal at a cost of $22.00 was obtain from the Imtra Corporation website.  Tax and shipping added $30.25 to the total and they were sent to our ocean freight consolidator and forwarder in California.  We received these on 27 August 2016 2 1/2 months after initial order.

                  Replacement Engine Alternator

                  Replacement Engine Alternator

                  Aug 27, 2016

                  • Action: To Do List item A0122 – Obtain replacement engine alternator.
                  • Completed: 27 August 2016
                  • Cost: $1889.17

                   

                  As the existing Balmar Series-6 100 amp alternator was severely corroded and it was still unknown if a reliable repair or refurbishment could be accomplished, we decided a replacement alternator was needed.  As the Balmar alternator brand had a very good reputation due to reviews posted on the internet, we decided to stay with this company.  We selected a Balmar 60-YP-MC-150-J10 kit, which includes a Series-6 150 amp alternator with J10 serpentine pulley, a MC-614 Regulator, temperature sensors, and mounting hardware.

                    The selection of the J10 serpentine pulley was preferred over dual V-belts due to projected reliability and longevity of a 10-groove serpentine belt.  The selection of the J10 serpentine pulley for the alternator also meant we would need to upgrade the single V-pulleys for the water pump and engine crankshaft pulley.  For this we selected an Electromaax Yanmar Marine 4JH5-E Serpentine Pulley Kit (PK-4JH5 ) with an optional belt tensioner.

                      The items were ordered and received 27 August 2016.  The cost is listed below.

                       

                      P/N Item Cost
                      60-YP-MC-150-J10 Balmar 6-Series Alt/Reg Kit, 12 Volt, 150 Amp, J10 Pulley, MC Regulator $1,230.18
                      PK-4JH5 Yanmar Marine 4JH5-E Serpentine Pulley Kit $499.99
                      Electromaax Yanmar Belt Tensioner $159.00
                      $1,889.17

                       

                      Galley Sink Isotherm Thru Hull Seacock – Custom Problems

                      Galley Sink Isotherm Thru Hull Seacock – Custom Problems

                      May 19, 2016

                      • Action: To Do List item A0078 – Obtain 1 1/4 inch BSP threaded bronze ball valve galley sink discharge seacock.
                      • Action: To Do List item A0079 – Obtain 1 1/4 inch BSP threaded to 1 1/2 inch bronze hose barb adapter for galley sink discharge seacock.
                      • Completed:  19 May 2016
                      • Cost: $228.60

                       

                      The galley sink discharge hose was attached to a 1 1/4 inch thru hull that was also the heat exchanger for the Isotherm 3751 ASU SP sea water cooled refrigeration system aboard.  No seacock was installed for this under the water line location, which is the reason for these To Do List action items.  The Isotherm 3751 ASU SP installation and operating manual from the Indel Webasto Marine website was reviewed and installation instructions recommended the installation of an optional 1 1/4 inch ball valve seacock and 1 1/2 inch hose adapter.

                      Ordered and received a Groco IBV-1250 Series Full Flow Inline Ball Valve  Thread Size: 1-1/4" Female NPT ($49.49) and a Groco FF-1250 Straight Full Flow Pipe to Hose Adapter 1-1/4" NPT x 1-1/2" ID Hose ($17.99).  When the ball valve seacock was attempted to be screwed on the thru hull, could not get more than two turns before it locked in place.  An email question sent to the manufacture Indel Webasto Marine located in Italy identified the thru hull threads as BSP (British Standard Pipe) which does not match the National Pipe Thread (NPT) of the new Groco ball valve seacock.  Would need to reorder the seacock and adapter, but this time with BSP threads.

                      A search on the internet for BSP threaded seacock and adapter located a viable source for these items, ASAP Supplies located in the United Kingdom.  Ordered a Seaflow Bronze Body Ball Valve 1.25" BSP Female Stainless Steel Handle for GBP 43.33 ($62.40) and a Seaflow DZR Straight Hose Tail (1-1/4" BSP Male to 38mm Hose) for GBP 8.98 ($12.93) with 3 to 4 day DHL International Delivery for GBP 32.95 ($47.45) for total order cost of GBP 85.26 ($122.78).

                        These items were ordered 10 May 2016 and DHL email tracking notifications provided the following status:

                        11 May 16 7:37 PM - Customs status updated - HONG KONG,HONG KONG
                        12 May 16 12:40 AM - Clearance processing complete - HONG KONG,HONG KONG
                        12 May 16 5:34 AM - Customs status updated - CEBU,PHILIPPINES, THE

                        -- Second day of transit and in Cebu, less than 30km from destination.  Is it possible they make the 3-4 day delivery?

                        12 May 16 12:00 PM - Clearance delay - CEBU,PHILIPPINES, THE
                        12 May 16 12:00 PM - Processed for clearance - CEBU,PHILIPPINES, THE
                        12 May 16 8:31 PM - Clearance delay - CEBU,PHILIPPINES, THE
                        13 May 16 11:35 AM - Customs status updated - CEBU,PHILIPPINES, THE
                        13 May 16 6:08 PM - Clearance processing complete - CEBU,PHILIPPINES, THE
                        13 May 16 10:53 PM - Forwarded for delivery - details expected - CEBU,PHILIPPINES, THE
                        14 May 16 12:21 AM - Forwarded for delivery - details expected - MANILA,PHILIPPINES, THE
                        16 May 16 10:26 AM - Forwarded for delivery - details expected - MANILA,PHILIPPINES, THE
                        16 May 16 2:10 PM - Recipient refused delivery - CEBU,PHILIPPINES, THE

                        --  The "Recipient refused delivery" status from DHL irritated me to no end, resulting in the following email exchange.

                            18 May 16 4:15 PM - Recipient refused delivery - CEBU,PHILIPPINES, THE

                                19 May 16 7:56 AM - Forwarded for delivery - details expected - MANILA,PHILIPPINES, THE
                                19 May 16 9:00 PM - Shipment arrived at incorrect facility. Sent to correct destination - CEBU,PHILIPPINES, THE

                                --  Package was delivered today and had to pay P1,749.80 pesos ($38.04) in custom duties and fees.

                                    -- The following DHL tracking statuses continued to be output each morning.

                                    20 May 16 6:15 PM - Recipient refused delivery - CEBU,PHILIPPINES, THE
                                    21 May 16 11:10 AM - Recipient refused delivery - CEBU,PHILIPPINES, THE
                                    23 May 16 2:20 PM - Recipient refused delivery - CEBU,PHILIPPINES, THE
                                    24 May 16 5:30 PM - Recipient refused delivery - CEBU,PHILIPPINES, THE
                                    25 May 16 1:50 PM - Recipient refused delivery - CEBU,PHILIPPINES, THE
                                    31 May 16 12:00 PM - Recipient refused delivery - CEBU,PHILIPPINES, THE

                                    -- ASAP Supplies concerned about DHL status sent the following email.

                                        02 Jun 16 2:00 PM - Recipient refused delivery - CEBU,PHILIPPINES, THE

                                            03 Jun 16 1:25 PM - Recipient refused delivery - CEBU,PHILIPPINES, THE

                                                06 Jun 16 1:45 PM - Recipient refused delivery - CEBU,PHILIPPINES, THE

                                                    Problems With Order, Shipment, and Philippine Customs.

                                                    Internet research on Philippine customs revealed a few answers at websites: Computation of Duties and Taxes for Imported Goods and Philippine Tariff Finder (PTF).

                                                    The first problems with this shipment is caused by errors on the ASAP Supplies shipping invoice.

                                                    • The invoice reflects actual charges paid in US dollars, however the invoice form itself, in the heading states the entries are in GBP (British Pounds). Shows total as US $75.33 which should be GBP 51.90.
                                                    • The shipping charges on the invoice are identified as GBP 0.0 and should be US $47.45 and listed on invoice as GBP 32.69.

                                                      The next set of problems are due to DHL's customs broker.

                                                      As indicated on Philippine Custom's BOC Form No. 177, the custom broker converted the printed invoice value of GBP 75.33 to US $108.68.   Keep in mind the printed invoice value of GBP 75.33 is actually in US dollars.  This error is really not customs fault, but caused by the errors on the invoice entries.  It is Philippine Custom's standard practice and regulation that if the declared value is less than US $100.00 it bypasses these formalities and is accessed a standard rate of P112 pesos on delivery.  This is the path this parcel should have followed, but the errors compounded into more end costs.

                                                      The next step the custom broker performed are revealed in the calculations below:

                                                        In the custom broker's calculations picture above:

                                                        • First line indicates "C" (C term = Cost of Items) with dutiable value of US $108.68 with Tariff Rate of 3% per rule 7307.2290 and Value Added Tax (VAT) rate of 12%.
                                                        • Second line indicates "F" (F term = Freight) with dutiable value of US $70.00.  Actual shipping charges were US $47.45 (GBP 32.69), the value of US $70.00 was falsely created.
                                                        • Third line indicates "I" (I term = Insurance) with dutiable value of US $2.17.  The value of US $2.17 was falsely created, as no insurance was purchased on this shipment.
                                                        • Forth line totals each dutiable value item C+F+I which equals $180.85 and indicates it is to be multiplied by Peso 47.205 to US $1.00 exchange rate.
                                                        • Fifth line indicates "DV" (DV term = Dutiable Value) in Pesos of 8,537.19 ($180.85 x Peso 47.205) and indicates it is to be multiplied by Tariff Rate of 3% per rule 7307.2290.
                                                        • Sixth line indicates "CD" (CD term = Customs Duty) in Pesos of 256.12 (Peso 8,537.19 x 3%)
                                                        • Seventh line indicates "BF" ( BF term = Brokers Fee) in Pesos of 700.00.
                                                        • Eighth line indicates "OC" (OC term = Other Costs) in Pesos of 15.00.
                                                        • Ninth line indicates "LC" (LC term = Total Landing Cost) and totals each item DV+CD+BF+OC which equals Peso 9,508.31 and indicates it is to be multiplied by tax rate of 12%.
                                                        • Tenth line indicates "VAT" (VAT term = Value Added Tax) in Pesos of 1,141.00 (Peso 9,508.31 x 12%).
                                                        • The Summary section identifies the Customs Duty of Peso 256.00 and VAT of Peso 1,141.00 for a total of custom charge due of Peso 1,397.00.

                                                         

                                                        Besides the falsely created Freight and Insurance charges, the non-defined Other Costs, the Brokers Fee stands out as excessive - Peso 700.00 to process one item when the average Filipino minimum full day wage here is 300-350 Pesos is a unrealistic charge.

                                                        The accumulation of costs does not stop as DHL makes their Inbound Charges Invoice with the following charges:

                                                          The DHL invoice reflects charges as follows:

                                                          • Custom charges of Peso 1,397.00.
                                                          • Advance Payment Fee of Peso 250.00 with VAT of Peso 30.00.  This charge is corrupt – they are charging DHL customers a fee for payment of the custom charges for its release for delivery.  So for an investment of Peso 1,397.00 to get a return of Peso 280 for a short time transaction is outrageous – 20% return in this case for about a day’s time investment.
                                                          • Informal Entry Declaration Form of Peso 30.00 with VAT of Peso 3.60 – This is a “standard” charge for the BOC Form No. 177 – however even this “minor” charge is inflated – corrupt.
                                                          • Customs Documentary Stamps – This is a “standard” local customs charge.
                                                          • Notarial Fee – This is a “standard” local customs charge.
                                                          • Add the items up and the amount due upon delivery is Peso 1,749.80 ($38.04).

                                                           

                                                          As the purchase cost for the bronze ball valve ($62.40) and adapter ($12.93) totaled $75.33; the shipping charge ($47.75) with customs ($38.04) totaled $85.79; this was not a cost effective purchase and will not be repeated.

                                                          It is clearly evident that the charges derived are out of line and excessive.  Any objective and ethical review of this process could only conclude that this process is corrupt, provides unfair advantage to the members of the process (i.e. the good old boy network, cronyism), and is a disservice to the public that are constrained to use it.

                                                          DHL International did an exceptional service of shipping the package to arrive in Mactan, Cebu and clear Philippine customs at their brokerage facility in two days.  DHL Philippines service was unsatisfactory as it took them seven days to deliver to a location only 30 kilometers away when 3-4 day delivery was paid for but not fulfilled.

                                                          Conclusions:

                                                          1. ASAP Supplies (and any other retailor) invoices need to accurately reflect in the correct currency what any countries customs personnel are looking for – accurate entries for Cost, Freight, and Insurance in the correct currency as stated on the invoice.
                                                          2. It would be prudent, as a customer, to request and review the shipping invoice before the item is shipped to avoid errors or omissions.
                                                          3. DHL International needs to re-evaluate their brokerage/customs agreements and overall charges that are being fleeced from their customers.
                                                          4. DHL International needs to hold to account their designated partners in different countries for lack of performance.
                                                          5. As advised by other foreign yachters here, order items, and have the items consolidated and shipped here via the Philippine Balikbayan method – positives: incurs no customs tariffs/duties/taxes – negatives: Balikbayan shipment via ocean freight takes 2-3 months for delivery.
                                                          6. As advised by other foreign yachters here, move on to a foreign yacht friendly country that exempts customs, duties, and taxes on purchases for temporary visitors.

                                                           

                                                          As this was our ninth shipment delivered by DHL in the Philippines, and each one was similar to the situation above, we do not recommend DHL for any shipment headed to the Philippines.  The shipment options and couriers that a retailer offers will now be used as a deciding factor on whether to purchase from a particular retailer.  Sad to say, but sometimes, you have no choice in the selection of shipping company.

                                                           

                                                          Regardless of the DHL and Philippine custom issues, the parts were recieved. Now they needed to installed.

                                                          Added to the To Do List:

                                                          • A0274 - Install galley sink discharge seacock, hose adapter, new hose and clamps.

                                                           

                                                          Yanmar Engine Heat Exchanger Core

                                                          Yanmar Engine Heat Exchanger Core

                                                          May 5, 2016

                                                          • Action: To Do List item A0130 – Clean scale buildup from heat exchanger core.
                                                          • Completed:  5 May 2016
                                                          • Cost: $0.0

                                                           

                                                          The heat exchanger core tubes were essentially clogged up with the same white accumulation shown in picture below.  The copper-nickel heat exchanger core easily slides out of the heat exchanger manifold.

                                                            The heat exchanger core was descaled of accumulations as best as possible using a mild acid bath.  A stiff, small wire rod was used to internally scrape clean each of the core's water tubes.  It was washed thoroughly, flushed with fresh water, and the exterior rubbed down with a cotton cloth.  As on-hand common household cleaners were used, there were no items purchased for this effort - cost $0.0.