Trojan Boat Forum

I have a 72 F-36 Convertible that I have been rebuilding for the last 5 years including rear deck, front deck, canvas electronics etc etc etc. It has the Mercruiser 320 (427's) and I and since the vessel has successfully completed a detailed survey, no blisters cracks solid bones I am considering reposer options. I use the boat for weekends, and fishing offshore (the Gulfstream is only 10 miles offshore here) and I am planning my first Bahamas trip in June. The boat originally cam with Chryslers, Mercruiser 320's and Cumins 210, which is my first choice so far If I take the plunge.

Can anyone give me some input on the cruising speed, economy etc of the Cummins 210 on this boat.

This is my first post and any information would be appreciated. I know only trojan people know and can appreciate the shortcomings and most importantly the integrity of this vessel.

The cummins 210 the boat came with as a option is very out dated and hard to get parts for ( V8 555) As are some of the other diesels offered in the 70s .

210 hp would be on the low side IMO 250-315 HP would be a good choice .

Manny of the F36s have been re-powered with diesels . The cummins B (6BTA ) at 250hp has been used and is a good choice ( I know of 4 personally ) also the 300 hp and 315/330 models , Very common engines easy and cheap parts . deals on factory re-mans too . I have the 300hp 6BTA my self great engine .

I also have seen 6 cly Volvos used no hands on my self .

Yanmar is worth looking at also .
Others have been used also , but non I would recommend .

I cruse @ 20+ knots and get just over 1 Nautical MPG . If I ran slow I would do even better. (300 hp Cummins B 6BTA )

x1 on the Yanmars. I have looked into this as well and see them as a contender for sure. A bit expensive but great support and warranty. IMHO

I went with 375hp fuel injected MarinePower 6.0L with zf 63a gears for the price and ability to use the existing running gear.
We intend to use the boat for slow cruising inshore and waterway so it fit our budget and application.
SRD
1980 F36

Thanks for your input. It looks like I am leaning toward the Cummins 250/300. Simple, reliable and it appears that they are easy to work on.

I originally was looking at the 210 because it looked like i would not have to change the running gear but that decision is so far way above my level at this time, but I will learn.

Repowering looks overwhelming at this time and I appreciate your input. I her spoken to a few people , most who are trying to talk me out of it. The fact is, I know this boat and evan though its old, its classic and I am not willing to start over with another boat (diesel) and work through someone else's problems.

If anybody has someone in Florida that has done a F36 conversion here and is good and trustworthy please pass him to me as i am getting serious about this project.

Thanks

Welcome aboard!!! Good luck, hope to see more of your boat and projects. I learn more every day here!!!

This guy already converted. I don't know if he will be able to help but may be worth a shot. http://orlando.craigslist.org/boa/2937635043.html

abdriver wrote:Thanks for your input. It looks like I am leaning toward the Cummins 250/300. Simple, reliable and it appears that they are easy to work on.

That is exactly what I have in my F32 - Cummins 6BTA/5.9/Turbos wth 1:1 Velvet Drive and 17x20 props. Engines fit and run great - I top out at 27 knots, and very economical at hull speed (1:1 and 20 pitch work well for economical cruising).
Turn up your speakers: http://RNR-Marine.com/Trojan/Viva-Mahia ... 0mar08.MP4

Paul has the newer 300HP 6BTAs (intercooled?) in his F36.

Solid motors - last forever - tons of torque.

Are the 427's shot, or do you just have a burning desire for diesels?

different hull here, 10 meter International express

twin Yanmar 315 LP series

1.28 NMPG with 9 adults on board, full fuel and load trip to Key West at 20-22 kts

less load yields higher NMPG but I cannot documant this with any accuracy other than the fact that I am always "sticking" the fuel tank as I generally cannot believe the amount of fuel that the guage tells me is actuallyu in the tank.

reliable

economical

safe

starts every time

and the sweet spot moved from 15 kts with the 454's to 20-22 kts (we believe, but cannot prove) with extended range and more distance covered allowing us to travel farther on any given weekend.

RWS

RWS wrote: 20-22 kts (we believe, but cannot prove)

Why can't you prove this? GPS is very accurate.

The 427's are in good shape, Port is fairly low time Stbd has higher time but neither burn oil and other than the point of getting difficult to find the very early generation Mercruiser parts they are great. I wish I bad a couple of vintage Vetts to drop them into.

So its update them or convert the whole thing

Reasons for re-power: Reliability, Safety and Economy. Boat is perfect for our purposes. Right size for two of us to handle in virtually all situations.

Like to slash my 400$ fuel bill every time I spend the day offshore fishing and looking for a little more economy as I would like to make more frequent Bahamas crossings.

Lastly I am very confident on working with diesels. I have two VW TDI's and do all of my own maintenance. I feel that the Cummins would be very easy to keep up with and besides I believe that wherever I breakdown I should be able to always get parts from the local NAPA auto parts store.

Now I just have to pick all of your brains and attempt tp head off most of the pitfalls when I make the plunge

Got a vintage 1969 Corvette here (1 of about 5 prohects) - and a nice 500HP 427 ready to install - but no time ...

rossjo wrote:

RWS wrote: 20-22 kts (we believe, but cannot prove)

Why can't you prove this? GPS is very accurate.

cannot "prove" the fuel mileage as gospel

the 1.28 NMPG at 22 kts with 9 aboard and luggage, full tanks and etc is accurate based on mileage between fill ups.

Cannot determine the exact best burn as we are not using any flowscan type device.

RWS

abdriver wrote:

Now I just have to pick all of your brains and attempt tp head off most of the pitfalls when I make the plunge

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repowering means she's a keeper

translation - now is the time (engines out) to do the other things to make her a better boat long term and to avoid future problems and maint as well as making her a better boat.

time to do upgraees while they are easy

add emergency bilge pumps, replace hoses, rebuild sanitation systems, add engine room lights everywhere, centralized oil change system, sound insulation, how is tyhe HVAC?

stuff like that

and consider PYI dripless shaft seals.

RWS

RWS wrote:

rossjo wrote:

RWS wrote: 20-22 kts (we believe, but cannot prove)

Why can't you prove this? GPS is very accurate.

cannot "prove" the fuel mileage as gospel

the 1.28 NMPG at 22 kts with 9 aboard and luggage, full tanks and etc is accurate based on mileage between fill ups.

Cannot determine the exact best burn as we are not using any flowscan type device.

RWS

I understand now. I thought you meant you couldn;yt prove the speed of 20-22knots.

Even FloScans can be inaccurate, unless they are properly calibrated. The must be calibrated. Once calibrated, they're pretty accurate.

1.2NMPG is a very good average. Is yours a 10Meter?