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TOPIC: DAF 575 issue

DAF 575 issue 08 Nov 2019 15:55 #111254

Martin,
Great to hear that problem solved with "tyre" linkage and that you got back home OK.
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Colin Stone
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DBA - The Barge Association
DBA - De Binnenvaartvereniging
DBA - L’Association des Péniches de Plaisance

DAF 575 issue 08 Nov 2019 14:14 #111251

  • Martin Nunan
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Hi All

firstly thank you for replies. Now safely back at home mooring and can report that the issue was not the gearbox, nor the engine governor. It turned out to be the pneumatic drive shaft coupler which had become adrift when encountering heavy weed outside Berry un Bac. Only noticed it through chance but see picture attached

once wheelbarrow tyre was correctly installed no other problems to report.

regards
mpn
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DAF 575 issue 26 Sep 2019 19:46 #109832

>Are you sure that wasn’t an emissions defeat device??

That is the EGR - Exhaust Gas Recirculation valve which was controlled by a vacuum line. Would get gunged up with carbon.

The intake valve is correctly known as the "Anti Shudder Valve".

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Colin Stone
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www.luxe-motor-kei.co.uk
DBA - The Barge Association
DBA - De Binnenvaartvereniging
DBA - L’Association des Péniches de Plaisance

DAF 575 issue 26 Sep 2019 19:45 #109831

Hi Pete
I did not want to answer for Balliol, but the only was to stop a runaway is by shutting off the air, or stalling it.
Your external shut offs MAY work if the engine has not reached full runaway conditions, e.g. still running on a mixture of diesel and sump oil

I too have been in the situation of runaways, the first time when test driving a used car, managing to stall the engine Balliol style, Needles to say I did not buy it.

The second time, again driving a "banger van" belonging to a friend, it refused to stall, even with handbrake firmly on as well. it revved manically before it self destructed, leaving stains on the tarmac, that the ex radiator water was trying to wash of, and dents in the bonnet.

The third time I was standing right next to a diesel powered air compressor, between it and a wall (nowhere to run) it as it started to run up to high revs, I managed to reduce the air flow to the air filter by stuffing a rag I had in my hand into the air intake at the same time closing the "stop" on the injector pump, It took a surprisingly long time to stop, and I was dreading further speed increase, seizing of the crankshaft and a con rod wrapping itself around my nuts. I don't scare easily, but I was quite excited by the time the revs started to reduce. Hahaha

Balliol's idea of a fire extinguisher might work if it was a CO2 one.

Best Paul

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DAF 575 issue 26 Sep 2019 19:15 #109827

  • Balliol Fowden
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Colin Stone wrote: Think a valve or flap etc is required to shut off the air supply. My diesel Golf, and I guess most auto diesels, had an air intake butterfly valve so that when switching off, the air intake was closed and the engine stopped quickly. The engine tuners who removed the valve have to use the clutch to stop the engine quickly.


Are you sure that wasn’t an emissions defeat device??

Seriously, yes, you could fit a valve, but the discussion was about an existing engine, and I guess we all have to be careful now about modifying engines.

Balliol.

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DAF 575 issue 26 Sep 2019 18:57 #109825

Think a valve or flap etc is required to shut off the air supply. My diesel Golf, and I guess most auto diesels, had an air intake butterfly valve so that when switching off, the air intake was closed and the engine stopped quickly. The engine tuners who removed the valve have to use the clutch to stop the engine quickly.

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DBA - De Binnenvaartvereniging
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DAF 575 issue 26 Sep 2019 18:28 #109822

  • Balliol Fowden
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Hi Pete,

In a word, no.

The engine will have a completely unregulated supply of fuel from the sump, splashing up past the piston rings, particularly in a worn engine, and can run up to whatever revs it wants to, until it literally breaks up. I remember a Detroit V8 doing this on the test bed at the Bedford truck engine plant in Dunstable when I worked there briefly as a lad, and one half of a con rod went through the factory roof and re-entered about 100 yards away.

The only way to stop a boat engine on runaway is to eliminate the air supply. That could be done by closing off the air intake, but you would at the least have to approach the engine and first remove the air cleaner. I would not recommend that! I guess you could pour fire extinguishers into the engine space in the hope that these will blanket the engine and exclude enough air, but I wouldn’t bet on it working. The best course is to run away yourself. The only reason I didn’t follow the taxi driver and run during the incident in NL was that the car was in town at school run time.

Balliol.
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DAF 575 issue 26 Sep 2019 17:52 #109821

My post does not solve Martin's underlying problem, more by way of a side question to Balliol.

in his earlier post Balliol describes an "engine runaway situation … when a diesel engine starts to run on its own sump oil, usually because the sump oil is contaminated by diesel fuel [which] can be dangerous since in an extreme case the engine can run away to many times its normal RPM (like 10,000+) and can physically "explode", sending con rods and bits of engine block shrapnel flying! You cannot stop the engine by normal means since it is running on fuel from the sump."

I have 2 external means of shutting off my DAF 575 in any sort of emergency i.e. apart from the STOP button at the wheelhouse console:
(1) the fuel shut-off valve can be activated by a pull cable from outside the wheelhouse; and
(2) a 'stick-&-string' piece of engineering wizardry i.e. literally a string led from the rod-and-valve gubbins, to be seen e.g. at the top right of Martin's first photo, to just inside the engine room door, which when pulled, stops the engine (though I never use it). So yes, I have to open the engine room door to pull the string, but at least don't have to go down to or around the engine.

While I fear the answer is "No", since as you say, the engine is actually running on fuel from the oil sump, but could either of these means stop the engine runaway in time to prevent a serious mishap as you have described?

Pete Clark

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DAF 575 issue 26 Sep 2019 17:01 #109820

  • Martin Nunan
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Thanks Balliol
looked at the oil and it is clear, the gear change is very good, no indication of tardiness. Will now have a look through any info that I can find on CAV pneumatic governor issues.
regards
mpn

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DAF 575 issue 26 Sep 2019 16:35 #109819

  • Balliol Fowden
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Martin,

You can probably draw off a little bit of oil through the gearbox dipstick hole with a length of small hose or whatever. If you do that just after the engine has been running then you should get a good indication of the colour. It occurs also that if you have a hydraulic pressure problem then that might manifest itself in tardy gear changes. If the gearbox snaps into gear quite promptly then I don't think you have a problem.

If you are on a day tank then that does make it unlikely that you are sucking air into the fuel system anywhere.

It could therefore be your governor malfunctioning in some other way, but if it is a pneumatic governor then I have no realistic experience of these. Suggest you read carefully what has been written on the forum in the past.

Best of luck,

Balliol.

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DAF 575 issue 26 Sep 2019 15:10 #109816

  • Martin Nunan
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The issue is definitely still there under cruising conditions. I think that you can hear the problem in reverse as well
The engine is running on a gravity supply from the day tank which is above the engine. My workshop manual also has a separate folio for a CAV Pneumatic Speed Governor so I believe that this is what is fitted. I have also noted that there is an entry in the manual for a CAV injection pump which mentions that it should be filled with 250cc of lubricating oil which should be changed every 100 working hours, to my knowledge this has never been done. Could this effect the system? Will try and understand how to drain and refill this later today.
Tomorrow will move on for a couple of hours and then try and change the gearbox oil again to see what colour it is.

I have about 40 engine hours of cruising before I get back to my winter mooring in Kortrijk, so will need to limp home if necessary.
regards and thanks
mpn

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DAF 575 issue 26 Sep 2019 12:44 #109812

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Difficult question. Does the condition under load occur equally in ahead and astern gears? If clutch pack problems then you can assume that the gear box will work one way but not the other since there are separate clutch packs, but it could still be a gear box hydraulic pressure problem since it is a single hydraulic source, although that is very rare. I would still expect to see dirty / discoloured gearbox oil if the clutches had been slipping.

When not under load the engine will not be drawing as much fuel so the air ingress (if that is what it is) could be less. Can you answer the question as to whether the engine is running effectively on a gravity supply (i.e. tank contents above the level of the lift pump) or not.

Can you also form an opinion on whether the injector pump has a mechanical or pneumatic governor. The Daf manuals in the knowledge base show the pneumatic version with a more rounded governor unit etc. on the end of the pump, and I think you will see air hoses going to the inlet manifold.

Balliol.
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DAF 575 issue 26 Sep 2019 12:30 #109811

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Cannot induce the issue when not under load, will try it again this afternoon but does this now point back towards the transmission?

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DAF 575 issue 26 Sep 2019 11:44 #109810

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Hi Balliol,

the speed increase is only temporary literally less than a second but the incidences of this increase as the revs go up. Have started the engine now and it is ticking away happily at 1000 revs, so perhaps I don not need to bleed air out of the system. will now put the revs up and see if I can induce the issue when not under load.

thanks
mpn

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DAF 575 issue 26 Sep 2019 11:33 #109809

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Hi Balliol

Am very relieved to say that oil level has remained static all year so don not think that it is running from the sump! Have just changed the filter and diesel in the old one was very clear, not murky at all. I have just got to work out how to bleed any air out of the system now that I may have introduced. Problem is that my setup is very different from the workshop manual that I have, and I cannot see where to I can get excess air out of the system. I attach some pictures which may assist in your recommendation.
Thanks for your help
regards
mpn
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DAF 575 issue 26 Sep 2019 11:22 #109808

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....... and I just found this:

dbabarges.barges.narkive.com/JBmiDXuv/daf-575-runaway

Perhaps your governor is pneumatic, not hydraulic, which would open up other possibilities!

Balliol.

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DAF 575 issue 26 Sep 2019 10:27 #109807

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Martin,

If one is now discounting the gearbox (which I think is reasonable because it is a PRM, the oil is clean etc.) then we come back to the engine and fuel, which is what I was trying to discuss when an earlier message was truncated.

By the way I am presuming in all this that you are actually "experiencing" the engine speed increase, not just noting the reaction of a possibly faulty rev counter? Also that your engine speed control system in terms of Morse cables etc. is all working fine.

If one takes the very worst case scenario first, you could be dealing with a potential early-stage engine runaway situation. This happens when a diesel engine starts to run on its own sump oil, usually because the sump oil is contaminated by diesel fuel. This could be from a leaking fuel lift pump diaphragm or other internal diesel leak, e.g. leaking injector pipe unions or spill pipes within the rocker cover. This condition can be dangerous since in an extreme case the engine can run away to many times its normal RPM (like 10,000+) and can physically "explode,"sending con rods and bits of engine block shrapnel flying! You cannot stop the engine by normal means since it is running on fuel from the sump. I had this when riding in a Dutch taxi once (Volkswagen Passat), and the only way I could stop it (the driver had run away!) was to jam on the brakes and stall the car in fifth gear. Not so easy in a boat without getting close up and friendly with a potentially exploding engine in order to close off the air supply! I do not wish to be alarmist but this is perhaps the easier situation to at least diagnose and hopefully rule out.

Is your engine oil level correct? Has the engine oil level increased? Does the oil seem unusually thin? Do you get puffs of white smoke from the exhaust when the engine over-runs? Any of these could suggest diesel fuel ingress into the sump. The test would be to drain off all the engine oil thoroughly, replace with new oil and change the filter. If the engine runs OK on the new oil then one might be reasonable in assuming that the old oil was contaminated. You would then need to set about establishing the reason.

The less alarming possibility is, as I started to try and say before, that you have an air leak in the fuel supply system. I have not had experience with this in the sorts of in-line fuel injector pumps fitted to Dafs, but I do know that it definitely happens with CAV rotary "DPA" type pumps. The most likely time is if the engine is lifting fuel from the tank rather than running on a gravity feed. Are you running on a gravity feed, or drawing fuel from beneath the level of the lift pump (on the injector pump)??

Where the latter is the case there can be a tiny leak that only becomes "active" under suction. You don't see oil leaking from it, but air is drawn in under suction. This could be a fuel pipe union, a leaking fuel valve spindle, a leaking filter, a leaking fuel lift pump diaphragm etc. We had the problem with several of our boats, and it turned out to be the type of fuel valve fitted at the tank, which was leaking through its spindle.

Daf engines normally self bleed if air gets into the system so a little bit of air should not be a problem. I am theorising here, not speaking from direct personal experience, but just perhaps there is a situation where at certain speeds the system is not self-venting and slightly too much air builds up in the governor, causing it to lose resistance and over-run. That is what happens in DPA pumps; perhaps it can happen in on-line pumps also?

I presume that you have changed your fuel filter and that the fuel is clean, i.e. a nice clear Rose wine colour, not murky or blackened?

Presuming again that you have checked the obvious and that your system relies on suction, one way to test would be to rig up a temporary gravity feed system, e.g. a 20 litre can with a bottom outlet and a fuel hose straight down to the filter (or even better through a new line filter direct to the lift pump). If the engine runs fine on that then you have to suspect that air is getting in somewhere upstream of the filter.

Some more detail and images re. the fuel system would help.

Balliol.

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DAF 575 issue 26 Sep 2019 10:24 #109806

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1200 rpm is very low, especially on open water

such a motor can easily reach 2000 A 2200 max if everything is ok and the propeller has been adjusted accordingly, the motor has been designed and made for this, you really do not hurt it

my standard cruising speed is between 1600 and 1900 rpm, depending on the sailing conditions and the waterway (open water)
of course here on the small shallow french channels I do max 800 rpm !!!
- - do not forget that it is very desirable to give your engine full throttle once in a while, this cleanses it for residual carbon and impurities, otherwise it can "glaze" in your engine (cylinder), and you don't want that!
the only drawback is a higher speed (above 1600 rpm) is the consumption of the engine
but sometimes you can't help but if you have to sail against electricity or bad weather is coming and you have no choice but to continue sailing

give full throttle a few minutes, maybe this will solve your problem

sometimes (with me anyway) it also helps to hit or hit a part, and that helped, not done yet on my wife, she is still running perfectly ;-)
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res non verba,
Tx for the beer :-)

DAF 575 issue 25 Sep 2019 18:37 #109784

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Hi Balliol

having changed the oil and now run for 2.5 hours/14kms this has not fixed the issue (although the gearbox sounds 100% better than it ever did since I bought the barge). Have checked through the fuel lines but can see no obvious problems. Have not touched the lift pump yet.
The problem is that you can hear the engine revs increase for approx. 1 second, just a blip really. The problem occurs every 5 mins or so at 1200 revs and then if you increase the revs the issue occurrence increases.
If I continue to run the barge at say 1200 revs,am I damaging anything? Sorry for the stupid questions but I have not had any experience of this before
thanks for all your help
regards
mpn

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DAF 575 issue 24 Sep 2019 19:35 #109744

Paul Hayes wrote:
This link may be of interest.

www.baconsdozen.co.uk/tools/conversion%20charts.htm

Paul Hayes


A link to a brilliant document. Well worth bookmarking. Thank you Paul.

Cheers,

Bob

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Bob & Bobbie Marsland
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DAF 575 issue 24 Sep 2019 09:34 #109721

Hi Ian

I'm sorry if this sounds like I'm nit picking, I'm not, just trying to clarify things for others who may read this thread, but AF when taking spanner (wrench) size refers to Across Flats.

American Fine is a thread form which gives the characteristics of the actual thread. It's possible to have a American Fine thread form set screw with a cheese head, rather than a hexagonal head.

This link may be of interest.

www.baconsdozen.co.uk/tools/conversion%20charts.htm

Also in the Knowledge Base is a piece that gives an introduction to the world of screw threads, written to be understood by those without a mechanical background.

Written with best intentions
Paul Hayes
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DAF 575 issue 23 Sep 2019 18:36 #109700

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Hi Balliol,

yes it is a 302 but having though long and hard about it, will now replace the oil with 30W as:
1. I am not sure if I got all the old oil out, certainly 95% of it and there was 2.5 litres in the waste bucket. But to be sure to be sure would not want to mix two different qualities of oil
2. as the box is an older model, think that it may be best to continue with the older spec product.
Hope this fixes the issue but next stop the fuel a system. Incidentally the rise in rev's is only for a second, a very small blip really.

thanks for all your support
mpn

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DAF 575 issue 23 Sep 2019 18:29 #109699

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Hi Peter
not sure if the last reply went through but yes it is an earlier model, a 302 D3 but will see if the oil change resolves the issue on my return from Amsterdam on Thursday

thanks for all your help

regards
mpn

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DAF 575 issue 22 Sep 2019 18:02 #109656

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Newage changed the numbering (was it really 20 years ago?) so a 302 became a 500 and the 402 became the 750. So far as I know the gearboxes were unchanged, just the numbering.

My impression has always been that the the precise oil grade is not too important in the climates we work in. 10/40 multi grade probably averages out the same as 30 mono grade. We ran 30 hire boats on PRM’s with 30 oil, and never had a box fail. Indeed, some boats ran for over 25 years on very arduous hire work (12 berth stag party boats!) and got through three Perkins engines but were still on the original boxes when we sold them.

Newage also advised me that we could use hydraulic oil perfectly happily. This was a suggested fix for gearbox rattle, which can happen with some engines at low speeds.

Basically the PRM is a dumper truck gearbox, built for site work, and the precise grade of oil is pretty immaterial. The oil is not doing anything like the same work that it does in an engine.

Balliol.

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DAF 575 issue 22 Sep 2019 17:35 #109655

Hi Martin

I have no engineering knowledge but like Balliol, Philippe Gerbet who owns and runs Atelier Fluvial in St. Jean-de-Losne and is a well-respected marine engineer, also strongly recommended the same SAE30 engine oil for my PRM gearbox as for my DAF 575 engine, advice I have followed for years with nary a gearbox problem (touch wood).

His advice was to change the engine oil every 300-400 running hours given frequent use, less if less, and to change the gearbox oil at the same time.

I also had a similar racing engine problem some 3-4 years ago, which was cured - again, if I remember correctly, on Balliol's advice on this forum - by changing the fuel filters and re-priming the fuel line via the lift pump.

Pete Clark
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DAF 575 issue 22 Sep 2019 17:27 #109654

Martin,
I'm wondering if the PRM is a 302 or a 500? A quick google brought up various PRM-Newage info. including this:
'The hydraulic operating system functions on normal lubricating oil of the same viscosity as that used in the engine, avoiding the need to use automatic transmission fluid, and ensures rapid response to movements of the operating lever for good boat handling.'

If its an original g/box - 302D3- as Balliol has said oil then would likely be sae30 as in the engine. If its actually a 500 say a replacement since 1997 when the 302 was discontinued, then mineral 15w/40 is specified for the 500 and most of their hydraulic boxes as here : www.prm-newage.com/c15-older-models
If you want to get really confused have a look at page 14 of the 302 manual, oils of all makes and grades ( probably many no longer available) I could only see Mobil 15w40.
Hope the engine problem is not too difficult to resolve, Peter
Sorry Mobil should read 15w40 too
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DAF 575 issue 22 Sep 2019 14:09 #109649

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Hi Balliol
thank you very much for the reply, I managed to syphon the oil out albeit very slowly. I hope to get the taste of it out of my mouth eventually. The oil is dark but I think that it has been in there for I believe over 600 hours.
In a bit of two minds about the oil, when I contacted PRM they told me that the recommended oil for the gearbox was 15 -40W. Mineral. Originally I am sure that it would have 30W in it. I also was advised by the mechanic that serviced the engine that it should have 10w-40w in it rather than 30W.
I have both types on board now, both 30W and 15/40W, what do you think that I should do?
thanks for everyone's help
regards
mpn

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DAF 575 issue 22 Sep 2019 12:56 #109647

Balliol Fowden wrote: .....and that response was truncated by this very poor forum set-up, which should be addressed, but Martin, if you need any further hypothetical help, pm me or phone.

Balliol.


Balliol,

Please will you detail what happened when your post was truncated in the forum category About the Forum/Website so your concerns about the forum set-up may be addressed.

Best wishes,

Bob

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DAF 575 issue 22 Sep 2019 08:07 #109641

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.....and that response was truncated by this very poor forum set-up, which should be addressed, but Martin, if you need any further hypothetical help, pm me or phone.

Balliol.

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DAF 575 issue 22 Sep 2019 07:59 #109640

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Hi Martin,

I am a great fan of PRM gearboxes and I suspect this is not your problem.

In respect of changing the oil you can evacuate most of the oil using a sump pump or similar and a length of 3/8” / 10mm copper pipe down through the dip stick hole. The oil should appear clean since there are no products of combustion to contaminate it. If it is dirty then that would indicate slipping and thus burnt clutch plates, but if the oil is clean I would not worry. The oil (incidentally) should be SAE 30 or similar, as for the Daf..

If you had the common combo of Daf + ZF gearbox I would have suspected a failing electromagnetic clutch, but you have a PRM so I think slippage is unlikely.

My suspicions would now centre around fuel supply. I don’t have enough detail knowledge of the injector pumps fitted to Daf’s (I have not touched mine in 35 years!) but some pumps have a hydraulically damped governor, and if that is the case then a lack of fuel flow (or air in the fuel line) can cause the engine to overrun. I suggest you check the fuel inlet line and filters thoroughly. This would include the lift pump, which could have a perforated diaphragm.

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DAF 575 issue 21 Sep 2019 13:17 #109620

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Hi All,
found the drain plug which is unfortunately in a most inaccessible position, however I can get a 1" AF spanner on it but no matter how hard I try cannot get the plug to undo. Went out to multiple Bricolage today for longer wrench but no joy. Any hints on how to approach this?

Now I know why the oil had not been changed!

regards
mpn

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DAF 575 issue 18 Sep 2019 21:37 #109550

Martin, you may have this already, but here is link to the workshop manual for the PRM 500: www.prm-newage.com/media/uploads/505085632b585.pdf

I've just had a PRM 500 installed, and I found the manual very useful. Note that you will need an assortment of metric and American Fine spanners to maintain it. The oil drain nut is 1" American Fine, whereas the nut for the dipstick is 18mm. Heaven knows why!
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DAF 575 issue 18 Sep 2019 16:58 #109545

Martin. 600 hours is a bit to long between oil changes. My Perkins was 400 hours and gearbox at same time. Not sure about old Daf engines, we had this model of engine in a truck and the service was 10000 miles so 300 hours. An owner will be along to correct me.
The oil should be between the two rings on the dipstick. Being round it’s very hard to see the level when the oil is clean and I used to dip the stick in flour which made it obvious where the level was. I thought about this after remembering that with put chalk on the ullage sticks when I was on tankers.
The other thing is to check if you have a pre filter for water in the fuel line. These usually have a clear bowl at the bottom with a drain tap.
There is a drain plug under the gearbox.
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DAF 575 issue 18 Sep 2019 15:25 #109544

Martin Nunan wrote: Barge is a 21m hull of 1906 vintage converted in 99/00 , in very good shape


Hi Martin,
She sounds interesting. Might we have an entry for her in the Barge Register, please?
Ian

Lisette & Ian
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DAF 575 issue 18 Sep 2019 14:26 #109543

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Hi David, Thanks for your reply, I do not think that the gearbox oil has been changed since the engine rebuild and we now have 600 hours on the clock. Oil is still very clean however. Quick question, I cannot get a accurate reading from the dipstick as the oil appears to be all over the stick when I remove it. Is it as per normal full being the upper of the two rings on the base? Am hoping to get back to home mooring before doing anything but if the problem still exists will try and find the drain plug and change the oils as you suggest.
cheers
mpn

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DAF 575 issue 18 Sep 2019 14:21 #109542

  • Martin Nunan
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Hi Sam

thanks for this, we have always checked the oil level, water level, fan belts, stern gland etc as per my RYA course every morning. Like a fool did not think that the gearbox had a separate oil supply! But there you are on the check list now. In my defence we had the engine serviced before the start of the season and the guy who did this never mentioned the gearbox. Its all a learning curve. Barge is a 21m hull of 1906 vintage converted in 99/00 , in very good shape as it had not been used a lot, just 160 hours on the rebuilt engine when we bought her last year, however think that all the systems being 19 years old are creaking a bit.

thanks once again
mpn

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DAF 575 issue 18 Sep 2019 13:32 #109541

Martin Nunan wrote: Sorry to say I only found out how to check the oil level this morning! (newbies!!!) There is oil in the gearbox but I think it may have been a little low. Have topped it up now, hopefully not overfilling it. I have also been through the fuel system and all appears to be secure. Am now stationery for a couple of days due to work commitments , so Thursday will be the first time I can check it for real. Been fine all summer but I have probably been pushing my luck.


Martin, not sure how old your boat is etc, however I believe its very good practice to undertake checks each day before you set off. This was instilled to me by my neighbour and skipper when bringing Sirius back through France for 7 weeks. A ships log of all checks, miles and fuel was run through every morning before we started her up and cast off the lines.

Some might say overboard, however it didn't add much time at all and youre able to spot low levels. It helped us have confidence as were running first lock to last lock almost every day.

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DAF 575 issue 18 Sep 2019 11:11 #109540

Had a similar issue with my Perkins which had a prm 500 box. After checking round I realized the oil in the gearbox was dark and then realized I hadn’t changed it for some time. The routine should be change every time change engine oil. I changed the gearbox oil and afterwords had no further problem.

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DAF 575 issue 17 Sep 2019 12:48 #109524

  • Martin Nunan
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Sorry to say I only found out how to check the oil level this morning! (newbies!!!) There is oil in the gearbox but I think it may have been a little low. Have topped it up now, hopefully not overfilling it. I have also been through the fuel system and all appears to be secure. Am now stationery for a couple of days due to work commitments , so Thursday will be the first time I can check it for real. Been fine all summer but I have probably been pushing my luck.

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DAF 575 issue 17 Sep 2019 12:25 #109523

How is the oil level compared to when it was checked before you set off for the day?

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DAF 575 issue 17 Sep 2019 09:50 #109522

  • Martin Nunan
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Morning Balliol,

Its a PRM 500 Marine Gearbox model 302 D3

regards
Martin P. Nunan

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DAF 575 issue 16 Sep 2019 18:53 #109520

Slightly loose joint somewhere that’s letting in air at higher revs?
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DAF 575 issue 16 Sep 2019 18:49 #109519

  • Balliol Fowden
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What make of gear box? ZF??

Balliol

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DAF 575 issue 16 Sep 2019 18:11 #109517

Possibly low engine oil or Wrong viscosity oil oil getting too hot, affecting the governor / rack - oil cooler?

Many possibilities.
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DAF 575 issue 16 Sep 2019 18:08 #109516

Check gearbox oil level, top up if required. Could be slipping clutch plates.
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DAF 575 issue 16 Sep 2019 17:39 #109515

  • Steve Van de Pas
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Fuel filter, injectors, little water in fuel oil?
Throttle cable loose?
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res non verba,
Tx for the beer :-)

DAF 575 issue 16 Sep 2019 17:30 #109514

  • Martin Nunan
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I potentially have an issue that I would like advice on. For the first time since we left deepest France with all its locks we were going along a long stretch of canal going at 1500 revs and suddenly we had a slight increase of revs for a second. It happened again and again so slowed down to 1200 revs. No issue at all. Speeded up to 1400 revs and there it was again every five minutes or so. It almost felt like the clutch was disengaging or slipping as on a clutch in a car for a moment . We went on for another couple of hours, through 4 locks, no problem with reverse or stopping. Now moored up and scratching my head thinking is this a serious problem. No obvious signs in the engine bay. Any ideas?

thanks
mpn

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