Post 43 Cruise Speed?

The production line was:
'42 1974-1983 which was replaced by
'43 1984-1989 which was replaced by
'44 1990-94 (apparently only built a few a year) and in turn was replaced by
'43 in 1995-1996 and the back once again to
'42 1997-2009

So it looks like there were two different "runs" for both the 42 and 43. I am curious about how many of the 1984-1989 '43s were made...

I did a little investigating with Yachtworld and the Documentation Center. There is an 89 listed with a HIN of PMC43091... So that should mean at least 91 of the 43's were made.

More than I would have guessed.

Not sure if you are aware the 44 hull is the exact same as the 43. Just a marketing change along with the interior differences.

Ok, that's interesting. No, I did not know the 43 and 44 were the same hull. Interesting.

BTW survey, which was supposed to be today, had to be moved to this coming Tuesday to get all the players in place. I will also have an engine survey done at that time.

Still stoked!

The boat I am looking at is hull number 6 just in case someone might know the boat. There have only been two owners, and the guy I'm buying it from has had it for 20 years.

Survey & Sea Trial today!

Survey & Sea Trial today


Good luck. Hope everything checks out to your liking!

It's 1855 eastern. How'd it do?

How did survey and sea trial go?

Hi guys,

Well the sea trial and survey is not complete.
We did the inwater part of the survey (both engines and boat) and then hauled the boat. We intended to do the run up and engine checks at cruising and WOT on the way back. However at about 1500 the starboard engine billowed thick black smoke....the turbo was not turning. We shut down that engine and the mechanic tried to manually turn the turbo but it was a no go. So we could not complete our assessment of the engines as we could not get to cruise let alone WOT.

So the owner is going to replace the starboard turbo and we will try again with the sea trial.

So far the survey revealed a lot of minor stuff you would expect from this vintage, maintenance items and so forth. The fresh water pump and Lectrasan are kaput but nothing major with the boat.

At haul out there were a lot of blisters, too many to do individually. So arguably it could require a peel. The running gear was ok, but the port shaft was slightly out of alignment cause it was very hard to turn the wheel. Seems like the strut needs to be re shimmed.

Back to the motors. It looks as if their 2200 hours have never seen a rebuild. There was thick gooky stuff in the air boxes and liners. A lot of sludge.
However, we can't really know the extent of the engine issues until we can operate them thru their rated RPMs, so we are on a holding pattern.

In summary, with the boat no major surprises but the bottom probably needs to be addressed. The major issues are with the motors and they may be approaching the end of their serviceable life...majors may be in the near future.

I am not yet discouraged. The owner is replacing the turbo so we will see how things go after that. If it appears that major work is required all I can do is see if the owner will credit that work against the purchase price.

Sad part about 71s and modern times, Nobody can run them as needed. The Goo you described could be just low rpm slobber. Lack of load and temperatures.
Hosed turbo kind of enforces this also. Expect similar on the other side, maybe soon. The best thing is these are the most forgiving engines out there. With some use, they may come alive. 2200 hours is not much but a good oil sample and report will really help.
Did your engine surveyor observe any cross hatch patterns left in the liners?

Get the oil samples in the Cat SOS lab before anybody changes the oil.
I just started fuel checks with the Cat SOS labs also for some of my customers.

Raritan MSD1s sometimes will pick up & come to life with an acid rinse (per factory instructions). Sometimes is correct. Usually replacing the anode plate is the fix,

Never seen a ship sink from blisters.

Hard to turn wheel may/may not mean anything in the slings. In the water or on a good level set of blocks & stands would of been more revealing. Was any cutlass distortion observed? Wear on one side of the bushing?

You have a few fans out here wishing you well. I think another Post kid reporting in would be super cool also.

Post are great ships.
71s Rule.

,rc

Thanks!

My engine surveyor agrees with your assessment that the goo is probably a sign that these engines have long been under loaded, not "blown out" regularly. I agree that there is no reason to expect the other engine to have been operated any differently hence likely to have the same vulnerabilities.

He also mentioned that he did NOT observe scoring and related this also to the goo. Oil samples have been collected and are pending.

That's good to hear about the lectrasan. I don't see this as a deal stopper.

The boat was in slings but allowed to come to rest on wood stands, I'm thinking this would have minimized distortion(?). There was some cutless distortion: forward there was very little space on top and a gap on the bottom and this was reversed at the aft end of the cutless which indicates (to me) that the hull/shaft angle is slightly too wide.

IMHO this situation is an excellent example supporting the use of a competent buyers broker. My flaw is getting emotionally attached to boats. It is good to have an objective advocate to negotiate the best deal on my behalf.

Thanks RC!

John

Did the shaft appear centered coming out of the log? Engine height and alignment may be the issue. If that's good, You're already on it. ReFloating the strut may / may not be a great deal pending access to the bolts from the inside and condition of bolts & struts. There is a discipline in doing it correctly that a good yard should be able to perform, not some wana-bee yard bum.
Did your surveyor check for run out?

Look forward to hear more.
,rc

The shaft did appear to be centered coming out of the log, so it looks like the strut needs to be shimmed. Does not sound like something a competent yard couldn't do relatively easily. I just want to fix it quickly because in my mind this resistance would have the same engine life shortening effect as being over propped.

What do you mean by run out? Is that when you have enough stuff to fix that you run out of money?

Can you spin the props/shaft by hand? If so I don't think you'd have any engine shortening unless there was A LOT of resistance.

I would say to take the motors out and run them at 1000 rpms for a good 1/2 hour and if everything looks good on the gauges, bring then up until you here the turbo's spinning and let them run there for a good 10 minutes or so until the smoke clears and then bring them up to cruise and run them for a full day......pay a lot of attention to the oil pressure and water temp gauges as well as doing a visual inspection of the E.R. often.

You can spin the port wheel but yes, there is a lot of resistance. It almost takes two hands to turn.

We did run the engines at 1000RPM for about an hour yesterday, but could not get past 1500 on account of the frozen Stbd turbo. But...the seller is in the process of replacing it and we'll try again. My mechanic wants to do the compression check after we run the engines up to rated (while watching gauges and putting eyes on the engines).

Are you saying that if all goes well per your prescribed trial that this might have positive prognostic significance despite some of the visual findings (the goo) noted earlier? Perhaps rebuilds might not be imminent?

Thanks

If they run well and clear up; Perhaps rebuilds might not be imminent!

Got it, thanks!
There is no turbo locally, I think they had to order it from Ft Lauderdale.
Standing by....

Is that a dry turbo or water cooled. I have a AirResearch Dry turbo (new) collecting dust in my shop.

Just curious, how long does an in frame rebuild for a 6-71TI take to complete?

It's dry DD#5103838, I will find out if they got their hands on one yet, or if one is inbound yet. Thanks!