Portofino
Well-Known Member
Another plausible explanation is nothings broken every things within spec .
What’s actually happening is the alternator ( or alternators if a twin ) in the OB produces enough juice to power the engine and there’s not much left over spare as the boat builder did net sell it with a motor .
Theses days stuff like ECU,s ,vario cam drivers , other servo s as well as the actual spark deneration from the ignition modules .
Choise of motor(s) is a dealer and buyers decision in the local market ,
Obviously the boat builder will recommend the various HP set ups .But theses tables might be more empirical and any magazine tester if any only has the thing for 1/2 day or so .
So the hull / boats leaves the factory for export at one end of the world shrink wrapped and languishing on a ship .
The motors are built and developed at the other end of the world for a range of markets packaged in a crate or box .
Ever increasing emissions demands , Hp demands , light weight demands , dare I say it component cost cutting means reduced alternator output ,
Off the top of my head bit like a variable speed fan viscous coupling on a fan with a car engine , or electric water circulation pump tuned to an ounce of output there may well be with the OB a “ smart alternator “ coupling = only deliberately tuned to give out ( and this use energy ) exactly and no more juice than what it needs .
The expectation is that it replaces only what’s it removed from the boat batteries the juice used to crank at start , no more .
The expectation from the OB manufactures is the boat builder has fitted a charger on shore power for battery maintenance .
Or there is surplus in bucket loads but the rest of the running stuff on the dash etc is power hungry ,so after a 2 hr run that other stuff has actually made a tiny depletion because the alternator (s) misery output can’t keep up .
Obviously a bilge pump or what ever at the mooring is not the OB manufacturers problem .
What’s actually happening is the alternator ( or alternators if a twin ) in the OB produces enough juice to power the engine and there’s not much left over spare as the boat builder did net sell it with a motor .
Theses days stuff like ECU,s ,vario cam drivers , other servo s as well as the actual spark deneration from the ignition modules .
Choise of motor(s) is a dealer and buyers decision in the local market ,
Obviously the boat builder will recommend the various HP set ups .But theses tables might be more empirical and any magazine tester if any only has the thing for 1/2 day or so .
So the hull / boats leaves the factory for export at one end of the world shrink wrapped and languishing on a ship .
The motors are built and developed at the other end of the world for a range of markets packaged in a crate or box .
Ever increasing emissions demands , Hp demands , light weight demands , dare I say it component cost cutting means reduced alternator output ,
Off the top of my head bit like a variable speed fan viscous coupling on a fan with a car engine , or electric water circulation pump tuned to an ounce of output there may well be with the OB a “ smart alternator “ coupling = only deliberately tuned to give out ( and this use energy ) exactly and no more juice than what it needs .
The expectation is that it replaces only what’s it removed from the boat batteries the juice used to crank at start , no more .
The expectation from the OB manufactures is the boat builder has fitted a charger on shore power for battery maintenance .
Or there is surplus in bucket loads but the rest of the running stuff on the dash etc is power hungry ,so after a 2 hr run that other stuff has actually made a tiny depletion because the alternator (s) misery output can’t keep up .
Obviously a bilge pump or what ever at the mooring is not the OB manufacturers problem .
