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Jase6100

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I had a good sail in light winds last weekend and motored back to the lock to return to the pontoon. I used ahead and astern to manoeuvre in the lock but when I was ready to cast off to leave the lock the engine reved but gave no forward momentum. I was towed back to the pontoon and was able to go alongside using astern gear. I have a Volvo Penta MD1 engine.

I checked the morse cables all intact and was able to engage ahead and astern while on the pontoon. On each occasion the prop shaft rotated and increased when increasing the revs and a lot of turbulence was created.

I was wondering if the propeller or rudder my have become fouled?

Any thoughts/suggestions would be most welcome.

Thanks

Jason
 
The engine was running the whole time. The lever on my boat has a head that is lifted in order to engage the gears. It is pulled outward to allow the engine to rev out of gear. I have found, from help on here, that the original had dual levers one to engage the gears and the other to control the revs.
 
It sounds like the cables travel will be too short at 3” if it’s a single lever control (i suspect Morse MI or MV ) but this should not work as in earlier trip
You Normally for Volvo RB gearbox require a Morsel MJB control with standard 33c for throttle and 64c (much heavier ) for gear selection
 
Thanks for this. I’m in the process of changing the single lever to a dual one as another problem is that with this set up it is not possible to shut off the engine. I’ve had some work done on the engine, which runs really well, and the gear control arm was also modified to enable the distance of the morse cable to be shortened.
The dual set up will allow for gear change and throttle control that will enable the engine to be shut off.
 
Jase6100 said:
Thanks for this. I’m in the process of changing the single lever to a dual one as another problem is that with this set up it is not possible to shut off the engine. I’ve had some work done on the engine, which runs really well, and the gear control arm was also modified to enable the distance of the morse cable to be shortened.
The dual set up will allow for gear change and throttle control that will enable the engine to be shut off.
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Hi can you explain why a single lever control head prevents the engine from being shut down maybe I have missed somthing.
 
Please see the very helpful information on my other thread Volvo Penta MD1 from bilgediver in particular. We used this insight and found the governor would manually shut off the engine when the cables were not connected. However, when both cables to the gears and throttle were connected the throttle cable would prevent the governor from going into the shut off position.
 
Jase6100 said:
Please see the very helpful information on my other thread Volvo Penta MD1 from bilgediver in particular. We used this insight and found the governor would manually shut off the engine when the cables were not connected. However, when both cables to the gears and throttle were connected the throttle cable would prevent the governor from going into the shut off position.
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Hi Jason i have searched and i cannot find all the threads you have mentioned from ie Bilge diver, but i have another question, with the cables disconnected how did you manually shut the engine down ? decompress it?
 
It’s relatively simple
When the throttle is fully closed the engine stops due to lack of fuel
A single lever control closes the throttle going through neutral which is slightly inconvenient
My recollection is that the early MD1 was not designed for morse cables but a Bowden type tension only cable and gear selection by a long lever this engine appears to have been delicately tweaked (insert you own alternative word) over its long life
Various Volvo sponsored alternatives have come and gone usually involving lost motion devices and springs naturally incurring many beer tokens
 
scottie said:
It’s relatively simple
When the throttle is fully closed the engine stops due to lack of fuel
A single lever control closes the throttle going through neutral which is slightly inconvenient
My recollection is that the early MD1 was not designed for morse cables but a Bowden type tension only cable and gear selection by a long lever this engine appears to have been delicately tweaked (insert you own alternative word) over its long life
Various Volvo sponsored alternatives have come and gone usually involving lost motion devices and springs naturally incurring many beer tokens
Click to expand...
Read #10 properly regarding cables being connected and disconnected.
 
Hi Jim, At the moment I have to use the decompression lever to stop the engine. However, the consensus is that this method is not the most appropriate.. As Scottie righty points out the engine has had a few modifications. I inherited the current set up hence why I’m trying to return it to its best and most efficient level of functioning. It seems the two lever set up fits the bill by more effective gear selection and enabling fuel shut off.
 
scottie said:
Feel free to speculate rather than listen to someone else's knowledge and experience that is the privilege of joining the forum
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How rude of you to think you are the only one on this forum with any knowledge and experience and please do not try to belittle those who pass on information for the the benefit of others.
 
No more rude than your assumptions that your advise is correct despite demonstrating your lack of experience on the subject but as said before there is no requirement of knowledge to pontificate on the forum
As you yourself said you had not followed the earlier thread
 
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