Mikexx

Yes and no. There is no grommet or anything limiting travel and goes in nearly to the hoop whilst it touches the bottom, so much shorter. I've change the oil this afternoon, and measured an oil level of 90mm from the bottom, and the dipstick is around 260mm from the tip to the base of the hoop. I calculate I need a dipstick that is 175mm from the grommet to the mark. Another issue is whether that should be the min, or max mark. They're quite a distance apart.

I could have mentioned it's a 1500.

I have a dipstick that if I allow it, can touch the bottom of the sump. Not good. I would like to weld a washer or nut to limit movement so the bottom of the dipstick is held off the bottom. I thought someone here had measured the oil height at 4.7 Litres and so I should be ale to limit dipstick movement accordingly, but can't find the posts? Does anyone know the topic this was measured under, or am I simply dreaming of a post. Furthermore, does 4.7L correspond to the minimum, or the max mark?

Photo 3 suggests the water out of the back of the Bowman is entering the top of the skin tank. While the density of ethylene glycol is high I would have thought it would have diffused and mixed by now. If propylene glycol based then this has a density comparable with water so shouldn't present an issue. Has anyone mentioned removing the thermostat and checking function? Another failure I have had is a water pump where all the blades had rotted away. If it was marginal before then ................... As Tony has said regarding photos. We need more information. I think I am right in saying that only one photo has been posted regarding the engine coolant pipework. Calorifier issues can be addressed after.

Can you check the gearbox oil, level and cleanliness, to remove any possibility there is a leak in the heat exchanger?

I asked a simple question. If you don't know the answer feel free to say. If there is a problem it is generally best to sort out before it becomes serious, and/or causes more damage.

Rather than looking at the injectors I would like to know the cause of the smoke. As John has said, hence my question, white smoke from unburnt diesel has a pungent smell. If you can't smell diesel, assuming you do have a sense of smell, I would leave the fuel system alone until I had discounted other sources of white smoke. What kind of cooling system do you have?

Did the cloth have a strong smell of diesel? If it starts easily then glow plugs are probably good. If an injector, loosen the union on each injector to find the offending one. If the smoke stops with loosing that injector then I'd be tempted to have just that injector refurbished/replaced.

It may well fix it. It is the prime candidate or failure. But 10 minutes with a meter would confirm and or find the actual fault without doing extra work. It would give confidence that you have the right solution. It's simply good engineering practice.

No, there is no sense in your methodology to get to the root cause of your current problem. If something fails then fix it, by all means refurbish the failed part to keep a spare. It pays to know what to fix, rather than a haphazard replacement policy.

Then get a cheap one as a spare. It might become old and be reliable too. Your methodology to get to the root cause of your problem doesn't make sense. Which can also suggest a crimp has gone high resistance.

But you won't end with just two solenoids, it will then be 2 starter motors, then 2 isolation switches. Then multiple crimp connectors. Far better to have 2 meters.

An eyeball is no good in telling you if its the solenoid or starter. I don't need to remove my oil filler to extract my starter motor. That suggests yours is not standard, though as a rule, bigger the better in terms of efficiency. Given a DVM costs less than either a solenoid or starter, I would say go for the DVM first. You can never have enough. No, I would want to diagnose the issue at hand, rather than buying unnecessary items or dismantling solenoids that could be working perfectly in some false hope. There is no reason to suspect the solenoid over any other potential fault. Why not start with a new meter?

Are you sure about this? Torque is strongly dependent on current, so less torque at any speed will mean less current. For the BMC motors I have come across there two parallel circuits, where each comprised of field and armature in series. Because both field and armature fields are dependent on current, if it wasn't for saturation of the magnetic materials torque would be a square function of current. I would be more worried about killing the battery. I have known a starter on a Sherpa draw lots of current and not provide enough torque. It was diagnosed by a minimal drop at the battery and the expected voltage drop to the motor, but would smoke after a prolonged attempt to start. A replacement solved the problem. For the OP, a meter is the only way to determine faulty solenoids, switches, crimps and starter motor. One with a DC clamp meter would be ideal, but most troubleshooting is from measuring volts.

Hydrogen only makes sense if you have a surplus of green energy. It could also be a sink for nuclear power to stabilise the grid. Currently it's not a practical solution. It is expensive for the planet not to build nuclear power stations.

That's not true, despite our reserves we import gas from Russia, albeit low quantities. The rest is largely from our dwindling North Sea gas supplies, now nominally 50% and was near 100% in 2000. And there are many attempts to stop further NG exploration. https://www.bbc.co.uk/news/business-58637094 We also create the demand for gas, so it really doesn't matter where it's sourced. If we contribute to causing a rising price through demand, then that is to Putin's advantage. While there is a lot of hot air for micro nuclear reactors I wasn't aware of any orders, apart from for Vailent and Dreadnought class submarines. I would be grateful for a link for this 'order'?

If there was an excess of green electricity generation it would make sense to store the high grade energy somewhere, and hydrogen may then make sense. At the moment we are burning gas, to the great delight of Putin, to charge EVs and there is no excess energy. What we really need is a few new nuclear power stations.

Tesla did a demo on a removable battery and compared swap times with filling a car with fuel. The battery exchange was faster. I have thought that was the way to go, where you could lease and charge batteries as usage required.

I thought your boat might be, and pray, how do you charge these batteries at this time of the year. Do you use a diesel generator perchance? Wouldn't it be more efficient to couple the diesel engine directly to the propeller, and bypass all those charging, discharging inefficiencies, and think of of those children's lives saved. If you looked up cobalt usage, you would have kept schtum if you want to promote EVs. Very little cobalt is used in refining oil, and most of that is in refining petrol and and not diesel. Even then most is recycled with very little loss overall. As EVs become a larger market, even more child labour will be needed.

Petrol cars have always outsold diesel, and if you were a mechanic you should know this. A jump by 30% in EVs is hardly surprising. 30% of not a lot is guess what, still not a lot. Certainly diesel's market share have decreased and continue their decline, displaced by petrol and hybrid plug-ins with a petrol engine. It's ironic that the petrol engine will be dirtier and produce more CO2 than it's diesel counterpart if it was a diesel hybrid. The most successful EV is the Tesla, in fact dominating EV sales. It is also a very heavy car, weighing in at a nominal 1.8 tonnes. So we should expect lots of NEE (Non Exhaust Emissions) such as PM2.5s etc. This conversation is hardly necessary to justify your recent and expensive purchase. Do you charge your EV running your boat engine perchance? This is a canal forum after all. Saving lives? https://www.theguardian.com/environment/2021/jan/03/child-labour-toxic-leaks-the-price-we-could-pay-for-a-greener-future Yes, we know about tax incentives and subsidies. Let everyone else pay for your motoring.

You simply don't know how dirty a modern diesel is. You have been told, with links to show the source of this claim, there are more PM2.5s come from tyres than exhausts, yet seem unable to grasp this simple fact, or simply don't want to because you've bought an EV and feel the need to publicly justify your purchase. Where there are tax incentives and subsidies to buy EVs, plus the uncertainty surrounding diesels, of course diesel sales will decline and EVs increase. It isn't rocket science. Sales of diesels are not collapsing, this year they should be on par to EV sales, some predict slightly less. Either way, hardly a collapse. In some quarters EVs can't be given away: https://www-francetvinfo-fr.translate.goog/economie/transports/autolib/transports-la-deuxieme-vie-des-autolib_3423995.html?_x_tr_sl=auto&_x_tr_tl=en&_x_tr_hl=en&_x_tr_pto=wapp Euro4,000 for a EV with warranty is good value. Shame they're LHD.

Clearly you haven't been a mechanic for a while. PM2.5 are the contents of smoke. No smoke is allowed in a Euro 6 diesel engine MOT test, and modern diesels produce less PM2.5 than their petrol equivalents as well as less CO2. If you were aware of the properties of PM2.5 you would know they produce smoke and a basic smoke measurement would tell you how much PM2.5 there is in the exhaust. There is far more PM2.5 in cigarette smoke and in tyre wear of EVs. Anyone versed on the subject would know that tyre wear is a major cause of PM2.5: https://www.emissionsanalytics.com/news/pollution-tyre-wear-worse-exhaust-emissions Many manufacturers did indeed fudge results, but that was associated with NOx output, and as you should know, being an ex-mechanic, that AdBlue additive is effective in removing NOx from the exhaust. For NOx, we should place more attention onto gas boilers than diesel cars: https://eciu.net/media/press-releases/2020/analysis-gas-boilers-and-nox-the-hidden-emitter The research is as follows: the forecast suggests than in 2022 EVs may outsell diesels. That will be down to lower tax and subsidies awarded to EVs and charging installations. HMRC also only charge employees 1% of the car list price for Benefit in Kind, NI and Income Tax, compared withup to 37% for large petrol/diesel cars.

Owned implies past tense, and given cars don't need an MOT until they're 3 years old, I trust what you have seen is rather dated. In practice the MOT has become more strict, to what should and shouldn't pass, and the modifications you imply would be outlawed.

The reality is that very little exhaust comes out of new diesels, especially PM2.5s We should be more concerned over the origins of these particulates rather than criticising diesels from some for of hatred or justification for EVs without looking at the bigger picture of particulate footprints. Diesel vehicles could also be made from aluminium and carbon fibre. Leading to a lighter vehicle and less harmful particulates than their heavier EV counterparts.

https://www.hetas.co.uk/understanding-the-impact-of-domestic-wood-burning/ Suggests these claims are overstated that PM2.5 from wood burning stoves is estimated at 14.9% New diesels produce less PM2.5 than EVs, where most of the car based PM2.5 is from tyres. And EVs are heavier with more tyre wear and hence produce more PM2.5s Limiting UK population would be a start. I know, how about pricing-out housing to stop those family households from forming that have children?