john4647

We drove past the aqueduct yesterday, over the adjacent road bridge. Aqueduct was closed to Bridgewater canal traffic. Nothing moving on the Ship canal but several people working on South side of the tank under the gate area. Not heard anything from Peel though.

I purchased one of those 'in a briefcase' freesat systems. German manufacture. When I can find a satellite, it works great. But finding the direction is a real pain, particularly when it's dark or raining or both. About time somebody came up with an inexpensive automatic satellite finder dish. Come on Allan Sugar, the world is waiting for the automatic Amsdish.

I Checked the various circuits last week Starter solenoid takes 9 amps when cranking. Stop solenoid pull in coil takes 22 amps. Max current on ‘start’ (white/red) circuit is therefore 31 amps. The heater (glow) plugs are not in the circuit during cranking, only when held in the ‘heat’ position. Therefore are not part of the equation. The Ign switch seems to be the equivalent of Durite 0.351.55 which is rated at 60amps (cranking). So the 31 amps is well within it's capabilities. I have therefore reverted the wiring back it's 'ex factory' state. as per image. Also last week I changed the fuel pump, removing the new Isuzu pump and re-fitting the borrowed second hand pump. So far, after 5 hours running there are no problems.

Hello Steve. When the boat first entered the water, it only ran for about 5 minutes, at this point the stop (or go) solenoid developed a fault and was replaced under warranty. No wiring mods at this time. The boat then ran o/k but turning the ignition switch off did not always stop the engine. I presume the alternator was continuing to feed the stop (or go) solenoid. A 'Stop' button was added to the circuit (press to break white ign feed to solenoid) All of the above happened in the first hour of running. The boat then ran for 2000 hours without problems of any kind. As far as my knowledge of electrical circuits go. please PM me.

I agree with that, however the boat developed the problems when we were 200 miles from our home base, on a river and very worried and we needed rescuing. The 'repetitive' problem only occurred at that time. The boat is now at it's home moorings, having taken an extra week to reach there. The problem is now solely mine, if anyone is interested I will let you know what I find. Let me repeat what I stated in the O/P that every RCR engineer has done their utmost to help us to proceed. All of them very pleasant, knowledgeable chaps.

A new solenoid has not been fitted but the boat still had the same fault with the solenoid removed (see o/p) With the solenoid removed I can only presume that the way in which it was wired was not an issue.

Sadly, the modifications to the original stop solenoid wiring have made no difference. The problem (difficult hot starting and cutting out after an hours running) still persist.

I still can't see how this can be a design fault due to two salient facts: 1: The boat has run perfectly for four years (over 2000 hours) 2: The problem was solved totally for the two weeks that it ran with a second hand fuel pump fitted. Although I do agree that my confidence in RCR has been restored.

Liverpool boats purchased the engines, complete with wiring loom (pre-wired) from HMI. Also, for the past 4 years the system has run perfectly, so it isn't a design fault. The +ve pull in is fed from the starter solenoid wire (red/white). The +ve hold in wire is fed from the ign switch (on position) white wire. This is how it has been for four years without problem.

RCR did indeed attend the boat earlier this evening, despite telling me yesterday that they would not come out again. The engineer (another very pleasant and knowledgeable chap) has made some repairs to the stop solenoid wiring. I will keep the forum posted as to whether or not this cures the problem

I don't think they have any competition.

RCR Gold membership. Early last month, around the 12th or so, we had a starting and cutting out problem on our 4 year old 45’ Liverpool boat fitted with an Isuzu 25. Being an RCR GOLD Member, we called them out and they attended, we were then on the Thames near Wallingford. The engineer was unable to find the fault as it only occurred after about an hours running. We were advised to “let it develop”. Develop it did and the following day we were forced to call out RCR again, by this time, because of the safety issue, we had abandoned our trip on the Thames and were on the Oxford canal. This (different) engineer bled the fuel system and pronounced everything o/k. The following day the problem was worse and again we called out RCR and (eventually) a third engineer arrived. Several tests were done and the decision was made that the stop solenoid was at fault. This was removed from the engine and we were told to try it out for a few hours running. We were also told that there may be slight oil loss. Sadly the engine managed to pump out all of its’ lubricating oil via the aperture where the solenoid used to be, also the fault was not cured. The oil light came on near Kidlington and we were forced to stop again. We then rang RCR for the fourth time, still with the original fault and now with no engine oil. The engineer (eventually) arrived and refitted the solenoid, refilled the engine with oil and decided that it must be the fuel pump. He very kindly loaned us a second hand fuel pump, not the correct one but it would do to test the diagnosis. The pump was cable tied to a bracket and we went on our way. Wonderful!! No problems at all for all of the next day. We rang RCR and told them that the fault was fixed albeit on a temporary basis and with a borrowed pump. By then we were in Banbury and a Fifth engineer paid us a visit but did not have the correct Isuzu pump and was unable to locate one (Not sure why he came really). RCR told us they were going to locate the correct pump and catch up with us later in the week. We carried on with our holiday trip. Eventually, on the 5th August an engineer (the 6th) came out to us on the Macclesfield canal and fitted the correct part. All our troubles were over. Or so we thought. On the 6th August we handed the boat over to our Son and Grandson who were hoping to have a weeks’ holiday doing the Cheshire ring. Sadly, the original fault (starting and cutting out) has re-occurred, presumably the new pump must be faulty. RCR now refuse to come out to the boat, “We have been out to it six times already, it’s cost us too much” we were told. Although it states quite clearly on the membership documentation and the web site: • Vessel covered for any user or Member covered on any vessel. • Unlimited call-outs for member or vessel. • Pick up and drop off service to take the outboard to a specialist for repairs. • Conveyance of crew to home address or marina. • Maximum of two relays per year. • Annual inspection of registered vessel, engine and electrical system. • Replacement Parts Cover Must be something we missed in the small print. It’s only fair to say that each engineer who came out to the boat has been very polite, very helpful and we assume have done their best to cure the fault. The fact remains that despite that, the original fault persists and we now have to fund the repairs ourselves

I was told that the alleged draining was last night, anybody been there today?

Intending to do the Droitwich ring tomorrow, anti clock from Worcester. However, I have just been told by a passing boater that the Droitwich is closed because someone has drained a large section somewhere?? Anybody have any up to date information. Thanks

Update,if anyone is interested. RCR attended yesterday and decided it could be the stop solenoid (energise to run). This was removed and I was instructed how to manually stop the engine. Sadly, oil was pumped out of the hole in the diesel pump where the stop solenoid had been, resulting in no engine oil and a warning light for no oil pressure. Prior to this the engined had spluttered a couple of times anyway. RCR attended again today, refilled with oil and refitted original stop solenoid, also replaced fuel pump. Too late to go anywhere today so will try out tomorrow. John

In a previous life in the motor trade this was a common Rover 3.5 fault. (Which I had forgotten about) However now checked and it is clear. Now waiting for a third visit from RRC having broken down 5+ hours ago. John

Both fuel filters removed and checked by RCR, no residue, perfectly clean. Can't see any cracks etc. (no leaks either). Fuel pipes are where they have been for the last 1500 hrs so I assume they are o/k. Will see how we go today. John

Probably obvious to all but me but how do you check for diesel bug?

No fuel at injectors with ign switched on. Fuel at injectors (eventually) when cranking. River canal rescue came out yesterday but were unable to find the problem (probably air leak, let it develop) It did develop today en route to Lechlade (upper Thames) when the boat failed to proceed. Stopped for an hour then restarted, turned round and took refuge on the Oxford. 2nd RCR man came and although unable to be specific, bled the diesel system and sent us on our way. Hopefully might be o/k now but sadly SWMBO does not want to do rivers again. Thanks for your input.

Thanks for your reply. Did you mean fuel at the injectors when cranking or when static. It is an electric pump like the 35, also has an 'energise to run' solenoid.

Can anyone help? Isuzu 25 in a 4 yr old Liverpool Boat. Does not want to start when hot. Turns over fine but will not fire. Serviced about 100 hrs ago, new fuel filters etc. Previously well behaved. No apparent fuel leaks. Can only manage to start it by cranking the throttle wide open, then only starts under protest. A little black smoke at this point. Once started, runs fine at speed and ticks over o/k. Currently on the Thames, so we are a little concerned that the problem will develop. Any advice thankfully received. John

Copied and pasted from a previous thread on this subject. First contact should be with the Manchester Ship Canal Company: Colin Chambers 0151 327 1461. He will send you an exceedingly useful pack with a form, a list of surveyors and a map which makes no sense at all ’til you are on the canal when it becomes invaluable. You need to have a certificate of seaworthiness signed by one of the MSC’s accredited surveyors though there does seem to be considerable flexibility as to who actually does the survey. We used Brian Taylor (01606 836689) who is nominally retired (but still does MSC surveys) and lives canalside in Middlewich. The survey is not onerous, cost us £30. The form needs to be returned to the Manchester Ship Canal Company at least 2 days before you want to go on the canal with a cheque for £20.63. If you are short of time then talk to Brian or PMF Boat Services 01928 712260 as they have a stock of forms so you can cut out one postal delay. Other than standard boat safety requirements you must have an anchor and life jackets. VHF radio is desirable but not essential, a mobile phone does well and in our case was the only thing that worked from where we were moored outside Weston Marsh Lock. There is a requirement for 55′ long ropes, you will need these if you go through any of the locks on the MSC but not really required at Ellesmere Port and Weston Marsh. Once you drop down to Elsemere Port you will see that there is a swing bridge across the final lock. Top gates to that lock are chained up. Very strangely it is the Local Council that swing the bridge. Contact Robbie Bunker on 0151 356 6693 or 07786 277556 to swing the bridge; Contact BW on 01606 723800 to open the lock; note – their hours are 08:30 to 16:30. A useful BW contact was Judith Brackley on 01606 723821. Note: You need to give everybody at least 48 hours notice. We did the journey from Ellesmere Port to the River Weaver in about 1 hour. Top Tip: When you are talking to BW make sure that the office are clear as to when you are leaving Ellesmere Port and when you arrive at Weston Marsh. It is not so much of an issue when you are going to Ellesmere Port but if it is windy then it is awkward waiting for BW outside Weston Marsh Lock. Ring BW when you enter the MSC, ring them again when you are waiting outside the lock. Lots of boats make this passage, don’t worry about it too much! Colin Chambers has now retired and you need to speak to Hugh. We did the trip last year and nobody checked the ropes although we did have them. Navigation lights are not required if you are travelling in daylight.