Fuel System

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Here is a (Special) offer only to Maxum Owners from
Maxum in cooperation with MTI Industries.

The following is a scan of a letter Maxum has put together.

Dear Maxum Owner:
We (Maxum) are writing to advise you of two important safety opportunities, which Maxum encourages you to take advantage of in order to ensure your continued safe and enjoyable use of your Maxum boat.

Carbon Monoxide Detectors are now available for your Maxum.

First, many new Maxum boats with enclosed accommodation spaces are now being equipped with carbon monoxide ("CO") detectors. Only recently has Maxum's independent testing confirmed the dependability and effectiveness of carbon monoxide detectors designed for harsh marine applications. Because your boat is one of many which was manufactured before Maxum fully implemented its plan to install CO detectors as original equipment, we are writing to provide you with a special opportunity to equip your boat with a CO detector if you believe your personal boat usage warrants installation of a monitor.

Maxum's owners' manuals have warned of the risks associated with CO for many years. CO is a colorless, odorless gas that can severely injure or even kill you unless you take proper precautions. CO is produced any time a carbon-based fuel such as gasoline, propane, charcoal or oil is burned. Potential sources of CO include gasoline engines, generators, cooking stoves, space heaters and water heaters. Gasoline generators may present special considerations when they are run for extended periods of time without proper "flow through" ventilation. Make yourself aware of the risks of CO and take the appropriate safeguards regardless of your boat's particular engine configuration. We are enclosing an informative pamphlet published by the National Marine Manufacturers Association, which we hope you will find helpful in educating yourself about the potential risks of CO.

Many new Maxum boats are equipped with CO detectors manufactured by MTI Industries. MTI has agreed to sell you the same CO detectors at substantial savings over the retail cost. If you would like to take advantage of this offer, simply contact MTI directly at 1-800-383-0269, tell them you are a Maxum owner and provide them with your boat's Hull Identification Number. In order to make sure that it is properly installed and wired, Maxum recommends that you have your Maxum dealer, or another reputable marina or boat repair facility, install the CO detector into your boat.

The best protection against the dangers of CO is proper inspection and maintenance of your boat, particularly its exhaust system, as well as taking the appropriate onboard precautions such as good "flow through" ventilation of air in the enclosed accommodation spaces. You should have your exhaust system thoroughly inspected on an annual basis for leaks, and, if located, they should be repaired immediately, as exhaust leaks can be a source of CO. In addition, you should check the exhaust system before each trip. The addition of a CO detector can provide another line of defense against the risk of injury from CO exposure.

MTI's webside is www.safe-t-alert.com the price is $28.00 each. A great price for an excellent unit.

I have one of these units in front of me and they are very slick. Since (CO) occurs in far greater concentrations in Gasoline exhaust, than in Diesel exhaust, the installation of a (CO) sensor in a gasoline powered boat a great Idea. Since Diesel engines produces significantly lower amounts of (CO) than gasoline engines, the installation of a (CO) in a Diesel boat is just an OK idea. 3/2001 James

Cummins Owners: Just a note to let you know that my idea about putting vacuum gauges on the engine between the engines lift pump and the engine mounted fuel filter was a bad one. I lost the port vacuum gauge first after 9+ hours. The Starboard went after 18+ hours. We only lost one gallon of fuel into the engine hold each time, both spills were contained 100%. I suspect what happened was that when backing down, the Boshe Fuel pump offloads and sends pressure back into the incoming fuel line. This destroys the bellows inside of the gauge and the fuel pours out.

From reading literature from Flowscan, they recommend "Fuel pulsation dampers be installed in some installations" I have a feeling this is one of them.

So, don't do what I did. It sounded good but just didn't work. But, if I would have installed shut off valves..... Maybe next year.

(Cummins Replys) Information for you on your fuel filter gauge....The lift pump actually puts a slight positive pressure on the system so you should not put a vacuum gauge in a pressurized system or you will get failures as you described. Racor and Fleetguard both make vacuum gauges that I would install on/around the Racor filtration system that I think you have on the bulkhead of your 46 Maxum. I would not mount it next to the lift pump as it might see spikes from the pumping action of the lift pump giving you an artificially high reading. The fuel line from the pump to the Racor system will act as a buffer to minimize the pumping action. Almost all of the time the Racors will plug long before the engine mounted fuel filter so it is more important to know when to change the Racor filters than the engine mounted one.

Fuel Hose sizes are specified by I.D. The dash size is the I.D. in 16ths of an inch, -12 = 3/4" I.D.

Fuel Tank Senders on our newest boats are made by WEMA http://www.wemausa.com they are a straight tube design and they exactly replace our original swing arm senders. The original swing arm sender was 30 ohms full, and 240 ohms empty. So are the new WEMA's. When retrofitting your sender be sure to check that the sender does not "bottom out" in the tank. While my tank was to have been 29" deep and the sender 28", when installing it, it hit bottom. I bent it, a slow smooth bend, and it works great. No more inaccurate readings on plane, and both tanks now read the same. Oh My! F Hearold 8/00

Fuel Tank Senders, if yours are a little flaky you are not alone, so was mine. Both had to be replaced, the company that makes the tanks for Maxum installs the senders as part of the assembly. Someone at the tank company put MANY of them in sideways. The arm cannot travel up and down when mounted sideways. Removal and realigning the sender may cure this, if not then the replacement of the sender is in order. I hope this helps. 2/00

The new fuel tank senders are here. During my summer 2000 tour of Maxum's Salisbury, MD plant I saw the new fuel tank senders. I had to have them, I bought them through RDS MFG out of Perry Fl. This is Maxum's tank builder. Call 850-584-6898 and ask for sales. You will need the Model Number off of your tank. Our 4600 tank was 29" deep, to that end I was shipped (2) of their part Number 09832, description (Sender SUF WEMA 28"), (SUF 28) cost was $32.00 each S&H $10.00. They went in without having to cut or bugger up anything. And what an improvement! James 8/00
You can also buy them directly through,
WEMA USA Inc. 16 NE 4th St., Suite 100 Ft. Lauderdale, FL 33301 954-463-1075

New style WEMA fuel sender used on 2001 and later model boats,
yes its a direct replacement for the older arm style senders.

Diesel Fuel Filter Replacement 101:
Hi Jim,

I guess I completed the fuel filter replacement (at least the ones for the twin Cummins 330’s)
Because both engines started with no missing and no leaking.

I hesitated for a long time taking this project on, because working on fuel lines, is by itself intimidating to a novice like me.
Here is the list of steps with pictures to make it easy for the next one:

First shut off the fuel:

Next place a bucket underneath and open the valve to let the fuel out
(Don't waste your time attaching a tube to the valve; these valves have a vent that will leak
Fuel to your bilge while you think its going down the tube)

Remove the plug from the top of the filter.

Notice the tiny O ring on the plug.

You will notice the fuel as it empties out, in some cases the dirt may make it necessary to remove the see through cap to empty it.

Here is a shot of the bucket

Now we can remove the bottom cap, you may want to use a extra large filter wrench

The new filter should have new O rings, clean the cap with Diesel fuel and attach to the new filter

Now you can open the Fuel Shut off and press the rubber plunger at the top of the filter, close bottom valve and fill until the fuel comes out where the plug has been removed. Replace the plug.

(Note. I ran into the same problem you did with a plunger that would not work, I used a mirror and removed the residue that was blocking the check valve)
After completing the water separator the fuel filter can be removed and replaced (just like an oil filter, but you can install it dry if you remember to prime until you can hear the air release vent and fuel returning to the fuel tank.

This picture shows the small O ring on the fuel filter, the large on can be placed on the filter prior to installation.

Now if I could just figure out a way to get the Diesel smell off my hands!
Ivan - lmaster@softhome.net

Racor Fuel Pump won't prime after changing filters.

Heres the head of the Racor pump. When I changed filters before putting the boat to bed, I couldn't prime the fuel system and purge the air. Neither could I gravity purge it, (I had less than a 1/4 tank at the time). I tried the black push pump, but it felt different than the first side that I had done. It felt as though the fuel check valve was not working. And after removing it I found out why. The check valve is on the 3 o'clock position on the bottom of the filter, (the black disk). Notice the black stringy thing, this is the goop that Maxum puts on the fuel lines when they put them together. Well, there was too much goop on this one, and it came down the fuel hose and into the Racor fuel head. It ended up blocking the check valve. When I removed it I actually found two of these strands. And this is not the first time I've found these, I also found a ball of this goop blocking the port intake elbow at the Racor about 3 years ago. Jim Clausen

Regarding Cummins B and C Series Diesels, Cummins Bulletin # 3381834-00 of 8/99, about 100 pages in length, on page V-2 says. "Use ASTM No. 2D fuel with a minimum cetane number of 40. No. 2 diesel fuel gives the best economy and performance under most conditions. Fuels with cetane numbers higher than 40 may be needed in higher altitudes or extremely low ambient temperatures to prevent misfires and excessive smoke. NOTE: Testing is done with 44 cetane and, therefore, fuel samples of 44-50 are needed to get the same performance characteristics, such as starting and smoke levels." Well that was a mouth full. What's a poor boy to do? When have you ever seen the cetane rating listed on a pump? The answer I found is to use "Racor's Diesel Conditioner Plus +". It claims to: Keep injectors clean, devolve gum and varnishes, eases starting, increases power, and RAISES the CETANE rating of your fuel 4 points. One Gallon treats 2,560 gallons of diesel fuel. 1 OZ to 20 Gallons. I also use a fuel stabilizer in the summer to prevent biologic growth in the tank, an excellent choice if you lay up over the winter by the way. But back to the stabilizer, I had a old empty bottle of stabilizer and it pre measures by pressing the bottle to give you up to 2 oz portions. Excellent. I also found that the whole container was 20 ounces, exactly right for 400 gallons of fuel. I've been using it and found my performance has improved, and well as the amount of smoke produced by the engines has dropped dramatically. I imaging that being aware not to run the engines a low engine speeds has also helped. While I'm here, here is the other "gem" I pulled from the same manual. Page 1-2. "Caution: Do not idle the engine for excessively long periods. Long periods of idling (more than 10 minutes) can damage an engine because combustion chamber temperatures drop so low that the fuel will not burn completely. This will cause carbon to clog the injector spray holes and piston rings, and can cause the valves to stick, If the engine coolant temperature becomes too low, [60C or 140F], raw fuel will wash the lubricating oil off the cylinder walls and dilute the crankcase oil, therefore, all moving parts of the engine will not receive the correct amount of lubrication. Idle the engine 3 to 5 minutes before operating with a load." To me this means on some long slow speed hauls I would have to shut down one engine and proceed on a single. I remember reading an article about a three engine boat of over 1000 hp ea., coming down the ICW. They ran at idle for a great length of the time and ruined the engines. I guess this is the reason. I'm sold on using Racor Diesel Conditioner Plus, I bought 7 gallons, that good for just under 18,000 gallons of fuel. I have BIG plans. James. 4/00

Need to remove your Port Fuel Tank pick up on a 4600 SCB. There is no need to remove all of the stereo equipment. Even if you did it won't help. Using a 1" to 2" putty knife you can pry loose the far left face panel on the cabinet. On our boat it was held in by two air driven brads. With that removed you can see and remove the white inspection / removal plate. With the 1/2" fuel pickup hose disconnected, you spin the fitting on the tank and remove it. You can feed it up through the access hole. Our pick up tubes are plastic, a good choice since bending is required to remove them. We had to notch a 1/4" "V" into the bottom of the pick up tube as the tube was bottoming out in the tank, preventing the Diesel from being "Picked Up". James 4/00

The display panel is a "Surepower remote display" from our battery charger.

The white circle in the floor is the access for the fuel pickup on a 4600 SCB. This is typical of all models.

Starboard Fuel Tank pick up on a 4100 SCR T Miller says, "I have the Cummins 330hp and this spring when I put it back in the water, the starboard engine ran and then died. I tried everything I could think of, filters, fuel lines etc. Finally I called Cummins and they sent someone out. It turns out that Maxum tank maker made the fuel pick-up line too long and when I first got the boat it must have been bent at the bottom of the tank. In the spring it must have re-bent and was pushed right up flush with the bottom of the tank. So no fuel could get flow to the engine. It took the guy from Cummins hours to figure out." Rightfully so. campac@aol.com Early, 99

*** DANGER ***, If you own a per 2001 Diesel powered boat and have the capability of switching fuel pick up and returns, it is vitally important you read and understand this. Never switch the Diesel return fuel valves while the engines are running. If you do, even momentarily you may dead head "block", the return of fuel to the fuel tank. Dead heading of the returning fuel will cause up to 150 lbs. of pressure to build up on the return fuel line. I have had reports of and have seen the 3/8" return fuel line rupture and spew diesel fuel into the engine compartment. Be aware that if this happens even if you are on the on the bridge, you will smell Diesel fuel. Remember the RULE, (If you smell fuel you've got a fuel problem) it's a rule don't try to kid yourself or put off looking for it. Further there is a real possibility of rupturing the return Diesel oil cooler. If you have operated these valves in the past while the engine is running you must remove the rubber hoses connecting the return Diesel oil cooler and inspect inside it by putting a flashlight on one end then looking through to the other for completely smooth surfaces. It will be as if you were looking through the inside of an empty cardboard paper towel roll. If you see a "cloverleaf" or rippling effect it has been either weakened or may have ruptured the oil cooler inside of this heat exchanger and you may be expelling Diesel fuel into your exhaust or you may be pulling in water into your fuel tanks. James 3/00

Vacuum gauge on the diesel generators fuel filter head.

Remote filters? Yes they are here now for the engine oil for the 450C and they will very shortly be available for the Diesel Fuel and Coolant filters. Check with your Cummins service man for details. As we get part numbers and costs we will list them here. 1/00

They are here now for photos of an installation look at the Power Section of this website. 8/00 JC

Your diesel fuel lines are 1/2" ID on the fuel to the engine and 3/8" ID leading back to the tank. Having a 5/8", 1/2" and a 3/8" (bard to barb) fittings on board has been a good investment for us. A 5/8" ID hose is used from the water heater to engine loop. Hose rated for use with Fuel Systems will be mark for fuel use. 8/01

Have you introduced air into the Diesel Fuel line? If you've run out of fuel or changed the primary or secondary fuel filters you have introduce air into the fuel line. Diesel engines hate air in the lines. In many Diesel installations this could be a frustrating and time consuming problem. Not so in the Maxum's using the Racor 4120 with "in head primer pump". If you use R120P Racor filters and have a rubber primer on the Racor's housing you have the Racor model 4120 head. Racor for some reason assumes you know this. My Cummins mechanic showed me and told me this, thanks Jonathan. Typically in the 330 - 370- or 450 Cummins Diesels, you would purge the air from the fuel lines by "cracking an injector fitting and either crank the engine over using the starter, or by manually pumping the lift pump. There is an easier and cleaner way. First you can fill the new Racor primary filter by opening the metal vent plug on the top right of the filter head and use the "in head primer pump" on the Racor to fill the 4120 filter thereby purging most of the air out the vent plug. If your Diesel tanks are full, gravity will move the fuel and do the work for you. Retighten the vent plug. The remaining air in the fuel system can be removed simply by pumping the Racor "in head primer pump". It will pull fuel from the tank @ 40 PSI through the Primary Racor 4120 filter and push it through the secondary Cummins filter and into the lift pump. The Cummins lift pump has a bypass valve in it which opens at 15 PSI and bypasses the Diesel fuel to it's return path back through the diesel cooler and back to the outboard diesel tank. When using the Racor "in head primer pump" you can actually hear the bypass valve opening in the lift pump and if you get near the Diesel return fitting on the fuel tank you can hear the fuel returning to the tank. Another tip here is to have a set of tappet wrenches on board, Sears #944189 @ $24.99 will do the trick nicely. Tappet wrenches are thinner in width than a standard wrench and fit perfectly into the Racor's fuel fitting to check and tighten them. A great investment and it will make your life a lot easier.

Here a look at the Racor water sensor kit for our boats, when water is in the bottom of the fuel bowel the alarm will light and sound on the bridge. This gives you plenty of time to drain it out before it plugs your filter and gets into your engine and really causes a expensive problem.

P Gademer owner of a 3700 SCR, says the fuel pick up for the generator (gas engines) is higher up in the tank, and the generator shuts down with about 20 USG remaining. "I don't see any safety reasons for that since it burns so little anyway, and no warning anywhere. The first time it happened was a few months ago, just before going to fill up before heading down the Keys, I almost cancelled the trip!"

For more information on your Racor filters request Brochure No. 7501 from Parker Hannifin, (Racor) @ 800-344-3286 4/00

J Clausen. Smell Fuel? You have a problem. You may have dismissed it, you may have denied it, but if you smell fuel you have a problem. Here are two boat stories, one Gas the other Diesel, I’m sorry to say they are both mine. The Gas story first. I bought a 26’Black Watch, sports fisherman, twin 200 Yamaha’s, 1/2 tower, a sweet machine. It had a 200 gallon fuel tank but the fuel gauge would only read 5/8 full. I changed the sender, and when doing so found the tank 5/8 full. The boat, which I kept on a mooring reeked of fuel when you got near her and the fuel tank was filled as far as it would go, unfortunately the fuel tank was kept as full as possible because it couldn’t carry the fuel load needed for a long trip. I was determined to find the problem and cure it. I called in "Skip" the local "I’ve seen it before guy". Skip found it, but Skip had never seen it before. The tank manufacturer installed baffles as they do on most big tanks, the baffles prevent the fuel from sloshing too much in the tank. The baffles are usually made with open areas in them to allow some, but not all of the fuel to pass through the tank and to allow air to escape out of the fuel vent when filling. The baffles on this boat were hard up to the top of the tank. This allowed the tank to be filled only 5/8 and acted like a pump, pumping the fuel vapor out the fuel vent as the boat rocked. I was the third owner, I went to the second owner and he was surprised, I don’t think so. I went to the first, he told me that was the way he bought the boat and he asked about it but it was never fixed. I went to Little Harbor, the builder, and brought the boat to them, they were 7 miles away in Portsmouth, RI. They had about everyone in the yard look at "the problem that could not be". Ted Hood jr. the President, decided to cut the deck off and install a new 200 gallon tank, no charge. "I am sorry, this never should have happened." Thank you Mr. Hood for standing behind your product. The Diesel Story, we had fuel gauge problems on our twin diesels, inaccurate, sticking, stuck. While the dealers serviceman was installing the new senders, he put one of the screws in on an angle leaving the sensor 1/8" away from the top of the tank and hence open to the bilge. We noticed an increased fuel smell but dismissed it. Our electronics installer noticed it and brought it to our attention, we looked again but and found nothing, again we dismissed it. We fueled the boat to leave on the upcoming weekend and went home. We recorded the amount of fuel it took to get to 1/2 5/8 3/4 7/8 full and top off. (I have a small chart that I keep on the bridge showing the approximate amount of fuel at different gauge readings.) We brought the boat back to the slip and left her. We came back to a boat reeking of diesel fuel. When filling the boat, when fuel got to the top of the tank, it did not back up into the vent, it overflowed into the bilge. Seven more gallons were pumped into the starboard tank according to the fuel tables. They ended up in our bilge. I called the dealer, who in turn called the service man, who came down and verified we had seven gallons of fuel in the bilge. One of the owners of the service company came down along with another service man. They pumped, dabbed and wiped out what they could. They removed what they were willing to and left what was too hard to get to. When they were as done as they felt they want to be, they left. The owner never said I am sorry, but the service man who installed the fuel sensors stopped on the swim platform as he was leaving, turned and said "James, I’m sorry, I just don’t know how I could have done that". That meant a lot to me. Somebody was sorry and said so. The owner of the dealership, the sales manager and the salesman all after numerous calls were unavailable to come down to the boat which was six miles away, and have NEVER been to the boat since. Before this happened I would be driving in my car down the street and would just say out loud, "Nice Boat", I haven’t said it since that day. Boat Mfg. and type withheld by request.

P Gademer owner of a 3700 SCR, says has Flowscans and Twinscan gauges on his gas engines and loves them. The installation of the Flowscans on a gas systems is less involved than a Diesel because a single sensor is required for fuel flow. Diesel engines need two fuel sensors for each engine. Fuel in, minus fuel back to the tank plus additional summing electronics. He can be contacted @ mailto:pascal@pam-trading.com

We’ve looked into installing the TwinScan line of monitoring for our twin diesels, 1 gauge showing the GPH used as well as total gallons used, I thought it would look good between the tacks. It takes up 3 3/8" and can be ordered to match the existing gauges, on an extended cruse would be real helpful to know the "Exact" amount of fuel remaining. But sorry, to have the TwinScan gauge work you must also buy the individual gauges, The TwinScan gauge displays the information sent to it from the individual gauge and does not have the "Brain" needed with Diesels, and so increases the price, so no TwinScans for us. For now… Flowscan can be reached @ 800-522-3610, and they have a Fax on demand system @ 206-727-6504

M Wang says, We have a 46 ft. Maxim MY with twin Cummins 450C. Tip of the day: Running between 2150 and 2250 mph , we burn 22 gal/hr. @ 20.9 knots.

P Gademer owner of a 3700 SCR, with 310 HP Gas Engines Reports the following with fresh bottom paint, half fuel, full water on board:
3400 RPM 19KTS, 15 GPH, Per. Engine
3600 RPM 21KTS, 18 GPH, Per. Engine
3800 RPM 23KTS, 21 GPH, per Engine
4250 RPM 27KTS, fuel use, you don't want to know. These are real numbers from a GPS & Flowscan Monitors. One tip I have is to use 2 of the sun pads to increase the height and comfort of the pilot's seat.

Hal Thompson FulcrumGroup@aol.com Says,
Here is some information that I thought you would be interested in seeing from our yacht a 4600 SCB.
Cummins 450C Engine Data

1000 9.275.0650
1200 10.965.8800
1500 11.8710.01000
1800 15.8218.01200
2100 19.5528.01400

Interestingly, the generator 12.5KW was actively running during these tests. I have left the MPG & Range off but you can add them if you would like. We have realized the Abaco/Exuma trip, as planned, shows 1200 RPM the best (no-necessity time-wise) setting for economy of the vessel. We will use 2100 RPM only if critical daylight or weather dictates its use. At which time, we may show 1800 RPM will benefit us most.
Hope our data will help achieve a good evaluation of our vessel performance.

Subject: Re: 37 SCR - 502 Mercruisers
Email: JWalko1933@aol.com
The performance is from a B & G monitor that is tied into each engine ECM. It is higher than published data, but considering our loading of the boat and the water conditions, it is about what you would expect moving 12 tons or so through water.
@ 3200 RPM, 22-24 mph, 31 gal/hr ave.
@ 3400 RPM, 24-27 mph, 34 gal/hr ave.
@ 3600 RPM (tabs up all the way) 30-31 mph, 40 gal/hr

We generally cruise at 3400 RPM with some tab down, but its a nice ride at 3600 RPM without tab assist. The boat rides great. I've had it up to 38 mph @ about 4400 RPM for a short run- I think Gal.hr was around 53.
Overall, the 502 Mercs do a good job, much better than some of the previous big block 454s.
Overall wish that the fuel tanks held another 60 gals. Good luck

If you did not find what you were looking for try the "Engines" section of the Website
there is a bit of crossover between these two sections.


Cummins Diesel Data Follows

Engines: Racor Fuel Filters, S= 2 micron, T= 10 Micron, P=30 Micron

370B & 450C installations use: Racor Model 4120R, replacement filters #(R120P). 1 for each engine, external to engine. Available (special order) through Boat US Engine Parts, 800-528-4828 @ $26.50 ea. 8/99 If you plan to put vacuum gauges on the 4120R Racor, you will need a Racor adapter along with a few other pieces, Racor Adapter from West Marine, West Marine #331753. Vacuum Gauge Racor #11-1676, you might want to pick up a 1/4" brass street L to put the gauge right side up. Use PST pipe seal to keep the Diesel in the pipes.

Cummins Engine Fuel Filter FF5285

Since 90% of the problems with a Diesel are Fuel related knowing about ypour Diesel Fuel filter seams a good idea. I tried the Fleetguard site, and the FF 5285's description does not have the Micron size, but it does have the Cummins Part# 3890017 of this filter. I asked the Fleetguard's E-mail information system the question, as I get a response, I will post it here. I thought I might have picked up the Fleetguard book or CD at IBEX, but can't lay hands on it. I did find this in the 450C Parts Catalogue for 6CTA8,3 engines, on page 43, the fuel filter listed is Cummins Part# 3890017, and that matches the FF 5285's part number in the fleetguard site. And according to this Cummins information, the absolute micron size is 25 Microns. Reference Cummins Bulletin 3672116 And its interesting what you find while looking for something else. In the Cummins Engine Specifications section for the B&C series engines, it states the Maximum allowable restriction on the vaccume gauge to the fuel pump as 2.5 Hg with a clean filter and 4 in Hg with a dirty filter. I thought, according to Racor, I could go higher on the vaccume gauge before changing the filters. I have in fact gone to 7-10 Hg without a noticable problem, I will now change my evil ways. This data is from Bulletin # 3666022-03 titled Operation and Maintenance Manual of B & C series marine propulsion units. I will be interested in Fleetguards, answer. Jim Clausen, MV Summer School

I called into Fleetguard this morning, I couldn't wait for a answer via E-mail. The FF-5285 engine mounted filter is 20 Micron @ 96.0% efficient, and 25 Micron @ 98.7% efficient.

And this just came in: Thank you for contacting Fleetguard.
The FF5285 is 96% efficient at 20 microns. Under Catalog on our website, Fleetguard.com, you can access part details such as thread size and dimensions, but we do not have micron rating information.
If we can be of further assistance to you, please feel free to contact your Fleetguard Customer Assistance Center or send a message to FleetMaster.
Please visit our homepage often at http://www.fleetguard.com Sincerely, Fleetguard FleetMaster

Racor Filter’s website: http://www.parker.com/racor/index.html

To replace the engine filters on our Cummins Engines you will need the following filter wrenches 75-80mm, 90-95mm, 118-131mm.

Cummins Filters:

Basic DPS Marine Engine Service Parts:

References: Cummins Marine O&M Manual P/N 3666022 except for Oil Filter data which has been updated verbally from Cummins, SC. Cummins SC suggests you call them with your engine serial numbers for EXACT information.

Engine 4BT 250, Belt 3911587, Fleetguard Oil Filter LF3000, Fleetguard Fuel Filter FF5285

Engine 6BT 330, Belt 3911587, Fleetguard Oil Filter LF3000, Fleetguard Fuel Filter FF5285

Engine 6BT 370, Belt 3911587, Fleetguard Oil Filter LF3000, Fleetguard Fuel Filter FF5285

Engine 6CT 450, Belt 3911587, Fleetguard Oil Filter LF3000, Fleetguard Fuel Filter FF5285, Coolant Filter WF 2071.

Note our filter on our 450'C is simply marked, LF3000.

Here a note on the LF3000 Lube Oil filters, these are "combo" filters. That, according to Fleetguard, @ 800-223-4583 that means that 90% of the oil flows through the full flow portion of the filter and 10% flows through the bypass stacked disk portion. The full flow section (90%) will filter out the coarser of the material in the lube oil typically down to 20 or so microns. The stacked disk bypass portion will filter out fine particulate material to 10 micron. That’s why it's so big and expensive. It's nice to know what were paying for, isn't it? http://www.fleetguard.com/

LF3000 Fleetguard dual flow spin-on heavy duty oil filters.  The filters fits most Cummins engines.  The dimensions are O.D. 4.64, length/height-11.34” and ID thread size 21/4”x12.  The filter replaces the Baldwin BD103, Wix 51748, Purolator L54519, Donaldson P553000 or CARQUEST 85748, as well as many others.

Cummins Oil Capacity: (total system) References: Cummins Marine O&M Manual P/N 3666022

Engine 4BT 250 10.4 quarts.

Engine 6BT 330 15.1 quarts.

Engine 6BT 370 15.1 quarts.

Engine 6CT 450 20.8 quarts. Misc. 450C, 4 qts from dip stick low line to full line.

Touch up paint Cummins/Onan 3885912, Marine White, Available from Cummins South East Power, or the manufacturer Quick Fix Products 727-4446-5008.

450C Spare engine parts, 3 piece Zinc Set CPn# 3389249, 68241, Impeller CPn# 3802444, Thermostat CPn# 3928640, Cummins Belt CPn# 3911562 (CPn# is Cummins Part Number) (West Marine sells the engine pencil zinc's also, Part # 194282, $6.26)

Generator, Diesel "Westerbeke Website" http://www.westerbeke.com/

Westerbeke 12.5 kw, Racor Model 120A, replacement Diesel filters Racor #(R12P), 30 micron. 1 required, external to engine. Available through Boat US Engine Parts, 800-528-4828 @ $14.49 ea. 8/99 Westerbeke 12.5 kw Oil filter Westerbeke Part # 3528, Zincs for the Westerbeke are available @ Boat US, & Westerbeke.

To receive information from the Maxum Sports Yacht Owners Group
send your name, hull #, and tip, if you have one to James, @BilleGates@aol.com