The fellow who taught me that, was a combustion engineer
with mutiple PhDs, and Dean of an engineering school
. He tuaght for pleasure not income
, because he also owned patents on parts used in most of the railroad diesel-electric engines in the world.
I trust his expertise.<G>
"how many times a truck starts each day" Ever wonder why so many drivers leave it running for SO LONG even when they are in the yard waiting?<G>
Obviously the details will matter, i.e. your typical truck may be scheduled to be pulled from fleet service
and overhauled every 100,000 or 200,000 miles. The sailboat engine
is probably built from "lighter" parts, and never gets scheduled overhauls. Restarting intervals, thin film time...Synthetic motor
oils probably didn't exist at that point yet, they've come a long way. Still, I like the idea of "no wear" versus "not much wear".<G>
With light enough use, sure, wear can be a non-issue. But every time you hit the starter, you throw spikes. Ever have a piece of electronics
just "go bad" ? Spikes are often to blame--there's usually no protection against them except the breaker panel, everything that is not turned off, gets spiked. Last time I rewired a panel, I made sure to run spike protection (both zeners and transzorbs, and a little piezo alarm) on the leg that services the instruments. When and if the protective devices wear or fail, the little piezo will let us know. But no boat maker is going to spend the extra $25 to put that box on a production boat.
Spikes are enough of an issue that some alternator
makers (for cars) now install spike protection IN the alternator
, to clamp them before they can get out. The problem, of course, is that when they fail (and they will) the whole alternator gets blamed for failing too soon--when it should be celebrated as the "hero" that saved the rest of the electronics