I'm sorry for not coming back to this thread earlier, but we've been out sailing. We did our last long leg that exceeded our range under power (Azores to Spain) and did not run out of fuel, so the question of this topic is not that important for me anymore.
Still, it is kind of sad that most of the many answers in this thread are just completely useless. Why all this discussion about airplane engines?
Also, i feel like most people did not understand what i was actually talking about. Maybe this is due to a language barrier as i'm not a native english
speaker, but so far it has never been a problem for our many American friends to understand me.
Anyways, this exactly sums up what i have been talking about
Some things i would like to add:
-Our tank is clean, so crud is not a problem. This is not a guess but i KNOW it is clean. I open it up regularly (about twice per year) and inspect it.
-At least for our way of motoring, it is NOT true that fuel consumption
is always the same. I've written down engine hours at each refill for over 1000 hours of runtime now and the consumption
per hour differs a lot depending on use. The range so far is 1.4L/h to 2.7L/h. These extreme numbers are on the one hand from a lot of charging
and on the other hand from fast bashing into headwinds. Still, when taking these extremes out of the equation the range is between 1.7L/h to 2.3L/h for "normal" motoring which is still a considerable difference. We have a 120L diesel tank which equates to 52 hours of motoring at 2.3L/h, while it would be 70 at 1.7L/h. That is a BIG difference or nearly another 100nm of motoring. We carry another 160L in jerry cans which increases these numbers even more.
: I'm talking about being out at sea (like seriously off shore) in light winds and flat seas. When being this far out, we would never navigate so close to a big ship that a refueling break of one minute would be an issue.
-Regarding refilling at sea: That's easy without spilling a single
drop. We have our jerrycans on the sidedecks and near the mast
base, strapped down with ratchet straps. When on passage
, we use a long siphon hose to transfer fuel to the internal tank without even bringing the jerry cans to the cockpit
. Works perfectly fine.
Regarding the other issues brought up in this thread: I don't think that the injection pump
will die faster when run dry maybe once or twice per year.
What i'm not sure about is the injector bleeding issue, i get the point that this may be a problem that can't be solved
by our electric pump