That is a lot of good info, but are they all accurate? Do all the alarm lights work (no) and will the alarm horn go off when they are on?Īt the flybridge station, there are a simplified version of the same gauges, with turbo pressure and transmission pressure missing. The salon helm station had gauges and indicator lights for just about everything, which was perfect, but I had no reason to trust them, and I would not be driving from this location, but instead from the flybridge most of the time.Īvailable at this location is RPM, engine hours, battery voltage, oil pressure, water temperature, turbo pressure, transmission pressure, an alarm horn, and four alarm/dummy lights for low oil pressure, high water temp, low battery charge, and the preheater being engaged (which didn’t light up as I covered in my recent article about the preheater melty mess). When I bought Rendezvous, I knew right away I wanted engine monitoring in place beyond the gauges provided. I’ve personally owned the Actisense EMU-1 and run it on two boats for almost a year, as well as installed and configured even more on other folks boats. I’ve setup and configured a number of NoLand RS-11’s on other boats, and helped keep them calibrated and updated for the first few months afterwards. Most of my experience has been with the NoLand RS-11 and Actisense EMU-1. The three I have used are the NoLand RS-11, AlbaCombi, and the Actisense EMU-1. Using an engine monitor could bring the data from that generator to your driving station, and sound louder alarms to let you know something might be awry.Ī few companies have built gateways that can help with engines that may not have modern digital interfaces. Many of them have basic control panels exposed outside of the engine space where they live, and are not necessarily near your driving station. Generators are also a great target for an engine monitor. Perhaps that was changed in a future version, but that was a big oversight in my opinion. The other concerning thing was alarms – the adapter passed the data along for various things like coolant temp and oil pressure, but did not use any of the NMEA 2000 PGNs for alarms associated with those. Unfortunately a bunch of the data that I really wanted, like exhaust temperature and fuel flow, were not available even with the adapter. My Volvo engine on Jammy, which was new in 2008, had an optional NMEA 2000 adapter that you could purchase for $800 that would plug directly into the engine harness, and then into the NMEA 2000 network. Older engines may support J1708 and Yacht Devices has a gateway for that too. An example is J1939 which you can use Maretron’s J2K100 or Yacht Devices Engine Gateway to convert and place on your NMEA 2000 network. Many engines built after 2005 have some sort of digital interface built into them that you can tap into to see tons of great information. It’s surprising how few boats leverage the ability to have this information on a NMEA 2000 network to provide total visibility and improve that monitoring. The engine is a critical piece of every boat, and monitoring it is very important to health and longevity, as well as your safety while on the water.
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