1. |
Q: What kind of Warranty does Post provide?
A: ONE YEAR LIMITED
WARRANTY / FIVE YEAR HULL WARRANTY
1. THERE ARE NO EXPRESS
WARRANTIES ON PRODUCTS MANUFACTURED BY POST MARINE COMPANY,
INC., EXCEPT that the Company will, through its selling
Dealer replace or repair, at the Company's option any part (except
as hereinafter provided) which is proven to its
satisfaction to be defective under normal use and service
within one year from the date of delivery to the first owner
(maximum 18 months from date of delivery from the factory),
if the part is returned transportation prepaid, within
thirty days after the defect is discovered, to the Dealer or
to such other point of manufacture as the Company may
designate. In addition, Post Marine Co. will, through an
authorized dealer, repair any hull which is proven to its
satisfaction to have been defective at the time of delivery
to its first owner and which defect is discovered and
reported within five (5) years from the date of manufacture.
2. THIS WARRANTY SHALL
NOT APPLY TO:
(a) The cost of removal or
reinstallment of part, disassembly, or reassembly of the
unit of which it is a component.
(b) Varnishes, gel coats,
paints, vinyls, fabrics, glass, chromium plated, stainless
steel and aluminum finishes because of the varying effect
resulting from different climatic and use conditions.
(c) Products not of the
Company's manufacture. Any warranty provided by the
manufacturer will be passed on to the owner if possible.
(d) Racing boats or
engines.
(e) Boats that are used in
commercial activities.
(f) Parts which have been
altered in a manner which has impaired the original
characteristics.
(g) The installation of any
equipment by a Dealer or other installer.
(h) Speeds, fuel
consumption and other performance characteristics because
they are estimated and not guaranteed.
(i) Others than the first
owner.
3. THE DURATION OF ANY
IMPLIED WARRANTY OF MERCHANTABILITY OR FITNESS FOR A
PARTICULAR PURPOSE OR OTHERWISE SHALL BE LIMITED TO AND
COINCIDENT WITH THE DURATION OF THIS EXPRESS WARRANTY.
The replacement or repair of defective parts as stated in
this warranty shall be under sole remedy of the purchaser
and the sole liability of the Dealer and the Company under
this warranty and any implied warranties. THE COMPANY OR ITS
DEALER SHALL NOT BE LIABLE UNDER ANY CIRCUMSTANCE FOR
INCIDENTAL, CONSEQUENTIAL OR INDIRECT DAMAGES CAUSED BY
DEFECTS IN PARTS OR WORKMANSHIP OR ANY DELAY IN THE REPAIR
OR REPLACEMENT THEREOF:
(a) Some states do not
allow limitations on how long an implied warranty lasts or
on the exclusion of incidental and consequential damages, so
the above limitation on the duration of implied warranties
and the above exclusion of incidental and consequential
damages may not apply to you.
4. THE DEALER IS NOT THE
AGENT OF POST MARINE COMPANY, INC.
The Company does not
authorize the Dealer, or any other person, to assume for the
Company any liability in connection herewith or any
liability or expense incurred in the repairing of its
products other than those expressly authorized herein.
5. POST MARINE RESERVES
THE RIGHT TO MAKE CHANGES IN DESIGN, EQUIPMENT, LAYOUT OR
CONSTRUCTION WITHOUT NOTICE OR BEING OBLIGATED TO
INCORPORATE SUCH CHANGES IN PREVIOUS PRODUCTS.
6. You may secure
performance of warranty obligations hereunder by:
(a) Telephoning the Post
Dealer from which you purchased the boat for an appointment
to have the Dealer examine your Post Boat.
(b) Delivering your Post
Boat to the selling Post Dealer for his examination.
(c) In certain cases the
Dealer is authorized to complete warranty obligations
unilaterally, and in others he must receive authorization
from the Post Marine Company Factory. The Dealer is obliged
to follow whichever course is appropriate.
(d) Upon completion of
warranty obligations, the Dealer will notify you of the
availability of your Post Boat for your pickup.
(e) Major mechanical
components, such as engines, generator sets, electronics,
appliances, and air conditioners for example, are warranted
by the manufacturer of the component. They have authorized
service dealers in most major boating markets. Your Post
Dealer will identify such service dealers upon request.
7. Any other communications
necessary in connection with this warranty should be sent to
the following address: POST MARINE COMPANY, INC., 100 Post
Road, Mays Landing, New Jersey 08330
8. THIS WARRANTY GIVES
YOU SPECIFIC LEGAL RIGHTS, AND YOU MAY ALSO HAVE OTHER
RIGHTS WHICH VARY FROM STATE TO STATE.
Return To Top
|
3. |
Q: This is my first diesel-powered boat. Is all diesel fuel basically the same,
or are there different grades as there are with gasoline?
A: The following information on today's diesel fuel has been provided by
Yanmar Diesel America
Corporation, Buffalo, IL
For most of us, buying gasoline for the car is a simple exercise. Go to the pump, fill the tank and pay for the gallons purchased. When we buy gasoline, we usually select fuel with an octane number high enough to prevent the annoying "pinging" sound caused by fuel detonation in the cylinders. We may have a favorite brand, but are aware that vehicle gasolines are little different from one another.
When we buy fuel for our boats, we usually have little choice in the brand we buy. In most places, it's not easy to get to a particular brand's outlet; we buy the brand offered. Fortunately, the diesel fuel we buy in the U.S. has to meet stringent standards. These are imposed by the Federal Government through the EPA administered Clean Air Act (plus additional regulations from the California Air Resources Board,
CARB), and industry standards developed by Committee D-2 of the American Society for Testing and Materials (ASTM), with participation from the American Petroleum Institute (API) and the Engine Manufacturers Association. Similar groups are at work in most industrialized
countries, assuring the availability of quality diesel fuel throughout the world.
Having all these groups watching over the quality of what goes into the fuel storage tank at the marina, makes it reasonable for us to feel safe in buying what comes out of the hose at the fuel dock pump. The diesel fuel sold here in the U.S. and in most industrialized foreign countries is clean, fresh and has all of the characteristics needed to make our costly diesel engines run well for thousands of trouble free hours. Fuel quality problems are most
likely to occur where small quantities of fuel are sold, increasing the chance that the fuel in the tank has been stored long enough to deteriorate or become
contaminated. All fuel dispensed from a drum should be viewed with caution, if not outright suspicion. Drums are often reused, and may previously have contained materials harmful to diesel fuel. When stored on end, the plugs in the drum top may have been loose, allowing water and dirt to get into the fuel. As anyone who has had to deal with a contaminated fuel tank can attest, allowing dirty or adulterated fuel into a boat's fuel tank can ruin a perfectly fine day, or days, even if it never gets into the engine.
The diesel fuel we buy is precisely formulated by refiners to ensure that it meets all of the specifications of the various regulators and the requirements for engine performance and longevity. These fuel characteristics include the cetane rating, how quickly it will begin to burn in the cylinder, cleanliness, one of the most critical factors in determining engine life, sulfur content, now carefully controlled to meet stringent pollution requirements, and the fuel's cloud point or pour point which define the lowest temperature at which the fuel can be used. There are many other specifications, however they are of concern only to the refiner and are well beyond our control or concern.
Diesel fuel's cetane number is often mentioned as the equivalent of gasoline's octane number. While both are important to having a well running engine, they deal with virtually opposite fuel characteristics. Gasoline octane number is a measure of the ability of the fuel to resist spontaneous ignition and to burn evenly under very high combustion chamber pressures and temperatures. Low octane fuel goes off with a bang, causing the detonation noise we call pinging. In general, the higher the octane number the "slower" the gasoline will burn. Diesel fuel cetane number is the inverse of octane; it measures how readily diesel fuel begins to burn when it is injected, at high pressure into the hot, swirling mass of air in the diesel engine's cylinder. High cetane number fuels begin to burn very quickly; they are said to have a short ignition delay period. A high cetane number fuel would have a low octane number. Unlike gasoline, which is priced and dispensed according to octane number, diesel fuel octane is not advertised at the pump. All diesel fuel sold in the U.S. will have a cetane number of at least 40, with today's low sulfur fuel averaging 45.
A few years ago, the maximum sulfur content specification for diesel fuel was revised downward to a current average of 300-350 parts per million
(ppm). The change to low sulfur content fuel initially caused some fuel leakage problems in engines using certain types of elastomers as gasket or seal materials. These materials swell when they absorb aromatics in the fuel. The aromatic content of fuel was reduced along with the sulfur content. The seals and gaskets shrank in size, causing some fuel leaks. There is no risk associated with the use of today's low sulfur fuels in your Yanmar engine.
All of the other fuel criteria, lubricity - the ability of the fuel to lubricate close fitting parts of the fuel injection system, flash point, viscosity, ash content, cloud point, pour point and water and sediment are controlled at the refinery. However, opportunities for contamination occur once the fuel is delivered to the marina's fuel storage tank and especially in the fuel tanks on your vessel. The most likely problems will be caused by dirt and sediment already in the tank and by the entry of water, primarily in the form of water vapor in the air that flows in and out of the fuel tank vents. Water is of particular concern due to the likelihood that bacteria and fungi will grow at the interface between water accumulated in the bottom of the tank and the diesel fuel floating on the water layer.
Fuel tanks experience daily cycles of heating and cooling, even when the boat is not in use. During each warming cycle, the increase in the temperature of the fuel and air in the tank will cause some of the air above the fuel to exit through the tank vent. During the cooling cycle, very humid air is drawn into the tank. Over time, this respiration cycle will result in the accumulation of liquid water in the tank. The bacteria and fungi will often
enter the tank with the air or may be been present in minute quantities in the fuel previously added to the tank. If conditions are favorable, as they often are, the "bug" biomass population can become overwhelming, creating a sticky gelatinous material that can clog fuel filters and lines and by excreting acid compounds, corrode the fuel tank. The bug problem can be worst in warm or hot climates, and is especially bad on boats that see little use. The problem is best avoided by minimizing the amount of water in the tank and by adding a biocide to the fuel. A number of different brands are available, some containing additional additives claimed to enhance fuel qualities. Water gain can be limited by keeping the tank as full as possible, thereby reducing the air volume above the fuel. Tanks should be
"sumped" at least annually to remove any water that has collected at the tank bottom. This is easily done by inserting a small diameter rigid tube through a tank-top fitting to the lowest point in the tank and then withdrawing fluid into a clear container using a hand pump. Continue removing liquid until only fuel is discharged into the collection receptacle. Be sure to dispose of the liquid removed in accordance with local waste disposal rules. The color of the diesel fuel can vary from colorless to a light brown and may darken after long storage in the fuel tank. If the fuel is unusually dark, check the fuel filter for signs of sediment.
Fuel treatment devices, which operate by passing the fuel through a magnetic field, are offered by a number of manufacturers. Although there are differing opinions about the worth of these devices, there is substantial evidence that they work as claimed. However, they function only when fuel is circulating through them, so their value is greatest on engines that are used frequently. As an alternative, some boats have the magnetic treatment device installed in series with a separate fuel filter/water separator and an electric fuel pump. This system can then be operated even when the engine is not in use.
Although a fuel filter element is a part of the on-engine fuel system, it should be preceded by a primary fuel filter/water separator, preferably with an electric priming pump. With most filter systems, the electric pump must be connected to the outlet side of the filter. The filter element in the primary filter should be chosen to block particle sizes larger than the rating of the on-engine filter. For most applications, the primary filter should have a 30-micron rating.
There are a great many aftermarket diesel fuel additives on offer at most marinas and marine supply stores. It is not possible to comment on any one of them, other than to emphasize that a biocide should always be added to diesel fuel, if there is any report of fungus or bacteria caused fuel system problems in your area of operation. For most consumers, the fuel you buy will not require the addition of anything other than the biocide. Regardless of what you may choose to add to your fuel, follow the manufacturer's dose instructions. A little may do some good, more might do great harm. Remember, any claim that seems to be "too good to be true "is likely to be too good to be true.
Return To Top
|
4. |
Q: I've seen some diesel-powered boats emit a gray colored exhaust and others that emit a heavy black exhaust. What causes the difference?
A. The following explanation has been provided by
Yanmar Diesel America Corporation of Buffalo Grove, IL.
All internal combustion engines emit some type of exhaust smoke during operation. The purpose of this discussion is to familiarize new marine diesel engine owners with what is normal diesel smoke vs. smoke that may be an indication of an engine malfunction.
START-UP: When a cold diesel engine is started, the heat of compression is the only energy source available to heat the fuel in the combustion chamber to the temperature necessary to ignite the fuel. Even after the engine has started, the temperature in the combustion chamber may still be too low to support
complete combustion. The resulting unburned and partially burned fuel is exhausted as a mist of small droplets that is seen as white smoke (cold smoke). This condition normally lasts for 3-5 minutes.
Air and water temperatures also have an affect on cold smoke. The amount and duration of cold smoke will increase or decrease in direct relation to changes in air and water temperatures. The presence of exhaust "steam" in cold weather may also increase the perceived volume of cold smoke.
Many marine diesel engines are equipped with timed air intake heaters to heat the incoming air and assist in bringing the combustion chamber to operating temperature. This will reduce the amount of cold smoke and shorten the time it is present.
The quality of the diesel fuel is also important in reducing cold smoke. The ability of diesel fuel to ignite rapidly and combust completely is denoted by the fuel's Cetane number (the diesel equivalent of the Octane number for gasoline). Yanmar recommends you use a diesel fuel with a Cetane number of 45 or greater. Lower grade fuels can be improved with the addition of commercially available Cetane "boosters".
ACCELERATION: Upon acceleration, it is normal to see a small amount of black exhaust smoke as the engine RPM increases to match the throttle setting and the amount of fuel injected into the engine to achieve the desired RPM. The presence of this black smoke indicates a "rich" air/fuel mixture in the combustion chamber. Once the desired RPM is achieved, the black smoke should dissipate. The continual presence of black smoke may indicate a malfunction that is causing the engine to be either overfueled or starved for air.
CRUISING: At cruising speeds, the normal exhaust color is normally a "light" gray with some amount of white exhaust steam. The presence of a "bluish" tint to the exhaust could indicate engine lube oil consumption and should be checked by your Yanmar dealer.
SUMMARY: All diesel engines exhibit exhaust smoke to some extent. Please use the above guidelines to determine if your engine is operating normally. If in doubt, we suggest you contact your dealer.
Return To Top
|
