So we have now ordered the battery packs and the charger.
I was looking for lithium batteries that are as small as possible and also have little weight.
The default was at least 4 hours of operation at 4.5 knots. Yes, I am aware that this depends on many other factors ... (current, wind and waves)
So we started looking and it was very difficult ... In Germany there were only standard batteries or AGM batteries. With AGM we had to make do with significantly reduced charging cycles with a discharge of 80%. Most manufacturers then only specify 300 - 400 charging cycles, but the price would then have been half the current price.
The LiFePo4 battery is specified with 2000 - 3000 charging cycles and has an internal battery management system. This prevents deep discharge and overcharging. Yes, LiFePo4 lose a little capacity over time, but that is negligible given the size we have chosen.
When we are in a port, we have time to charge and have therefore opted for a 1168 watt 48 volt charger.
Why didn't we choose a bigger one? Very easily.....
We orientated ourselves on other experience reports and they report that the safety device on the jetty was often triggered because the cables and the large number of boats on the jetty were not designed for this. Furthermore, a slower charge is better for the batteries.
We will no longer use a 12 volt battery for the internal power grid, so a 48 volt to 12 volt power converter will be used in the future.
If you have any questions, feel free to write to me. Via the contact form on this page.
The next update will follow shortly ...
After we took the last sail and the last upholstery off board, we were happy to see that the engine was already out and that the screw had already been dismantled.
Up to this point we had not yet had an offer from the shipyard.
After almost 2 months it finally started ...
In the future, a Vetus e-Line 10kW electric motor will be up to speed here. This is comparable to an 18 HP diesel engine and is slightly larger than required.
The Vetus has active water cooling and I just had the better feeling with this motor ... Yes, there are many other electric motors and some of them are much cheaper ...
Unfortunately, it's not just the engine that needs to be replaced, but also the shaft and propeller. The motor must now be adjusted to the height of the shaft and the biggest problem will be the batteries.
In the meantime, I had other opinions on the subject of batteries and they are very different ... I also believe that these opinions are always designed only for my own well-being and yes if I take AGM batteries, I pay about half but have more than twice the weight.
The offer for the conversion came 2 days later and my calculated costs were once again beyond the scope ...
But every time I drive past a gas station, I lie to myself and say to myself: "The decision on diesel prices and the maintenance effort of the diesel justify the additional costs!"
More information will follow ...
The prognosis was bad for our engine. First only the cylinder head gasket, then the heat exchanger and the death knell was the heat exchanger housing. This alone should cost around 1900 euros. Even the shipyard wrote to us that we should think about a new engine .... Of course, that meant a new diesel. I asked for a quote for the total cost.
Of course, we also looked at what a new Nanni Diesel with around 15 hp would cost and the shipyard had already given us an approximate budget. Our model Nanni Diesel 2.60HE was of course no longer available and of course we also thought about a new used boat .....
Everyone who knows me knows that I not only drive a Volkswagen eGolf, but that I am fond of new technologies. Where we bought the boat, I had announced to our boat broker that if there were major repairs, the engine would be exchanged for something electric. He then asked to inform him.
Am I particularly aware of the environment or why should it be an electric motor now?
The environmental thought was there, but rather in the background. The main reason is that I hated it in winter storage to always have to change the oil for 5 - 10 engine hours and to replace the impeller for safety reasons. Always winterize the engine and then remove the mess again. Diesel is getting more and more expensive and if the new government cuts the subsidies for diesel and a liter becomes even more expensive then the cost of a diesel engine will increase every year. For the last few years we have been lying in the buoy field in Eckernförde and have only refueled the expensive Ultimate Diesel. The last diesel plague was removed 4 years ago. In winter we always added diesel to the tank to counteract this plague ... Yes, even the expensive diesel now has bio additive. The tank was filled with 5 liter canisters and everyone knows that a drop goes wrong ...
The effort was simply not in proportion to the benefit. We are not the mega sailors, but we enjoy it when the engine is not running.
Furthermore, I didn't want to invest in a technology that has existed for 130 years and is slowly no longer really in demand in the car sector ... How do I know? I've been a car salesman for over 20 years.
What should our new system look like and what range do we expect?
It is a Vetus e-Line 10kW motor. This is operated with 48 volts. There are 2x LiFePO batteries of 200 Ah 48 volts. Because the batteries can be completely discharged, we come to approx. 20 kW / h. Furthermore, we will have a small gasoline generator with 2 kW charging power as a range extender on board.
Depending on the speed, the pure range should be approx. 4 -5 hours or a range of approx. 20 SM at 4.5 Ktn.
But as I know from the experience of my eGolf, it depends on many factors. (Current, wind, wave, temperature and much more.)
We do have a solar cell on board, but it is only supposed to recharge the consumer battery. We don't have a wind generator, but we have sails :)
The weight of the engine / gearbox / tank is removed. For this, the motor comes with its own water cooling (approx. 71 KG) and 2x rechargeable batteries a 75 KG.
In addition there are connection material and charger.
In the next blog entry we will write about the shipyard's offer and everything else ... If you have any questions, just write to me using the contact form or WhatsApp.
Yes, we have a sailing boat and our moogle sails beautifully :)
Yes, it happened .... Right in front of Stollergrund our old Nanni Diesel 2.60HE started to smoke gray / white. The engine quickly went up to 150 degrees and a check of the seawater cooling system showed that it was working, water came out of the exhaust ...
A call to Jens R. brought certainty. The cylinder head gasket is defective. Remedy by filling up with new coolant did not work and we set sail again. From now on, cruising was the order of the day. We tried to get towards Laboe on our own, but after 4 hours and a scared child on board I went to the radio.
"Pan Pan, Pan Pan, Pan Pan, All Stations, All Stations, All Station, Here is the Sail Yard Flying Moogle, Flying Moogle DC3026. Engine not start! Destination Laboe Harbor."
Bremen Rescue got in touch and we switched to channel 11. After the questions whether someone was injured and how many we were on board, we were asked whether our life was in acute danger. I denied this. I was informed that there is currently still a mission and that we should be patient a little ... so we continue cruising .... The wind came directly from the east and was extremely unfavorable for us .... We wanted but only before the storm that was announced for 3 p.m., arrive in Laboe and 2 days later to winter camp ...
A call to our shipyard followed, we already announced that the damage could not be repaired quickly ... They could not drag us into the Kiel Canal from Laboe ...
After 45 minutes the rescue cruiser Berlin from Laboe called in and asked us to be patient ... We should contact us if it was no longer possible and 1 hour later I called again over the radio and asked for the towing ...
about 30 minutes later we were hooked :)
We were towed straight to the shipyard in Laboe and our Flying Moogle lived up to its name. On the hook, we briefly made 7 knots of speed over the ground. My son was feeling better again and had fun taking this picture. The Kiel Fjord was also crossed well.
After docking at the Steg shipyard, an employee reports immediately and shortly afterwards the cylinder head gasket diagnosis was confirmed.
You didn't know exactly where the damage was coming from, but we felt we were in good hands.
I commissioned the cylinder head to be repaired.
About 1 hour later the waterspout was reported in the Kiel Fjord .... At this time we were sitting in the salon and watched Netflix and waited for us to be picked up ... Fortunately, we were brought in on time.
After another 14 days and various emails and phone calls, we knew that it was the heat exchanger and, unfortunately, it was even more broken than expected ... The prognosis now came to a new engine ...
After careful consideration, we no longer opted for a diesel, but an electric motor .......
More in another blog.