Jetdude
Member
- Joined
- May 13, 2020
- Messages
- 8
- Fluid Motion Model
- R-23 (Outboard)
- Hull Identification Number
- FML30C05J920
- Vessel Name
- FINAL APPROACH
- MMSI Number
- 338391217
Recently while cruising my 2020 Cutwater 30CB I experienced a vibration around 1800 rpm north of Sidney BC. I pulled the boat into Van Isle marina and secured moorage. My first thought was I must have hit something, so in the water I dove. I found no evidence of prop or rudder damage.
The next day I contacted the local Volvo Penta dealer and had a complete engine analysis done by computer which revealed no issues. We then went on a test run and hypothesized a loose nut on the inside of the flange which is bolted to the prop shaft. The next day we separated the flange from the transmission to check the nut. The flange was definitely loose on the shaft, however due to the minimal space between the transmission and the flange we were unable to tighten. This would require a shortened socket which Ronnie at Bellingham Yachts had. On consult with the local mechanic and Ronnie I made the decision to limp the boat back to Bellingham Yachts Everett where repairs could be made, 20 hours later I arrived. The following day, when BYS went to move the boat to the haul out, it would not move. The propellor shaft had broken inside the shaft flange.
I am meticulous with the care and Maintance of my boat. and frankly could not comprehend this failure. Thinking back on the last 5 years I began putting the pieces of the story together.
At approximately year two, with 200 hours on the engine and while replacing the raw water impeller my hand slipped down to find the nut on top of the engine mount loose. In fact I found that all four of the nuts on the engine mounts were loose. A common practice is to paint a stripe on the bolt and nut after tightening and torquing these nuts, which had been done, however when the nuts were finger tight the paint lines aligned, indicating that these very important nuts were never tightened. I immediately contacted BYS and was told that the boat was no longer under warranty. I was told to contact Pacific Power group the local Volvo Penta Dealer, where I received a estimate of $2500.00 for alignment of the engine and torquing the nuts....
My Head Exploded!
After I settled down I contacted BYS and they agreed to come and align the engine. Now roughly two hundred hours later. the shaft has broken at a all in cost estimate of close to $10,000.
Lessons learned....
First and foremost, if you see any wobbling of your prop shaft, while in gear, immediately have the engine aligned. This may seem obvious however I had never owned a inboard engine boat, therefor my ignorance didn't allow my brain to see any issues until the vibration began.
Let me end on a good message. The Cutwater 30CB with the D6 435 is a fantastic boat. It has performed beautifully in rough seas and has exceeded all my expectations. The crew at Fluid Motion and Bellingham Yachts are fantastic people, however, there is a problem at the factory with quality control. My boat was produced around the time of Covid and I am sure that was a challenge for the company. Over the last 5 years, I have repaired numerous issues with the boat, most of them minor, yet seemingly all connected to improper installation. My boat is now perfect! I love it! Most of you know my boat....Final Approach.
I will conclude by saying, even though I've been disappointed with the production problems, I would still recommend a Fluid Motion Built Boat. I am a big fan of Dave Livingston, Jeff, Andrew, Tim and Kenny. I am equally a fan of the Bellingham Yacht Family, Matt, Heather, Josh, Ryan, Ronnie, and Little Matt. The rendezvous have been wonderful and we have made some great friends.
Please take away from this post some additional knowledge which I have learned, and apply my lessons to your mental toolbox to avoid a large repair bill.
Fraternally yours
Greg Wright
The next day I contacted the local Volvo Penta dealer and had a complete engine analysis done by computer which revealed no issues. We then went on a test run and hypothesized a loose nut on the inside of the flange which is bolted to the prop shaft. The next day we separated the flange from the transmission to check the nut. The flange was definitely loose on the shaft, however due to the minimal space between the transmission and the flange we were unable to tighten. This would require a shortened socket which Ronnie at Bellingham Yachts had. On consult with the local mechanic and Ronnie I made the decision to limp the boat back to Bellingham Yachts Everett where repairs could be made, 20 hours later I arrived. The following day, when BYS went to move the boat to the haul out, it would not move. The propellor shaft had broken inside the shaft flange.
I am meticulous with the care and Maintance of my boat. and frankly could not comprehend this failure. Thinking back on the last 5 years I began putting the pieces of the story together.
At approximately year two, with 200 hours on the engine and while replacing the raw water impeller my hand slipped down to find the nut on top of the engine mount loose. In fact I found that all four of the nuts on the engine mounts were loose. A common practice is to paint a stripe on the bolt and nut after tightening and torquing these nuts, which had been done, however when the nuts were finger tight the paint lines aligned, indicating that these very important nuts were never tightened. I immediately contacted BYS and was told that the boat was no longer under warranty. I was told to contact Pacific Power group the local Volvo Penta Dealer, where I received a estimate of $2500.00 for alignment of the engine and torquing the nuts....
My Head Exploded!
After I settled down I contacted BYS and they agreed to come and align the engine. Now roughly two hundred hours later. the shaft has broken at a all in cost estimate of close to $10,000.
Lessons learned....
First and foremost, if you see any wobbling of your prop shaft, while in gear, immediately have the engine aligned. This may seem obvious however I had never owned a inboard engine boat, therefor my ignorance didn't allow my brain to see any issues until the vibration began.
Let me end on a good message. The Cutwater 30CB with the D6 435 is a fantastic boat. It has performed beautifully in rough seas and has exceeded all my expectations. The crew at Fluid Motion and Bellingham Yachts are fantastic people, however, there is a problem at the factory with quality control. My boat was produced around the time of Covid and I am sure that was a challenge for the company. Over the last 5 years, I have repaired numerous issues with the boat, most of them minor, yet seemingly all connected to improper installation. My boat is now perfect! I love it! Most of you know my boat....Final Approach.
I will conclude by saying, even though I've been disappointed with the production problems, I would still recommend a Fluid Motion Built Boat. I am a big fan of Dave Livingston, Jeff, Andrew, Tim and Kenny. I am equally a fan of the Bellingham Yacht Family, Matt, Heather, Josh, Ryan, Ronnie, and Little Matt. The rendezvous have been wonderful and we have made some great friends.
Please take away from this post some additional knowledge which I have learned, and apply my lessons to your mental toolbox to avoid a large repair bill.
Fraternally yours
Greg Wright
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