Date: Wed Aug 15, 2001 10:40 am

All of the instruments are now mounted in a custom made, fiberglass pod on the coach roof. I'll try to attach a photo of the unit before it was painted and installed.

Date: Sun Sep 2, 2001 2:14 pm

To make it easier to answer several inquiries I have received by private email I'll supply these photos to the entire group as it may be helpful to other supporting members.

A few of my innovations that may help someone in the future.


The new digital, engine instruments and the Raytheon Bi-Data now reside in a custom made, curving, fiberglass pod that is mounted across the deck house. The forward panel is cambered for additional protection as a weather coaming and more vertical attachment point for the dodger is another design element.


New Instrument Pod




Date: Tue Sep 25, 2001 10:50 am

Most tachometers for diesels are driven by an electrical pulse generated in the alternator's stator. Often the alternator does not "start up" until the throttle is "goosed" and charging function adequately excited.

Be certain that the alternator case is well grounded. Check the circuit connections for the field, ignition (power) and "sense" (battery voltage source) wires on both the alternator and external regulator (if so equipped) for corrosion. Even small amounts of varnish will inhibit proper function and output of any alternator. Other connections to the tachometer should also be cleaned.

If your engine panel is located in the forward cockpit bulkhead it is very susceptible to dampness or leakage from washing, pooped cockpit and rain, All gauges and switches should be attended to carefully before making any offshore voyage.

Date: Tue Sep 25, 2001 12:33 pm

I agree with Paul and your experience re:Tachometer at start up. However, I also had the experience of Tacho needle suddenly oscillating and sometimes falling off to zero, and the alternator no longer charging, with shrieking noises that sounded horribly like a bearing going on the alternator, but proved to be simply belt-generated. Cleaning contacts and tightening the belt without excess have sofar resolved that rare occurrence.

However, I noticed that the two driven belt grooves are not compatible with the shaft driving groove: that one has a narrower bottom slot, so the belt does not fall into it and, as it wears on from smaller contact area, it falls in progressively with attending loss of tension. I have not yet raised the matter and solution with hanson-Westerbeke people.

Date: Wed Sep 26, 2001 6:03 pm

While you suffer the wiring project I suggest you look at the condition of the wiring to the engine panel. Mine was located in the forward bulkhead of the cockpit footwell. It was terribly susceptible to water damage. My solution, although expensive and time consuming was to relocate the engine instruments, knot-depth instrument and all engine panel switches to a custom made, fiberglass pod on the coach roof. But I found may other problems resulted from the corrosion that attacked the engine panel and the plywood structural support bulkhead that it is mounted in.

Date: Thu Sep 27, 2001 7:45 pm

Since you are into rewiring, suggest that if you have the standard instrument panel located at the front of the cockpit you consider building a frame around it and protecting it with plexiglass. I purchased a large porthole, cut the back of it, and mounted it on the frame. This way if I suspect we will be taking seas aboard, I simply shut the port, dog it down and now we can take a full sea in the cockpit with no danger

of the water getting to the instruments or ignition switch. I think the entire thing cost less than 100 dollars, using my own skill and labor. Its simply a portlight on the outside rather than inside, but it works very well.