Confronting twenty years of engine filth was just the beginning.

In December, 2003 I purchased Magic, a 1979 Cal 2-27. At the end of her life, the previous owner had donated her to a non-profit organization and she appeared to be destined for salvage and ultimately scrapped. With the hull in decent condition and the boat listed at a reasonable price, I decided that Magic would once again be seaworthy.

Magic's original engine, a raw water cooled Universal 5411 diesel, had overheated, spun the bearings and seized several years prior. The previous owner chose to install an outboard on the transom rather than make the necessary repairs. I soon found that the outboard was missing its stator and ECU. Nevertheless, towing Magic home was the one of the two proverbial happiest days for any boat owner.

Within a month, I had the parts on order to bring the outboard back to life. During that time, I had also been researching what I could do about the Universal and what my options were. Although I had already invested in the parts to get the outboard engine running, my long term plan was to repower Magic with a new diesel. First among my requirements were freshwater cooling and readily available parts. I was also interested in a drop-in replacement, which would use the same motor mount footprints. A new engine should be easy to maintain, and have some standard and optional features to choose from at a price that wouldn’t break the bank.

New bilge paint isn’t only an aesthetic consideration, but can help pinpoint oil and fuel leaks that may arise down the road.

First Things First After looking at several offerings by Yanmar, Westerbeke, Nani, Universal, and others I opted for a BetaMarine BZ482: a 13.5-HP two cylinder model based on a Kubota block that would nestle right down on the stringers without modification. It exceeded my requirements and was a bargain. Armed with that decision, I attended the February 2004 Miami Boat Show, met with Stanley Feiganbaum of BetaMarine, and bought the BZ482 on the show floor. Since I still had a lot of bilge work to complete before I could lower it through the companionway, I scheduled the BZ842 to arrive at Magic's dock in May.

Preparation The remainder of February through April was spent preparing Magic for her new engine. The first task was removing the old Universal 5411. I disconnected the motor mounts, shaft coupling, exhaust hoses, and wires. I constructed a "sled" from 2x4's and slid the 250-lb block off its stringers. That turned out to be the easy part.

After more than two decades, one can only imagine what condition the bilge was in: filth, grease, flaking paint, rotten wood and corroded wiring were just some of the sights that greeted me. Not to be discouraged, the bilge was emptied down to the flaking paint, scraped clean, and received two coats of BilgeKote.

The finished project. Big ticket items don’t get any bigger than adding a new engine to a boat, but knowing it will work every time you need it to provides confidence and peace of mind.

With a new engine, I opted for taking the extra steps to better ensure reliable operation when the project was finished, so during this process I had a new fuel tank constructed by a local fabricator, replaced the fuel supply and exhaust hoses, and replaced much of the wiring that was in dire need of attention. Since the new engine is about six inches shorter than the 5411, a new shaft was fabricated by a local propeller shop. Replacing the original bronze propeller shaft with a new stainless steel shaft with Magic in the water turned out to be a snap. The old shaft was retracted into the bilge, and I used a PVC plug to seal the stuffing box. When the new shaft was installed, less than a quart of water entered the bilge.

Once the bilge was ready, the new engine was hoisted from the dock using the main halyard and lowered through the companionway onto the "sled", and then slid back onto the stringers. Shims were cut from star board and the engine was aligned. I found this step to be both time consuming and frustrating, but at the end of the day the coupler was aligned to within 5/1000". Once the engine was firmly resting on the stringers, the fuel line, exhaust hoses, engine controls, instrument panel, and electrical work was completed. Sea trials began at the end of June, and I am now happy to say that with 250 hours running time, the new engine performs flawlessly.

DIY Considerations I found repowering a sailboat not as difficult as one may think, and the cost savings alone makes such a project worth serious consideration. In my case I found that having a boatyard do the work would have cost as much as the engine alone. Basic hand tools and general mechanical skills are all that is required for you to undertake repowering your sailboat. Plan your time, since unforeseen things can and will occur along the way. Do your research. The Internet is a wonderful place to find articles and mailing lists for advice and instructions. Don't take short cuts. Inspect every component related to your diesel system, and if something doesn't look right repair or replace it. Always use marine grade quality parts and materials. When the time comes that you need to rely on your engine to make safe passage, you will have the confidence that smooth waters lay ahead.