Yanmar 6LP issues
Posted: Oct 6th, '14, 17:55
I've been following the other thread and rather than redirect the thread I'll post this.
As most know I was a Yanmar dealer among other engine companies since the 80's. I saw some of the first 6LP's that came out and put a set in the 32 Luhrs open that I wrote an article on here many moons ago. I saw many 6LP's come thru the shop and sold quite a few and installed quite a few in repowers.
But here is my take when I first went to service school on them and at yearly dealer meetings. 90% of the "marine mechanics" out there are morons. That engine is a 4 valve per cylinder, overhead cam with a valve bridge. Most mechanics hardly can handle a two valve engine. While the service work was tedious, it was easy if you had the proper factory tools to secure the bridge when you adjusted them.
Unfortunately I ran into two major issues.
Number one was when the typical mechanic pulled the rocker cover, he hadn't a clue as to what to do even though the service manual was clear. I remember having to go around the room and help a good many of the mechanics during that first 6LP service school. My guess is many an engine never had the valves or bridge adjusted even though the owner got charged for it.
Second was that the machined nylon plate that held the bridge in place while the adjustments were loosened or tightened weren't used. Many mechanics used an adjustable wrench on the end of the bridge to keep it from twisting which stressed it. Its cast and they cracked doing it that way.
If you own a 6LP and need the valves adjusted make sure you ask your mechanic to show you his bridge securing plate. If he can't get someone else that has one.
Not one of the 6LP's I sold and serviced, or came into my shop as new boat engines and serviced ever had a valve or valve bridge issue. And we're talking a shit load.
If you did the proper maintenance, had the proper tools and did the recommended repair on the early on serial numbers and had the engine turn proper rpm to 3900, they are good engines.
And yes heads were tough to get on ones I did majors on back in the 2008 era because there were just not enough call for them. Hell I had trouble getting heads for most all their engines because I didn't see that hugh amount of majors come thru my shop. take care of em and don't overheat em and your good to go. You can also thank the EPA for making the engines go away which reduces Yanmars incentive to keep the parts flowing.
My opinion of Yanmar today. They screwed the pooch on their marine line big time. Also Yanmar USA and the Americans that run it are the biggest pile of scum buckets and the reason many dealers have turned their backs on them. They f'd over to many dealers trying to fatten their pay checks in Yanmar Japan's eyes'
I was just tired of seeing the guessing game on the other thread. Supposition and conjecture.
You may return to your regularly scheduled programming at this time.
As most know I was a Yanmar dealer among other engine companies since the 80's. I saw some of the first 6LP's that came out and put a set in the 32 Luhrs open that I wrote an article on here many moons ago. I saw many 6LP's come thru the shop and sold quite a few and installed quite a few in repowers.
But here is my take when I first went to service school on them and at yearly dealer meetings. 90% of the "marine mechanics" out there are morons. That engine is a 4 valve per cylinder, overhead cam with a valve bridge. Most mechanics hardly can handle a two valve engine. While the service work was tedious, it was easy if you had the proper factory tools to secure the bridge when you adjusted them.
Unfortunately I ran into two major issues.
Number one was when the typical mechanic pulled the rocker cover, he hadn't a clue as to what to do even though the service manual was clear. I remember having to go around the room and help a good many of the mechanics during that first 6LP service school. My guess is many an engine never had the valves or bridge adjusted even though the owner got charged for it.
Second was that the machined nylon plate that held the bridge in place while the adjustments were loosened or tightened weren't used. Many mechanics used an adjustable wrench on the end of the bridge to keep it from twisting which stressed it. Its cast and they cracked doing it that way.
If you own a 6LP and need the valves adjusted make sure you ask your mechanic to show you his bridge securing plate. If he can't get someone else that has one.
Not one of the 6LP's I sold and serviced, or came into my shop as new boat engines and serviced ever had a valve or valve bridge issue. And we're talking a shit load.
If you did the proper maintenance, had the proper tools and did the recommended repair on the early on serial numbers and had the engine turn proper rpm to 3900, they are good engines.
And yes heads were tough to get on ones I did majors on back in the 2008 era because there were just not enough call for them. Hell I had trouble getting heads for most all their engines because I didn't see that hugh amount of majors come thru my shop. take care of em and don't overheat em and your good to go. You can also thank the EPA for making the engines go away which reduces Yanmars incentive to keep the parts flowing.
My opinion of Yanmar today. They screwed the pooch on their marine line big time. Also Yanmar USA and the Americans that run it are the biggest pile of scum buckets and the reason many dealers have turned their backs on them. They f'd over to many dealers trying to fatten their pay checks in Yanmar Japan's eyes'
I was just tired of seeing the guessing game on the other thread. Supposition and conjecture.
You may return to your regularly scheduled programming at this time.