Carver 2827 1987 Owner's Guide

| A WORD TO CARVER OWNERS |
This manual has been prepared to acquaint you with the
operation and maintenance of your Carver boat and to provide
important safety information. Carver boats are constantly
being improved and unit specifications including standard,
and optional equipment are constantly being changed. The
most accurate and current information available at the time
of publication has been included in this manual. Some varia-
tions in equipment, descripton, details, etc. can result.
This manual 1s supplemented by other publications pertaining
to engines, accessories, and warranty registration. Utilize
the information which is pertinent to the particular instal-
lation in your boat.
When it comes to service, remember that your Carver
dealer knows your boat best and is interested in your complete
satisfaction. Return to him for service and other assistance
you may require. Should further information be required,
feel free to contact the. office listed below. Be sure to
include boat model, serial number, and specifics to the infor-
mation desired. as
The manual has been specifically developed and assembled
for: - | a N
CARVERMODEL oo ~~.
SERIAL NUMBER ee
Some of the information included within may not be avail-
able in a replacement manual. Care should be taken not to
lose or damage this manual or it's contents.
Thank you for purchasing our product. We are dedicated
to making your ownership of a Carver boat a pleasant experi-
ence.
CARVER SERVICE DEPARTMENT
= * CARVER J
Carver Corporation Pulaski, Wisconsin 54162
OWNERS MANUAL INDEX
A: WARRANTY 8 SERVICE INFORMATION
Article A-1 Carver Warranty Policy
Article A-2 Pre-Delivery Service
Article A-3 Warranty Registration
Article A-4 Ownership Of A Pre~Owned Carver Boat
Carver Warranty
Carver Pre-Delivery Service Record
Carver Serial Number Record
B: ENGINE & DRIVE SYSTEMS
Article B-1 General
Article B-2 Engine Exhaust (carbon monoxide)
Article 8-3 Stern Drive System
Article 8-4 Inboard and V-drive System
Article B-5 Inboard and V-drive Underwater Equipment
Article B-6 Cooling System
Article B-7 Propellers
Article B-8 Engine Instrumentation
Propulsion Equipment Chart
fig. B-105
.Dwg. 1008 Prop Shaft Nut Installation
fig. B-109 Shaft / Coupling Installation
fig. B-107 Shaft Log Assembly
fig. B-106 Single Engine Instrument Wiring
fig. B-106 Dual Engine Instrument Wiring
fig. B-103 Engine Style Variations
C: CONTROL SYSTEMS
Article C-1 General
Article C-2 Control Operation
Article C-3 Neutral Safety Switch
Article C-4 Dual Station Control
Article C-5 Control System Maintenance
D =
STEERING SYSTEMS
Article D-1 General
Article D-2 Rudder Position Indicator
Article D-3 Propeller Torque
Article D-4 Power Steering
Article D-5 Steering System Maintenance
fig. D-101 Rudder Port & Shaft Assembly
fig. D-102 Tie Bar Adjustment
E: ELECTRICAL SYSTEMS
Article E-1 General
Article E-2 12 Volt Battery System
Article E-3 Battery System Care and Maintenance
Articie E-4 Voltmeter Use and Operation
Article E-5 12 Volt Equipment Operation
Article E-6 110 Volt System General Information
Article E-7 110 Volt Dockside System Description
Article E-8 110 Volt Dockside System Operation and Usage
Article E-9 110 Volt System Care and Maintenance
Article E-10 110 Volt Generator (if factory installed)
E-11
Article
Electrolysis and Galvanic Corrosion
fig. E-102 Dual Battery Wiring Diagram
fig. E-103 Seawater Washdown Wiring
Owg. 0466 Dual 110 Volt Dockside Wiring
Owg. 2860 Single 110 Volt Dockside Wiring
F: FUEL SYSTEMS
Blended Gasoline Warning
Article f-1 Gasoline Fuel Systems
Article F-2 Fuel Selector Valve Positioning
Article F-3 Fueling Instructions
Article F-4 Propane Systems
Article F-5 Diesel Fuel Systems
Article F-6 Diesel Fuel Transfer
fig. F-101 Dual Fuel Tank System
G: FRESH WATER SYSTEM
Article G-1 General
Article G-2 Water System Operation
Article G-3 Water System Maintenance
Article G-4 Shore Water Connection
Article G-5 Cockpit Pressure Sea Water Washdown
fig. G-101 Water System Drawing
H =
Article
Article
Article
Article
I:
Article
Article
Article
Article
Article
Article
Article
J =
Article
Article
Article
Article
Article
Article
Article
Article
Article
Article
к:
Article
Article
Article
Article
Article
Article
Article
Article
VENTILATION & DRAINAGE
Engine Compartment Ventilation
Head Compartment Ventilation
Cabin Ventilation
Hull Drainage Systems
INTERIOR EQUIPMENT
Heads
Refrigerators
Stoves
Stereo Systems
Air Conditioning
Galley Blender
Icemaker
fig. F-102 Propane Tank Assembly
EXTERIOR & SAFETY EQUIPMENT
=O OO Y OY UN + W NH
J
O
Cs C Ca GG GGG CnC
|
S
E
K-
K-
K-
K-
K-
K-
K-
K-
Spotlight
Compass
Engine Hour Meter
Depth Sounder
Electric/Hydraulic Trim Planes
Safety Rails and Deck Hardware
Swim Platforms
Bow Pulpit
Halon Fire Extinguisher System
Hardtops & Sunshades
fig. J-103 Installing a Danforth Anchor
Onto The Bow Pulpit |
ATING & WEATHER COVERS
OH D WN >
V-berth Filler Cushions
Dinette Berths
{ower Station Helm Seats
Aft Cabin Sliding Berth
Upholstery Maintenance
Draperies and Window Covers
Carver Weather Covers
Winter Storage Covers
& =
Article
Article
Article
Article
Article
Article
Article
M:
Article
Article
Article
Article
Article
FIBERGLASS HULL & COMPONENTS
Hull Design Information
Fiberglass Component Construction
Additional Equipment Installation
Fiberglass Care
Anti-fouling Paint
Hull Support
Fiberglass Repairs
WOODWORK CARE & MAINTENANCE
Teak Care and Maintenance
Decragard Care and Maintenance
High Pressure Laminate Care
Plexiglass Component Care
Dash Panels
N = GENERAL MAINTENANCE
Article N-1 Winter Lay-up
Article N-2 Maintenance Schedule
O: OPERATION OF YOUR CARVER BOAT
Article
Article
Article
Article
Article
Article
General
Component Systems
Safety Equipment
Rules of the Road
Pre-Cruise System Check
Grounding & Towing
WARRANTY & SERVICE INFORMATION
Article A-1 Carver Warranty Policy
Carver Boat Corporation warrants each boat of its manufacture
as outlined in the Carver Warranty statement. Carefully review this
statement. It defines both the warranty policies and those procedures
to be followed for warranty service of your boat. As stated in the
Warranty, engines, drive systems, v-drives, battery chargers, genera-
tors, refrigerators, air conditioners, heads, stoves, microwaves and
stereo units are warranted and serviced by their corresponding manufac-
turers. These companies have active programs designed to resolve
any problems as efficiently as possible. As with the Carver Warranty,
your Carver dealer can implement these services as required.
Article A-2 Pre-Delivery Service
The selling Carver dealer must perform a thorough review of your
boat and its numerous systems during the commissioning of the craft.
This dealer preparation or "dealer pre-delivery service" is very important
as it is often necessary to disassemble certain components prior to
shipment. Also, various aspects of operation can only be checked and
adjusted with the boat in the water.
A Carver Pre-Delivery Service Record is provided later in this
section. This form is a general listing of the many items encompassed
by the pre-delivery service described above. The Carver Pre-Deliver
Service Record is a four copy form with places for the dealer to chec
Off the items as they are reviewed and indicate specific performance
related information. There are also locations for your signature and
the dealer's. Both you and your dealer are to retain one copy of the
completed Carver Pre-Delivery Service Record. The other two copies, as
indicated on the form, are to be mailed to the Carver Customer Service
Department.
Article A-3 Warranty Registration
A Carver Warranty Registration Card also accompanies each new
Carver boat. The completion and mailing of the warranty card at the
time of purchase is sole basis for establishing proof of ownership
and corresponding warranty validation.
A complete record of each boat is maintained at the factory which
details the material used in it's manufacture as well as the type
of power and accessories installed thereon. Correct replacement of
parts, should this become necessary, requires that the warranty regis-
tration card be on file. Registration of the boat and engines with
the corresponding boat manufacturer and the engine manufacturer is
also required in the Federal Safe Boating Act of 1971.
Other equipment manufacturers also require their products be
registered with their respective companies. These warranty registra-
tion cards are provided in the appropriate sections throughout the
manual. A Serial Number Record Sheet is provided later in this section
for your convenience.
Article A-4 Purchasers Of A Pre -Owned Carver Boat
We strongly encourage the purchasers of a Pre-Owned Carver boat
to register ownership with Carver. Our receipt of this information
can be of significant assistance should you, or a later owner wish
to document the vessel with the U.S. Coast Guard, or if we should
encounter the need to contact you, etc.
To register ownership of a "Pre-Owned Carver boat", provide Carver
with your name, address, and the hull serial number of the boat pur-
chased. The hull serial number is embossed into the transom at the
time of manufacture. Provide this number when registering your Carver
boat. For your convenience, a blue card is provided at the end of
this section. Simply complete the card, or record the information
outlined above in a letter or postcard and mail it to Carver. Registra-
tion of a Pre-Owned Carver boat does not extend or in any way affect
of modify the specific terms of the Carver Limited Warranty.
We provide this service to the purchasers of Pre-Owned Carver
boats in the interest of better boating. Carver Boat Corporation
welcomes every purchaser of a Carver boat, new or used, to the Carver
family.
ENGINES & DRIVE SYSTEMS
Article B-1 General
Carver Boat Corporation does not manufacture engines, stern drives
or v-drives. These components are built by manufacturers who are
specialists in this field and have invested millions of dollars in
the design, testing and production of marine power packages. Becau-
se of the technical nature of the engine and drive systems all manufac-
turers of these items require that warranty and service problems be
taken directly to them for resolution. The Service Department of
Carver Boat Corporation stands ready to assist boat owners when communi-
cating with the manufacturers of engines, and drive systems. Please
thoroughly review any problem with your Carver dealer first.
In compliance with the Federal Safe Boating Act of 1971, all
engine manufacturers require their products to be registered. A regis-
tration card is furnished with each new engine. When selling a Carver
boat, the dealer, in company with the purchaser, should complete the
information requested on these cards and return them to the respective
engine manufacturers. (Engine registration cards can be found in
the pocket inside the front cover of this manual).
Carver Boat Corporation utilizes three major types of marine
power packages. Each of the inboard, stern drive and inboard v-drive
propulsion systems is distinctly different, with definite installation
and performance advantages. The marine power systems available in
Carver boats have been so chosen to optimize performance, handling,
cost savings and serviceability. Please thoroughly review the article
in this section of this manual pertinent to the system installed in
your boat.
Each manufacturer of the various marine power components provides
an owners information manual with their product. This publication
is included in the front pocket of this manual. It is important that
you read the manual(s) carefully and become completely familiar with
your engine and drive system and its proper operation, and care.
DANGER Do Not attempt to service any engine or drive
component without being totally familiar with
the safe and proper service procedures. Certain
moving parts are exposed and can prove dangerous
to one unfamiliar with the equipment operation
and function.
DANGER If so equipped, be sure the ignition keys at the
unoccupied station of a dual station boat are
in the OFF position. The engines could not other-
wise be shut” down From the occupied command station.
CAUTION Always return the engine throttle lever to the
extremely low speed position before shifting.
Absolutely Never shift the unit while engine speed
is above 1000 rpm.
CAUTION Running aground or striking a water borne object
is to be avoided. Serious damage to the stern
drive or inboard under water gear can result.
In the event of such an occurrence, proceed at
low speed to the nearest service facility and
have an immediate inspection made of the stern
drive or prop shafts and struts, in the case of
an inboard boat, before further using the craft.
A boat so damaged can take on water. Keep all
life saving devices at hand while driving to a
dock area. If the boat cannot be immediately
removed from the water, thoroughly inspect the
bilge area for leaks so that the boat does not
sink while moored. |
CAUTION Use only clean, dry fuel of the type and grade
recommended by the engine manufacturer. The use
of incorrect or contaminated fuel can cause engine
malfunction and serious damage.
Article B-2 Engine Exhaust (carbon monoxide)
DANGER Do Not inhale exhaust fumes! Exhaust contains
carbon monoxide which by itself is colorless and
odoriess. Carbon monoxide is a dangerous gas
that is potentially lethal.
The carbon monoxide in exhaust fumes can be hazardous. It is
important for you and your passengers to be aware of the potential
safety hazzard created by exhaust fumes. Familiarize yourself with
the symptions of individuals overcome by carbon monoxide, and most
importantly, ways you can protect yourself and your quests.
Persons overcome by carbon monoxide may exhibit the following symptoms:
a. Incoherency d. Headaches
b. Abnormal Drowsiness e. Nausea
c. Loss of Conscienceness f. Vomiting
IF YOU THINK EXHAUST FUMES ARE ENTERING YOUR BOAT, DETERMINE THE CAUSE
AND HAVE IT CORRECTED IMMEDIATELY! |
Article B-2 ENGINE EXAUST (cont.)
There are ways that you can protect yourself against exhaust fumes
entering your boat:
1.
2,
Do Not allow the boat to remain stationary with the engines
running for an extended period of time.
Be particularly cautious of running the engines in confined
areas such as enclosed slips, congested piers, or in any
area where the exhaust outlets are facing, or near a bulkhead
or wall structure of any kind. Operation under such conditions
could easily lead to exhaust gasses (carbon monoxide)
entering the boat, even though you may have all the hatches,
windows, doors, and portholes closed.
Never operate your generator while the boat is moored
against any other boat, dock, or wall structure that 1s
against or near the exhaust outlet. Again, operation
under such conditions could easily lead to exhaust gasses
(carbon monoxide) entering your boat or the boat to which
you are moored, even though you may have all the hatches,
windows, doors, and portholes closed.
Persons sleeping can be easily overcome by carbon monoxide
because they are unaware of its presence. Sleeping while
the engines or generator are running is not recommended.
If persons are sleeping aboard while underway or while
the generator is running, those awake should be extremely
watchful of carbon monoxide accumulation in the cabin
and especially the sleeping areas. Open forward facing
windows, or heck hatches to provide adequate fresh air
ventilation. Keep hatches, windows, and doorways that
face aft or towards the exhaust discharge closed.
Never run your propulsion engines or generator while everyone
on board is sleeping.
Ventilate your cabin while under way. Open a forward
hatch, porthole, or window to allow air to travel through
the cabin. Be very careful of operating the boat with
the cabin door or other windows, hatches, or portholes
that face aft, open. The natural vaccuum created during
operation may allow exhaust gasses to be drawn into the
cabin.
Inspect your engines exhaust system frequently.
Have a competent marine engine service technician inspect
your exhaust system whenever your boat is in for service,
or if you notice a change in the sound of your engines
while running.
Article B-3 Stern Drive Systems
A stern drive or inboard/outboard propulsion system has a piston
engine equipped with special marine components mounted near the transom
and coupled to an external outdrive type transmission unit. This
type of system is depicted in figure B-101.
Shifting is usually performed within the outdrive gear case.
Some units utilize a transmission system internally mounted on the
engine. This is especially true on single engine stern drive units
installed on larger models.
Consult the Engine Owners Manual provided in the front pocket
of this manual for additional operation and maintenance information.
Article B-4 Inboard and V-drive Systems
Inboard and v-drive propulsion systems differ from stern drive
systems in that all shifting and gearing components are installed
inside of the hull and only the propeller shafts and associated equip-
ment are under water.
a. Inboard drives
Boats equipped with this system have the engine mounted approxi-
mately ten feet forward of the transom with the output shaft of the
engine facing aft. A transmission which performs desired shifting
functions is directly coupled to the engine. The prop shaft extends
through the hull and connects the transmission output coupling with
the propeller.
Some inboard transmissions have built-in reduction gearing.
This gearing reduces the speed of the propeller in relation to the
engine speed. See figure B-102.
b. Inboard v-drives
This system has the engine mounted in the extreme stern of the
boat with the output shaft facing forward. As above, a transmission
which performs shifting functions is mounted directly onto the engine.
A v-drive reduction gearbox is then installed in one of the two
methods. In some models, it is mounted directly to the transmission
and coupled to the transmission output coupling. On other models,
the v-drive assembly may be remotely mounted a short distance forward
of the transmission. In this case, it is coupled to the transmission
output coupling via a short drive shaft. The prop shaft is then con-
nected to the v-drive output coupling. See figure B-103.
Article B-5 Inboard & V-drive Underwater Equipment
Figures B-102 and B-103 depict the various underwater components
used. You should become familiar with these items as indicated below.
DANGER Keep away from the propulsion machinery during
its operation or whenever the boat is in motion.
Movement of water past a propeller can cause the
propeller, propeller shaft, and other propulsion
machinery to rotate even if that equipment is
not being operated intentionally.
a. Shaft log
This item allows the propeller shaft to extend and rotate through
the hull with limited water leakage occuring. Periodic inspection
of the shaft log and packing nut is required. See Figure B-107.
The thread rotation utilized in the shaft log packing nut is
specified in accordance with the propeller shaft rotation. If the
propeller shaft rotates clockwise (viewed from the stern), the packing
nut utilizes left hand threads.
The packing nut should be tightened only enough to prevent water
leakage when the shaft is not rotating. Minor dripping may occur
and is not abnormal during operation. After tightening the packing
nuts, operate the boat at slow speeds for ten or fifteen minutes and
re-check the packing nuts to be sure they are not hot. If so, loosen
slightly. If leakage cannot be corrected without experiencing exces-
sive heat generation, repacking is necessary. When repacking, use
only flax packing. Graphite packing may cause corrosion in salt water.
CAUTION Always be sure the lock nuts are tightened securely
to prevent the packing nuts from loosening. Do
not attempt to tighten the lock nuts without the
proper equipment to hold the packing nut while
tightening the lock nut.
Proper performance of the shaft log is directly dependent upon
correct propeller shaft alignment. Repeated shaft log leakage, packing
utis) becoming loose remature packing failure, shaft log assembl
quelo, and mány othér related Pain are most always the result
of misalignment. Propeller damage, a bent strut or shaft, or normal
wear, settling, etc., are common reasons for misalignment. It ís,
therefore, important that the alignment be periodically checked and
adjustments made when necessary. See Item c., propeller shaft below
for additional information on shaft alignment.
b. Strut
The strut secures the lower end of the propeller shaft. Seasonal
inspection of each strut should be made to insure no damage has incur-
red and the strut bearing is not worn excessively.
c. Propeller shaft
Each propeller shaft and prop shaft coupling assembly is tested
for trueness with a dial indicator before installation. The entire
assembly is then installed into the boat without disassembly using
specially designed positioning tools to insure proper alignment.
The prop shafts of all inboard and v-drive boats are aligned and
coupled at the factory, then disconnected for shipping. Prop shaft
alignment must be again checked by your dealer during pre-deliver
service. Shaft alignment should be again checked forty-eight (48
hours after initial commissioning. Periodic checks of shaft align-
ments, and engine v-drive mounting bolts, should therefore be made,
especially if noise or vibration occurs.
IMPORTANT: Excessive vibration, abnormal shaft log wear, or broken
propeller shaft coupling bolts are an indication of mis-
alignment. Misalignment can also cause severe damage
to shaft logs, struts, shafts and the engine transmission
or v-drive. Realignment should only be performed by a
qualified service person. The procedures outlined below
are given only so a boat owner can determine if service
work is required.
Propeller Shaft Alignment:
Always be sure the prop shaft is centered in the strut bearing
and shaft log before alignment adjustments are made. To check align-
ment; |
1. Remove bolts coupling the prop shaft flanges.
2. Separate the prop shaft flanges approximately 1/32". Do
Mot separate the flanges beyond this or the male and female
pilot rings of flanges will disengage. Insert a .010 feeler
gauge and close the flange faces until the gauge fits somewhat
snugly.
3. Next, insert the gauge at top, bottom and both sides between
flanges. If it is exceptionally loose in any area, try insert-
ing a larger feeler gauge until you determine the amount
of variance, then proceed as follows.
4. While holding the transmission or v-drive output flange,
turn the prop shaft 1/4 turn and repeat procedure 3 above
until all four positions have been checked. Repeat Step
4 twice more.
4a.
4b.
4c.
A straight shaft in proper alignment will not allow the inser-
tion of a feeler gauge which exceeds .013 inch maximum at
any of the four positions, regardless of prop shaft rotation.
If the gap moves as the flange is rotated, the flange or
prop shaft is bent.
If larger feeler is inserted between the flanges, and the
gap remains at the same position regardless of flange rotation-
al position, the engine ‘assembly must be realigned. At this
point, contact your Carver dealer. |
Engine Shaft Alignment (remote v-drive models only):
On boats equipped with remote v-drive(s), immediately after
determining that propeller shaft alignment is correct, it is also
necessary to inspect the drive shaft alignment between the transmission
and v-drive.
To check alignment:
1.
A small brass feeler type gauge is included with each boat
equipped with remote v-drive(s). Put the #31A alignment
gauge on the machined housing through which the input drive
shaft enters the v-drive. The alignment gauge is cut to
exactly the correct distance between the outer housing surface
and the input shaft when properly centered. (see figure
B-4a). As you rotate the gauge 360 degrees around the hous-
ing, watch for a gap between the gauge tip and the input
shaft. A gap in any position indicates improper alignment.
J ALIGNMENT GAGE
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If the input shaft is not centered in the v-drive housing
the engine must be realigned. Mis-alignment can cause abnor-
mal wear of the v-drive oil seal, and possible damage to
the v-drive or transmission.
3. If the input shaft is centered through the housing correctly,
then check the transmission output flex joint as follows.
3a. Remove one of the four bolts from the round center coupling
flanges. (see fig. B-4b)
3b. With a ruler, measure the distance from the face of the round
flange (where bolt was removed) to the edge of the bore in
the universal joint.
3c. Rotate the shaft 1/4 turn and measure the same joint. Do
this until you've measured the flange to edge of u-joint
bore on the top, both sides and bottom.
3d. If all four positions measure to within 1/8", then the engine
is in proper alignment to the remote v-drive. If any measure-
ment exceeds the rest by 1/8", the engine must be realigned.
Mis-alignment can cause vibration and excessive wear or
damage. For additional information on remote v-drive align-
ment, see the v-drive manufacturer's booklet.
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IMPORTANT: Do Not transport an inboard or v-drive powered boat with
the prop shaft coupling connected. Damage to the shafts
and shaft logs can result.
IMPORTANT: When lifting the boat, always position the lifting straps
at the corresponding "sling" labels. Lifting the boat
with Tifting straps over the prop shafts will cause the
shafts to be bent.
d. Propellers
For shipping reasons, the propellers are not factory installed.
Initial installation of the propellers will be performed by the dealer
during pre-delivery service.
IMPORTANT: Should it be necessary to change propellers, always use
an appropriate propeller removal tool or "Prop Puller".
Do Not attempt removal using a hammer. Damage to the
propeller shaft can result.
Note: Always check shaft rotation before propeller installation.
A right hand rotation propeller must be installed on the
prop shaft connected to a starboard engine. Similarly,
a left hand prop must be connected to the port engine
shaft.
Article B-6 Engine Cooling Systems
All marine engines use surface water as a cooling medium. The
cooling water employed enters the system through a water intake and
is relinquished through the exhaust manifolding system.
Most stern drive units have the water intake and exhaust system
incorporated into the outdrive. See your Engine Owners Manual for
additional information.
Inboards, v-drives and some larger stern drives utilize a thru-
hull water intake scoop. This type of intake has an external strainer.
Be sure this strainer is kept clean of mud, weeds and other debris.
Some boating areas require additional strainers or water intake filters
be installed. Please reference Article L-3 in this manual and consult
your Carver dealer regarding any special equipment possibly required.
A gate valve or sea cock is provided on the intake scoop described
above. Be sure this valve is in the open or closed position appro-
priate for the desired flow of cooling water.
CAUTION Should an engine intake, exhaust or cooling hose
rupture, turn the engine off and close the gate
valve immediately. Proceed under tow if necessary,
to a service facility for appropriate repairs,
keeping a watchful eye on the problem hose and
bilge water level.
Inboard and v-drive boats utilize exhaust hose to relinquish
cooling water. A periodic inspection of the hose, muffler and related
parts should be made to insure that leaks or heat deterioration have
not resulted. These units also have exhaust guard covers or flappers.
Periodically inspect these items for signs of deterioration or damage.
Replace them as necessary.
Installation of "Fresh Water Cooling" provides adequate engine
cooling without exposure of the internal engine cooling system to
the detrimental effects of the surface water. This option is recom-
mended when the boat will be operated in salt, highly polluted or
silt laden water. Ask your Carver dealer for his recommendations
on the necessity of fresh water cooling in your boating area. The
Engine Owners Manual provides additional” information regarding service
and maintenance of this equipment.
Article B-7 Propellers
Knowledge of the propeller is most easily gained through better
understanding of the terminology used to refer to the aspects of pro-
peller size and performance.
a. Diameter
Diameter is twice the distance from the center of the prop shaft
to the extreme tips of propeller blades. Increasing or decreasing
propeller size will have a direct bearing on the RPM's an engine will
develop due to the greater amount of propeller blade surface in contact
with the water. See figure B-104.
b. Pitch
This is a measure of helix angle, or angle of attack of the rotat-
ing blade. It is easily understood if one imagines the propeller
rotating through a semi-solid such as butter or jello. The distance
the propeller will travel in one revolution is called "Pitch". Increas-
ing or decreasing pitch will also have a direct bearing on engine
RPM's because of the greater bite taken by the blade with each rota-
tion. See figure B-105.
C. Prop slip
When traveling through water a propeller is unable to get a com-
plete bite because of the fluidity of water. This "Prop Slip" as
it is called is usually expressed as a percent of the computed theore-
tical speed. Twenty-five to thirty-five percent prop slip is common
for a cruiser type boat operating at cruising speed.
From the definition given it can therefore be deducted that a
propeller of a certain diameter with a 10 inch pitch, rotating at
3600 revolutions per minute, with a prop slip of 30% would move the
boat 24 miles per hour.
(3600 RPM x 10 IN. = 36,000 In./Min. — 12 In. = 3000 Ft. + 5280 Ft.
Ft. Min. Mi.
‚057 Mi. x 60 Min. = 34 MPH x 70% - 24 MPH).
Min. Hr.
It is now evident that changing either diameter or pitch will
have an effect on engine speed and prop slip, and in turn directly
effect the performance of a boat. The propeller(s) included with
each Carver boat provide the best general performance based on data
obtained from on-the-water testing of that model. Variations in load,
operating conditions, environment and individual engine and hull perfor-
mance from those experienced in the tests may necessitate the purchase
and use of another propeller(s).
Under your normal load conditions the engine(s) should turn within
the maximum RPM range when at full throttle. If the engine(s) exceeds
the recommended RPM an increase in pitch and/or diameter is required.
A decrease in pitch and/or diameter is called for if engine RPM is
too low.
Keep in mind that an engine not developing full power and the
load carried in a boat will directly effect it's performance. Always
be sure your engine is properly tuned and your load conditions are
those normally experienced before changing propellers.
For further explanation of conditions effecting propeller RPM,
see your Carver dealer.
Article B-8 Engine Instrumentation
Each pilot station is equipped with a complete set of engine
instruments. This allows the pilot to constantly monitor the engine's
operational conditions. Dual station diesel engine boats may use
visual indicators instead of gauges. A watchful eye on these instru-
ments could at some time, save your engine from serious costly damage.
a. Tachometer
This instrument records the speed of your engine in revolutions
per minute. This speed is not the boat speed or necessarily the speed
of the propeller. The Tachometer may not register zero with the key
in the Off position.
CAUTION Never exceed the maximum recommended operating
RPM of your engine. Maintaining maximum, or close
to maximum RPM for extended periods can reduce
engine longevity.
b. Temperature gauge
The temperature gauge monitors the engine's cooling system.
A sudden increase in the temperature indication could be a signal
of blocked cooling passage or a water pump malfunction.
CAUTION Operation of an overheated engine can result in
engine seizure. If an unusually high temperature
reading occurs, shut the engine off immediately.
с. Oil pressure gauge
This gauge provides an indication of the engine lubrication system
operation. A drop in oil pressure is a possible indication of 011
pump or leakage problems.
CAUTION Operation of an engine with abnormally low oil
pressure can lead to engine damage and possible
seizure. Have the engine serviced immediately
upon a reduced oil pressure indication.
d. Voltmeter
The voltmeter monitors battery condition and thus alternator
performance. See Article E-4 for additional information on voltmeter
operation.
e. Fuel gauge
See Article E-5 for information on fuel gauge operation.
f. Power trim gauge
Boats equipped with MerCruiser Stern Drives also have a "Power
Trim Gauge" installed. This provides a visual indication of the out-
drive's inward-outward position.
Installation of a power trim control and gauge at the second
station, is possible. See your Carver Dealer.
g. V-drive warning lights
A v-drive oil pressure warning light is included on each boat
equipped with a v-drive unit. A drop in v-drive oil pressure is indi-
cated by activation of the light, while operating the boat in gear
at an engine speed of over 1200 rpm. The lights should always be
lit when the engine is in neutral.
CAUTION Operation of a v-drive unit with low oil pressure
| can cause seizure or other damage to the v-drive
unit.
h. £ngine alarm systems
An optional engine alarm system is available on some models with
specific types of engines. This is an audible alarm mounted in the
helm area that is triggered by engine water temperature and engine
oil pressure senders. The alarm will sound in the event of low engine
oil pressure, or high engine water temperature.
It is normal for the alarm to sound during starting or at anytime
the ignition key is ON and the engine is not running. during such
times, the engine oil pressure is low thus activating the alarm.
IMPORTANT: Engine alarm systems installed in Carver boats monitor
only engine water temperature and engine oil pressure.
Always maintain a watchful eye on the v-drive(s), trans-
mission(s), engine fluid levels, bilge water level, etc.
i. Engine synchronizer
Most dual engine Carver models have an optional engine synchroni-
zer available. This instrument compares the electrical signals genera-
ted by the engines and gives a visual meter indication of engine speed
difference. The meter movement responds to changes in throttle posi-
tion. When the needle is centered, the engines are in proper synchron-
ization.
Electrical protection for instruments, v-drive warning light,
and ignition circuitry is provided by a fuse on the instrument panel.
Periodically, spray the ignition key switch(s) with a contact
cleaner/lubricant such as LPS, CRC or WD40. We strongly recommend
the ignition switch(s) and all instruments, controls, etc. be protected
from the weather when not in use. Carver offers appropriate weather
covers for each model Carver boat. Excessive exposure can lead to
gauge and ignition switch difficulties.
Electronic gauges are greatly affected by static electricit
build-up on the glass face. Periodic washing of the gauge face wit
warm water and mild liquid detergent will remove the static electricity
and improve gauge accuracy.
See figure B-106 for instrumentation specifications.
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Gasoline CARVER
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” Gasoline CARVER
“—
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Tapered Prop Shaft Coupling Installation
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figure B-IOI
Prop
inboard Installation
figure B-102
Inclusion of reduction
gears possible
Transmissio
| Shift
Transmission Lin 2
Out put
Coupling
— N
Rudder
Prop Shaft Coupling
Transmission
Shift Link
V drive Unit
|. Inclusion of reduction
gears possible
| / \—— Vdrive Output
Shaft Prop Shatt Coupling
Log Coupling
Rudder
V drive Installation
figure B-103
CARVER
CONTROL SYSTEMS
Article C-1 General
The remote control systems which permit operation of the engine's
throttle and shift mechanisms consist of three major components, the
control, and the throttle and shift cables. The various types of
controls and their operation are discussed in Article C-2 below.
The cables are all push-pull type. Two cables are required.
One connects the remote throttle control to the carburetor and the
other connects the remote shift control to the outdrive or transmission
shift linkage.
Article C-2 Control Operation
The various mounting locations, number of control stations with
which the boat is equipped and the type of engine installed are all
important in determining the type of control to be used. Fach control
is equipped with a means of permitting the engine to be operated at
high speed while in neutral for cold starting and warm-up purposes.
During the general operation of a dual engine boat, it is adven-
tageous to run both engines at the same rpm. This reduces noise,
and vibration and can increase engine efficiency. Setting the throttles
so the engines are running the same rpm (synchronized) can be done
by the engine sounds or you can purchase an instrument (Engine Synchron-
izer) as described in Article B-7 i. Attempting to synchronize the
engines solely by using tachometer readings or control lever placement
generally will not work. When the engines are in proper synchroni-
zation, the throttle levers may not necessarily be even.
See the information provided by the control manufacturer at the
end of this section. Details on control operation, and maintenance
are provided therein. Also see the Engine Owners Manual.
CAUTION Always return the throttle lever to the extreme
low speed position before shifting. Absolutely
Never shift the unit while engine speed is above
1000 rpm.
Article C-3 Neutral Safety Switch
Every control system has a neutral safety switch incorporated
into it. This device prohibits the engine started while the shift
lever is in other than the neutral position. If the engine will not
start, slight movement of the shift lever may be necessary to locate
the neutral position and disengage the safety cut-out switch. Control
or cable adjustments are required to correct the above situation should
it persist. See your Carver dealer for necessary control and cable
adjustments.
Article C-4 Dual Station Control
Boats equipped with a dual station control system utilize "station
to station" cables to interconnect the upper and the lower stations.
Due to the added machinery, a dual station control system is inherently
stiffer operating than a single station. This is usually more notice-
able at the upper station.
CAUTION When operating the boat, the controls at the unoc-
cupied station must not be touched. Impeded or
loss of control can result.
Article C-5 Control System Maintenance
Periodic inspections of the control(s), cables, and all connec-
tions should be made. Signs of rust, corrosion, wear, cable jacket
cracks or other deterioration call for immediate system servicing.
If your unit is equipped with electric shift, inspect the shift wire
for fraying, embrittlement and insulation cracks. Repair all deficien-
cies found.
Generally, periodic lubrication of all moving parts and connec-
tions with a light, waterproof grease is in order. Cables can be
Tubricated by positioning them to their fullest extension and applying
Tight grease to the inner cable near the jacket. Working the cables
back and forth will distribute the grease in the inner cable. Re-apply
the grease if necessary.
Lubrication should be performed as often as necessary to keep
the system operating smoothly. Cable manufacturers such as Teleflex
and Morse often offer special tools to make cable lubrication easier.
Cable and control adjustments may become necessary. Adjustment
screws in the control, on the cables and in the linkage are provided.
CAUTION Do Not attempt control adjustments unless you
are familiar with servicing control systems.
Control misadjustment can cause loss of control.
Other lubrication, adjustments and maintenance instruction is
included in the information provided by the control manufacturers
at the end of this section.
STEERING SYSTEMS
Article D-1 General
Carver boats utilize either a mechanical or hydraulic steering
system,
1. Single station steering - Mechanical
Most single station Carver boats use a rack and pinion type mechan-
ical steering system. In this system, a pinion gear in the steering
helm drives a gear rack attached to the helm end of the steering cable.
Sometimes, a "rotary" rack is used. Though the appearance is differ-
ent, the concept is the same. The steering cable is of the push-pull
type. As the wheel is turned, the pinion drives the rack which pushes
or pulls the steering cable. The steering cable on a stern drive
model connects to the outdrive steering linkage, or the power steerin
unit if so equipped. The steering cable on inboard or v-drive mode
connects the helm to the rudder tiller arm or tiller tie bar. The
rudder shaft extends through the rudder port to the tiller arm. See
figure D-101 for additional information.
b. Dual Station Steering - Hydraulic
Most dual station Carver models utilize hydraulic steering.
The Hynautic hydraulic steering system is comprised of three major
components: the helm assembly, a pressurized reservoir, and the
hydraulic cylinder. The helm assembly acts as a pump to move the
oil through the system. In many aspects this type of steering is
similar to the mechanical system. Instead of activating a cable,
turning of the helm causes fluid in the hydraulic hoses to flow and
activate the hydraulic cylinder causing the rudders or outdrive to
turn.
As you turn the wheel, you may notice a slight clicking sound.
This is the opening and closing of the valves in the helm unit. This
is normal.
As you turn the steering wheel, the water flow past the rudders,
or outdrive, propeller torque, etc. places a load on the steering
system. The effort required to turn the steering wheel remains almost
constant regardless of speed or rudder/outdrive position. This is
an advantage when the boat is on plane. This can be somewhat of a
disadvantage at lower speeds in that the steering effort is not reduced
to a level where it can be wheeled "lock to lock" without a concen-
trated turning effort.
It is important the torque tab be properly adjusted onstern drive
models with hydraulic steering. See Article D-3. Though the helmsman
may not feel the propeller torque on the wheel, an improperly adjusted
torque tab can cause steering difficulties, listing while underway,
etc,
Dual engine inboard or v-drive boats have two rudders. These
are coupled together at the tiller arms by a tie bar. The rudders
are toed-in at the front to provide maximum stability on straight
ahead runs and proper tracking through corners. Rudder alignment
is pre-set at the Carver factory using specially designed aligning
tools. Further alignment adjustments should not be necessary unless
the rudder or steering system incurs damage. Alignment specifications
are provided in figure D-102.
See the information supplied by the steering system manufacturer
included at the end of this section.
Article D-2 Rudder Position Indicator
Some Morse helm assemblies have a rudder position indicator provided.
This device indicates the location of the rudder or stern drive relative
to the straight ahead position. The rudder position indicator operates
mechanically. Proper adjustment and free operation are essential for
proper rudder postiion indications.’ Periodic lubrication of all
moving parts within the rudder position indicator is necessary for
smooth operation.
If your boat is equipped with a rudder postion indicator, see
the information at the end of this section provided by the manufac-
turer.
Article D-3 Propeller Torque
The propeller rotation of a single engine installation will exert
a directional force on the steering system. This can cause the steer-
ing to be harder in one direction than the other, and is call propeller
torque.
Propeller torque can also cause the boat not to follow a straight
line or to wander when operated at very low speed. This condition
is normal and can be corrected only by increasing engine rpm. Wind,
water currents and play at steering conditions can cause equivalent
effects.
Article D-4 Steering System Maintenance
A periodic inspection of all steering cables, linkage and helm
assemblies should be made. Signs of corrosion, cracking, loosening
of fastenings, excessive wear, or deterioration should be immediately
corrected. Failure to do so could lead to steering system failure
and corresponding loss of control.
The helm and cable assembly should be so adjusted that the system
is centered with the rudders in the straight ahead position. There
should be an equal number of turns to port and starboard from the
straight ahead position. If adjustment becomes necessary, see your
Carver dealer.
Al11 cables, helm assemblies, and steering connections should
be periodically lubricated with a light, waterproof grease or as indi-
cated in the manufacturers information provided at the end of this
section.
Inboard and v-drive models should also be inspected for leakage
around the rudder port packing nut(s). The packing nut(s) should
be tight enough to prevent leakage, yet loose enough so excessive
drag is not placed on the rudder shafts. Hard steering could other-
wise result. If the leakage cannot be stopped without exerting exces-
sive drag on the rudder shaft, repacking of the packing nut may be
necessary. When repacking, use only flax packing. Graphite packing
may cause corrosion in salt water. See figure D-101 for additional
information.
CAUTION Always be sure the lock nuts are tightened securely
to prevent the packing nuts from loosening.
Hydraulic steering systems must periodically have all air purged
from system. Some hydraulic steering systems must be pressurized
to achieve optimum operation. These systems usually require 20-30
psi pressure. Review the information provided by hydraulic steering
manufacturer for proper specifications and details on system service
and maintenance.
rel 5/3/73 bit
After tie bar adjustment, tighten lock nuts securely.
ah 2% + a
|| |
|
|
|
|
|
|
|!
—T—— *
'—
— Tiller Arm
Lock Nut
DUAL ENGINE STEERING-TIE BAR ADJUSTMENT
fig D-102 |
CARVER
M-DIO2-2851
( 8/1/83 JJ
| RUDDER
SHAFT KEY || <I>
RUDDER SHAFT
ap ES COLLAR
#10 MACH. SCREW
WASHER — . .. >
NY-LOC NUT
PACKING NUT.
—
| |
| DARF LAYERS OF
KIN
FLAX packne — NE ; G SHOULD BE USED
| | |
LOCK NUT
RUDDER PORTS A N
>
~~"
fig D-101
_—
Dwg D2851
| Rudder Port & Shaft Assembly
CARVER
N
ELECTRICAL SYSTEMS
ARTICLE E-1 GENERAL
Al] electrical equipment used on Carver boats operates on either
12 Volts D.C. or 110 Volts A.C. power. An understanding of the systems
and their operation can be most easily gained through the individual
study of the major components which comprise the electrical circuitry
in your Carver boat. Article E-2 describes the 12 Volt system and its
operation. Similarly, Article E-7 describes the 110 Volt system
utilized.
DANGER Do Not tamper with any electrical connection,panel
or harness, or attempt installation of any electrical
equipment unless you are thoroughly familiar with the
systems and are experienced in making such
installations.
ARTICLE E-2 DUAL BATTERY SYSTEMS
a. Installation
Two batteries are standard equipment on all 28', 29', and
32' models. A battery selector switch is provided.
SELECTOR SWITCH LOCATION
2807 Through bulkhead into aft cabin-stbd
of steps.
2827 Under cabin steps.
2897 Under cabin steps.
3207 In electrical center.
3227 Salon aft starboard corner.
3257 Inside cockpit storage locker.
3297 Salon, behind access door on starboard
aft bulkhead.
The battery selector switch is wired at the Carver factory.
Connections to the batteries are generally all that is required.
See figure E-102 at the end of this section for additional
information.
The battery connections are made as follows:
1. Connect each of the two red cables leading from the
battery selector switch to each of the two positive
battery terminals.
2. Connect each of the black cables from each engine to
each of the negative battery terminals. Any black
leads for the power trim pump, etc. if so equipped,
must also be connected to the negative battery
terminal.
3. Black leads from the 12 Volt distribution panel labeled
A must be connected to a negative battery terminal.
4. If the boat is equipped with the optional battery charging
system, connect the red leads labeled C1, C2 and C3 to the
positive terminals of the standard batteries and the generator
battery, if so equipped, respectively. Also connect the
black ground wire C1 to the negative terminal of any battery.
b. Operation
The engine(s) and all 12 Volt electrical equipment except the
automatic electric bilge pumps and the voltmeter as described below
are controlled by the battery selector switch. On the 3607, the dinette
overhead lights are connected directly to the #2 terminal of the battery
selector switch. These lights are, therefore, not controlled by the
battery selector switch.
Battery Selector Switch Positions:
Off - With the switch in the OFF position, all 12 Volt power to the
boat is shut off. The only exceptions are the automatic bilge pump(s)
and the voltmeter operation described in Article E-5. Always turn the
battery selector switch to the OFF position when the boat will be left
unattended for an extended period.
CAUTION Do Not turn the battery selector switch to the OFF
position with the engine(s) running. Alternator and
wiring damage will result.
1. Positioning the battery selector switch on #1 will utilize battery
#1 to power both engines and all 12 Volt equipment. Battery
#2 will be isolated and remain in reserve. Battery #1 will be
charged by both alternators.
2. Positioning the battery selector switch on #2 will utilize battery
#2 to power both engines and all 12 Volt equipment except the automatic
electric bilge pumps. Except for voltmeter and automatic bilge pump
usage, Battery #1 will be isolated and remain in reserve. Battery
#2 will be charged by both alternators.
ALL With the switch in the ALL position, the batteries are connected
in parallel. Thus, both batteries are used by both engines and all
12 Volt equipment, and are charged by both alternators.
Alternate battery usage increases battery longevity. For example,
use battery #1 the first day of a cruise, and use battery #2 the second
day.
The use of one battery at a time is recommended. For example,
position the battery selector switch on either #1 or #2. This insures
reserve 12 Volt power will be available in an emergency situation.
Monitor the voltmeter. Position the battery selector switch
to the batteries that will insure sufficient power for starting the
engine(s). Always start one engine at a time. Never try to start
two engines at once. After the engine(s) is running, the switch can
be turned to the battery requiring a charge. A greater charge will
be supplied to the battery by positioning the switch as above instead
of putting the switch in the ALL position.
For example: If one battery is fully charged and the other is
in need of a charge, utilize the fully charged battery to start the
engine(s). Turn the switch to the low battery position after the
engine(s) is running. —
IMPORTANT: Extended use of the 12 Volt equipment without operating
the engines or somehow charging the batteries could seriously
damage the batteries. :
Article E-3 Battery System Care & Maintenance
Keep the batteries full of water and charged. Keep the batteries
clean, especially the terminals and connection lugs. Be sure the
batteries are securely fastened in place while in use.
IMPORTANT: If a shore power type battery charger is utilized, be sure
its 110 Volt neutral lead is isolated from the ground or
bonding circuit. Be sure it is of the type which properly
senses battery requirements and does not overcharge or
boil-away the electrolyte.
Periodically inspect all wiring to insure clean secure connec-
tions. Also, inspect for nicks, chaffing, embrittlement, improper
support, etc. Have any defects corrected immediately by an experienced
marine electrician.
Article E-4 Voltmeter Use & Operation
Each Carver boat is equipped with voltmeter battery monitors.
A battery indicating a low charge should be replenished accordingly,
and the reasons for the discharge be determined. Lack of battery
usage is as detrimental to battery longevity as is over use. Alternate
battery usage is important.
Carver boats have a voltmeter switch in the helm switch panel.
When the engine(s) is not running and a battery charger is off, depress-
ing the switch towards position #1 will monitor the voltage of battery
#1 on the voltmeter. Similarly, the voltage of battery #2 will be
monitored with the switch depressed towards #2. The center position
is off. |
Depressing the VOLTS switch during engine operation will monitor
the voltage of the respective battery plus any electrical charges
supplied to it. N
IMPORTANT: Be sure the VOLTS switch is in the OFF position when not
in use and especially while the boat is left unattended.
This monitor is independent of the battery safety selector
switch.
DANGER Carver does not install nor recommend the installation
of 12 Volt ammeters. The voltage drop encountered due
to the ammeter circuitry is quite great. This severely
reduces the charging capabilities, and under certin situations
can cause the charging circuit wiring to melt. This could
be dangerous.
Article E-5 12V Electrical Equipment
IMPORTANT: Be sure the battery selector switch is appropriately positioned
as described in Article E-2.
a. Helm Equipment
Panel Lights - Movement of toggle towards the lettering will activate
the item. |
Horn - Depressing the switch will sound the horn.
Wipers - A windshield wiper is provided on the salon (cabin) windshield
when the boat is equipped with a lower helm station. Activate the
wiper by moving the toggle towards the lettering. The wiper can only
be turned on or off from the lower station.
Spotlight - When equipped with a spotlight, the switch and controls are
mounted in the dash panel. Depressing the switch will activate the
light. Review the manufacturer's information at the end of Section J
for specific spotlight operation information.
Navigation Lights - Depressing the NAV/ANCHOR switch towards the NAV
position activates the side lights, stern light and the 20 point light.
The center position is OFF.
Anchor Light - Depressing the NAV/ANCHOR switch towards the ANCHOR
position will activate the ANCHOR light circuitry. The center position
is OFF.
Fuel Gauge - Fuel level can be determined by having the ignition key
turned on and FUEL switch depressed towards the desired tank. When the
be indicated. The FUEL - right position will indicate the starboard
fuel tank level. The center position is OFF. |
Voltmeter - See Article E-4 for instructions for use of the voltmeter
and VOLTS switch.
Blower - The blower can be activated by depressing the switch towards
the lettering.
CAUTION Be sure to run blower at least five minutes before starting
the engines or the generator. Blower should remain running
while the engines are at idle and/or anytime the generator
is in use.
CAUTION check blower output as described in Article H-1C prior to
each cruise.
Bilge Pumps - Bilge pumps can be activated by depressing the appropriately
labeled switch towards the CONTINUOUS position. Pumps are inoperative
when switch's are in the AUTOMATIC position unless the bilge water
rises high enough to allow the float switch to activate the pump.
Refer to Article H-4C for additional information on bilge drainage.
Periodically, check the pumps to be sure the float switch is not
stuck, and the pumps are working properly.
IMPORTANT: Prior to leaving your boat unattended for an extended
period, double check to be sure the bilge pump switch is in
the AUTOMATIC position. Also, check the bilge water level.
Electric Hydraulic Trim Tabs - The trim tabs can be controlled by
depressing the appropriately labelled buttons to obtain the desired
result. See Article J-5 for additional operational information.
b. Other 12 Volt Equipment
Individual breakers for the refrigerator, the interior and exterior
courtesy lights, and the stereo, if so equipped, are provided in the
cabin breaker panel. There is also a MAIN circuit breaker which protects
all of the 12 volt distribution circuitry. Some interior lights have
individual switches built into the light fixtures. The switch for the
salon indirect lighting is located on the starboard side - aft cabin wing.
A separate fuse/switch panel is used when the optional seawater
washdown system is installed. See Article G-4 for additional operation
instructions.
C. Head Compartment Electrical Equipment
Fan - The head compartment blower can be activated by depressing the
FAN switch appropriately.
Shower Pump - Immediately prior to utilizing the shower, it is essential
that the shower sump pump be activated. This will discharge the shower
sump pump water overboard.
Pressure Water - The pressure water pump has a breaker in the Electrical
Center breaker panel. Any time there is no water in the water tank, it
1s advisable to place the circuit breaker for the pressure water pump
in the OFF position.
Electric Head - If the boat is equipped with the optional electric
head, a push button switch is provided near the head to activate the unit.
IMPORTANT: Be sure the water valve is properly positioned. See the
manufacturer's head operating instructions for further
information. See Article I-1 for additional information.
d. Additional 12 Volt Equipment Installation
Negative and positive terminal blocks are installed near the helm
switch panel. 12 Volt leads from non-factory installed equipment can
be connected to these terminal blocks.
CAUTION ge sure proper fuse or breaker protection is provided for
all 12 Volt equipment added.
CAUTION Do Not overload the accessory breakers or other circuitry
through the addition of 12 Volt equipment
All of the items in a., b., and c., are protected from circuit
overload by breakers in the cabin electrical panel. The voltmeter and
automatic bilge pump Teads are fused near the battery selector switch.
Al1 instrumentation and ignition circuitry is fused on the instrument panel.
Article E-6 110 V. System Information
Carver boats equipped with dockside wiring utilize a 110 Volt,
60 cycle A.C. system. This meets the requirements of cooling, refriger-
ation, and portable household appliances.
While a 30 Amp dockside system is standard, an optional 30 Amp
dual-dockside systemis available. This dual-dockside systemis recommended
when equipment with large power demands such as air conditioning is
installed. |
DANGER For your safety, use only equipment with the approved
three wire electrical plug connections. Be sure each
item used has been tested and is free of electrical shorts
and ground faults.
DANGER should any abnormalities appear during dockside opera-
tion disconnect the system immediately and have it and
the shoreside receptacles checked as soon as possible and
prior to future use.
CAUTION ро Not overload the receptable circuits. Below is a listing
of equipment and the electrical currents usually required.
Most receptacle circuits are capable of handling 15 ampere-
S.
Appliance and Equipment Electrical Loads
Air Conditioners-See motor load plate
Battery Chargers {(Rectifiers)-Up to 800 watts (7.3 amps)
Blankets (Electric)-50 to 200 watts (2 amps)
Coffee Makers-550 to 700 watts (6.3 amps)
Electric Drill-See motor load plate
Fans -25 to 75 watts (0.7 amps)
Fry Pan-1000 to 1350 watts (12.3 amps)
Heater -1000 to 1500 watts (13.7 amps)
Lights -wattage as marked
Television-200 to 300 watts (2.7 amps)
Toaster-800 to 1500 watts (10.5 amps)
Vacuum Cleaner-See motor load plate
Generally the power requirement is specified on the electrical
item. The table previously listed is only an approximation of the
electric current usage normally experienced.
As discussed in Article E-7, some models are equipped with volt
and ammeter dockside power line monitors. If your boat 1$ so equipped,
maintain a watchful eye on these meters. Amperage draw must not exceed
30 Amps.
b. Shore power connections
Fifty foot, ten gauge, three wire shore power cords are provided
with each boat equipped with dockside wiring. Models with a dual
30 Amp dockside system have two shore power cords. The shore power
cords have the 30 amp twist-lock type connectors approved by Boating
Industry Association, and the American Boat and Yacht Council. The
cord should always be connected to the boat's power inlet receptacle
before connection to the shore side power source.
Some marinas are not equipped with the approved twist lock type
receptacles. Carver has an adaptor available which converts the twist
lock shore plug to a three wire grounded household type plug. Use
only an approved adaptor when an adaptor is necessary.
Article E-7 Dockside System Description
~ A dockside system utilizes three wire color-coded circuitry.
The black or "hot" wire is the ungrounded current carrying conductor.
The white or "neutral" wire is the grounded current carrying conduc-
tor. The bare copper or green wire called the "equipment ground”
is a grounded conductor and under normal conditions is not a current
carrying wire. The neutral wires are connected together at a buss
bar. The equipment grounds are similarly connected together at another
buss bar. Each hot wire is connected to and protected by a circuit
breaker in the distribution box. The distribution box is found in the
electrical center of the boat.
The standard 30 Amp dockside system has a MAIN circuit breaker
which protects the overall distribution network. In addition to pro-
tecting both the hot and neutral input leads, there is a sensing device
in the MAIN breaker which will trip if reverse polarity should occur.
This breaker is very sensitive. The resulting power surge which occurs
when you plug in the cord may cause the MAIN breaker to trip. To
avoid this power "spike", turn off all main breakers prior to plugging
in or un-plugging the shore power cord(s). Always be sure the plug
1s securely connected at the boat's power inlet and at the shore power
receptacle. If the connection is broken, and later re-secured, it
is quite probable that the circuit breaker will trip. Connections
must be secure for uninterrupted dockside service. |
If the boat is equipped with the optional dual 30 Amp dockside
discussed in Article E-6, a second distribution system similar to
that described above is installed. This is a completely separate
system which includes another MAIN breaker, power inlet, dockside
cord, etc.
Volt meters and Ammeters are located within the electrical center
of your boat. These gauges provide information on the input and usage
of your boats dockside power.
Article E-8 110 V. Dockside Operation
a. General
Electric stove and electric hot water heater operation, if so
equipped, is controlled by the appropriately labeled breaker. The
electric stove also has heat controls governing its operation.
CAUTION no not supply 110 Volt electrical power to an empty hot
water heater. Be sure there is a substantial water supply
and the system is primed before supplying power to the
heater. Damage to the heater element will otherwise result.
The 110 Volt receptacles installed can be used for 110 Volt house-
hold appliances as used in the home.
DANGER Do Not use a two wire adaptor or connect to a two wire
system. Adequate grounding is not provided.
CAUTION Modifications to the 110 Volt, dual 30 Amp dockside system
to allow the utilization of only one shore power cord is
Not recommended. Overloading of the distribution system
and/or the shore power cord could result. The use о? а У
connector to parallel the dockside cords and utilize only
one shore receptacle is Not recommended. This too can
lead to overloading the shoreside wiring.
c. Polarity indicator
If the dockside power source is incorrectly wired and has the
polarity reversed, the MAIN circuit breaker will sense the voltage
difference between the neutral and ground terminal blocks. This will
trip the MAIN breaker. The reversed polarity indicator will remain
1it even though the breaker has tripped.
CAUTION should the breaker trip and the indicator light appear,
disconnect the shore power cord immediately. Connection
to a properly wired shore receptacle should be made and
the marina notified of the problem.
—
‘Article E-9 110 V. System Care & Maintenance
Periodically, inspect all wiring for nicks, chaffing, embrittie-
ment, improper support, etc. Examine the shoreside power cord closely
for insulation cracks and corrosion in the electrical devises. Spray-
ing the receptacles and electrical connections with an electrical
connection cleaner such as "LPS" or "CRC" or other contact cleaner
will reduce corrosion and improve electrical continuity.
CAUTION Do Not allow corrosion to build on connections. Shorts
or ground faults can result.
The entire 110 Volt circuitry, especially the shore power cord,
should be seasonally tested for proper continuity by an experienced
marine electrician. This will detect any short, open wire or ground
fault. The polarity indicator system should be also checked for proper
operation. This seasonal inspection will insure a safe, operable
system.
~~ An optional generator is available for 28' and large Carver
models. When this option is installed, the optional dual dockside
system is also required. This is because the automatic shoreline
transfer relay mechanism is part of the second 30 Amp dockside system.
Also, most generators offered are capable of producing in excess of
60 Amps of power. Thus, it would not be logical to limit its usage
to only 30 Amps of service.
If a generator is installed, periodic generator maintenance as
outlined in the manuals provided with the generator is necessary.
Also, inspection of the relay contacts utilized in the automatic shore-
line transfer system should be seasonally performed.
110 Volt electrical power can be dangerous. Do not attempt
to service a system unless you are thoroughly familiar with, and experienced
in performing such service.
Article E-10 110 Volt Generator
28' through 42' model Carver boats have 110 Volt A.C. generators
available as optional equipment. These units meet most electrical
requirements when shoreside power is not available.
A closed cooling system is available upon request. Carver suggests
that the optional auxilary fuel tank be installed with a generator
when offered. This will provide better static weight distribution.
The fuel valve mounted on the bulkhead forward of the generator controls
the fuel flow to the generator. Refer to Section F for additional
fuel control information.
Carver installs a seacock on the water intake 1ine of the generator.
Be sure it is properly positioned. Also be sure the water filter/strainer
in the intake line is free from all dirt and debris.
IMPORTANT: Do Not operate the generator with the water intake valve
closed. Overheating will result.
A remote generator start/stop switch is provided in the boats
electrical center. Always have the MAIN 110 Volt circuit breakers
in the off position when starting the generator. After the generator
has stabilized, the MAIN breakers can be switched to the on position.
The instant loading of the generator can create a pulsation of the
generator output and operation. Shortly after the initial loading,
this pulsation will dissipate.
DANGER - Be sure to run the bilge blower at least five minutes before
starting the generator. Bilge blower(s) must remain on whenever
the generator is in use.
All generators installed by Carver meet the Federal Standards
applicable at the date of manufacture. The generators installed by
Carver are "self limiting". Should a circuit overload or a short
occur, the generator output will automatically become limited. An
external fuse or breaker is not needed.
DANGER - The exhaust fumes created by a running generator contain
carbon monoxide which is colorless and odorless. Carbon
monoxide is a dangerous gas that is potentially lethal.
Do not inhale these exhaust fumes. Refer to Article B-2
for futher information on carbon monoxide.
DANGER - People who are sleeping can be easily overcome by carbon
monoxide because they are unaware of its presence. Sleeping
while the generator is running is not recommended.
If persons are sleeping while the the generator is running,
those awake should be extremely watchful of carbon monoxide
accumulation in the cabin and especially the sleeping areas.
Open windows or deck hatches to provide adequate fresh air
ventilation. Keep hatches, windows, and doorways near the
exhaust discharge closed.
DANGER - NEVER run your generator while everyone on board is sleeping.
1/85 E10-0485
Article E-11 Electrolysis & Galvanic Corrosion
Two types of electrically induced underwater corrosion occasion-
ally effect boats and their related components. This corrosion appears
as surface pitting or deterioration.
These two types are as follows:
a. Electrolysis
This is the decomposition of chemical compounds by electric cur-
rent. This can be caused by the polarity of the boats dockside wiring
system being reversed from the power source and/or surrounding boats,
improperly wired battery installation, by other boats with electrical
power leakages in the immediate proximity, or any other source of
electrical power leakage into the water near the mooring area. Stern
drive units are especially vulnerable to electrolysis. However, it
can attack a fiberglass hull and inboard underwater gear upon occasion.
Periodic inspections should be made to determine if electrolysis damage
exists, and at the first sign of damage the source of the problem
be determined. If the source cannot be found it may be necessary
to change the place of mooring.
IMPORTANT: The use of some shore power battery chargers while the boat
is in the water and the battery is connected to the system
can cause electrolysis. Any battery charger installation
should be reviewed by an experienced marine electrician to
insure any electrolysis. Any battery charger installation
should be reviewed by an experienced marine electrician to
insure any electrolysis problem will not develop.
IMPORTANT: Be sure the battery connections are properly made. Improper
battery connection, especially the lack of negative battery
bonding cable on dual engine boats is acommon cause of
electrolysis.
b. Galvanic corrosion
Electrical currents produced by two dissimilar metals in an elec-
trolytic solution is galvanic corrosion. Polluted and salt water
are much better electrolytic solutions than clean, fresh water. Stern
drive manufacturers provide a sacrifical ancde, either as a metal
trim tab, or metal plate affixed to the boat transom. Periodic inspec-
tion of this anode for decomposition, and its replacement when it
becomes worn, will increase the longevity of stern drive units. In-
board boats, because of the metal used for their underwater gear,
are not as greatly effected by galvanic corrosion. However, if dockage
is in salt water, at a steel pier, near large metal boats, or anywhere
else where substantial metal is in contact with the water, it is recom-
memded that some form of corrosion protection such as sacrificial
anodes (zincs) are provided.
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110 Volt 30A Dockside Wire Diagr CARVER
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Autc 12V. Wire Diagram
DWG 18719-C
SARVER
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12V. Wire Diagram
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CARVER
Blower
BATTERIES 4
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CODE COLOR . 61 USAGE ROUTING SWITCH FUSE REMARKS |
S ... Orange .......... 14 .. Spotlight ................. Fuse to switch to spot ........... SPST ........ See note À .. 2 wire cord
T ... Dk. Blue 14 .. Interior lights Fuse to cabin lights 20 2 wire cord |
T1 .. Dk. Blue ........ 14 .. Interior lights ............. Fuse to V-berth light ............ ere ean. 2 wire cord The Carver Boat Corporation e Pulaski, Wisconsin 54162
T2 .. Ok. Blue ........ 14 .. Interior lights ............. Fuse to bridge or hardtop ........ +... e... 2 wire cord
T3 .. Dk. Blue ........ 14 .. Int. light/Cockpit light ..... Fuse to light .........000000000040 0 ee eee 2 wire cord 12 VOLT WIRE STANDARDS” Spec. 204
T4 .. Dk. Blue ....... . 14 .. Interior lights ............. Breaker to lights ..........e...... ..... 18 ......... 2 wire cord
T5.. Dk. Blue ....... . 14 .. Overhead lights............ Breaker to switch to lights ....... SPST ........ e ene > wir e ore CODE COLOR SA USAGE ROUTING SWITCH FUSE REMARKS
PE ights 11110 Len 15 esse wire cor
o » В interior ots pe Breaker lo ights eee, a 5 SA 2 wire cord A... Red............. 4 .. Primary input ............. Battery main switch to fuse ...... ~~ ..... 30 or 60 .... 2 wire cable
I7.. Dk Blue oo... - 6 a Panel li nt о E. Fuse to switch to instruments .... SPST ........ Th Luce. single wire Al .. Black ........... 10 .. Ground lead .............. Upper to lower terminal block .... e... .,.. . single wire
U... Dk Blue -....... A a тоеооот! See note 2 | .... single wire A3 .. Black ........... 10 .. Accessory ground-bridge .. Bridge to electrical center ground . ..... ..... single wire
"E e oo и 3 Voltmete reos. Main switch A io switch to fuse . Dh... single wire Ad .. Black ........... 10 .. Accessory ground-console . Console to electrical center ground ~~ ..... eee single wire
.. Purple .......... .. Voltmeter ................ 100 ae i
ve .. Purple eesti 16 .. Voltmeter ................ Main switch to fuse to switch .... — ..... ER naniaone. single wire 8... Brown .......... 14 .. Aft bilge pump ............ Fuse to switch to pump .......... Seenote1 ... 7% ......... 2 wire cord
_W .. Orange .......... 16 .. Stereo ................... Fusetostereo .................. ++. Th oven... 2 wire cord Bt .. Brown .......... 14 .. Fore bilge pump .......... Fuse to switch to pump .......... See note 1 ... 7% ......... 2 wire cord
X ... Orange ......... . 10 .. Fore head ................ Breaker to switch to head ....... + -.... 20 een... 2 wire cord B2.. Brown .......... 14 .. Fore bilge pump .......... Battery to fuse to auto switch .... LL... Th... single wire
X3 .. Orange ......... . 10... Aft head ................. Breaker to switch to head ....... ..... 20 ......... 2 wire cord B3 .. Brown .......... 14 .. Shower pump ............ Fuse to switch to pump .......... SPST ........ Th ......... 2 wire cord
Y ... Orange ......... . 10 .. Accessories .............. Fuse to terminal block ........... e... 10 ......... single wire B4 .. Brown .......... 14 .. Aft bilge pump ............ Battery to fuse to auto switch .... Lu. Th ooo... single wire
Y! .. Orange .......... 10 .. Accessories .............. Breaker to bridge terminal block . +... 10... 2 wire cord BS .. Brown .......... 14 .. Aft bilge pump ............ Fuse to switch .................. еее. single wire
Y2 .. Orange . nnn 10 .. Accessories .............. Breaker to console terminal block eee №0 al 2 wire cord 88 .. Brown .......... 14 .. Washdown Pump ......... Fuse to switch to pump .......... SPST ........ TRA ....... 2 wire cord
Z... Orange ......... . 10 .. Refrigerator .............. Fuse to refrigerator ............. +. о reese 2 whe core BY .. Brown .......... 14 .. Aft shower pump ......... Breaker to pump ................ Lee 5 LL... 2 wire cord
21 .. Orange .......... 10 .. Refrigerator .............. Fuse to refrigerator ............. re TT Cl..Red............. 10 .. Battery Charger ........... Charger to Battery #1 ........... ..... ..... 2 wire cord
C2..Red ............. 10 .. Battery Charger ........... Charger to Battery #2 ........... ..... ..... single wire
C3..Red............. 10 .. Battery Charger ........... Charger to generator battery ..... ..... ..... single wire
NOTE 1: Some models use a DPDT bilge pump switch. Depressing this switch forward or to port will activate the midship pump, if so equipped. D...Brown .......... 10 .. Pressure Water Pump ..... FusetoPump ................. ee. | ......... 2 wire cord
Depressing the switch aft or to stbd. will activate both bilge pumps. Center position is off or automatic. D2 .. Brown .......... 14 .. Cabin Heater Pump ........ Fuse to Thermo to Pump ......... ..... 5... 2 wire cord
Other models wtilize two SPST switches to control the bilge pumps. | D3 .. Orange .......... 14 .. Cabin Heater Fan ......... Fuse to Thermo to Fan .......... ..... — viii... 2 wire cord
NOTE 2: Some models may use a DPOT fuel switch. This may also control the voltmeter battery monitor. Models with only one fuel tank may not utilize E... ra Drange 6. Gen. Remote Start Switch to Generator... Е 3 wire cord
a fuel switch — consult wire diagram. F... Yellow .......... 14 .. Bilge Blower .............. Fuse to Switch to Blower ........ SPST ........ 10 ......... 2 wire cord _
NOTE A: Manual remote $0A fuse. Electric remote controlled spotlight 15A fuse. F1 .. Orange .......... 14 .. Head blower .............. Fuse to Switch to Blower ........ SPST ........ 5 nnerocnooo 2 wire cord
F2 .. Yellow .......... 14 .. Bilge blower .............. Switchtoswitch ................ ..... ..... single wire
NOTE B: On some mo dels. wires Q & R are a 3 wire cord. F3.. Yellow .......... 14 .. Bilge blower .............. Switchtoswitch ................ o.oo. LL. single wire
*These Specifications may be superseded by notations on wire diagrams. F4 .. Orange .......... 14 .. Defrost .................. Fuse to switch to blower ........ SPST ........ 10 ......... 2 wire cord
F5 .. Orange .......... 14 .. Aft Head Blower .......... Breaker to switch to blower ...... SPST ........ 5 Lu. 2 wire cord
G1 .. Purple/Blue ..... 16 .. Port V-drive warning ...... ign. to sender to light ........... ...... ..... 2 wire cord
G2 .. Purple/Blue ..... 16 .. STBO V-drive warning ..... Ign. to sender to light ........... ..... ..... 2 wire cord
H... Orange.......... 10 .. Trim tabs ................ Fusetoswitch .................. ue... 20 ......... single wire
J ... Orange/Orange
& Red/Black ..... 16 .. W/Swiper ............... Fuse to switch to wiper .......... DPDT no off .. 10 ....... .. 3 wire cord
J1 .. Orange & Red .... 16 .. W/S wiper ............... Wipertowiper .................. ..... ..... 2 wire cord
Ji .. Orange .......... 16 .. W/S wiper ................ Switch to second wiper .......... ..... ..... single wire
К... Огапде .......... 10 .. Horn........... RS Fuse to switch to horn .......... SPSTMom ... 20 ......... 2 wire cord
Ki .. Orange .......... 10 .. Horn ...............e..... Fuse to bifge switch ............. SPSTMom ... 20 ......... 2 wire cord
L...Pink ............ 16 .. Fuel indicator ............ Switch to gauge ................ See note? ... 20 ......... single wire
L1.. Pink ............ 16 .. Fuel indicator ............ Switch to #1 (port) tank ......... eee. ..... 2 wire cord
L2.. Pink ........... . 16 .. Fuel indicator ............ Switch to #2 (stbd.) tank ......... ..... ..... 2 wire cord
Lá .. LL. 10 .. Fuel transfer pump ........ Breaker to switch to pump ....... DPDT ........ 10 ......... 2 wire cord
N1.. Dk. Green ....... 10 .. Fuel fill ground ........... Fuel tank to deck plate .......... ..... ..... single wire
N2.. Dk. Green ....... 10 .. Fuel fill ground ........... Fuel-tank to deck plate .......... SE single wire
0... Gray .......>.... 16 .. Nav. lights ............... Fuse to switch to side lights ..... DPDT ........ Th ooo... 2 wire cord
P...Gray ........ .... 16 .. Nav. lights ............... Fuse to switch to stern light ..... La ..... 2 wire cord
Q...Gray ............ 16 .. 20pt. fight ............... Fuse to switch to 20 pt. light ..... e. eee. See note B
A... Gray ............ 16 .. Anchor light .............. Fuse to switch to fight ........... e ers See note B
Rev. 10-20-81
O
-WARNING-
USING GASOLINE THAT CONTAINS ALCOHOL IS DANGEROUS
The petroleum industry has been reducing the amount of lead in gasoline
in an effort to conform to Federal Air Quality Standards. Alcohol
is being blended with gasoline as a substitute for lead. While blend-
ing alcohol with gasoline increases the fuel's octane level, it also
creates many safety and performance problems for boaters.
-PROBLEMS YOU MAY EXPERIENCE WHEN USING BLENDED GASOLINE-
Premature deterioration of fuel system components:
Alcohol will attack rubber fuel hoses, fuel tanks, fuel
filters, fuel pumps and rubber gaskets. This deterioration
will lead to fuel system leakage.
Phase separation of fuel:
Water that accumulates in the tank through contamination
or condensation will be absorbed by the alcohol. This water-
heavy alcohol will settle to the bottom of the tank. This
phase separation will lead to fuel tank corrosion and pos-
sible engine stalling.
Accumulation of alcohol vapors:
Alcohol will permeate all existing types of fuel hose.
This will allow flammable alcohol vapors to accumulate within
your boat.
The use of alcohol additives in gasoline is becoming more wide-spread.
There are no Federal Guidelines that require gasoline pumps to display
the types of additives used in the fuel they are dispensing.
—ASSUME YOU ARE USING BLENDED GAS AND FOLLOW THESE RECOMMENDATIONS-
Inspect fuel hoses often:
A deteriorated hose containing alcohol blended gasoline
will be soft and swollen. A deteriorating hose containing
no fuel will be hard and brittle. In both cases the hose
should be replaced immediately.
Yentilate engine compartment before starting engines:
Operate engine compartment blower for four (4) minutes and
sniff the bilge area for fumes prior to starting engines.
Frequently inspect fuel system fittings:
Check fuel tanks, pumps, and filters for signs of corrosion.
Look for deteriorating metal fittings at fuel hose connect-
ions.
Leaking fuel hoses or fittings on your boat are extremely dangerous.
If you find areas within your boat's fuel system that appear question-
able, call your marine dealer. A thorough examination of your boat's
fuel system should be made by an experienced marine technician at
least once a year.
FUEL SYSTEMS
Article F-1 General - Gasoline Systems
Gasoline fuel systems used in Carver boats are designed to meet
or exceed the requirements of the U.S. Coast Guard, Boating Industry
Association and the American Boat and Yacht Council in effect at the
time of manufacture.
a. System testing
Al] gasoline fuel systems have been factory inspected and pressure
tested with air in accordance with regulations in effect at the time
of manufacture. In addition, each fuel tank must pass rigid tests
and inspections performed by the fuel tank manufacturer.
Prior to taking delivery of your boat, it is important that a
full inspection be made of the entire fuel system by the selling
dealer. An entry on the Carver Pre-Delivery Service Record will attest
to your dealer's performance of this service.
b. Fuel fills
Fuel fill deck plates are located either on the aft deck or side
decks and are marked FUEL or GAS. Be sure to utilize the proper type
and grade fuel. See Article F-3 for additional information.
CAUTION po Not confuse fuel deck fill plate with water or waste
deck plates. These plates are also correspondingly
labeled.
C. Fuel vents
Each fuel tank is vented overboard. While the tank is being
filled, the air displaced by the fuel escapes through the vent. When
the tank becomes almost full, fuel will be ejected from the fuel vent.
CAUTION Do Not overfill or overflow the tank or allow fuel
spills into the hull or bilge.
After fueling, replace the fill cap(s) and wash the areas around
the fuel fill plate and below the fuel vent(s). Residual fuel left
on the deck and hull sides can be dangerous and will yellow the fiber-
glass or damage the striping.
Periodically, remove the small screens from the fuel vent(s)
and clean the vent and screen of any dirt, etc. Be sure the screens
are replaced securely after cleaning. The screens will prevent insects
and other foreign matter from contaminating the fuel and fuel system.
d. Anti-syphon valves
Fuel withdrawal lines are equipped with anti-syphon valves where
they are attached to the fuel tanks. These valves prevent gasoline
from syphoning out of the fuel tank(s) should a line rupture.
DANGER Do Not remove the anti-syphon valve(s) from the system.
Should they become clogged, clean and re-install or
replace them.
e. Optional fuel selector valves
All boats equipped with multiple gasoline fuel tanks can be
ordered with optional fuel selector valves incorporated into the
system. These valves control fuel flow to the engines. Most often,
the fuel valves are located in the engine compartment, under the
cockpit floor hatches. This is the case with the 2827,2897,and 3257.
In the 2807, the valves are mounted through the forward cabin bulkhead,
under the cabin steps. Access to the selector valves of the 3227 is
beneath the saion aft floor access hatch, and the valves mounted on the
engine compartment forward bulkhead. The selector valves in the 3297
are found under the aft dinette seat. In the case of dual engine
boats, the port valve controls the fuel flow to the port engine.
Similarly, the starboard valve controls the flow to the starboard
engine. If a generator is installed, it too has a fuel valve provided.
Each fuel selector valve has a label plate. On this plate, PORT
and STBD or FORWARD and AFT indicate the tank from which fuel is being
drawn. Also, there is an OFF position. The OFF position shuts off the
fuel flow to the engine. Position the valves as desired to use the
fuel for best fuel/weight distribution. See Article F-2 for additional
information.
Visually tracing the fuel withdrawal lines will provide the boat
owner with a better understanding of the fuel distribution system.
f. Fuel gauge
This indicates the amount of fuel in the corresponding tanks. Due
to the mechanical nature of the fuel sender, variations in readings
during various speeds of operation may occur. This system is merely a
relative indication of the available fuel supply and not a calibrated
instrument. Relative adjustments can be made by bending the fuel
sender float arm. See Article E-5 for instructions on fuel gauge
operation.
g. Fuel filters
When supplied by engine manufacturer, fuel filters are installed
on or near the engiens. Flters should be cleaned frequently to assure
an adequate supply of clean, dry fuel to the engine(s).
h. Use and maintenance
Periodically inspect all connections for leakage and all hoses
for damage or deterioration. Replace as necessary.
DANGER Do Not let any odor of gasoline go unheeded. Shut
off all engines, electrical and heat generating equip-
ment, investigate and correct the situation immediately
prior to the use of any of the above equipment. Have
all passengers don personal flotation devices and keep
fire extinguishers at hand until the above described
situation is resolved.
CAUTION The fuel withdrawls are positioned in the fuel tanks
to achieve optimum fuel usage, fuel line routing, etc.
At certain speeds and hull trim angles, and fuel supply
at the withdrawal tank location can increase or decrease
accordingly. Be extremely careful when attempting
to operate the boat on a minimum amount of fuel. Though
some fuel may be in the tank(s), the relative trim
angle of the boat may cause the fuel to flow away from
the withdrawal(s). The engine(s) would correspondingly
run out of fuel. Be sure a sufficient supply of fuel
is in each tank being utilized.
CAUTION avoid the storage or handling or gear near the fuel
lines, fittings and tanks.
i. Fume detector
A properly installed fume detector or "sniffer" can be a valuable
safety device. See your Carver dealer for his recommendations. Remem-
ber, however, a fume detector is a mechanical device, do not rely
exclusively on it's operation. See figure F-101 for additional informa-
tion.
Article F-2 Fuel Selector Valve Positioning
Review Article F-1 Section e for basic information on fuel selec-
tor valves.
a. Twin engine models with two fuel tanks of similar size
When. there is sufficient fuel in each tank, position the valve
for the port engine towards the port tank and the valve for the star-
board engine towards the starboard tank.
If one tank has significantly more fuel than the other, position
both valves so both engines draw fuel from the tank with the greatest
amount of fuel. After the fuel level in both tanks is about even,
return the valves to the positions described above.
b. Single engine models with two fuel tanks
Position the valve towards the tank with the greatest amount
of fuel. Using the fuel gauge, monitor the fuel level in each tank.
After the fuel level in the tank being used is significantly lower
than the other tank, (approximately 1/4 to 3/8 tank), turn the valve
back to the other tank. Alternate fuel tank usage trying to maintain
somewhat equal fuel weight distribution.
Article F—-3 Fueling Instructions
1. Avoid fueling at night except in emergencies.
2. When moored at fueling pier:
a. Do not smoke, strike matches, or throw switches.
b. Stop all engines, motors, fans and devices liable to produce
sparks.
с. Put out all lights and galley fires.
d. Position battery switches to OFF (if boat is so equipped).
3. Before starting to fuel:
a. See that boat is moored securely.
b. Close all ports, windows, doors and hatches.
C. Have all hands disembark except fuel handler.
d. Be sure the proper type of grade of fuel as recommended by
your Engine Owners Manual is used.
e. Ascertain how much additional fuel is required to avoid over-
flow.
f. If boat is equipped with dual tanks, instruct fuel handler
which filler to use, and quantity of additional fuel required
for each tank.
4. During fueling:
a. Keep fill nozzle in contact with metal fuel opening at all
times to guard against possible static spark.
CAUTION Do Not overflow tank or allow fuel spills into hull
or bilges. Keep an eye on fuel vent located either
on the transom or side(s) of the hull. When the tank
is almost full, gas will spurt out of the air vent.
5. After fueling:
a. Replace all fill caps securely.
b. wWipe up any spilled fuel.
C. Open all ports, windows, doors and hatches.
d. Run bilge blower for five (5) minutes before activating equip-
ment.
e. Determine that there is not odor of gasoline in the engine
compartment or below decks before starting machinery, turning
on lights or lighting fires.
f. Be prepared to cast off moorings as soon as engines are start-
ed.
Article F-4 Propane Systems
Some Carver boats are equipped with stove or ranges utilizing
liquid petroleum gas. Additional information on these stoves is
included in section I of this manual, if your boat is so equipped.
DANGER Improper use or handling of the propane system or fuel
| can be dangerous. This fuel is explosive. Do Not
allow any odor of propane to go unheeded. Shut off
the engines, electrical, and heat generating equipment,
investigate and correct the situation immediately prior
to use of any of the above equipment.
a. System description
Copper tubing connects the propane tank to the stove. A valve
is provided on the tank and is to be used to control the propane flow
appropriately.
A fiberglass propane tank storage box is provided with models
on which it is required. This box is provided for mounting the tank
on the outer transom of the boat or on the swim platform. The propane
tank on the 3207 is to be mounted in the aft, port storage compartment
on the command bridge. In the 3227, it is mounted in the aft starboard
bridge storage compartment.
See figure F-102 for details on the installation of the propane
tank and related components into the storage box.
b. Filling the propane tank
The tank can be removed from the storage box and taken to a ser-
vice facility which fills such tanks. Upon reinstallation be sure
all connections are secure and do not leak. Test as in c. below.
C. System testing
During the pre-delivery service, your dealer will completely
inspect and test the propane system. Periodic inspection of the system
for leaks is in order. Test all connections for leakage using liquid
soap and watching closely for air bubbles. This should be done at
least each time the propane tank is refilled.
Never use a flame to test for leaks.
d. System use
After turning the tank valve to the ON position, apply a 11%
match to the burner before opening the burner control valve. Be sure
adequate ventilation is available during use. Also, check that cur-
tains and other items are not in the immediate stove vicinity.
Keep the tank valve closed except while the stove is in use.
This is a safety precaution which will reduce the possibility of hazard-
ous results.
e. System maintenance
The propane tank, and tank connections are made of steel and,
in time, may develop some rust. Periodic painting will keep these
components in like-new condition. :
Periodic inspection of the copper tubing, tank, regulator, connec-
tions, etc. for signs of wear and deterioration is recommended. Re-
place all equipment showing signs of damage of potential weakness
or failure.
Article F-5 Diesel Fuel Systems
Diesel fuel systems utilized in Carver boats are similar in many
ways to gasoline fuel systems. Diesel engines require a fuel line
to return unused fuel from the engine to the tank.
Proper diesel engine operation requires a good supply of clean,
dry diesel fuel. Improper marina fuel storage techniques, limited
boat usage, etc. can cause fuel to become contaminated. Periodically,
it may be necessary to syphon water accummulating and contaminated
fuel from the bottom of the fuel tank. This can be done by removing
the fuel fill hose and inserting a syphon tube in the tank fuel fill
pipe, or by removing the fuel sender and inserting a syphon tube
through that opening.
IMPORTANT: Do Not allow the boat to sit unused for an extended
period of time with fuel vent(s) less than full.
Changes in temperature and weather conditions could
cause condensation.
DANGER Do Not drain fuel into the bilge. This could lead
to fire.
IMPORTANT: Clean fuel filters regularly.
, Anti-syphon valves are not provided with diesel engine installa-
tions. Their use is generally not recommended in diesel fuel applica-
tions.
See Article F-6 for information on dual tank installation.
Article F-6 Diesel Fuel Transfer — Dual Engine
When twin diesel engines are installed, the port engine utilizes
fuel from, and returns excess fuel to the port fuel tank. Similarly,
the starboard engine utilizes fuel from, and returns fuel to the
starboard tank. If the boat is equipped with a generator, the generat-
or uses fuel from, and returns excess fuel to the port tank.
Fuel can be transfered from one tank to the other by utilizing the
fuel transfer pump. A switch is mounted in the boats electrical center
or on thr transfer pump itself. Make note of the switch's labeling.
Moving the switch towards PORT will transfer fuel from the starboard
tank to the port tank. Moving the switch to STBD will transfer fuel
from the port tank to the starboard tank. Use the fuel gauge to
monitor fuel load transfer.
DANGER Do Not attempt to transfer fuel to a tank that is
already full. Fuel could be discharged overboard
through the fuel vent, or the excessive pressure could
lead to fuel line failure.
DANGER Use extreme caution during the fuel transfer process.
Be aware of selector valve positions at all times.
3/16/76 BL
1/20/78
9/20/78
deck plate ground deck plate ground
@ ет FIN — © O)
Fuel
— Fill
to neg.
Fuel 5
` terminal Fuel
Vent Tm block À, Vent
: pink pink -
Fuel Gauge| Sender L2 Ll -
Fuel Gauge Sender
PORT or AUX. | STBD or MAIN
FUEL TANK FUEL TANK
Y <
TT Hose Barb/Anti-syphon 17 (anti-syphon valves
Valves | are not used in
diesel applications)
— AN ——
Fuel Withdrawl Fuel Withdrawl
Lines Lines
/ /
Г y 1 р
| TT Fuel Selecto
Valves
|——Fuel Filters
(If supplied by engine
manufacturer)
port stbd
engine engine
DUAL FUEL TANK SYSTEM (GAS)
fig ЕР-Ю!
CARVER
Dwg F2885
rev 9/20/78 3/16/76 BL
12/4/76 rev
1/20/78 rev
PORT or AUX. FUEL STBD or MAIN FUEL
Fuel TANK TANK
Fill Fuel Fill
(аз > C ae, )
deck plate ground to deck plate ground
bonding
system
ee ted C
Fuel Г >— to neg. | Ly
Vent terminal — XN Fuel
block Vent
> pink L2 Li pink
Fuel Gauge— Fuel |
sauge
Sender
Sender
_£ g AA
[ [tose Barb/
Anti-syphon
Valves on each
withdrawl
(not used in
diesel applica-
tions)
MO Fuel
= ра LL Selector Valve
Selector Valves
Pu
to generator
—Fuel Filters
(If supplied
by engine
stbd manufacturer)
port engine
engine
DUAL FUEL TANK SYSTEM WITH GENERATOR (GAS)
fig F-I10I
CARVE = Dwg F0500
FRESH WATER SYSTEMS
Article G-1 General
A11 Carver boats are equipped with a fresh water supply system.
This system consists of water supply tank(s), water distribution lines
and a distribution pump(s). The system has a water fill plate pro-
vided. Some systems have two or more tanks and thus must be filled
more slowly to allow the transfer of water between tanks.
DANGER The water deck plate is appropriately labelled. Do
Not fill the system with other than water. Should
the system become contaminated with fuel or other toxic
solution, component replacement may be necessitated.
Each water tank is equipped with an overboard vent. Keep a watch-
ful eye on the overboard vent{(s) while filling the water tank. When
the tank is almost full, water will spurt out of the vent.
CAUTION ро Not overfill the water tank(s). Tank damage may
result.
The various components utilized may give the water supply a pecu-
liar taste, especially when new. This condition is normal and can
be reduced somewhat through the use of a water filter such as that
produced by Ametek Inc., or chemicals such as Sudbury's Aqua-Fresh
and Pettibone's Aqua-bon. The taste will completely dissipate in
times.
DANGER Thoroughly flush the system prior to initial use and
at least once each season.
Article G-2 Pressure Water System
The water fill for your fresh water system is located on the
boats deck. Always fill the tank(s) slowly. Boats having multiple
tanks must be filled slowly to allow water to transfer from one tank to
the other.
a. Water Supply Tanks:
MODEL NO. TANKS - TOTAL CAPACITY LOCATION
2807 Dual - 40 gal. Under aft cabin berths
2827 Sgl. - 40 gal. Below galley floor
2897 Sgl. -
40 gal. Below galley floor
a. Water Supply Tanks (cont.)
MODEL NO. TANKS - TOTAL CAPACITY LOCATION
3207 Dual - 70 gal. Below salon floor
3227 Dual - 70 gal. Inside stbd. cabinet of
mid-cabin berth
3257 Sgl. - 55 gal. Under mid-cabin berth
3297 Dual - 70 gal. Below salon floor
NOTE: Water capacity and tank location may vary due to other
equipment that may be installed on the boat.
b. Priming the system:
After filling the water tanks, open all faucets partially. Be sure the
Battery Selector Switch is appropriately positioned. Set the switch on
Raritan pressure pumps to the AUTO-ON position.
After all the air has been purged from the system, and a steady flow of
water is coming from each outlet, turn off the faucets one by one.
Begin with the cold water faucets and continue until all faucets are
shut. As the pressure builds, the pump will shut off. Refer to
Article E-5 for additional information.
с. System operation:
When properly primed and activated, the pressure water system of
your boat can be used in the same manner as the water system within
your home. An automatic pressure sensor keeps the system pressurized.
Simply turn the faucet and water will be delivered. If the system has
been recently filled or has not been used for an extended period of
time, air bubbles may accumulate at the pump. If this should happen
re-priming may be necessary.
Whenever the boat will be left unattended for an extended period, the
Battery Selector switch should be turned to the OFF position. It is
advisable to turn off the pressure water pumps circuit breaker at times
when the water tank is to be left empty.
d. Water Heating Systems
The water heater utilizes 110 volt power. The circuit breaker
that controls the heater is found in the electrical center of the boat.
IMPORTANT: DO NOT supply 110 volt power to an empty water heater.
Damage to the heater will result. The water system must
be filled and primed before attempting to use the water
heater.
MODEL LOCATION SIZE
2807 Under aft cabin berth 12 gal.
2827 Under port dinette seat 12 gal.
2897 Under port dinette seat 12 gal.
3207 Engine compartment 12 gal.
3227 In fwd. cabinet of 12 gal.
mid-cabin berth
3257 Engine compartment 12 gal.
3297 | Engine compartment 12 gal.
NOTE: Water heater capacity and location may vary due to the
installation of optional equipment.
A water heater incorporating a heat exchanger is an available
option on all models. A heat exchanger allows the engine cooling water
to heat a portion of the fresh water supply while the engines are
running. This option will provide you with hot water at times when 110
volt power may not be available.
e. Using the Shower:
Remove the carpet insert if one has been provided. Always draw
the shower curtain or close the shower door when in use. Allowing the
wood trim in the head area to become excessively wet will damage its
finish.
Shower water is drained from the boat via a shower sump pump
system. Immediately prior to using the shower, it is essential that
the shower pump be activated. This will discharge the shower drain
water overboard. After showering, let the cold water run for a period
of time to flush the drainage system of soap residue. Refer to Article
E-5 for additional shower pump information.
To obtain the most consistant water temperature, turn the cold
water on full. Then turn the hot water on until the desired water
temperture is obtained. Some minor variations in water temperture may
occur as the water pressure pump cycles.
Shower drain strainers and screens must be cleaned to prevent
clogging. Periodically inspect the shower sump tub and remove any
accumulated debris.
Article G-3 Water System Maintenance
Information supplied with water system components by the equipment
manufacturers is included at the end of this section. Refer to this
information for additional operation and service details.
Periodically remove and clean the screens ín the water tank
vent(s). Also, clean the through hull vent fitting(s) of any dirt,
plastic particles, etc. Always replace the screens after cleaning.
CAUTION Failure to keep the vent screens & fittings properly
cleaned will cause excessive pressure build-up within
the tank(s) during filling and will cause tank damage.
Periodically remove the filler screens from the faucet discharge
spout and clean the accummulation of particles from them. If neces-
sary, clean out the holes using a fine wire, etc.
IMPORTANT: A build-up of debris in the faucet filter screens can
create enough restrictions to cause the pump to cycle
on and off. |
Be sure the batteries in the boat are properly charged. Operating
the pressure pump from a battery with a low charge will result in
pump cycling, and could lead to premature pump failure.
Winter lay-up service procedures should include a thorough drain-
ing of the system. Disconnect all accessible fittings. Be sure the
hot water heater, water tank(s), pumps and lines are completely dry.
Leave all faucets open. Freezing water can cause severe damage to
the components.
Draining the system as above can be very tedious and an incomplete
job can result in expensive repairs. The use of non-toxic anti-freeze
designed for fresh water systems considerably reduces the work neces-
sary and is a more positive means of winterizing the system. Follow
the directions included with the solution.
DANGER Use only non-toxic anti-freeze solutions. Do Not use
ethylene glycol solutions as are used in the engines.
These are toxic.
Always winterize the fresh water system prior to winterization
of the hull drainage (bilge pump) system.
Article G-4 Shore Water Connection
The Shore Water Connection option is available on all many Carver
models. This convenience allows the direct connection of the boat's
water system to the shoreside water supply. It provides a constant
supply of fresh water without the need to constantly re-fill the water
supply tanks, and also minimizes pressure pump operation extending the
pump's longevity.
The components used in the Carver Shore Water Connection system
are among the best available. A female inlet fitting is mounted on
the deck. A pressure reducer is installed in the system along with
two check valves. One check valve keeps water from running out of
the inlet fitting when the pressure water pump operates. The other
provides additional protection for the pressure pump and water tank(s).
To use shore water, simply connect a hose from the shore water
faucet to the fitting on the boat, and turn on the shore water. The
boat's water system will then be pressurized.
While connected to shore water, the water system pressure pump
will not run, and the water in the boat's water storage tank(s) is
not utilized.
NOTE: See Article G-1 of this manual for instructions on filling
the water tank(s). The water tank(s) is not filled while
connected to the shore water.
A pressure regulator is mounted in the system to govern the pres-
sure of the shore water supplied. This is pre-set at the factory
to permit a maximum pressure of 30 psi.
CAUTION Do Not attempt to adjust the regulator without the
proper knowledge and equipment. Excessive water pres-
sure can damage the system.
CAUTION Always turn off the shore water whenever the boat is
left unattended. If a major water leak did occur,
and allowed to go undetected, the boat could fill with
water and sink.
IMPORTANT: Always remember to disconnect the shore water supply
hose before leaving the dock.
If you are considering the after market installation of a "shore
water connection" system, we urge you to obtain the needed equipment
through Carver or your Carver dealer. Be sure a qualified technician
installs the system. Inferior equipment, without the proper pressure
reducer or check valves can cause severe damage to the water system.
Article G-5 Cockpit Washdown System
The pressure sea water washdown system is available on most Carver
models. This system will allow you to utilize the surrounding sea
water for cleaning purposes. A special hose is provided that has
two male ends. One end connects to the cockpit or aft deck female
fitting. You can connect a nozzel to the other end should you desire.
After connecting the hose, activate the pump by depressing the
corresponding switch in the cockpit area.
Periodically, clean the in-line filter of any debris that may
have accummulated.
A valve is provided on the through-hull water intake fitting.
Be sure this valve is in the open or closed position appropriate for
the desired flow of water.
CAUTION should a hose rupture, turn the pump off and close
the valve immediately. Always close the valve when
performing maintenence operations on the pump or
filter.
CAUTION Be sure the pressure sea water washdown is properly
drained and/or winterized prior to winter layup.
3/10/83 JJ |
Hot & Cold Pressure Water System Installation
w/Optional Shore Water Connection
Sink
8 — | Note: The water storage tank cannot be filled
| (N e via the shore water connection.
Shower |
_ || (ОРТ) 40 vent
O Water
— — Regulator
Check Г ..
Water Valve Te 'Shore
|
|
L Tank ' |
|| | |OPTIONAL
“E — | Shore
|
Filter N Water |
| }
Water Pump | |
Check |
r= Valve (OPT) | |
'
® Cold line <—— L. e ——-— | 3 |
== т Y fey |
а T-fitting LH — — —|
¡A Hot line
>
C > Sink
J
Hot Water
Heater
————— |
Check Valve .
fig G-101 Dwg 1007
CARVER
10/15/83 JJ Y
Water/Holding Tank Monitor Sending Unit Installation
Sender Location Chart
DESCRIPTION _— DIMENSIONS MODELS APPLICABLE
Water Tank A Top B Side _
20 gal 6 12 | в 9 e "e 2807 2896
30 gal 20 %| 5 %4| 5 14] 2866
35 gal 10 |l25 15| 4 Yo 4 Ze) 3396
se gal | 5 Yo|1s | 7% e Léa 3007 3207 3227
40 gal 7 12 |8 54110 15| 2897
49 gal 6 12 [10 Te 12 | 3607
36 gal |5 1/2{311/4/; 33 18114, | 3697
Waste Tank |
20 gal 7 el 10 |s "Se 1| 2667 2687 2897 3007 3027 3207 3227
30 gal 6 12 |10 ‘#4 12 lé, 3607 а! 3697 |
35 gal 10 | 10 [4 %|a Y] 2807
40 gal 9 8 |11 |13 7 3607 fwd
Over for Instructions
@
Top
| 2 5/16" Dia. Hole
1
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Side With 1 1/2" Dia. Fitting
fig 1-101
3/4
1/2
1/4
Dwg 1009
CARVER
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VENTILATION & DRAINAGE
Article H-1 Engine Compartment Ventilation
All Carver boats are equipped with an engine compartment ventila-
tion system designed to meet or exceed the requirements of the U.S.
Coast Guard, Boating Industry Association and the American Boat and
Yacht Council in effect at the time of manufacture.
a. Gravity ventilation system
This system includes air intake and exhaust components. The
exhaust ducting reaches to the lower bilge area. This provides
adequate air movement while underway and during bilge blower opera-
tion.
b. Forced air ventilation:
All Carver boats are equipped with an electric bilge blower.
This provides the ventilation required prior to starting the engines
and while at idle. See Article E-5 for blower operation instructions.
c. Engine compartment ventilation system maintenance:
Periodic inspection and cleaning of the ventilation ducts is
necessary to insure adequate air circulation. A build-up of leaves,
twigs, or other debris can severely reduce ventilation. Be sure the
bilge water does not accumulate to a level which would restrict the
ventilation ducts.
Blower operation can be tested by simply holding your hand over
the vents. Do Not rely on the sound of the blower. Be sure a substan-
tial amount of air is being exhausted by the blower. Check the input
often, preferably before each cruise.
Should the blower noise and vibration be excessive, loosening
the blower mounting screws and retightening them evenly usually reduces
it considerably.
DANGER Gasoline vapors can explode. Before starting engine(s)
or generator, operate engine compartment blower for
5 minutes and check engine compartment for gasoline
vapors. Always operate blower while engines are at
idle or generator is in use.
Article H-2 Head Compartment Ventilation
A blower system has been installed in the head compartment of your
Carver boat to supply addition ventilation to this area. This ventila-
tion system is activated through the use of the FAN switch in the head
compartment.
Article H-3 Cabin Ventilation
Certain cabin side windows on Carver boats are designed to slide
open to provide adequate cabin ventilation. Certain cabin side windows
have screens provided.
Screens for the forward deck hatch are provided with some models.
IMPORTANT: Do Not close the fore deck hatch with the hatch screen
in place. Damage to the screen can result.
In time, you may notice the black coloration on certain deck
hatch and port hole assemblies becoming lighter in color. This is
due to the surface oils applied to the plastic being removed through
exposure. This is normal. The deep, rich black color can easily
be restored with periodic applications of mineral oil, or silicone
lubricant.
Some windshields have opening vents. Be sure the windshield
adjusters are secured properly, undue strain can otherwise be placed
on the vents and hinges.
Do not be concerned if some leakage is encountered around windshield
vents. These assemblies have been designed so this water will drain
overboard.
DANGER Failure to properly ventilate your boat while the engines
or generator are running may permit carbon monoxide
to accumulate within the cabin. Carbon monoxide is
a colorless and odorless gas that is lethal when inhaled.
Refer to Article B-2 for futher information regarding
engine exhaust and carbon monoxide.
ARTICLE H-4 HULL DRAINAGE
a. Garboard drain
A garboard drain is provided near the keel to allow water drainage
while the boat is in dry dock. The boat and cradle should be posi-
tioned so any bilge water accumulation during dry storage will run
towards the garboard drain. The garboard drain is usually in the
engine compartment or near the transom. In current 2807 models, there
are two garboard drains. On single engine boats, the forward drain is
located forward below the floor access hatch, under the forward cabin
dinette table. In twin engine 2807 models, the forward drain is in the
engine compartment, near the keel, vertically below the forward edge of
the holding tank base board. The aft garboard drain is located beneath
the floor access hatch below the aft cabin vanity.
Upon shipment of the boat from Carver, the garboard drain plug(s)
is(are) strapped to the engine.
CAUTION Be sure the drain plug is securely in place prior to
launching the boat.
b. Bilge pumps
The 2827, 2897, and 3227 models are equipped with two automatic
electric bilge pumps. There are three pumps on the 2807, 3207, 3257
and the 3297. The specific locations of the bilge pumps are indicated
below.
2807. Aft pump - Located beneath floor hatch inside the aft cabin
vanity.
Mid pump - Engine compartment, between main stringers at
forward end.
Fwd pump - V-berth, under dinette table floor hatch.
2827. Aft pump - Engine compartment, between main inboard stringers
8 near aft end, under trim tab pump platform.
2897. Fwd pump - Below salon aft center floor hatch, between main
inboard stringers, just aft of holding tank.
3207. Aft pump - Aft cabin forward storage locker, beneath floor
hatch at keel.
Mid pump - Engine compartment, between main stringers, near
forward bulkhead.
Fwd pump - Below galley floor access hatch.
3227. Aft pump - Engine compartment, between main inboard stringers
near transom.
Fwd pump - Midship, below floor hatch under cuddy bunk,
just ahead of forward engine compartment bulkhead.
3257 Aft pump - Engine compartment, between main stringers near
transom.
Mid pump - Mid-cabin, fwd of water tank, below floor hatch
Fwd pump - Below V-Berth floor hatch.
3297 Aft pump - Engine compartment, between main inboard stringers
near transom.
Mid pump - Beneath salon floor, forward of engine compartment
bulkhead, between main inboard stringers.
Fwd pump - Below galley floor access hatch.
See Article E-5 for additional information on bilge pump
operation.
IMPORTANT: Wipe up any oil accumulation in the bilge prior to
activation of the bilge pump(s). Pumping oil over-
board will pollute the water, and is subect to fine.
IMPORTANT: While at rest, any bilge water accumulation will run
forward. It is, therefore, recommended that the bilge
pump(s) be operated shortly after getting underway
and while the boat is at a substantial trim angle. Do
Not allow bilge water to accumulate. Damage to the
engine or other components may result.
Periodically, clean the bilge pump strainers. Do Not allow dirt
and debris to clog the bilge pump intakes. Check the automatic switch
operation if so equipped, often to be sure it's movement is not
restricted by debris, portions of the hull, etc.
After winterization of the fresh water systems, be sure the bilge
area, bilge pumps and hoses are thoroughly dry. Damage to the hull,
bilge pumps and other equipment could occur if water is allowed to
freeze in the bilge.
c. Bilge compartment drainage
Certain bulkhead areas of Carver boats are sealed in accordance
with U.S.C.G. regulations effective at the date of manufacture. For a
variety of reasons, water could accumulate behind these bulkheads and
would not be removed through normal use of the bilge pump(s). Drain
tubes and plugs are provided in some areas to permit drainage of these
sealed compartments.
DANGER Always replace the drain plugs securely, immediately
after all water has been drained from the corresponding
compartment. Non-compliance with Federal regulations
could otherwise result.
DANGER Exercise care when removing and reinstalling drain
plugs. Always stay clear of operating machinery.
CAUTION — Failure to properly drain compartments will reduce
boat performance, and could cause serious damage.
INTERIOR EQUIPMENT
Article |-1 Heads
The various anti-pollution laws presently in effect have neces-
sitated the use and availability of a wide variety of heads. Those
heads factory installed in Carver boats have been chosen to provide
reasonable longevity, and good serviceability at a realistic cost.
a. Marine head with Lectra-San
This head system combines a typical flow-through (discharge)
head with a waste treatment system. A treatment discharge (U.S.C.G.
Type II) system can only be used in designated U.S. waterways. Be
sure the system is approved for use in your area. Your Carver dealer
can be of assistance in this matter. |
See the instructions provided by the head and treatment system
manufacturer at the end of this section for details on proper operation
and maintenance if your boat is so equipped. |
b. Marine head with holding tank
This system is provided as standard equipment. A typical manual
flow-through (discharge) head is directly connected to a holding tank.
Waste is not discharged overboard. In general, the system works very
similar to a "self- contained head", see a. above. The flush or rinse
water is pumped in from the outside (sea) water surrounding the boat.
Before using, open the inlet valve and pump to wet the inside
of the bowl. After use, close the valve and pump to discharge the
waste to the holding tank.
We recommend you close the water inlet valve(s) whenever the
boat is running and the head is not being used. This will preclude
the possibility of un-wanted water being injected into the head or
holding tank unnecessarily.
Periodically, add chemical to the holding tank via the head to
help control odor, chemically break down the waste, etc. See the
directions by the chemical manufacturer for proper use.
When so specifically ordered, these model boats may be equipped
with the optional electrically activated heads. These heads are very
similar to the manual heads. Rather than pumping the head manually,
an electric motor activates the pumping mechanism at the push of a
utton.
The 2807 has a 35 gallon holding tank mounted in the engine com-
partment.
The 2827 & 2897 have a 20 gallon holding tank located beneath a
salon floor access hatch.
The 3207 has two 20 gallon holding tanks. The one for the forward
head is in the engine compartment on the portside - forward. The
holding tank for the aft head is on the stbd side,
aft of the fuel tank in the aft cabin.
The 3227 has a 20 gallon holding tank located inside the mid-cabin
forward starboard compartment.
The 3257 has a 20 gallon holding tank under the galley floor.
The 3297 has a 20 gallon holding tank under the galley floor.
See the information at the end of this section, and on the head
for instructions on proper operation and maintenance.
IMPORTANT: Do Not try to overfill the waste holding tank. When
the tank(s) becomes full, pump it out. Overfilling
could lead to tank breakage.
See Article N-2 for information on winterization, etc.
с. Vacu-flush head with holding tank
This head system is very much like the marine head with holding
tank, in that the waste is pumped from the head to a remote holding
tank(s). It does, however, utilize flush and rinse water from the
fresh water system.
A special electrically activated vacuum system transfers the waste
from the head to the holding tank. See the manufacturer's information
for detailed operating instructions.
When the waste is transfered to the holding tank, a surge of air
will escape through the holding tank vent. For this reason, it is
extremely important that the vent line be kept clean. Also, proper
treatment of the waste in the holding tank by adding chemical through
the head system per the directions by the chemical manufacturer is
imperative to control odor, etc.
IMPORTANT: Do Not try to operate the vacu-flush system if the
holding tank vent is blocked or «clogged. The tank
can expand severely from the pressure build-up and
could burst. Pump out the tank, and clean the vent
line. |
The Vacu-Flush System relys on a good vacuum seal at the head.
The ball valve and seal at the head must be kept clean for proper
operation. Also, a small amount of water must remain in the bow]
to achieve the proper vacuum seal. An improper seal will cause the
vacuum system to run excessively. This can lead to pre-mature battery
drainage.
See the manufacturer's instructions for specific details on proper
operation and maintenance.
IMPORTANT: Do Not try to overfill the waste holding tank. When
the tank(s) becomes full, pump it out. Overfilling
could lead to tank breakage.
Article 1-2 Refrigerators
Dual voltage refrigerators are standard equipment on most Carver
boats. These units will operate on 110 Volts while the boat is connect-
ed to dockside power. The refrigerator will automatically transfer
to 12 Volt operation when dockside power is not available.
Though the refrigerator operates on both voltages, it is much
more efficient on 110 Volt power. Whenever possible, use 110 Volt
power to initially cool the box. The refrigerator will cool more
slowly and making ice cubes may be difficult on a warm day unless
the unit is operated first on 110 Volts to reduce box temperature.
| Care should be exercised while operating the refrigerator on
12 Volts without the engine running. The refrigerator draws a substan-
tial amount of current, and can severely drain a battery through extend-
ed use. Dual batteries with a safety selector switch is recommended
when a refrigerator is installed.
A magnetic ‘catch is used on certain refrigerators. This latch
must be properly adjusted to obtain adequate sealing of the door.
An optional portable refrigerator is available for the 2807 Aft
Cabin cockpit/salon. It is an AC/DC, 25 1b. capacity unit which fits
inside the portside forward cockpit storage compartment. On 2807
models ordered with this option factory installed, a 110 V. receptacle
and a 12 V. cigarette lighter are also mounted within the cockpit
storage receptacle. The portable unit can also be carried ashore
as desired. See your refrigerator manufacturer's instructions for
additional information.
IMPORTANT: Review Article E-3 and the refrigerator owner's manual
prior to installation of a shore power battery charger.
An improper system could damage the refrigerator.
See Article E-5 and the refrigerator owner's manual included
in the appropriate section of this manual. |
Article I-83 Stoves
a. Alcohol Stoves
CAUTION Be careful while lighting and operating your alcohol
stove. Flare-up during ignition can result.
IMPORTANT: Use only denatured alcohol of the type and grade recom-
mended. Damage to the alcohol stove can otherwise
result.
See the manufacturer's information at the end of this section
for additional details.
b. Alcohol/Electrical Stove
This stove is standard equipment on 28' & 29' Carver models. It
combines the features of the alcohol stove above with those of a two
burner electric stove.
See a. above and the manufacturer's information at the end of
this section and Article E-8.
C. Electric range
An electric stove with oven is standard equipment on 32' Carver
models, and an available option in the 28' models. The manufacturer's
information at the end of this section will provide more details on the
use of this stove. Also see Article E-8.
d. Microwave oven and 3 burner electric range
This option combines the speed and convenience of microwave cook-
ing with capabilities of a 3 burner electric range. The 3 burner
range top is similar to that of the electric range (see c. above).
A 1.1 cu. ft. microwave is mounted below the electric range top.
The manufacturer's information at the end of this section will
provide more details on the operation and maintenance of the range
and microwave oven.
e. Propane stove
Various models have propane stoves available as optional equip-
ment. See the manufacturer's information provided at the end of this
section and Article F-3 for additional information.
Article 1-4 Stereo Systems
Carver offers a cassette stereo with an AM/FM radio as optional
equipment. Usually, the stereo module will be located near the main
electrical center. The speakers are then installed within the boat's
interior cabins, or exterior bridge/cockpit areas, so as to provide
good sound quality as well as functional concealment. If your boat
is so equipped, additional manufacturer information is provided at
the end of this section. |
Article |-5 Air Conditioning
Many Carver boats can be equipped with air conditioning. The unit
operates on 110 Volt power and thus either shore power must be connect-
ed or the generator, if the boat is so equipped, must be operating.
Be sure appropriate circuit breakers are in the ON position. All air
conditioning systems operate from the #2 Distribution (110 V. dockside)
system.
IMPORTANT: Most air conditioners utilize surface water as the
cooling medium. The boat must be in the water and
gate valve on the air conditioning water intake open
prior to use. Operation without proper cooling water
will cause system damage.
IMPORTANT : Clean the sea water strainer often. Also, clean the
return air filter screens behind the louvered doors
and grills, at least once a month.
Most air conditioners utilized in Carver boats are equipped with
reverse cycle heat. Thus, some heat effect can be derived from the
unit. This is, however, limited by the ambient air and water tempera-
tures.
Before using the airconditioning system on your boat, review all
operating instruction supplied by the units manufacture.
Article 1-6 Galley Blender
Most larger Carver models have a flush mount galley blender avail-
able as optional equipment. The power unit is mounted below the galley
surface. If your boat is so equipped, the manufacturer's operating
and maintenance instructions are provided at the end of this section
in the front pocket of this manual.
Numerous additional accessories are available from your local
Nutone dealer.
Article 1-7 lce Maker
Some models have an optional icemaker available. Please refer
to the manufacturer's information at the end of the section for addi-
tional information if your boat is so equipped.
The various water system components utilized or allowing the
water to sit for a period of time may give the ice a peculiar taste.
This condition is normal and can be reduced somewhat by adding a water
filter such as one produced by Ametek, Inc. The taste will completely
dissipate in time.
DANGER Thoroughly flush the water supply lines and system
prior to initial use and at least once each season.
Remember, the icemaker operates on 110 Volt A.C. power. The
icemaker will only operate when plugged into dockside power or when
the 110 V. generator is running, if so equipped. The icemaker is
controlled by one of the RECEPTACLE circuit breakers.
top view
48913 A Fiberglass Propane Box
Propane Tank 61020
74021
Male A
Elbow- 3/8
61022
Regulator
Flex Hose Assy Glo23
Rubber Seal
e С
PROPANE TANK 8 BOX ASS'Y
fig F-102
]
to
transom
NOTE
Nut must be secured from
inside of box _
rev 4/7/ bit
CARVER BOAT CORPORATION Dwg FO056
EXTERIOR & SAFETY EQUIPMENT
Article J-1 Spotlight
A properly operating spotlight is essential for safe cruising
at night. Carver offers manual and electrically controlled spotlights
as optional equipment. The manually controlled spotlights have a
mechanical cable which allows the remote directional control of the
spotlight beam. Electrically controlled spotlights use electric motors
and helm switch controls to direct the spotlight beam. Electrically
controlled spotlights also can be controlled from both stations on
a dual station boat. See Article E-5 and the spotlight manufacturers
information at the end of this section.
Some model Carver boats require a specially designed fiberglass
spotlight mount or a teak spotlight mounting block. This allows the
convenient location of the spotlight and its controls.
Shipping height restrictions on some models require the spotlight,
if ordered, be installed by your Carver dealer. The installation
would then be made during pre-delivery service.
Periodic lubrication of the control cable with light grease such
as Lubriplate will keep a manually controlled spotlight operating
smoothly. Keeping your light clean and free of dirt and bugs wil
maintain light output at it's maximum.
If your boat was not equipped with a spotlight upon your purchase,
one can be obtained through your Carver dealer.
Article J-2 Compass
A compass is a valuable piece of equipment when operating off-
shore, in unfamiliar waters or in adverse weather conditions. The
safety of those aboard your boat could at some time depend upon your
compass and your navigational skills.
After your personal equipment is installed, including all elec-
tronics (radio, depth sounder, etc.) your compass must be properly
adjusted. Do Not rely on the compass readings until needed adjustments
(compensation) have been performed. If your boat has a factory instal-
led compass, the manufacturers instructions on compass adjustments
are provided at the end of this section.
Most areas have local companies that specialize in compass adjust-
ment. If you are unsure of the proper compensation techniques, or
are not confident in your skill, you should consider having the adjust-
ment done professionally. You must have confidence in your compass.
During use, keep all extraneous metal objects away from your
compass. The close proximity of metal objects can cause compass devia-
tion.
Article J-3 Engine Hour Meter
The inclusion of the optional engine hour meter provides a record
of engine operating time. This is important for scheduled maintenance,
ships logs, cruise information, etc.
The hour meter is connected to the ignition key. Be sure the
key is in the Off position when the engine is not running or the hour
meter will record additional time.
Article J-4 Depth Sounders
Because of the wide variety of available makes and models, Carver
Boat does not offer a depth sounder as a factory-installed option.
Article L-3 will provide you with the proper method of installing
a thru-hull transducer. This transducer should be located in the
area of the hull that will not be affected by water turbulance while
underway. Because this area varies slightly from model to model,
we suggest discussing the location of the transducer with your Carver
dealer before installation.
To facilitate easy routing of the transducer cable in the 2897
we have incorporated a 2 1/2" PVC tube into the stringer system of
the hull. This tube runs from the base of the standpipe beneath the
forward end of the cabin floor along the outboard side of the port
inboard main stringer to the engine compartment. There is also a
"fish wire" inside the tubing to aid in running additional equipment
wires.
Article J-5 Electric/Hydraulic Trim Tabs
Electric/hydraulic trim tabs will provide maximum control of
the hull in all water and load conditions. If used properly, these
can greatly improve the performance and efficiency. Carver recommends
the installation of electric/hydraulic trim tabs on all Carver boats.
The proper use of electric/hydraulic trim tabs requires good
basic understanding of their operation and some concentrated practice
in calm water.
a. Operation
The trim tab control has 4 buttons, the top two are labeled "Bow
Down" and the bottom two are labeled "Bow Up".
Depressing the upper starboard button will cause the trim plane
on the port side to move downward. This would cause the starboard
bow to move downward when the boat is planing.
Depressing the upper port button will cause the starboard trim
plane to move downward. This would cause the port bow to move downward
when the boat is planing.
Depressing the lower starboard button will cause the port trim
plane to move upward. This would cause the starboard bow to rise
when the boat is planing.
Depressing the lower port button will cause the starboard trim
plane to move upward. This would cause the port bow to rise when
the boat is planing.
b. Correct Usage
Before leaving the dock, and utilizing the trim tabs to adjust
running attitude, make sure the trim planes are in full up position.
Depress both lower buttons (bow up) and hold them (for approx. 10
seconds) until the planes are full up.
Always establish your intended heading and attain desired cruising
speed before trying to adjust running attitude (using the trim planes).-
After stabilization of speed and direction, depress which ever upper
(bow down) button will achieve a level side to side running attitude.
If you have held the button too long and have thus overcompensated,
Do Not try to correct the situation by depressing the other "Bow Down
button. Instead, raise the plane slightly by depressing the appro-
priate "Bow Up" button.
IMPORTANT: After depressing a trim tab button, always wait and
allow time for the change in trim plane position to
take effect. Do Not continue to depress the button
while awaiting trim plane reaction. By the time you
notice the effect, the trim plane will move too far
and thus overcompensate.
When running at an engine speed that will result in the boat
falling off plane or will cause the boat to plane inefficiently, lower-
ing both tabs slightly (bow down buttons) will improve the running
angle and improve operating efficiency.
When running in a displacement (very slow speed) mode, better
efficiency will be obtained with the trim planes in the full-up posi-
tion.
IMPORTANT: Optimum efficiency is obtained when the boat is operat-
ing at a 4 - 5 degree trim angle. Utilizing too much
“Bow Down" trim tab effect can reduce operating effic-
rency and cause substantial steering and handling diffi-
culties.
CAUTION Be extremely careful when running in a following sea.
The effect of tim planes is amplified under such condi-
tions. Steering and handling difficulties can result
from improper trim tab usage especially in a following
sea. If you are unsure of proper trim tab positioning,
raise them to the full-up position.
CAUTION When running at high engine speeds, be sure the trim
planes are in their full up position. Only enough
trim plane action should be used to compensate for
any listing. Trimplane adjustments at high speeds
are extremely critical. Be prepared to slow down should
handling difficulties arise.
Check the trim tab fluid level often. Always keep the fluid
level between the designated marks on the trim tab pump/reservoir.
Article J-6 Safety Rails & Deck Hardware
Safety rails have been installed to provide security for you and your
passengers. Many Carver models have gates, chains, or safety lines
to provide additional security for persons in the cockpit or bridge.
These safety chains or gates must be securely fastened whenever the
boat is underway. The transom door in the cockpit, if so equipped,
must always be kept closed and latched whenever the vessel is in motion.
Limiting passenger movement while underway is also recommended. All
those on board should be safely seated whenever possible. Additional
Care must be taken when in rough seas or foul weather. Access to
the foredeck should be through *he foredeck hatch when running in
adverse conditions.
The rail system and hardware fittings on your Carver Boat have been
selected and installed to perform specific functions. Fenders or
mooring lines should not be secured to the rails or stanchions. Be
certain that you have a clear lead when running your dock lines or
anchor line. A line inadvertantly run around a stanchion or over the
rail could cause damage.
The majority of the hardware installed on your boat is made of stain-
less steel. Other items such as safety chains are made from chrome plated
brass. Regardless of the type of hardware used, periodic maintenance
is necessary.
Cleaning and polishing the hardware with a non-abrasive cleaner will
help keep its original shine and beauty. Stainless steel hardware,
while quite durable, can become superficially rusted. This can be
controlled by cleaning the fittings and applying a coat of wax. Any
future rusting can be easily removed by polishing and re-waxing.
IMPORTANT - All fittings on your boat must be periodically inspected
for loosening, wear, and damage. Any problems should
be corrected immediately!
The cleats that have been installed on Carver Boats are specifically
designed and are intended to be used as mooring cleats. Their purpose
is to be used for securing the vessel to a dock, pier, mooring, or
anchor,
DANGER carver Boats are not equipped with any hardware designed
to be used for towing purposes. The mooring cleats
that are installed on your boat are not to be used for
towing another vessel or having your Boat towed. Refer
to Article 0-6 for additional precautions regarding
grounding and towing.
Article J-7 Swim Platforms
Carver offers a fiberglass swim platform with ladder for all
models. It is essential that the transom of the boat be properly
reinforced for the swim platform installation.
See your Carver dealer for additional information.
DANGER po Not use a boarding ladder or swim platform while
the engines are running or the boat is in motion.
ARTICLE J-8 BOW PULPIT
The Carver bow pulpit is designed so you can stand on it while .
anchoring. Most "Danforth" style anchors can be stored on the platform.
An anchor retainer bracket and clevis is included to secure the anchor
while not in use. See Fig. J-102 and J-103 for bow pulpit and anchor
mounting information.
Shipping restrictions may require that the bow pulpit be installed
by the dealer after receipt of the boat. Be sure the support which
extends from the bottom of the bow pulpit to the stern of the hull is
installed securely. |
DANGER Never stand on or try to utilize the bow-pulpit in
any way while the boat is underway.
ARTICLE J-9 HARDTOPS 4 SUNSHADES
Several model Carvers utilize fiberglass hardtops or aft-deck
sunshades. On certain models these items have been installed as optional
equipment.
DANGER KEEP OFF THE HARDTOPS AND SUNSHADES. These items are
not intended to support or transport people or equipment.
ARTICLE J-10 HALON FIRE EXTINGUISHER SYSTEM
Carver offers a self-contained, cannister type, automatic fire
extinguisher system. The equipment utilized has been so chosen, and
located to provide sufficient volume and coverage of the entire engine
compartment area in each specific Carver model. While the Halon system
ensures excellent overall bilge fire protection, it does not eliminate
the U.S.C.G. requirement for hand held fire extinguishers.
Your Carver dealer can provide additional information on Halon
Fire Extinguisher Systems. Also, check with your insurance carrier,
often, boats equipped with Halon Fire Extinguishers are eligible for
insurance discounts.
If your boat had a Halon Fire Extinguisher System factory in-
stalled, the information provided by the system manufacturer is included
at the end of this section.
Bow Pulpit U-Bracket, Spring Lock Pin Installation
U-Bracket is to be centered on pulpit and situated in such a position
on the pulpit to accommodate the owners’ anchor.
Ideally the bracket should be located so that the spring lock pin can be
slipped through the shank eye when the anchor is drawn up on the pulpit
and is lying flat as seen in sketch below.
Bracket and
Pin
Spring Lock pd
Pin N T T
N 00
U-Bracket —0
Me
fp a un =
CARVER
9/23/80
Anchor
fig J-102
Anchor Shank
fig J-103
SEATING & WEATHER COVERS
Article K-1 V-Berth Filler Cushion
Whenever applicable, Carver provides a drop-in cushion for the
v-berth area as standard equipment. This will provide additional berth
area and still permit easy access to surrounding compartments and
area when the cushion is not in place. E.
CAUTION Before use, be sure the v-berth filler cushion is
securely installed. Be sure any retainer legs or lock-
ing mechanisms provided are positioned correctly.
Article K-2 Dinnette Berths
The dinette area of numerous Carver models can be converted to
a berth through the use of the removable table: leg pedestal(s). Lift
the table top from the table leg(s). The table leg pedestal (tube)
can then be lifted from it's mounting base, and the table top set
onto the support cleats.
The dinette filler cushion should be set in place securely.
See the pertinent Articles that follow for additional information
on specific models.
Model 2807
The dinette table in the forward cabin of the 2807 has a spring-
loaded table leg. When the tension adjustor on the table leg is loosen-
ed, the table will raise easily. After the table has been raised
and swiveled to the desired position, tighten the adjustor nut. The
table can be lowered to form a berth by loosening the adjustor nut,
swiveling the table so the narrow end is forward and pushing the table
downward. While holding the table down, tighten the adjustor nut.
Put the filler cushions in place.
When raising the cockpit table to the upright position, first
1ift the table so the fittings on the outboard edge of the table lock
into the brackets on the cockpit side. While supporting the table
“top, insert the removable leg as discussed earlier.
Model 2827 & 2897
The dinette table leg in the 2897 Mariner & 2827 Voyager - Plan A
is removable. The table top is then set on the support cleats, locked
in place, and the filler cushions installed. |
The triangular dinette table in the 2897 Mariner - Plan B has the
telescopic table leg (see 2807 above). After the table top has been
lowered onto the support cleats, it can be locked in place. The
smaller filler board support is then locked into position forward of
the main table top. The filler cushions can now be positioned
appropriately.
The 2827 & 2897 is equipped with a bridge cockpit table which can
be converted to a sun lounge. The table and leg are removable. Once
removed and stowed away, a folding base board can be installed in the
space between the pilot bench seat and the aft bridge bench seat. The
base boards rest on support cleats. Filler cushions can then be
inserted.
Model 3227
The salon table top in the 3227 can be raised, the table leg
removed, and the top set back down on cleats which are fiush with the
seat cushion base. Once the filler cushions are in place, this
provides a double berth. |
Model 3257
The dinette table is removable. With the legs removed, the table
top can be set on the support cleats to convert this area to a berth.
Model 3297
The dinette table is removeable. With the legs removed, the table
top can be set on the support cleats to convert this area to a berth.
ARTICLE K-3 LOWER STATION HELM SEATS
The 3207 and 3227 have a swivel lower station helm seat as an available
option. This provides a most comfortable and sylish seat from which
the boat can be operated.
CAUTION Like any other chair, this seat can tip if excessive
force or weight is applied in one direction.
Article K-4 Aft Cabin Sliding Berth
The port berth in the aft cabin of the model 3207 converts to
a double berth by firmly grasping the inboard edge of the berth and
pulling inboard. The berth will slide out until it strikes the stops.
The bolster cushions provided can then be placed into the area exposed
by sliding the berth.
To return to a single berth, simply remove the bolster cushions
and push outboard on the berth. It will slide back into place.
IMPORTANT: Do Not pull or put excessive force on the teak trim
on the edge of the berth. Damage can occur.
Article K-5 Upholstory Maintenance
a. Exterior Upholstery
The vinyl upholstery material used on the exterior Carver uphol-
stery can be easily cleaned by using mild detergent and water. Be.
sure to thoroughly rinse the seats after washing to remove all soap
film. Periodic spraying of the seats with Lysol Spray Disinfectant
will help protect them from mildew. Periodic applications of a vinyl
protection solution such as Armorall will help keep the vinyl soft
and rich looking. |
Carver offers a variety of optional weather covers for protection
of your Carver boat and it's equipment. We recommend use of these
covers. Continued exposure of the exterior upholstery can damage
the upholstery and seating. It is possible for the seating to become
thoroughly saturated with water if not adequately protected.
b. Interior Upholstery
The fabric upholstery should be treated as you would your home
fabric upholstery. Periodic vacuming and shampooing as necessary
will keep the upholstery clean and odor free. Spraying the upholstery
with Lysol Spray Disinfectant will retard mildew.
c. Upholstery Replacement
Should the upholstery of your Carver boat become severely soiled,
torn, or in some manner damaged, replacement upholstery cushions and
certain jackets are available. The original vinyl or fabric patterns,
however, may not be available. Replacement upholstery can be obtained
by providing the cushion description, boat serial number, upholstery
color, and whether a jacket or complete cushion is needed to your
dealer or the Carver Customer Service Department.
d. Exterior Carpets
| These are removable exterior grade carpeting which may be washed
with mild laundry soaps, dried and re-installed periodically. It
is not recommended they be dried in an automatic drying machine.
e. Interior Carpets
Carver utilizes interior carpeting by Armstrong called Anso IV
nylon. It is very durable and resistant to water and soiling. Vacu-
uming and occasional rug shampooing are recommended for extended 1ife
and appearance.
Article K-6 Draperies & Window Covers
After a season or more of usage or exposure, you may wish to
remove the draperies. Dry cleaning is recommeneded should cleaning
become necessary. Many draperies can be easily removed after removing
the screw from the end of the curtain track. Others, such as the
cabin side window curtains can be removed after following the steps
below.
a. ‘Locate a point on the curtain track aft of the normal travel of
forward cabin side curtains and forward of the normal travel of the
aft cabin side curtains.
b. Drill a hole approximately 3/16" diameter upward through the cur-
tain track.
C. Pull the curtain tabs down through the hole drilled in b.
d. To re-install the draperies, insert the curtain tabs back into
the hole drilled and slide the curtain in the direction desired.
e. After re-installation of the curtains in d., insert a self-tapping
screw in the hole to keep the curtains from accidently falling out.
Some models are equipped with cabin windshield covers. These
are designed to provide thorough fore window coverage without the
bulk of interior draperies. The windshield covers simply snap on
the exterior window area.
Article K-7 Carver Weather Covers
Protective weather covers for the bridge and cockpit areas of
your boat are available Carver options. Most models also have side
curtains available. See your Carver dealer for additional information
on available weather covers.
"Bimini" tops are designed and intended to provide coverage of
bridge seating areas from the sun. They are not weather covers per-se
. and will be damaged by accumulation of rain water. After use, the
bimini top should be rolled into it's boot and secured properly.
The only exception, are "bimini tops with full enclosures". The top
structure on these are designed differently to provide the support
required.
Optional bridge covers are available for appropriate models.
While these are intended to provide ample weather protection for the
bridge, it must be remembered that these are not designed to be com-
pletely weather-tight like a winter storage cover, for example. In
addition, certain bridge covers necessarily contain slots to accom-
modate bimini support stanchions. To avoid getting them wet, it is
recommended that all exterior bridge seat cushions be removed and
stored away when the bridge cover is installed.
Carver weather covers that are white in exterior color, are made
of Nautolex vinyl. This material is treated to resist mildew and
is easily kept clean by washing with soap and water. Additional mildew
protection can be obtained by spraying the underside of the weather
covers with Lysol Spray Disinfectant. Mildew is caused by moisture
accumulation in areas with limited ventilation. Should mildew begin,
thoroughly wash the cover with soap and water and allow it to dry
in the sun. This can cause the cover to shrink slightly, so re-instal-
lation may be slightly more difficult. Spray the top with Lysol after
re-installation.
Carver weather covers which are black or blue in color are made
of "Sunbrella" (100% acrylic) material. This can be cleaned by first
soaking it for about 20 minutes in: |
1/2 cup Clorox
1/2 cup Ivory Flakes
to each gallon of luke warm water
then, wash the Sunbrella fabric in an automatic washer using:
| 2 cups Clorox ©
1 cup Ivory Flakes
use COLD water and the COLD cycle.
Line dry the fabric.
IMPORTANT: Do Not use Hot Water. Do Not dry in an automatic dryer.
Do Not dry clean or steam press. |
Leakage after cleaning may be the result of insufficient rinsing.
Re-rinse. If leakage continues, apply a coat of silicone air drying
water repellent, such as Scotchguard on a sunny day. Such products
are available through Scotchgard or the 3-M Company.
During the manufacture of the weather covers, the smallest pos-
sible needle and high quality dacron/cotton thread is used in the
stitching. Seepage through the seams of vinyl weather covers may
occur. Carver provides a can of vinyl daub with each boat equipped
with a convertible or camper top made of Nautolex vinyl. This is
liquid vinyl which can be applied to seal the seams of a top. Follow
the application directions on the can.
During a hard rain, you may notice a light mist permeating through
a weather cover made of "Sunbrella" acrylic material. This is normal.
Unlike vinyl weather covers, it is not necessary to treat the seams
of a weather cover made of "Sunbrella" acrylic material.
Never fold or store a wet weather cover. This can lead to mildew
or shrinkage.
When not in use, enclosure curtains should be rolled rather than
folded. This will reduce the possibilty of the clear vinyl windows
becoming cracked or creased.
Do Not use the weather covers during outdoor winter storage.
The weight of the snow or heavy rain can cause severe damage to the
material or top structure.
Many styles of canvas covers use "Pull-the-Dot" snap fasteners.
These snaps are fastened by applying pressure on the edge of the snap
that is marked with a dot. Pulling the edge of the canvas near this
same dot will unfasten the snaps.
Article K-8 Winter Storage Covers
It is important that the boat is properly protected during winter
dry dock storage. A winter storage cover is adviseable. See your
Carver dealer for information on the availability of winter storage
covers.
It is equally important that a proper supporting framework be
made to keep the seight of the snow and rain from accumulating on
the storage cover and damaging the boat or it's equipment. Proper
ventilation must also be provided or dry rot and mildew can result.
See Article N-2 for additional winter lay-up information.
) | 10 (J)
Л
)
B)
С)
D)
E)
G)
A)
76300-00 White vinyl
Bimini Top Enclosure
/6291-00
76296-00
76301-00
-01 Forward curtain
-02 Starboard curtain
-03 Port curtain
-04 Aft curtain
Black sunbrella
Blue sunbrella
White vinyl
Bimini Top Boot (not shown)
76292-00 Black sunbrella
76297-00 Blue sunbrella
76302-00 White vinyl
Bows (fits all tops)
Bows only - Hdwe not included
67703-00 (1) Forward bow
67705-00 (1) Main aft bow
67704-00 (2) Short in+--—-" - oys
66721-00 ( INSerT 2
66971-00 (|| IT here
71042-00 (:
71044-00 (1
(2) Stabilizer straps
Models 2827 & 2897
Dwg 12725B
CARVER
“il
NN Instructions on back
Port Window
Frame
X
= Models 2827 & 2897
Dwg 12744B
CARVER
1/3/83 JJ
12/84 RN
2827 & 2897 Bimini Top Assembly DIMENSIONS
| 1) 50 1/4 PARTS LIST
With Venturi Wind Deflector 2) 70"
A) Bimini Top
2 7 18 76290-00 Black brell
| 8 - ack sunbrella
D | 4) 44 5/8 76295-00 Blue sunbrella
5) 49" 76300-00 White vinyl
6) 37" В)
7) 39"
Bimini Top Enclosure
76291-00 Black sunbrella
76296-00 Blue sunbrella
76301-00 White vinyl
-01 Forward curtain
-02 Starboard curtain
-03 Port curtain
-04 Aft curtain
C) Bimini Top Boot (not shown)
76292-00 Black sunbrella
76297-00 Blue sunbrella
76302-00 White vinyl
D) Bows (fits all tops)
Bows only - Hdwe not included
67703-00 (1) Forward bow
6/705-00 (1) Main aft bow
67704-00 (2) Short intermediate bows
E) 66721-00 (2) Side mount
Р) 66971-00 (6) Concave base w/pin
G) 71042-00 (16) Eye end
H) 71044-00 (12) Jaw slides
J) (2) Stabilizer straps
Models 2827 & 2897
Dwg 12725B
CARVER
reireetions on back - o ——Ql O — ———
INSTALLATION INSTRUCTIONS: 2827 & 2897 BIMINI TOP W/FULL
ENCLOSURE WITH VENTURI WIND DEFLECTOR
Steps correspond to numbers on drawing.
1.
10.
11.
Install side mount (66721-00) with top edge flush with top edge of
bridge at 50 1/4" forward of tapered end. (same on stbd).
Install concave base (66971-00) оп Фор of handrail with its aft end
touching the forward end of the rear clothespin stanchion. (same
on stbd). Mount the forward concave bases (66971-00) on top of hand-
rail at 70" from forward edge of aft concave base to aft end of
forward concave bases.
If not done already, slide the bows through the four pockets in
the canvas top and assemble per drawing, attaching the main bows
to the side mounts (step 1.).
Secure the bottom jaw slide (71044-00) on the main bow so there
is 7 1/8" between the top edge of the base eye end and the lower
edge of the jaw slide. (same on stbd).
Secure the second jaw slide on the main bow so there is 44 5/8"
between the top edge of the base eye end and the lower edge of
the jaw slide. (same on stbd). These are for the main aft bow
support stanchions.
Secure the top jaw slide on the main bow so there is 49" between
the top edge of the base eye end and the lower edge of the jaw
slide. (same on stbd).
On the large bow facing forward, measure and secure the jaw slide 37"
from the top edge of the bow base eye end to the lower edge of the
jaw slide. (same on stbd). These are for the forward bow support
stanchions.
Position the remaining upper jaw slide of the long forward bow so
there is 39" between the top edge of the bow base eye end and the
lower edge of the jaw slide. (same on stbd).
If not already done, zip in all the full enclosure curtains.
Beginning forward, pull the curtains snug and install all snaps
in bridge to correspond with snaps sewn into canvas.
The aft ladder curtain is attached to snaps on the cabin roof line.
Install stabilizer straps between forward bow and bridge railing.
Removeable pins are located in the forward bimini top concave bases
(see step 2.). These may be removed to fold the bimini aft so that
it rests on the aft main bow support stanchions when in the "down"
position. After the bimini is resting in this position, the boot
can be installed.
€
Port Window
Frame
=
| | | DIMENSIONS
2827 & 2897 Bimini Top Assembly > 40"
. . . „x 2) 1 1/2"
With Skiff Windshield 3) 8 1/2" approx.
| 4) 44 1/2" approx.
5) 48 3/4" approx.
D 6) 35 1/4" approx
7) 38 1/2" approx
8) 12 1/2" Stbd
(A) ) 13 172 Port
G
|
| J 110 H
a |
x) , , |
2 | 3
N 8 — —-< |
| |
>»
Ad PR = = |
— 2 / O
Handrail Cinside)
Note: Skiff Windshield Ass’y must be installed prior to Bimini installation
Instructions on back
A)
B)
C)
D)
9/27/83 JJ
12/84 RN
PARTS LIST
Bimini Top
76410-00 Black sunbrelia
76412-00 Blue sunbrella
76414-00 White vinyl
Bimini Top Enclosure
76416-00 Black sunbrella
76417-00 Blue sunbrella
/6418-00 White vinyl
Bimini Top Boot (not shown)
76411-00 Black sunbrella
76413-00 Blue sunbrella
76415-00 White vinyl
Bows (fits all tops)
Bows only - Hdwe not included
66721-00
66971-00
67706-00 (1)
67708-00
67707-00
(1)
(2)
(2)
(4
71043-00 (16
Forward bow
Main aft bow |
Short intermediate bows
Side mount
Concave base w/pin
Eye end
Jaw slide
)
71044-00 2)
73033-00 (2) Camel back (not shown)
(2) Stabilizer straps
Models 2827 & 2897
Dwg 127448B
CARVER
INSTALLATION INSTRUCTIONS: 2827 & 2897 BIMINI TOP ASSEMBLY
WITH SKIFF WINDSHIELD
Steps correspond to numbers on drawing:
1.
10.
11.
Install side mounts (66721-00) on inside of bridge side wing {screw
thru bolster) at 40" forward of bridge tapered aft end to center of
side mount pin, and
top edge of side mount at 1 1/2" below top flat surface of bridge.
If not done already, slide the bows through the four pockets in
the canvas top and assemble per drawing, attaching the main bows
to the side mounts (step 1.).
Secure the bottom jaw slide (71044-00) on the main bow so there
is 8 1/2" between the top edge of the base eye end and the Tower
edge of the jaw slide. (same on stbd).
Secure the second jaw slide on the main bow so there is 44 1/2"
between the top edge of the base eye end and the lower edge of
the jaw slide. (same on stbd). These are for the main aft bow
support stanchions.
Secure the top jaw slide on the main bow so there is 48 3/4" between
the top edge of the base eye end and the lower edge of the jaw
slide. (same on stbd).
On the large bow facing forward, measure and secure the jaw slide
35 1/4" from the top edge of the bow base eye end to the lower
edge of the jaw slide. (same on stbd). These are for the forward
bow support stanchions.
Position the remaining upper jaw slide of the long forward bow so
there is 38 1/2" between the top edge of the bow base eye end and
the lower edge of the jaw slide. (same on stbd).
Next install the aft concave bases (66971-00) on top the handrail.
These are for the support stanchions for the main aft bow. Measure
between the rear edge of the aft handrail "T" and the forward edge
of the concave base per drawing. Install base as follows: 13 1/2"
port, 12 1/2" stbd. The concave bases for the forward bow support
stanchions are installed at the forward end of the short side hand-
rails fastened to the windshield frame.
If not already done, zip in all the full enclosure curtains. Beginning
forward, pull the curtains snug and install all twist studs in skiff
windshield and bridge to correspond with snaps sewn into canvas.
The aft ladder curtain is attached to studs on the cabin roof line.
Install stabilizer straps between forward bow and bridge dash and adjust.
Removeable pins are located in the forward bimini top cancave bases
(see step 8.). These may be removed to fold the bimini aft so that
it rests on the aft main bow support stanchions when in the "down"
position. After the bimini is resting in this position, the boot
can be installed. |
0)
FIBERGLASS HULL & COMPONENTS
Article L-1 General | |
Carver boats are designed using the sound engineering and mathe-
matical principles of hydrostatics, structure, and strength of mate-
rials. The structural integrity and performance characteristics most
often desired in each model style can thus be optimized. The exact
fiberglass laminate schedule and construction techniques of each part
is determined in accordance with the strength and rigidity required.
Carver boats utilize a modified or deep V-hull construction.
The sharp V of the hull at the stem will cut the water cleanly to’
soften the ride in rough water. The strakes in the hull are designed
to provide additional lift for easier planing, more stability and
to help soften the ride. Carver Boat Corporation believes the Carver
hull designs optimize performance and riding qualities and permit
the most spacious interior layouts in today's cruiser market.
Article L-2 Fiberglass Component Construction
The fiberglass components of Carver boats are of the finest quali-
ty materials, workmanship and construction techniques available.
This insures the structural uniformity, and strength to provide years
of boating enjoyment with minimal maintenance.
The construction of a Carver hull begins with the application
of gel coat to the mold. The gel coat is approximately 15 mil thick.
A coat of chopped fiberglass is then sprayed into the hull and hand
rolled until it is securely affixed to the gel coat. The coating
will prevent the coarser texture of the later applied fiberglass
laminates from showing through and spoiling the appearance of the
hull. | |
—. A number of layers of fiberglass mat are applied to the above
laminate. Each layer is hand layed and hand rolled. The keel and
chine areas have fiberglass mat overlapped in these areas to provide
additional strength. Additional laminations to the strake areas add
rigidity to the assembly and considerably reduces the possibility
of fiberglass voids.
Some models utilize encapsulated end-grain balsa core or coremat
laminates to achieve additional rigidity. Others, utilize additional
laminations of woven roven to maintain strength and rigidity.
The hull support stringers are located using special tools, and
are fiberglassed into place while the hull is still in the mold.
This insures a strong, rigid, hull permanently formed into a solid
assembly, free of distortions.
Fiberglass cockpit liners, decks, cabins, and command bridges
are constructed similar to the hull. Balsa core or coremat laminations
are utilized when necessary.
Besides a thorough visual inspection of each fiberglass component,
samples are tested using special equipment. Through this, we insure
proper composition. Special equipment is also used to monitor laminate
thickness.
Article L-3 Additional Equipment Installation
Many Carver owners use their boats for specific purposes or under
conditions which require the addition of special equipment to the
hull, decks or cabin areas. Special care must be taken during the
installation of any equipment to a fiberglass component.
Silicone "marine" seal or other similar bedding compounds should
be used to prevent water leakage around any installed item.
IMPORTANT: Do Not install any item onto or through the hull without
adequately sealing the hull area penetrated by the
installed item or it's fastenings. Improper installa-
tions could cause leakage or allow water absorption
into the balsa core causing serious hull damage.
Any equipment which will be subjected to cyclic loading or direc-
tional forces should be through bolted to a fiberglass component.
A butt block or backing plate should be used to strengthen any area
onto which an item subjected to large forces will be mounted.
IMPORTANT: Always pre-drill fastening holes with a proper size
| bit. This will prevent the fiberglass around the area
from splintering and unsightly damage during fastening
installation.
*
Article L-4 Fiberglass Care
Though fiberglass is weather resistant and does not require the
considerable labor that wood hull does, some care is necessary. Peri-
odic washing of all fiberglass areas will maintain their beauty and
original shine. Caution should be exercised when selecting a cleaning
agent. Certain cleaning agents are too caustic and can cause permanent
damage or discoloration to the gel coat. Do not use acetone or strong
alkaline based detergents, nor cleaners with a "gritty" and abrasive
texture. Avoid products which contain sodium-phosphate. Common exam-
ples of these types of household cleaning agents are: Tide, Oxydol,
Clorox, Janitor-in-a-drum, Fantastic, etc. Always read the label
before using an agent. Some household detergents are gentle enough
to be safely used, such as Ivory or Dawn dishwashing liquid. There
are also several products available which are specifically designed
to clean fiberglass exterior finishes. Many companies like Johnson
& Johnson, Turtle Wax, etc. manufacture cleaning fluids so mild they
clean without stripping the wax.
IMPORTANT: Treading on a soiled fiberglass surface can severely
scratch and mar the finish. Keep the fiberglass as
clean as possible.
Waxing of the fiberglass will retard the fading process and keep
your boat looking like new longer. A darkening or discoloration of
the non-skid surfaces can sometimes occur as a result of wax build-up.
This can either be from continuous applications of wax, or from the
mold release wax left from the manufacturing process. Exposure to
the sun and elements can turn the wax darker, or occasionally can
cause it to become flakey or a powder. This can be rectified by apply-
ing small amounts lacquer thinner (not enamel) to the area and scrub-
bing it gently with a small medium-bristled brush, such as a tooth-
brush. Do Not attempt to use a wire brush or sandpaper, as this will
remove the non-skid gel itself.
IMPORTANT: Do Not wash or allow decals or hull striping to come
into contact with acetone or similar cleaning agents.
Decal or tape damage will otherwise result.
CAUTION Waxing decks, cockpit floors or other areas on
which one walks is not recommended. Waxing will
produce a very slipping surface, especially when
wet. Wax may also build-up in the non-skid sur-
faces. Be sure all persons have, and wear deck
shoes while aboard the boat. Their footing will
be improved and their feet protected from acci-
dental cuts and bruises.
Avoid striking docks, other boats, submerged objects, etc. This
could create a very hazardous situation or severely damage or mar
the fiberglass and it's finish. |
CAUTION In the event of striking an object, below or near
the boat's waterline proceed directly and cautious-
ly to the nearest service facility and remove
the boat from the water. Closely inspect the
hull for damage. If the outer fiberglass laminate
was penetrated and the balsa core exposed to the
water, repairs must be made prior to re-launch.
Continued exposure of the balsa core to water
could result in serious hull damage.
IMPORTANT: A trailer, or storage cradle designed for a larger
or smaller boat will not provide proper support for
the hull. This could lead to hull deformation and
thus serious performance deficiencies.
Due to the design complexities, Carver does not recommend trailers
or storage cradles be home-made. Your Carver boat is a valuable piece
of equipment. It is not reasonable to risk permanent damage to the
hull structure in an attempt to save the cost of an adequate support.
Article L-5 Anti-fouling Paint
After hull construction, the hull surface below the water line
is thoroughly cleaned with a special solvent and primed. It is then
painted with Interlux Type 779 anti-fouling paint.
Anti-fouling paint reacts with the water to retard the growth
of algae, barnacies and other marine growth on the hull surfaces.
The paint will also fill the microscopic pores of the gel coat and
help protect the fiberglass. Carver does not recommend the use of
a hull without anti-fouling paint applied. Continued immersion of
the unprotected gel coat can lead to fiberglass cosmetic problems.
After a season's use or sooner under certain conditions, the
anti-fouling paint may appear to be dissolving. This is due to the
paint's chemical immision retarding marine growth. Refinishing is
then in order. The paint begins reaction upon contact with water.
Paint discoloration during shipment or storage may occur.
Carver recommends re-application of the anti-fouling paint season-
ally. The paint's effectiveness will be drastically reduced if used
longer. Though Carver has found the anti-fouling paints used to pro-
+ +
vide good marine growth protection in most water, other paints may
be more effective in certain water conditions. See your Carver dealer
for his recommendations on anti-fouling paint use in your area.
IMPORTANT: During surface preparation, the hull should be sanded
only enough to remove any foreign matter, and loose
paint. Do Not sand deeply into the gel coat, fiberglass
cosmetic problems could later result. After sanding,
the surface should be wiped with a rag treated with
a cleaner recommended by the anti-fouling paint manu-
facturer. The surface must be clean and slightly rough
to insure paint adhesion.
Article L-6 Hull Support
‚ Proper support of the hull while it is out of the water is impera-
tive. Improper support can lead to serious and permanent hull deforma-
tion.
Note: Always lift the hull using proper lifting straps, at the
designated "sling" locations. The only exception to using
the designated "sling" marker locations, is when utilizing
a 1ifting machine which has a single 1ift cable. On certain
models, the center of gravity may be aft of mid-ship, due
to the engine/drive installation. To compensate for this,
some trial-and-error replacement of the lifting straps may
be required to lift the boat "level" with the surface.
Always use a spreader bar or other lifting equipment that
will prevent excessive force from being applied at the gun-
wale area.
CAUTION When attempting to raise the hull, never allow
one end of the boat to rise first, while letting
the opposite rest momentarily on the underwater
gear. Serious damage to these components could
result.
CAUTION Do not place lifting straps below underwater gear,
but only against the hull surface.
Carver Boat Corporation will provide a shipping-storage cradle
as standard equipment unless the option to "Delete Cradle" is elected.
Similar cradles are available as optional equipment for 26' Carver
models. In many instances, it is necessary for Carver to ship the
cradle disassembled. See Fig. L-101 at the end of this section if your
boat is equipped with a shipping cradle.
Should you wish to trailer your Carver boat, be sure the trailer
is so designed to adequately support and carry the boat. Trailer manu-
facturers such as E-Z Loader, Moody Manufacturing, Rite-On Trailers,
and others have units which are specially designed to properly support,
and carry models such as yours. See your Carver dealer for his recom-
mendation.
Article L-7 Fiberglass Repairs
Fiberglass is one of the durable, strong, and forgiving construc-
tion materials afloat. Due to it's resilient characteristics, damage
from striking an object or dock is minimal. Occasionally, blisters,
crazing, scratches, or damage to the fiberglass can occur. Crazing
is the appearance of hair-line cracks in the gel coat. The occurence
of blisters, especially below the water-line on the hull is an unfor-
tunate but common difficulty encountered on fiberglass structures.
The appearance of fiberglass crazing or blisters is not sign of deter-
oration. These problems, when present, most always occur in the
gel coat finish or the outer "skin coat” fiberglass laminations.
Though blisters are basically “cosmetic”, they should be repaired
soon after discovery when below the water-line. Allowing blisters
to go unresolved for an extended period can lead to more severe blister-
ing or other fiberglass lamination difficulties. |
Blisters can range in size from that of a pin-head to that of
a silver dollar and are usually dome-like. Usually blisters will
be most apparent immediately after lifting the boat from the water.
The blisters may decrease in visual size or "flatten-out" as the hull
dries out. It is therefore important to mark blister location upon
discovery. When broken open, fiberglass blisters will usually be
shallow in depth and will often have water or a clear, foul smelling
liquid inside.
Cosmetic surface damage can be repaired as follows:
a. Sand the surrounding area with medium or fine grit sandpaper.
Clean all marine growth, dirt, anti-fouling paint, etc. from the imme-
diate area. Do Not excessively scratch or gouge the surrounding area.
b. Use a hard, pointed tool to open the blister or gel crack. Take
care not to damage the surrounding gel coat.
C. Sand the blister, crack or gouge so the edges are smooth and will
allow the proper "feathering" of the area.
d. Clean the area thoroughly. Make sure the area is dry before pro-
ceeding. |
Note: Be sure the structure and the ambient temperature are above
60 degrees F (15 degrees C) and the relative humidity is
below 70% immediately before, during, and after the repair.
e. If the nick or gouge is deep and through the gel coat, fill the
area with fiberglass patching paste. Follow the directions on the
can when mixing the paste with the catalyst.
f. After the gouge is filled and has dried, sand the patched area.
Begin by using medium-fine grade sandpaper. ~ Progressivély use finer
grade sandpaper until the surface is very smooth. Add additional
filler and sand again if necessary.
g. Apply two or three light coats of matching fiberglass gel coat
to the repaired area. Sufficient gel coat should be used to completely
cover the area.
The gel coat used on Carver boats is available from the Carver
Boat Corporation or from your Carver dealer. Due to color variations
and fading, matching the boat's gel coat may be difficult. Occasion-
ally, tinting gel may be necessary.
Remember, the gel coat must be catalyzed using 2% MEK Peroxide.
h. After ample drying time, sand the area using very fine wet/dry
sandpaper. If the area's appearance is still not satisfactory, repeat
steps b. through d. as necessary.
i. If above the waterline, polish the area using a fiberglass rubbing
compound and then wax. If the repaired area is below the waterline,
the area should be primed and painted in accordance with the anti-
fouling paint manufacturer's instructions. See Section L-5 for addi-
tional information.
Fiberglass gel coat, like paint, will change colors with time
and exposure to light (ultraviolet). For this reason, "matching"
gel coat obtained from Carver may not match the gel color of a boat
that has been exposed. It is however, the closest match commercially
available. A fiberglass technician can tint the gel to be used in
the repair to provide a closer color match.
More severe fiberglass damage requires the expertise of a fiber-
glass repair technician. Repairs of structural damage should only
be attempted by someone experienced in fiberglass repairs. See your
Carver dealer.
IMPORTANT: Improper repair techniques can lead to further severe
fiberglass component damage. |
2827 & 2897
Cradle Ass'y
DWG. 1 4
CARVER
“WOODWORK CARE & MAINTENANCE
Article M—1 Teak Care & Maintenance
Solid teakwood is used extensively on Carver boats, especially
on their exterior. This wood gives Carver boats a rich warm appearance
with minimal maintenance. Teakwood will never rot or structurally
deteriorate. Exposure to the sun and elements will only cause the
wood to turn grayish white. It can be restored to it's original appear-
ance with minimal care using teak care products commercially avail-
able.
Your teak can be maintained dark and rich in appearance with
the following care:
a. Exposure will cause the grain of the wood to rise. This will
cause it to feel and appear rough. Should this occur, lightly sand
the teak using a hand sanding block and medium grit sandpaper. Sand
it only enough to smooth the teak.
b. Liberally apply a teakwood dressing of your choice. This will
replenish the teak oil lost. Repeat the application in a few days.
с. Reapplication of the teakwood dressing as periodically required
will keep the wood dark and rich appearing.
Once the teak becomes excessively gray (weathered) more complex
cleaning or bleaching is necessary to restore it. Many teak restora-
tion products are available from your Carver dealer. Do Not varnish
or paint the teak. The oil emitted by the teakwood will cause the
varnish or paint to peel.
For a natural teakwood appearance, we recommend Wattco Teakwood
0il or Prelude Marine 0il Finish. When proper application procedures
are followed, these dressings can provide a long lasting protective
coating. There are many other fine teakwood finishing materials avail-
able. Check with your Carver dealer for his recommendations on mater-
ials commonly used in your area.
Article M=2 Decragard Care & Maintenance
Many bulkheads or panels on Carver boats are of a special plywood
laminate called "Decragard". This material has a teak colored veneer
laminated onto the inner ply structure.
Decragard should be kept clean. Periodic use of a paneling
cleaner/wax and an occasional application of wood paste wax will help
retard fading. Sanding or varnishing these panels is not recommended.
Should you nick or gouge a panel, stick filler material available
at most hardware stores can be used to fill and color the damaged
area.
Article M-3 High-Pressure Laminate Care
Many interior countertops and the bulkheads, locker door and
drawer fronts on some models are of a high pressure laminate, "formica"
like material. This can be easily cleaned using normal soap and water-
or other cleaning solutions designed for such materials. A fine coat-
ing of a good quality paste wax will help maintain the shine and beauty
of the laminate. Some laminate materials have a deep texture and
thus, are much more difficult to wax than those with a smoother finish.
Article M—4 Plexiglass Care
Various interior and exterior components utilize a part which
is made of plexiglass. Examples, deck hatches, port hole inserts,
bottle-glass liquor cabinets, electrical center door, etc. Do not
attempt to clean these surfaces with typical window cleaning agents
such as "Windex", etc. The chemicals in products such as this will
etch the plexiglass surface. To clean, use amonia or a solution of
amonia-water-vinegar.
Articie M-5 Dash Panels
The helm and dash assemblies, as well as the boats electrical
center, contain panels made of brushed metal. Do not attempt to clean
these surfaces with abrasive material or caustic chemical cleaners.
These will cause irrepairable damage to the finish. These can be
cleaned and preserved with mild cleaning agents such as. "Armourall"
cleaner and polisher.
GENERAL MAINTENANCE
Article N-1 Winter Lay-Up
a. Prior to lifting
Pump out the head (dockside discharge). Flush the head holding
tank with clean soap and water and a deoderizer like Lysol Liquid.
If equipped with an auxiliary holding tank (self-contained head with
holding tank), transfer this solution to the holding tank using the
transfer pump. Add more water if necessary. Have the cleaning solu-
tíon pumped out.
Have the fuel tank(s) either completely full or completely empty.
See your "Engine Owner's Manual” for their recommendations. Also,
check with the dry dock operators for their recommendations. If you
are winter storing with a full fuel tank, gasoline winterizer such
as Sta-Bil will reduce varnishing, condensation, etc.
Drain the water from your fresh water system including the hot
water heater,
Winterize the engine and drive systems as recommended in the
"Engine Owner's Manual" and V-drive Manual. Portions of this winteri-
zation procedure may require the boat having been lifted.
Disconnect the prop shaft couplings (inboard and V-drives).
Lift the boat only at the designated "sling" labels. See Article
L-6 for additional details.
b. After lifting
Remove the garboard drain plug.
Thoroughly wash the fiberglass exterior, especially the hull
anti-fouling bottom. Remove as much marine growth as possible.
Locate the boat properly being sure it is adequately supported
on a Carver cradle as shown in the appropriate drawing in Section
L. The cradle should be raised slightly under the forward supports
to improve drainage to the garboard drain. Be sure the cradle mates
with the hull properly and does not protrude into the fiberglass.
Be sure all the water is completely drained from the entire fresh
water system. Disconnect all hoses, check valves, etc. and blow all
the water from the system. Use very low air pressure when doing this,
otherwise system damage could result. The use of non-toxic, fresh
water system anti-freeze is commercially available and recommended
as an alternative to disassembling the system as above.
Winterize the head as recommmended by the head manufacturer.
If the boat is equipped with a holding tank other than that in the
base of a head, mix some anti-freeze solution and pour it into the
head. Transfer some of the anti-freeze to the holding tank using
the transfer pump or by flushing the head.
Drain or winterize the air conditioning and generator systems.
If so equipped. Follow the appropriate manufacturer's directions.
Be sure all water intake filters are drained thoroughly.
Be sure the bilge pumps and bilge pump lines are completely free
Dry the hull bilge, and self bailing cockpit drain throughs.
Water freezing in these areas could cause damage.
Remove the battery and store it in a cool ptace. Clean the bat-
tery using clear, clean water. Be sure the battery has sufficient
water and clean terminals. Keep the battery charged throughout the
storage period. Do not store the battery on a concrete floor, etc.
Spray the 110 Volt receptacles with a contact cleaner.
Remove the propeller(s) and grease the prop shaft using light
waterproof grease.
Remove the propane tank and store it in a cool, dry place away
from heat or spark.
Clean the boat interior thoroughly, vacuum carpets and dry clean
drapes and upholstery jackets.
Scrub the hull bottom and wash exterior fiberglass components
and wax lightly.
Clean exterior upholstery with a good vinyl cleaner and dry thor-
oughly.
Remove all oxidation from exterior hardware and apply a light
film of moisture - displacing lubricant.
C. Just prior to storage
Remove as many cushions and hatches and open as many locker doors
as possible. Open the ice box or refrigerator door. Leave as many
of the above areas open to improve ventilation.
Spray the weather covers, and the boat upholstery with Lysol
Spray Disinfectant. Enclosed areas such as the refrigerator, shower
basin, storage locker areas, etc. should also be sprayed with Lysol.
Place small dishes of rodent poison such as D-Con in a number
of areas around the boat. Be sure dishes are placed near the head
and the engines, as rodents seem to think the water intake and dis-
charge hoses are quite tasty.
If the boat will be in outside storage, properly support a storage
cover and secure it over the boat. Do Not secure the cover tightly
to the boat. This does not allow adequate ventilation and can lead
to dry rot. Do Not store the boat in a damp storage enclosure. Exces-
sive dampness can cause electrical problems, corrosion, and dry rot.
Whenever possible, do not use the bimini top or convertible top
canvas in place of a winter storage cover. The life of these canvases
may be significantly shortened if exposed to harsh weather elements
for long periods.
DANGER Placing an electric or fuel burning heating unit in
the boat's bilge during cold weather can be potentially
hazardous and is not recommended.
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48 Hours 25 Hour Bi-Seasonally or Seasonally or
Service After Check each Every 6 months or Every 12 Months or
Launch* Season* Every 100 Hours* Every 200 Hours*
*Or as required.
D. Steering Systems
Linkage and Connection Inspection
Rudder Indicator Adjustment
Stern Drive Torque Tab Adjustment
Power Steering Service ------- As Recommended by Manufacturer -------
Steering Adjustments X
Steering System Lubrication
Rudder Packing Nut Inspection X X X
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E. Electrical Systems
Check Dual Battery Negative -
Bonding Cable X
Inspect Battery Connections
Check Battery Water
Battery Cable Inspection
12 V. Electrical Equipment Operation
Blower Operation
12 V. Wiring and Connection Inspection
110 V. Electrical Equipment Operation
Shore Power Cord and Adaptor Inspection X
Polarity Buzzer Operation
Receptacle and Connection Inspection X
110 V. Wiring Inspection
110 V. System Continuity Test
Generator Maintenance ------- As Recommended by Manufacturer -------
Inspect Generator Water Intake and Exhaust X
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Stove Fuel System X
Stove Maintenance ------- As Recommended by Manufacturer-----
Stereo Head Cleaning and Demagnetizing
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Cabin and Hatch Screen Cleaning
J. Exterior Equipment
Spotlight Cable Lubrication
Clean Light
Check compass for magnetic deviation
Check trim tab fluid level X
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Check trim tab system for leakage
K. Seating and Weather Covers
Clean Upholstery
Spray Upholstery with Lysol
Check Convertible seat hinges
Apply Vinyl Daub seam sealant X
Wash Weather Covers
Spray Weather Covers with Lysol-
L. Fiberglass Components and Hull
Check all fastenings securing rails,
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Clean Fiberglass thoroughly
Wax hull sides and all non-tread areas
Inspect fiberglass areas for damage
Perform minor touch-up repairs
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OPERATION OF YOUR CARVER BOAT
Article O-1 General
Before you turn the key of your Carver boat, have you become
familiar with various component systems and their operation? Do you
have the necessary safety equipment on-board? Do you know and under-
stand the "Rules of the Road"? Has an experienced pilot briefed you
on the general operation of your new boat? Have you performed a "Pre-
Cruise Systems Check"?
If you can answer "No" to any question above, you should read
this section very carefully.
Article 0-2 Component Systems
Before you can really enjoy your boat, a thorough understanding
of its systems and their operation is essential. This manual and
the associated manufacturers information is provided to enhance your
knowledge of your purchase. Read them carefully.
After you become generally familiar with the boat and its systems
re-read this manual. Maintenance and service tips are included to
help you keep your boat in like-new condition.
Article 0-3 Safety Equipment
Besides the equipment installed on your boat by Carver Boat Corpor-
ation, certain other equipment is required to insure your passengers’
safety. A brochure listing the Federal equipment requirements is
included at the end of this section. Please remember that these laws
are for your protection and are minimum requirements. Check your
local and state regulations also. Items ‘like a sea anchor, working
anchor, extra dock lines, flare pistol, a line permanently secured
to your rim buoy, etc. could at some time save your passengers lives,
or save your boat from damage.
The Coast Guard Auxiliary offers a "Courtesy Examination". This
inspection will insure your boat is equipped with all of the necessary
safety equipment.
Article O-4 Rules of the Road
As in driving an automobile, there are a few rules you must know
for safe boating operation. The Coast Guard, Coast Guard Auxiliary,
Department of Natural Resources or your local boat club sponsors
courses in boat handling including rules of the road. We strongly
recommend such courses. Books on this subject are also available
from your local library.
Article 0-5 Pre-Cruise System Check
Before leaving the dock, the following items should be checked:
a. Before starting your engines
1.
2.
Check the weather forecast. Determine if the cruise planned
can be made safely.
Check the bilge water level. Check the engine and drive
fluid levels. Look for other signs of potential problems.
Smell for fuel fumes.
Set the battery switches as desired. See Article E-2.
Turn on the blower. Check the blower output.
Be sure all necessary safety equipment is on-board and opera-
tive. This should include items like the running lights,
spotlight, life saving devices, etc.
Be sure the 110 Volt power cord is disconnected.
Be sure the Dockside Water Supply Line is disconnected.
Check the amount of fuel on board.
Be sure you have sufficient water and other provisions on
board for the cruise planned.
Leave a written message listing details of your planned
cruise with a close friend ashore.
b. After starting the engine
11. Visibly check the engine to be sure there are no apparent
water or oil leaks.
12. Check your gauges. Make sure your oil pressure, water temper-
ature, voltmeter, etc. are reading normally.
13. Have a safe cruise and enjoy yourself.
~ Thank you again for purchasing a Carver boat.
Article 0-6 Grounding & Towing
If your boat should become disabled, or if you choose to assist
another craft that is disabled, great care must be taken. The stress
applied to a boat during towing may become excessive. Excessive stress
can damage the structure of your boat and create a safety hazard for
those aboard. |
Freeing a grounded vessel or towing a boat that is disabled requires
specialized equipment and knowledge. Line failure and structural
damage caused by improper towing have resulted in fatal injuries. Because
of this, Carver strongly suggests that these activities be left to
those who have the equipment and knowledge such as the U.S. Coast
Guard, to safely accomplish the towing task.
CAUTION carver Boats are not designed nor are they intended
to be used as a towing vessel.
DANGER The mooring cleats on Carver boats are not designed
or intended to be used for towing purposes. These
cleats are specifically designed as mooring cleats
for securing the boat to a dock, pier, etc. DO NOT
use these fittings for towing or attempting to free
a grounded vessel.
DANGER When towing operations are underway, have everyone
| aboard both” vessels stay clear of the tow line and
surrounding area. A tow line that should break while
under stress can be very dangerous.
CAUTION Running aground can cause serious damage to a boat
and its underwater gear. If your boat should become:
round ; . . . |
nopart the bot ratos í b e mato de es and
the bilge area for signs of leakage. An experienced
service facility should check your underwater gear
at the first opportunity. Do Not continue to use your
boat if the condition of the underwater equipment is
questionable.
“
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