Carver 3396 1984 Owner's Guide

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A WORD TO CARVER OWNERS
This manual has been prepared to acquaint you with the opera-
tion 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 equip-
ment are constantly being changed. The most accurate and current
information available at the time of publication has been included
in this manual. Some variations in equipment, description, details,
etc. can result. This manual is supplemented by other publications
pertaining to engines, accessories, and warranty registration.
Utilize the information which is pertinent to the particular in-
stallation in your boat.
When it comes to service, remember that your Carver dealer
knows your boat best and is interested in your complete satisfac-
tion. Return to him for service and other assistance you may re-
quire. Should further information be required, feel free to contact
the office listed below. Be sure to include boat model, serial
number, and specifics pertaining to the information desired.
The manual has been specifically developed and assembled for:
Carver Model
Serial Number
Some of the information included within may not be available
in a replacement manual. Care should be taken not to lose or dam-
age this manual or it's contents.
We thank you for purchasing our product and are dedicated to
making your ownership of a Carver boat a pleasant experience.
CARVER SERVICE DEPARTMENT
..L.z=-—. —CARVER —
Carver Boat Corporation e Pulaski, Wisconsin 54162 e Phone (414) 822-3214 * Telex 26-3438
10-20-81
CARVER
OWNER'S MANUAL INDEX
Section A: Warranty &amp; 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
Section B: Engine &amp; Drive Systems
Article B-1 General
Article B-2 Stern Drive System
Article B-3 Inboard and V-drive System
Article B-4 Inboard and V-drive Underwater Equipment
Article B-5 Cooling System
Article B-6 Propellers
Article B-7 Engine Instrumentation
Section 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
12/02/82
Carver Boat Corporation e Pulaski, Wisconsin 54162 e Phone (414) 822-3214 * Telex 26-3438
Section D: Steering Systems
Article
Article
Article
Article
Article
D-1
0-2
0-3
0-4
0-5
General
Rudder Position Indicator
Propeller Torque |
Power Steering
Steering System Maintenance
Section E: Electrical Systems
Article
Article
Article
Article
Article
Article
Article
Article
Article
Article
Article
E-1
E-2
E-3
E-4
E-5
E-6
E-7
E-8
E-9
E-10
E-11
General
12 Volt Battery System
Battery System Care and Maintenance
Voltmeter Use and Operation
12 Volt Equipment Operation
110 Volt System General Information
110 Volt Dockside System Description
110 Volt Dockside System Operation and Usage
110 Volt System Care and Maintenance
110 Volt Generator
Electrolysis and Galvanic Corrosion
Section F: Fuel Systems
Article
Article
Article
Article
Article
Article
F-1
F-2
F-3
F-4
F-5
F-6
Gasoline Fuel Systems
Fuel Selector Valve Positioning
Fueling Instructions
Propane Systems
Diesel Fuel Systems
Diesel Fuel Transfer
Section G: Fresh Water Systems
Article
Article
Article
Article
Article
10/12/81
6-1
6-2
6-3
5-4
6-5
General
Water System Operation
Water System Maintenance
Shore Water Connection
Cockpit Pressure Sea Water Washdown
Section H: Ventilation &amp; Drainage
Article
Article
Article
Article
H-1
H-2
H-3
H-4
Section |:
Article
Article
Article
Article
Article
Article
Article
Article
I-1
1-2
1-3
1-4
1-5
1-6
1-7
1-8
Engine Compartment Ventilation
Head Compartment Ventilation
Cabin Ventilation
Hull Drainage Systems
Interior Equipment
Heads
Ice Boxes
Refrigerators
Stoves
Cassette Stereo with AM/FM Radio
Air Conditioning
Galley Blender
Icemaker
Section J: Exterior &amp; Safety Equipment
Article
Article
Article
Article
Article
Article
Article
Article
Article
Article
J-1
J-2
J-3
J-4
J-5
J-6
J-7
J-8
J-9
J-10
Spotlight
Compass
Engine Hour Meter
Depth Sounder
Electric/Hydraulic Trim Planes
Boarding Ladders
Safety Rails and Deck Hardware
Swim Platforms
Bow Pulpit
Halon Fire Extinguisher System
Section K: Seating &amp; Weather Covers
Article
Article
Article
Article
K- 1
K-2
K-3
K-4
V-berth Filler Cushions
Dinette Berths
Lower Station Helm Seats
Convertible Bridge/Stern Bunk Seats
Sec. K Continued
Article K-5 Aft Cabin Sliding Berth
Article K-6 Upholstery Maintenance
Article K-7 Draperies and Window Covers
Article K-8 Carver Weather Covers
Article K-9 Winter Storage Covers
Section L: Fiberglass Hull &amp; Components
Article L-1 Hull Design Information
Article L-2 Fiberglass Component Construction
Article L-3 Additional Equipment Installation
Article L-4 Fiberglass Care
Article L-5 Anti-fouling Hull Surface
Article L-6 Fiberglass Hull Support
Article L-7 Fiberglass Repairs
Section M: Woodwork Care &amp; Maintenance
Article M-1 Teak Care and Maintenance
Article M-2 Decragard Care and Maintenance
Article M-3 Mahogany Care and Maintenance
Article M-4 High Pressure Laminate Care
Article M-5 Plexiglass Component Care
Article M-6 Brushed or Molded Plastic Care
Section N: General Maintenance
Article N-1 General Maintenance Schedule
Article N-2 Winter Lay-up
10/20/83
Section O: Operation Of Your Carver Boat
Article 0-1 General
Article 0-2 Component Systems
Article 0-3 Safety Equipment
Article 0-4 Rules of the Road
Article 0-5 Pre-Cruise System Check
10/20/83
WARRANTY &amp; 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, generators,
refrigerators, air conditioners, heads, stoves, microwaves and stereo
units are warranted and serviced by their corresponding manufacturers.
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 most thorough review of
your boat and its numerous systems during the commissioning of the craft.
This dealer preparation or &quot;dealer pre-delivery service&quot; 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 sec-
tion. This form is a general listing of the many items encompassed by
the pre-delivery service described above. The Carver Pre-Delivery Service
Record is a four copy form with places for the dealer to check off the
items as they are reviewed and indicate specific performance related
information. There are also specific 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.
CARVER
12/02/82
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 registration
card be on file. Registration of the boat and engines with the corre-
sponding 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 registration
cards are provided in the appropriate sections throughout this manual.
A Serial Number Record Sheet is provided later in this section for your
convenience.
‘Article A-4 Ownership 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 &quot;Pre-Owned Carver boat,&quot; provide Carver
with your name, address, and the hull serial number of the boat purchased.
The hull serial number is embossed into the transom at the time of manu-
facture. 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
12/02/82
or postcard and mail it to Carver. Registration of a Pre-Owned Carver
boat does not extend or in any way affect or 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.
12/02/82
ENGINES AND 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. Because of the technical nature
of the engine and drive systems all manufacturers 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 communicating 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 registration
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 manu-
facturers. (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 per-
tinent to the system installed in your boat.
Each manufacturer of the various marine power components provide 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&eacute;s) carefully and become completely familiar with your engine and drive
system and its proper operation, and care.
3/06/76
CARVER
DANGER
DANGER
DANGER
CAUTION
‘CAUTION
CAUTION
8/06/79
Avoid inhaling engine exhaust gases because they contain
carbon monoxide, which by itself is colorless and odorless.
Carbon monoxide is a dangerous gas that can cause uncon-
sciousness and is potentially lethal. Do Not idle engines
for other than warm up while the boat is moored. Doing so
may allow exhaust gases to accumulate in the cockpit and
cabin areas.
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.
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 otherwise be shut down from the
occupied command station
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.
Running aground or striking a water borne object is to
be avoided because 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.
Use only clean, dry fuel of the type and grade recommended
by the engine manufacturer. The use of incorrect or con-
taminated fuel can cause engine malfunction and serious
damage.
Article B-2 Stern Drive System
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-3 Inboard and V-drive System
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 equipment are under water.
a. Inboard drives
Boats equipped with this system have the engine mounted approximately
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 two methods. In some models,
12/02/82
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 connected to the v-drive output coupling. See figure
B-103.
Article B-4 Inboard &amp; 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. Move-
ment 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. Similarly, if the prop shaft rotates
counter clockwise, the packing nut has right 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.
12/02/82
If leakage cannot be corrected without experiencing excessive 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
nut(s) becoming loose, premature packing failure, shaft log assembly
damage, and many other related problems 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 is, 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
incurred 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-delivery service. Shaft alignment
should be again checked forty eight (48) hours after initial commission-
ing. Periodic checks of shaft alignments, and engine v-drive mounting
bolts, should therefore be made, especially if noise or vibration occurs.
12/02/82
IMPORTANT: Excessive vibration, abnormal shaft log wear, or broken
propeller shaft coupling bolts are an indication of
misalignment. 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 Alginment:
Always be sure the prop shaft is centered in the strut bearing
and shaft log before alignment adjustments are made. To check
alignment;
1.
2.
4a.
4b.
12/02/82
Remove bolts coupling the prop shaft flanges.
Separate the prop shaft flanges approximately 1/32&quot;. Do
Not 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 some-
what snugly.
Next, insert the gauge at top, bottom and both sides between
flanges. If it is exceptionally loose in any area, try
inserting a larger feeler gauge until you determine the
amount of variance, then proceed as follows.
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.
A straight shaft in proper alignment will not allow the
insertion 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.
4c.
If larger feeler is inserted between the flanges, and the
gap remains at the same position regardless of flange ro-
tational 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 trans-
mission and v-drive. To check alignment;
1.
12/02/82
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 driveshaft 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 fig. B-4a). As you rotate &copy;
the gauge 360&deg; around the housing, watch for a gap
between the gauge tip and the input shaft. A gap in
any position indicates improper alignment.
23 ANGLE HOUSING
6 SELF-ALIGNING BEARING
+,
S 24 O-RINGS
SN Y
2 | 24A SEAL
X
&quot;3A ALIGNMENT GAGE
ROTATE COMPLE TELY
AROUND
fig B-4a
&gt; К 4 47
7 &lt; Г
&gt; 24 COVER
MACHINED DIAMETER
DEPTH THAT SPLINE SHAFT
ENTERS V-DRIVE
If the input shaft is not centered in the v-drive housing,
the engine must be realigned. Mis-alignment can cause
abnormal 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&quot;, then the
engine is in proper alignment to the remote v-drive., If
any measurement exceeds the rest by 1/8&quot;, the engine must
be realigned. Mis-alignment can cause vibration and ex-
cessive wear or damage. For additional information on
remote v-drive alignment, see the v-drive manufacturer's
booklet. Ss REMOVE SCREW 10 GE 1
a
j AN ACCURATE MEASUREMENT
fig B-4b
LONG INSTALLATION
RV-208 RV-30
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 resuit.
IMPORTANT: When lifting the boat, always position the lifting straps
at the corresponding &quot;sling&quot; labels. Lifting the boat
with lifting 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.
12/02/82
IMPORTANT:
Note:
5/10/83
Should it be necessary to change propellers, always use an
appropriate propeller removal tool or &quot;Prop Puller&quot;. Do
Not attempt removal using a hammer. Damage to the propeller
shaft can result.
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-5 Cooling System
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 appropriate
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 &quot;Fresh Water Cooling&quot; provides adequate engine cooling
without exposure of the internal engine cooling system to the detrimental
effects of the surface water. This option is recommended when the boat
will be operated in salt, highly polluted or silt laden water. Ask your
12/02/82
Carver dealer for his recommendations on the necessity of fresh water
cooling in your boating area. The Engine Owners Manual provides addi-
tional information regarding service and maintenance of this equipment.
Article B-6 Propellers
Knowledge of the propeller is most easily gained through better
understanding of the terminology used to refer to the aspects of propeller
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 rotating
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 &quot;Pitch&quot;. Increasing or decreasing
pitch will also have a driect bearing on engine RPM's because of the
greater bite taken by the blade with each rotation. See figure B-105.
C. Prop slip
When traveling through water a propeller is unable to get a complete
bite because of the fluidity of water. This &quot;Prop Slip&quot; as it is called,
is usually expressed as a percent of the computed theoretical speed.
Twenty-five to thirty-five percent prop slip is common for a cruiser type
boat operating at cruising speed.
From the above definition it can therefore be deduced that a
propeller of a certain diameter with a 10 inch pitch, rotating at
12/02/82
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 performance 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 normal1y
experienced before changing propellers. |
For further explanation of conditions effecting propeller RPM, see
your Carver dealer.
6/02/78
Article B-7 Engine Instrumentation
Each pilot station is equipped with a complete set of engine in-
struments. 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 instruments 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 a
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 oil 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.
10/24/77
d. Voltmeter
The voltmeter monitors battery condition and thus alternator perfor-
mance. 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 &quot;Power Trim
Gauge&quot; installed. This provides a visual indication of the outdrive'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 indicated by acti-
vation 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. Engine 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.
10/24/77
1. Engine synchronizer
Most dual engine Carver models have an optional engine sychronizer
available. This instrument compares the electrical signals generated by
the engines and gives a visual meter indication of engine speed difference.
The meter movement responds to changes in throttle position. When the
needle is centered, the engines are in proper synchronization.
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 electricity build-up
on the glass face. Periodic washing of the gauge face with warm water and
mild liquid detergent will remove the static electricity and improve gauge
accuracy.
See figures B-106 for instrumentation specifications.
9/15/80
exhaust riser 4/16/73 blt
—
exhaust manifold
intermediate
Housing
Upper Gearcase
| Stern Drive installation
Lower Gearcase
figure B-IOI
Prop
Inboard Installation
figure B-102
inclusion of reduction
gears possible
Transmissio
Shift
Transmission Link,
Out put
Coupling
Rudder \\\
Port Da
—
Shaft Prop Shaft Coupling
Log
Rudder
Prop
set
exhaust &gt;
exhaust manifold Transmission
г
Shift Link
V drive Unit
Inclusion of reduction
gears possible
Rudder f oil pan [
Port
/ me Vdrive Output
Coupling
Shaft [Prop Shatt
Log Coupling
Rudder
Prop V drive Installation
figure B-103 |
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PROPELLER PITCH fig B-105
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C purple
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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 con-
nects 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. Each 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 advantageous
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 Synchronizer) as described in Article B-7 1.
Attempting to synchronize the engines solely by using tachometer readings or
control lever placement generally will not work. When the engines are in proper
synchronization, 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.
10/12/81 CARVER
Article C-3 Neutral Safety Switch
Every control system has a neutral safety switch incorporated into it.
This devise prohibits the engine from being 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 &quot;station to
station&quot; 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 noticeable at the
upper station.
CAUTION when operating the boat, the controls at the unoccupied
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 connections
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, embrittle-
ment and insulation cracks. Repair all deficiencies found.
Generally, periodic lubrication of all moving parts and connections
with a light, waterproof grease is in order. Cables can be lubricated by
positioning them to their fullest extension and applying light 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.
9/01/76
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, adjustment and maintenance instruction is included
in the information provided by the control manufacturers at the end of this
section.
9/01/76
STEERING SYSTEMS
Article D-1 General
Carver boats utilize either a mechanical or hydraulic steering system.
a. Single station steering - Mechanical
Most single station Carver boats use a rack and pinion type mechanical
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
&quot;rotary&quot; rack is used. Though the appearance is different, 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 steering unit if so equipped. The steering cable on
an inboard or v-drive model 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 cvlinder,
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 regard-
less 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
10/12/81 CARVER
in that the steering effort is not reduced to a level where it can be wheeled
&quot;lock to lock&quot; without a concentrated turning effort.
It is important the torque tab be properly adjusted on stern 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 in-
cluded at the end of this section.
Article D-2 Rudder Position Indicator
Some Morse and OMC 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 position 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 position indicator, see the in-
formation at the end of this section provided by the manufacturer.
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 steering to
10/12/81
be harder in one direction than the other, and is called propeller torque.
Stern drive units have an adjustable tab provided on the drive unit.
This tab should be adjusted to achieve neutral steering at your normal
operating speed. This is a condition where equal force is required to
turn to both port and starboard. See the Engine Owners Manual for addi-
tional information.
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 connections can cause equivalent effects.
Article D-4 Power Steering
Some boats equipped with MerCruiser stern drives are or can be equipped
with MerCruiser power steering. This is a &quot;power assist&quot; system and can
greatly reduce steering efforts required. It is not, however, a full power
steering system as is used in automobiles, and some steering tension remains
in the system.
IMPORTANT: Do Not force the steering unit to either extreme. This can
place undue strain on the unit and can lead to hydraulic line
or seal failure.
Upon commissioning the boat, it is necessary to purge the system of
air. This is performed by your Carver dealer during pre-delivery service.
Should steering difficulty increase with time, it is possible that additional
bleeding of the system is required. See your Carver dealer. This and other
adjustments on a power steering unit are critical and should be performed
only by a qualified service techician.
It is important that the power steering fluid be maintained to the
proper level. See the information provided by the power steering manufac-
turer at the end of this section.
8/06/79
Article D-5 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 or outdrive 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.
A11 cables, helm assemblies, and steering connections should be
periodically lubricated with a light, waterproof grease or as indicated
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 otherwise result.
If the leakage cannot be stopped without exerting excessive drag on the
rudder shaft, repacking of the packing nut may be necessary. When re-
packing, 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 to 30 psi
pressure. Review the information provided by hydraulic steering manufac-
turer for proper specifications and details on system service and main-
tenance.
8/06/79
8/1/83 JJ
RUDDER
SHAFT KEY &lt;&lt;
COTTER PIN
TILLER ARM
RETAINER COLLAR
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ELECTRICAL SYSTEMS
Article E-1 General
All 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 installa-
tions.
3/06/76
CARVER
Article E-2 Dual Battery System
a. Installation
Two batteries are standard equipment on all 28', 32', 33' and 36&deg;
models, and optional on 26' model Carver boats. A battery selector
switch is provided.
Selector Switch Location
Model Switch Location
2667 | In stbd locker
2687 Through cabin bulkhead under cabin steps
2807 | Through bulkhead into aft cabin-stbd of step
2897 In stbd hanging locker or stbd lounge base
3207 In electrical center
3227 Salon aft starboard corner
3396 In.electrical center
3607 Under bottom cabin step
3697 Under cabin entry steps
The battery selector switch is wired at the Carver factory and connec-
tions to the batteries are generally all that is required. See figure E-102
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.
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.
Black leads from the 12 volt distribution panel labeled A must
be connected to a negative battery terminal.
If the boat is equipped with the optional battery charging system
(28' - 36' models only), connect the red leads labelled Cl, C2 &amp;
C3 to the positive terminals of batteries 1, 2 and the generator
battery, if so equipped, respectively. Also connect the black
“+. ground wire C1 to the negative terminal of any battery.
10/1/83
&pound;2-2852
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, and the overhead dinette
lights of the 3607. Always turn the battery selector switch to the OFF
position when the boat will be left unattended for an extended period.
CAUTION po 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 elec-
tric bilge pump(s). 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.
10/1/83 E2-2852a
Monitor the voltmeter. Position the battery selector switch to the
battery(s) 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.
10/1/83 E2-2852b
Article E-3 Battery System Care &amp; 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 charge 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 connections.
Also, inspect for nicks, chaffing, embrittlement, improper support, etc.
Have any defects corrected immediately by an experienced marine electrician.
Article E-4 Voltmeter Use &amp; 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 detri-
mental 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, depressing 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 charge supplied to it.
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.
9/15/80
CAUTION
10/12/81
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 capabiiities, and under certain
situations can cause the charging circuit wiring to melt.
This could be dangerous. |
Article E-5 12V Equipment Operation (Model 3396)
a. Helm equipment
IMPORTANT: Be sure the battery selector switch, if so equipped, is
appropriately positioned as described in Article E-2.
Panel lights
Wipers { Movement of the appropriate toggle towards the engraving
Blower will activate the item. |
Horn
DANGER Be sure to run the blower at least five minutes before
starting the engine and while running at idle.
CAUTION Check blower output as described in Article H-1c prior
to each cruise.
Navigation lights - Depressing the NAVIGATION/ANCHOR switch towards the
NAVIGATION position activates the side lights, stern light, and the forward
position of the combination anchor bow light. The center position is off.
Anchor light - Depressing the NAVIGATION/ANCHOR switch towards the ANCHOR
position will activate both the forward and aft portions of the combination
anchor bow light. The center position is off.
Forward bilge pump - The forward bilge pump can be activated by depressing
the appropriately labelled switch towards the CONTINUOUS position. The pump
is inoperative when the switch is in the AUTOMATIC position unless the bilge
water rises high enough to allow the automatic float switch to activate the
pump.
Aft bilge pump - The operation is the same as outlined above.
IMPORTANT: Prior to leaving your boat unattended for an extended period,
double check to be sure the bilge pump switch is in the center
position. Also, check bilge water level.
10/12/81 E5-3300
Fuel gauge - Fuel level can be determined by having the ignition key turned
ON and the fuel switch depressed towards the engraving representing the
desired tank.
Voltmeter - See Article E-4 for instructions on the use of the voltmeter
and the Volts switch.
Electric hydraulic trim tabs - The trim tabs can be controlled by depress-
ing the appropriately labelled button to obtain the desired result. See
Article J-5 for additional information.
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 manufacturers information at the end of section J in the manual
for specific spotlight operation information.
b. Interior equipment
Individual fuses for the refrigerator and stereo, if so equipped, and
the interior lights are provided in the cabin fuse panel. There is also
a MAIN circuit breaker which protects all of the 12 Volt distribution
circuitry.
Boats equipped with the optional washdown pump have a separate fuse/
switch panel (see Fig. E-103) when equipped with this option. See Article
G-4 for additional information. |
C. Head compartment electrical equipment
Fan - The head compartment blower, if so equipped, 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 fuse in the Electrical
Center fuse panel. At any time when there is no water in the water tank,
it is adviseable to remove the fuse for the pressure water pump from the
fuse holder.
10/12/81 E5-3300a
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 Be sure proper fuse protection is provided for all 12
— Volt equipment added.
CAUTION no Not overload the accessory fuse or other circuitry
through the addition of 12 Volt equipment.
The 3396 Mariner model is equipped with a 3/4&quot; ID black plastic tube
leading from the bridge to the bilge area. The tube terminates under the
cabin floor access hatch, near the refrigerator. The tube can simplify
routing of additional leads.
All of the items in a., b., and c. are fused in the cabin fuse panel.
The voltmeter and automatic bilge pump leads, if so equipped, are fused near
the battery selector switch. All instrumentation and ignition circuitry
is fused on the instrument panel.
10/12/81 E5-3300b
Article E-6 110 V. System General Information
Carver boats equipped with dockside wiring utilize a 110 Volt, 60
cycle A.C. System. This meets the requirements of cooling, refrigeration,
and portable household appliances.
A 30 Amp dockside system is standard on 26', 28', 32', 33' and 36'
model Carver boats. The 28', 32', 33' and 36' models have an optional dual
30 Amp dockside system available. This dual 30 Amp dockside system is
recommended when equipment with large power demands such as air conditioning,
is installed.
Article E-7 Dockside System Description
A dockside system utilizes three wire color-coded circuitry. The
black or &quot;hot&quot; wire is the ungrounded current carrying conductor. The
white or &quot;neutral&quot; wire is the grounded current carrying conductor. The
bare copper or green wire called the &quot;equipment ground&quot; 15 а 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(es) houses the system circuit breakers. This
is located near the galley of the 2667 and in the Electrical Center of the
2687, 2807, 2897, 3207, 3227, 3396, 3607 and 3697.
The standard 30 Amp dockside system has a MAIN circuit breaker which
protects the overall distribution network. In addition to protecting 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 &quot;spike&quot;,
turn off all main breakers prior to plugging in or un-plugging the shore
power cord(s). Always be sure the plug is securely connected at the boat's
10/20/83
power inlet and at the shore power receptable. 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.
28', 32', 33' and 36' model Carver boats are equipped with Volt and
Ammeters which monitor dockside power input and usage. These meters are
optional equipment on 26' models.
Article E-8 110 V. Dockside System Operation &amp; Usage
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 Do 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 household
appliances as used in the home.
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 operation
~~ disconnect the system immediately and have it and the
shoreside receptacles checked as soon as possible and
prior to future use.
10/20/83
CAUTION Do 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 amperes.
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 (Portable) -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 above table 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 is so equipped, main-
tain 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 30A. twist
lock type connectors approved by Boating Industry Association, and the Ameri-
can 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.
10/20/83
~ Some marinas are not equipped with the approved twist lock type recep-
tacles. 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.
DANGER Do Not use a two wire adaptor or connect to a two wire
system. Adequate grounding is not provided.
IMPORTANT: 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 of a Y
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 1ight 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 a Maintenance
Periodically inspect all wiring for nicks, chaffing, embrittlement,
improper support, etc. Examine the shoreside power cord closely for in-
sulation cracks and corrosion in the electrical devises. Spraying the
receptacles and electrical connections with an electrical connection cleaner
such as &quot;LPS&quot; or &quot;CRC&quot; or other contact cleaner will reduce corrosion and
improve electrical continuity.
10/23/78
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 electri-
cian. 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&deg; and larger 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 l&iacute;mit 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
shoreline transfer system should be seasonally performed.
DANGER 110 Volt electrical power can be dangerous. Do not
attempt to service a system unless you are thorough! y
familiar with, and experienced in performing such
services.
10/20/83
Article E-10 110 Volt Generator
The 2807, 32', 33' and 36' model Carver boats have a 110 Volt A.C.
generator available as optional equipment. This unit can meet most
electrical requirements when shoreside power is not available.
The generator used has a muffler installed. A closed cooling system
heat exchanger for the generator is also available. Carver recommends
the 57 gallon optional fuel tank be installed on the model 3396, and the
59 gallon optional fuel tank be installed on model 3697, whenever a
generator is factory installed. This will provide better static weight
distribution. The fuel valve mounted on the bulkhead forward of the gen-
erator will control the fuel flow to the generator. See Section F for
additional fuel control information.
Carver installs a seacock water valve on the water intake line of
the generator. Be sure it is positioned appropriately. Also be sure the
water filter/strainer in the intake line is kept clear of 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 Electrical
Center. Always have the MAIN 110 Volt circuit breakers in the OFF position
while starting the generator. After the generator has stabilized, the MAIN
breakers can be turned to the ON position. The instant loading of the gen-
erator can create a pulsation of the generator output and operation. Shortly
after initial loading, this pulsation will dissipate. |
All generators installed by Carver meet the Federal Standards appli-
cable at the date of manufacture. The generators installed by Carver are
&quot;self-limiting&quot;. That means, should a circuit overload or short occur,
the generator output will automatically become limited. An external fuse
or circuit breaker is not necessary.
DANGER The exhaust fumes from 110 Volt generator units contain
carbon monoxide which is potentially lethal. Avoid
inhaling these fumes. Position the boat while moored
so the generator fumes will not be blown into the boat.
10/1/83 E10-0485
DANGER Be sure to run the blower five minutes before starting
the generator. Always run the blower(s) whenever the
generator is running.
1041/83 E10-0485 &agrave;
Article E-11 Electrolysis &amp; Galvanic Corrosion
Two types of electrically induced underwater corrosion occasionally
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 current.
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
й 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 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 a common cause of
electrolysis.
b. Galvanic corrosion’
Electrical currents produced by two dissimilar metals in an electrolytic
solution is galvanic corrosion. Polluted and salt water are much better
electrolytic solutions than clean, fresh water. Stern drive manufacturers
provide a sacrifical anode, either as a metal trim tab, or metal plate
affixed to the boat transom. Periodic inspection of this anode for de-
composition, and its replacement when it becomes worn, will increase the
8/20/79
longevity of stern drive units. Inboard 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 recommended that some form of corrosion protection such as
sacrificial anodes (zincs) are provided.
8/20/79
11/3/82 JJ
if so equipped
5 note 1 | O red +
1
Battery Switch
C 2 —
red
Engine O О
black
Note 1: to bilge pump(s) 23’ &amp; 28&deg; models have in line fuses while other models
Note 2: to voltmeter(s) have panel! mount fuses
Single Battery Wire Diagram Fig E-101
black
Battery
[B2] so equipped Charger
(opt)
[rote 1 tt 0
Engine N
red
| поте 2 | | black IT
cal |
Mm &gt;. i
o
2 red CZ _
:
red 3607 3697 +
TS T3
Engine black Ts only only Generator
if so equipped Battery
———
Gen (opt) |
l———— EE
Note 3: Dual engine models have a negative bonding cable
permanently installed between the engines
Dual Battery Wire Diagram Fig E-102
x}
Cc eme ON
See 12 Volt wire
n=
@ | diagram
Note: hot lead is fused to accessory
breaker on some models
_ 1
to washdown
pump
PRESSURE SEAWATER WASHDOWN
WIRING
fig E-103
Dwg E0284
CARVER
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DESCRIPTION Dist box #1 DESCRIPTION Dist box +2
Representative receptacle | Polarity sensor I Polarity sensor
circuit 2 Neutral main breaker 2 Neutral main dreaker
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b 3 Hot lead man 3 Hot lecd main
+ ' Items 1-3 above make up the items 1-3 above make up the
‹ ‹ &copy; MAIN circuit breaker MAIN circuit breaker
= — g 4 Receptacles &quot;| 4 Aw conditioning
g = a | &quot;&gt;
TR | | | | 1 &Icirc; 3 Recaptocles 5 Second A/C ~if s0 equipped
b J i b 6 Stove
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W Dual shoreline transfer relays w 7 Waler heater
b - Y b
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Power Inlet
Dual 110V 30A Dockside Wire Diagram
2/4/83 JJ
Power Inlet
Dwg 0466
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A. POS
5 terminal block
to instrument
pane!
PLUG 10
эбен eps
Jude vseis
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H
trim tabs aan
PLUG WIRE ARRANGEMENT
6 8 9 10 {1
V berth
Y light
Pressure
Al Q fuel pump
sender
Refrigerator
zZ Cabin hghts
Cockpit
ont
Л
J о
A
Fa fuel
sender
U P
OPOR| obik K imp
Shower
sump -&quot;_
B3
auto
TO BATIERYS
BATTERY
SWITCH
A
Head
blower
| OIS&lt;alje Elim
Fi
in line fuses
near battery switch
3396 12V. Wire Diagram pu, 358008 ces
_ CARVER
10-15-81
Units after 39008-1
A
Connect to
block near
Connect to
block near
negative
terminal
Electrical Cen ter
negative terminal
bridge
switch panel
CODE COLOR GA USAGE
S... Orange .......... 14 .. Spotlight .................
T... DK. Blue ........ 14 .. Interior lights
T1. Dk. Blue ........ 14 .. Interior lights
12 .. DK. Blue ........ 14 .. Interior lights
13 .. Dk. Blue ........ 14 .. Int. light/Cockpit light
T4 .. Dk. Blue ........ 14 .. Interior lights
TS .. Dk. Blue ........ 14 .. Overhead lights
T6 .. Dk. Blue ........ 14 .. interior lights
17 .. DK. Blue ........ 14 .. Interior lights
U... Dk. Blue ........ 16 .. Panel lights
V... Purple .......... 16 .. Voltmeter ................
V1 .. Purple .......... 16 .. Voltmeter ................
V2 .. Purple .......... 16 .. Voltmeter ................
W .. Orange .......... 16 .. Stereo ...................
X... Grange .......... 10 .. Forehead ................
X3 .. Orange .......... 10 .. Afthead .................
Y ... Orange .......... 10 .. Accessories
-Y1 .. Orange .......... 10 .. Accessories
Y2 .. Orange .......... 10 .. Accessories
Z... Orange .......... 10 .. Refrigerator
Z1 .. Orange .......... 10 .. Refrigerator
NOTE 1: Some models use a DPDT biige pump switch. Depressing this switch forward or to port will activate the midship pump, if so equipped.
Depressing the switch aft or to stbd. will activate both bilge pumps. Center pasition is off or automatic.
Other models utilize two SPST switches to control the bilge pumps.
NOTE 2: Some models may use a DPDT fuel switch. This may also contro! the voltmeter battery monitor. Models with only one fuel tank may not utilize
a fuel switch — consult wire diagram.
NOTE A: Manual remote 10A fuse. Electric remote controlled spotlight 15A fuse.
NOTE B: On some models, wires Q &amp; R are a 3 wire cord.
*These specifications may be superseded by notations on wire diagrams.
Rev. 10-20-81
Fuse to switch to spot
Fuse to cabin lights
Fuse to V-berth light
Fuse to bridge or hardtop
See note A .. 2 wire cord
* damn AFI IINMITAW 1 1 1 | т об| о о чо чо те
чево же т + =: # #5 &agrave;
.+ 0452. 8,2 44H PH
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Breaker to lights .............. …
Breaker to switch to lights
Breaker to lights
Breaker to lights
* + - + = + + = че
&laquo;+++... mi LE! LW TIRE TE asar eri
a B&amp;F =: &agrave; &agrave; + &agrave; = + + &agrave; = AL AMAN 6 РЕНА rr os sr sss EE Era
Fuse to switch to instruments ....
Switch to gauge
+ +...
+ dl...
Main switch #1 to switch to fuse .
Main switch to fuse to switch ....
Fuse to stereo
Breaker to switch to head
Breaker to switch to head
Fuse to terminal block
Breaker to bridge terminal block .
Breaker to console terminal block
Fuse to refrigerator
Fuse to refrigerator
+ =...&quot;
+ +...
т.о + + = AM; # &agrave;
“=. + + + E EE &amp; 5 &agrave;
+ + # # +. +...
теста вет течь
+. + = 5 #6 4 = tan = = Y ATA AAA ALE = тот об от от + + + оч ов ож +
CODE COLOR GA
А... Red ............. 4
AT... Black ........... 10
A3.. Black ........... 10
A4 .. Black ........... 10
B... Brown .......... 14
Bi .. Brown .......... 14
B2 .. Brown .......... 14
B3.. Brown .......... 14
B4 .. Brown .......... 14
BS .. Brown .......... 14
B8 .. Brown .......... 14
Bg .. Brown .......... 14
C1.. Red ............. 10
C2 .. Red............. 10
C3..Red ............. 10
D... Brown .......... 10
D2 .. Brown .......... 14
D3 .. Orange .......... 14
E... Orange/Orange
8 Red/Black ..... 16 ..
F... Yellow .......... 14 ..
F1 .. Orange .......... 14 ..
F2 .. Yellow .......... 14 ..
F3 .. Yellow .......... 14
F4 .. Orange .......... 14
F5 .. Orange .......... 14
G1 .. Purple/Blue ..... 16 .
G2 .. Purple/Blue ..... 16 ..
H... Orange .......... 10 ..
J ... Orange/Orange
&amp; Red/Black ..... 16 ..
J1 .. Orange &amp; Red .... 16 .
J1 .. Orange .......... 16 ..
K...Qrange .......... 10
Ki .. Orange .......... 10
L...Pink ............ 16
L1 .. Pink ............ 16
L2 .. Pink ............ 16 .
L&aacute; .. LLL 10 .
N1.. Dk. Green ....... 10 ..
N2 .. Dk. Green ....... 10 ..
0... Gray .......: ~... 16
P...Gray ..........~ 16
Q...Gray ............ 16
R...Gray ............ 16
CARVER
The Carver Boat Corporation e Pulaski, Wisconsin 54162
12 VOLT WIRE STANDARDS&quot;
+ ww...
. Primary input . Battery main switch to fuse
Upper to lower terminal block ....
.. Bridge to electrical center ground .
. Accessory ground-console . Console to electrical center ground
EAU]. um
. Accessory ground-bridge
.. Aft bilge pump
. Fore bilge pump
. Fore bilge pump
.. Shower pump
.. Aft bilge pump
.. Aft bilge pump
. Washdown Pump
. Aft shower pump
Fuse to switch to pump
Fuse to switch to pump
Battery to fuse to auto switch ....
Fuse to switch to pump
Battery to fuse to auto switch ....
Fuse to switch
Fuse to switch to pump
Breaker to pump
&gt;. + #&quot;...........
&laquo;+ +&quot;. + + + EN + 4 о
.. Battery Charger
.. Battery Charger
. Battery Charger
. Pressure Water Pump
. Cabin Heater Pump
.. Cabin Heater Fan
Charger to Battery #1
Charger to Battery #2
Charger to generator battery
Fuse to Pump
Fuse to Thermo to Pump
Fuse to Thermo to Fan
TE ERE EE FSR EEE EEE ae
Gen. Remote Start Switch to Generator
Fuse to Switch to Blower
Fuse to Switch to Blower
Switch to switch
Switch to switch
Fuse to switch to blower
Breaker to switch to biower
т.ч тет вн ным
= + : + я
+&quot;...
+... WETIRWEE BW WIT ILWIT EEE AAA A
— 5 6 = + + = 5 = + E + =
Ese EE FEE EYEE SE
ERS A LE + 6 5 6 A 6 = 8 5 AN
. Aft Head Blower
. Port V-drive warning
STBD V-drive warning
Ign. to sender to light
ign. to sender to tight
Fuse to switch
&laquo;+ &gt; + + #2 = + # &agrave; # &agrave; = = + + | wiv LS WFTFTIRWEE vw 2 a 0 2 0 8% 5 v2 0 0 5 2a 9s&raquo;
Fuse to switch to wiper
Wiper to wiper
Switch to second wiper
+ +...
A AENA
* FBS EES SR A EA
т ке 4 + | т т бе чт тете
Fuse to switch to horn
Fuse to bilge switch
EE EE ASS FA ESSE EEE
E BLA AA A DUNA LW WIFEY WFFILWEL = &agrave; 4 = + = = + = &agrave; 5 5 =
. Fuel indicator
. Fuel indicator
. Fuel indicator
. Fuel transfer pump
&quot;ENE EE EE SEES EE
Switch to gauge
Switch to #1 (port) tank
Switch to #2 (stbd.) tank
Breaker to switch to pump
Fuel fill ground
Fuel fill ground
Fuel tank to deck plate
Fuel tank to deck plate
&raquo; +...
Fuse to switch to side lights
Fuse to switch to stern light
Fuse to switch to 20 pt. light
Fuse to switch to light ...........
&quot;........
+‘. ee + + x
&lt; ак. четче
FUSE
30 ог 60 ....
&laquo;+...
+ |. т +
+ - … *
. т. +
т +. т + +4
- + ...
+ &laquo;+ +
+... +
E +.
+ каз
Ea
“a
”
++. *
к в + +.
REMARKS
2 wire cable
single wire
single wire
single wire
2 wire cord
2 wire cord
single wire
2 wire cord
single wire
single wire
2 wire cord
2 wire cord
2 wire cord
single wire
single wire
2 wire cord
2 wire cord
2 wire cord
3 wire cord
2 wire cord
2 wire cord
single wire
single wire
2 wire cord
2 wire cord
2 wire cord
2 wire cord
single wire
3 wire cord
2 wire cord
single wire
2 wire cord
2 wire cord
single wire
2 wire cord
2 wire cord
2 wire cord
single wire
single wire
2 wire cord
2 wire cord
See note B
See note B
FUEL SYSTEMS
Article F-1 Gasoline Fuel Systems
Gasoline fuel systems used in Carver boats are designed to meet or
exceed the requirements of the U.S. Coast Guard, Boating Industry Associa-
tion and the American Boat and Yacht Council in effect at the time of manu-
facture.
a. System testing
All 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 in-
spections 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 Do 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 fiberglass or damage the
CARVER
striping.
10/20/83
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 tanks(s) should a line rupture.
Do Not remove the anti-syphon valve(s) from the
system. Should they become clogged, clean and
re-install or replace them.
e. Fuel selector valves
All boats equipped with multiple gasoline fuel tanks have 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 2897 - Plan A. On the 2897 - Plan B, however, the fuel selector
valves are located inside the starboard aft galley cabinet. 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 salon aft
floor access hatch, and the valves mounted on the engine compartment for-
ward bulkhead. In the 3207, and 3607 (with gasoline engines) access to
the fuel valves is under the lower tred of the cabin entrance steps. 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. The only exception is the 3697 model when equipped with an
optional generator. The fuel selector plate then has four positions:
OFF - PORT - STBD - AUX to include the auxilary tank. Position the valves
as desired to use the fuel for best fuel weight distribution. See Article
10/20/83
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 engines. Filters 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 equipment,
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 situa-
tion is resolved.
CAUTION The fuel withdrawls are positioned in the fuel tanks to
achieve optimum fuel usage, fuel Tine routing, etc. At
certain speeds and hull trim angles, the 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
10/20/83
angle of the boat may cause the fuel to flow away from
the withdrawl(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 of gear near the fuel
lines, fittings and tanks.
i. Fume detector
A properly installed fume detector or &quot;sniffer&quot; 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 exclu-
sively on it's operation. See figure F-101 for additional information.
10/12/81
Article F-2 Fuel Selector Valve Positioning
Review Article F-le for basic information on fuel selector 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 starboard
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.
c. 3396 with optional fuel tank.
In general, use the fuel from the forward fuel tank. Maintain enough
fuel in the starboard auxiliary fuel tank to balance the weight of the
generator.
If the boat is equipped with the auxiliary fuel tank, but not the
optional generator, keep as little fuel in the auxiliary tank as possible.
When the additional fuel supply is needed, extended cruise, etc., use the
fuel from the auxiliary tank first.
Select fuel usage to achieve equal static weight distribution.
Article F-3 Fueling Instructions
1. Avoid fueling at night except in emergencies.
10/12/81
2. When moored at fueling pier:
Do not smoke, strike matches, or throw switches.
Stop all engines, motors, fans and devices liable to produce sparks.
Put out all lights and galley fires.
Position battery switches to OFF (if boat is so equipped).
3. Before starting to fuel:
4, Duri
d.
CAUT
See that boat is moored securely.
Close all ports, windows, doors and hatches.
Have all hands disembark except fuel handler.
Be sure the proper type and grade of fuel as recommended by your
Engine Owners Manual is used.
Ascertain how much additional fuel is required to avoid overflow.
If boat is equipped with dual tanks, instruct fuel handler which
filler to use, and quantity of additional fuel required for each
tank.
ng fueling:
Keep fill nozzle in contact with metal fuel opening at all times
to guard against possible static spark.
ION Do Not overflow tank or allow fuel spills into hull or
bilges. Keep an eye on fuel tank vent located either
on the transom or side(s) of hull. When tank is al-
most full, gas will spurt out of air vent.
5. After fueling:
10/12/81
Replace all fill caps securely.
Wipe up any spilled fuel.
Open all ports, windows, doors and hatches.
Run bilge blower for five (5) minutes before activating equipment.
Longer if gasoline odor is present.
Determine that there is not odor of gasoline in the engine com-
partment or below decks before starting machinery, turning on
lights or lighting fires.
Be prepared to cast off moorings as soon as engines are started.
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 sec-
tion 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 appro-
priately.
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 and the 3607 is to be mounted in the aft, port storage compart-
ments on the command bridge. In the 3227, it is mounted in the aft star-
board 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 service
facility which fills such tanks. Upon reinstallation be sure all connec-
tions are secure and do not leak. Test as in c. below.
5/10/83
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.
DANGER Never use a flame to test for leaks.
d. System Use
After turning the tank valve to the ON position, apply a 1it match
to the burner before opening the burner control valve. Be sure adequate
ventilation is available during use. Also, check that curtains 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 hazardous
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 compon-
ents in like-new condition.
Periodic inspection of the copper tubing, tank, regulator, conn-
ections, 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.
7/01/82
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 tank(s) less than full. Changes in tem-
perature and weather conditions could cause condensation.
DANGER Do Not dra&iacute;n fuel into the bilge. This could lead to
fire.
IMPORTANT: Clean fuel filters regulariy.
Anti-syphon valves are not provided with diesel engine installations.
Their use is generally not recommended in diesel fuel applications.
See Article F-6 for information on dual tank installations.
10/20/83
Article F-6 3396 Diesel Fuel Transfer
The 3396 Mariner has a standard 150 gallon &quot;Main&quot; fuel tank. When
the optional generator is ordered, a 59 gallon auxiliary fuel tank is
recommended to balance the static load. Both the port and starboard
engine has selector valves on withdrawl or supply line and on the return
line. Therefore, it can use fuel from either the main or auxiliary tank.
The generator utilizes fuel from the auxiliary tank.
By properly positioning the selector valves controlling fuel flow to
and from the starboard engine, fuel can be transfered from one tank to
another.
To transfer fuel from the main tank to the auxiliary tank, turn the
fuel selector valve on the stbd engine return line to the AUX position.
The selector valve on the supply line must be in the MAIN position. During
stbd engine operation, excess fuel will be pumped into the auxiliary tank.
After the desired amount has been transferred, return the return line sel-
ector valve to the MAIN position.
To transfer fuel from the auxiliary tank to the main tank, turn the
fuel selector valve on the stbd engine supply line to the AUX position.
The selector valve on the return line must be in the MAIN position. During
stbd engine operation, excess fuel will be pumped into the Main Tank. After
the desired amount has been transferred, return the supply line selector
valve to the MAIN position.
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.
Use extreme caution during the transfer process. Be
aware of selector valve positions at all times.
CAUTION under no circumstances should the engines be operated
while the fuel selector valve(s) is in the OFF position.
This could result in fuel line failure or other damage.
(59 gal. aux. tank &amp; generator)
10/12/81 F6-3455
MAIN tank
withdrawl —return
line lines
port
engine
generator if so equipped
return line
return
selector
Lo
valve
rel 6/4/80
CARVER
withdrawl line
withdrawl selector
T
fuel
filter-
и
stbd
engine
AUX tank
— |
withdrawl line
3396 DIESEL FUEL SYSTEM
fig F
IO!
Dwg F3455
MAIN tank
withdrawl
line
1
~~
—return
lines
port
engine
generator if so equipped
| return line
return
selector
Lo
valve
rel 6/4/89
CARVER
withdrawl line
withdrawl selector
T
fuel
Е ilter-
_
stbd
engine
AUX tank
+ |
withdrawl line
3396 DIESEL FUEL SYSTEM
fıg F 101
Dwg F3455
35004 5mG NOILVHOdUHOO LVOG UIJAUVO
Hd EL/1/b6 191
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ICOVL
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xog eundoid ssnib4eqi4 V&pound;EI6OtH
MaIA do}
rev 9/20/78 3/16/76 BL
В 12/4/76 rev
1/20/78 rev
PORT or AUX. FUEL STBD or MAIN FUEL
Fuel TANK TANK
Fill Fuel Fill
e &gt; =
deck plate ground to deck plate ground
bonding
system
| | _
Fuel Г to neg. Ly
Vent -“ terminal — Ng Fuel
block Vent
pink 1,2 11 pink -
Fuel Gauge Fuel Gauge
Sender Sender
HR
A
[ [Lose Barb/
Anti-syphon
Valves on each
withdrawl
(not used in
diesel applica-
tions)
A A
Ms
Fuel
L AL Selector Valve
&ntilde;o
A — fuel —
Selector Valves
to generator
—Fuel Filters
(I&pound; supplied
by engine
stbd manufacturer)
port engine
engine
DUAL FUEL TANK SYSTEM WITH GENERATOR
fig F-IOI
CARVER Dwg FOS00
9 3/16/76 BL
1/20/78
9/20/78 bl
9/29/80
deck plate ground
C O) Fuel Fill
LL Fuel Vent
uE E
to bonding system Fuel Gauge | Sender |
to neg. terminal
- block
to fuel
FUEL mK switch
PP OG
E -
~Hose Barb /Anti-syphon Valve
(not used in diesel application)
—
FUEL RETURN-——— Fuel Withdrawl Lines
LINES (diesel) Mi (desel) |
— _
| |
Fuel Filters —
stbd
(1f supplied by engine engine
manufacturer)
port
engine
SINGLE TANK FUEL SYSTEM (GAS or DIESEL)
4 fig F-101
Dwg F2294
CARVER So CORPORATION
FRESH WATER SYSTEM
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 provided.
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 sys-
tem become contaminated with fuel or other toxic solu-
tion, component replacement may be necessitated.
Each water tank is equipped with an overboard vent. Keep a watchful
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 no Not overfill the water tank(s). Tank damage may result.
The various components utilized may give the water supply a peculiar
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 time.
DANGER Thoroughly flush the system prior to initial use and at
least once each season.
10/20/83
CARVER
Article G-2 Pressurized Hot &amp; Cold Water Systems
Most 28', 32', 33' and 36' model Carver boats are equipped with a
pressurized hot and cold water system with a shower. This system is an
available option on 26' models. Ш
a. Water supply tanks:
Model No. Tanks - Total Capacity Location
2667 Sgl. - 40 gal. Below v-berth
2687 Sql. - 40 gal. Below v-berth
2807 Dual - 40 gal. Below aft cabin berths
2897 Sgl. - 40 gal. Below galley floor
3207 Dual - 70 gal. Below salon floor
3227 Dual - 70 gal. Inside stbd. cabinet
cuddy berth
3396 Dual - 70 gal. Below salon floor - -
3607 Dual - 98 gal. Below aft cabin berth
3697 Three - 90 gal. Below fwd. salon, hallway
and v-berth floors
In each case, the water fill is located on the deck. Always fill
the tank(s) slowly. Boats having two or more tanks must be filled slowly
enough so water can transfer from one tank to the other.
Note: Water capacity and tank locations may vary due to other equipment
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. If the pressure
water pump was manufactured by Raritan, set the switch on the pump to the
Auto-On position. |
After all the air has been purged from the system, and a steady stream
is coming from each outlet, turn off the faucets one by one. Begin with the
cold water faucets and continue until all have been shut. As the pressure
builds, the pump will shut off. See Article E-5 for additional information.
10/13/83 G2-2836
C. System operation
When water is desired and the system is activated, simply turn the
faucet and water will be supplied. If the system has recently been filled
or has been out of use for an extended period, repriming may be necessary.
This is caused by air bubbled accumulating at the pump.
Whenever the boat will be left unattended for an extended period, the
Battery Selector Switch should be returned to the OFF position, see Article
E-2. 1+ is advisable to remove the fuse (or turn OFF the circuit breaker)
for the pressure water pump from the fuse holder at any time the water tank
is empty.
d. Water heating systems
The water lines are coded. Labels are affixed to all cold water lines.
Reference the chart below for heater location and size.
Model Location Size
2667, 2687 In engine compartment 6 gal.
2807 Under aft cabin berth 12 gal.
2897 Under port dinette seat 12 gal.
3207 — In engine compartment 12 gal.
3227 In fwd. cabinet of cuddy berth 12 gal.
3396 In engine compartment 12 gal.
3607 Under aft cabin berth 11 gal.
3697 Below salon floor - fwd. 11 gal.
Note: Heater capacity and location may vary due to other equipment installed
on the boat.
The water will be heated when 110 Volt power is applied. Be sure the
circuit breaker in the distribution box is in the ON position.
IMPORTANT: Do not supply electric power to an empty water heater. Damage
to the heater will result. Be sure the system has been primed.
10/13/83 G2-2836 &agrave;
A water heater system incorporating a heat exchanger is an available
option on all models equipped with a water heater. This allows the engine
cooling water to heat the fresh water supply while the engines are being
operated. The water can still be heated using 110 Volt power as above.
e. Shower use
Remove the carpet insert, if so equipped, from the shower basin and
draw the shower curtain before using the shower. Damage to the finish and
the wood can result if surrounding walls and floors are allowed to become
excessively wet. Thoroughly dry these aress after showering.
Models equipped with shower facilities have a shower sump pump in the
shower drain system. Immediately prior to utilizing the shower, it is
essential that the shower pump be activated. This will discharge the
shower pump water overboard. After showering, let the water run for a
period of time to flush the pump of soap residue. See Article E-5 for
additional information.
To obtain the most consistent mixture of hot and cold water, turn
the cold water on full and then turn the hot water on until the desired
temperature is obtained. Some minor variations in water temperature
during use may occur due to the pressure pump cycling.
Periodically, remove the plastic discharge cover from the head and
clean away any particles that have accummulated. If necessary, clean
the holes in the discharge cover using a fine wire.
10/13/83 G2-2836b
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 in-
formation for additional operation and service details.
Periodically remove and clean the screens in 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 railure to keep the vent screens &amp; 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 necessary, 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 draining of
the system. Disconnect all accessible fittings. Be sure the hot water heat-
er, 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 necessary 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.
10/12/81
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 28' to 36' 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 tanks. |
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 {illing the water
tank(s). The water tank(s) is not filled while conrected to the
shore water.
A pressure regulator is mounted in the system to govern the pressure of
the shore water supplied. This is pre-set at the factory to permit a maxi-
mum pressure of 30 psi.
CAUTION Do Not attempt to adjust the regulator withcut the proper
knowledge and equipment. Excessive water pressure can
damage the system.
10/12/81
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 &quot;shore water
connection&quot; 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 Pressure Sea Water Washdown
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 corres-
ponding 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 de-
sired flow of water.
CAUTION Should a hose rupture, turn the pump off and close the
valve immediately. Always close the valve when perform-
ing maintenance operations on the pump or filter.
CAUTION Be sure the pressure sea water washdown is properly drain-
ed and/or winterized prior to winter layup.
10/20/83
3/10/83 JJ
Hot &amp; Cold Pressure Water System Installation
w/Optiona! Shore Water Connection
Sink
-- Note: The water storage tank cannot be filled
7 N\ shower
_ &quot;|| (ОРТ) 7 \ vent
Owater
1
r-- Regulator
Check Ш
Water | Valve T— , Shore
| |
|
|
|
| |
i Sink | OPTIONAL
| Shore
|
Filter | Water
|
Water Pump
. Check |
r= “valve (OPT) |!
i {
_ | Cold line | L- |, &laquo;— | -
| &iexcl;IM —— Hot line T-titting —
via the shore water connection.
Tank
qu TE ert ES MD E TT CA miedo
|
|
|
|
&laquo;в Sink
Hot Water
Heater
—
|
Check Valve
fig G-101 Dwg 1007
CARVER
- VENTILATION AND DRAINAGE
Article H-1 Engine Compartment Ventilation
All Carver boats are equipped with an engine compartment ventilation
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 move-
ment while underway and during bilge blower operation.
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.
с. 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 substantial
amount of air is being exhausted by the blower. Check the output 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.
Article H-2 Head Compartment Ventilation
A11 28', 32', 33' and 36' Carver boats have a blower system installed
Ш CARVER
to provide additional ventilation to the head compartment. This 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 larger model
Carver boats.
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 be easily 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.
The 2807 Aft Cabin has vent windows installed in the cockpit windshield.
Do Not be concerned if some leakage is encountered around the windshield
vent. The cabin assembly has been designed so this water will drain over-
board.
7/01/82
Article H-4 Hull Drainage Systems
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 positioned
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 compart-
ment, 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
One automatic electric bilge pump is provided in each 26' model
Carver boat. An optional forward or mid-ship bilge pump is available
for the 26' models. The 2897, 3227, 3396 and 3697 models are equipped
with two automatic electric bilge pumps. There are three pumps on the
2807, 3207 and 3607. The specific locations of the bilge pumps are
indicated below.
26' models. The standard bilge pump is located in the engine
compartment.
The optional bilge pump is below the floor hatch under the
cabin steps.
10/20/83
2807.
2897.
3207.
3227.
3396.
3607.
3697.
Located beneath floor hatch inside the aft cabin
Aft pump
vanity.
Mid pump - Engine compartment, between main stringers at forward
end.
Fwd pump - V-berth, under dinette table floor hatch.
Aft pump - Engine compartment, between main inboard stringers near
aft end, under trim tab pump platform.
Below salon aft center floor hatch, between main inboard
Fwd pump
stringers, just aft of holding tank.
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.
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.
Aft pump - Engine compartment, between main stringers near forward
end.
Fwd pump - Beneath galley floor hatch, at keel just forward of
optional holding tank.
Aft pump - Under rudder board near transom.
Mid pump - Engine compartment, between main inboard stringers.
Fwd pump - Below floor hatch under galley steps between main inboard
stringers.
Aft pump - Engine compartment near transom.
Fwd pump - Below mid salon floor hatch, between main stringers.
See Article E-5 for additional information on bilge pump operation.
10/20/83
IMPORTANT: Wipe up any oil accumulation in the bilge prior to activation
of the bilge pump(s). Pumping oil overboard will pollute the
water, and is subject 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 1s 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.
The 2687 and 2667 have a drain tube provided in the bulkhead forward
fuel tank. If the boat is not equipped with the optional forward bilge
pump, the forward bilge area can be drained by removing this plug while
the boat is on plane. Water will then run aft to the bilge area.
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.
10/20/83
DANGER Exercise care when removing and reinstalling drain plugs.
Always stay clear of operating machinery.
CAUTION railure to properly drain compartments will reduce boat
performance, and could cause serious damage.
10/20/83
INTERIOR EQUIPMENT
Article 1-1 Heads
The various anti-poliution laws presently in effect have necessitated
the use and availability of a wide variety of heads. Those heads factory
installed in Carver boats have been so chosen to provide reasonable longe-
vity, and good serviceability at a realistic cost.
a. Self-contained heads - 26' and 33' Models
This type of head is often utilized because of the &quot;No Discharge”
requirement now in effect in many areas. A self-contained head has a
holding tank built into it. When the tank gets full, you must take
the boat to a dockside pumping station and have it pumped out. After
the head has been pumped, replenish the supply of chemical in the
holding tank.
See the head manufacturers instructions included at the end of this
section, if your boat is so equipped.
26' model Carver boats without the optional pressure water system
may be equipped with a pump type Mansfield head. When the head is not
in use, the pump handle must be returned to the in or downward position.
The valve near the back of the head should be closed after flushing.
Failure to properly position these controls could allow water to syphon
into the head during operation of the boat.
b. Self-contained head with auxiliary holding tank - 26' &amp; 33' Models
Many boat owners want greater waste storage capacity than that pro-
vided in a self-contained head. This option combines an auxiliary 20
gallon holding tank with the self-contained head. When the holding tank
in the base of the head becomes full, transfer the waste to the auxiliary
tank using the diaphram waste pump provided. This pump is located below
the cabin floor (3396), or in the engine compartment.
IMPORTANT: When using the transfer pump, move the pump handle slowly
10-20-83 CARVER
and steadily. Trying to speed-up the transfer by rapid
pumping can damage the transfer pump.
IMPORTANT: Do Not try to overfill the waste holding tank. When the
tank becomes full, pump it out. Overfilling could lead
to tank breakage.
Remember to put a fresh supply of chemical in the head after trans-
fering the waste to the auxiliary holding tank. |
When the auxiliary holding tank becomes full, take the boat to a
dockside pumping station. After the tank has been pumped out, transfer
the waste from the head to the auxiliary tank and pump it out once more.
Always replenish the chemical in the auxiliary holding tank and in the
head after pump-out.
See a. above and Article N-2 for additional information.
c. 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 manu-
facturer at the end of this section for details on proper operation and
maintenance if your boat is so equipped.
а. Marine head with holding tank - 28', 32' &amp; 36' Models
This system is provided as standard equipment on the 28', 32' and 36'
models. A typical manual flow-through (discharge) head is directly con-
nected to a holding tank. Waste is not discharged overboard. In general,
the system works very similar to a &quot;self-contained head&quot;, 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.
10-20-83
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 possibil-
ity 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 button.
The 2807 has a 35 gallon holding tank mounted in the engine compart-
ment.
The 2897 has 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 forward head of the 3607 is connected to a 40 gallon holding
tank located inside the cabinetry on the port side of the galley steps.
The aft head is connected to a 30 gallon holding mounted beneath the
aft stateroom berth.
The 3697 has a 30 gallon holding tank located below the v-berth
center hatch.
See the information at the end of this section, and on the head
for instructions on proper operation and maintenance.
10/20/83
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.
e. Vacu-flush head with holding tank - 28', 32' &amp; 36' models
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 bowl 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
11/1/83 to tank breakage.
Article 1-2 Ice Boxes
Some 26' model Carver boats have ice boxes provided as standard
equipment. These can be used by simply placing ice in the tray pro-
vided. As the ice melts, the water will drain into the bilge. (Care
should be exercised so the box is not damaged by heavy items
Periodic washing of the box interior with soap and water will keep
it clean, and the Lysol Spray Disinfectant will control odors. Leaving
the ice box door open while the boat is not in use will ventilate the
box.
Article 1-3 Refrigerators
Dual voltage refrigerators are standard equipment on all 28', 32&deg;,
33' and 36' model Carver boats, and optional on most 26' models. These
units will operate on 110 Volts while the boat is connected to dockside
power. The refrigerator will automatically transfer to 12 Voit operation
when dockside power is not available.
Though the refrigerator operates on both voltages, it is mush 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 substantial amount of
current, and can severely drain a battery through extended use. Dual bat-
teries 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 when closed.
10-20-83
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 C. 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.
Failure to use a proper system could damage the refri-
gerator.
See Article E-5 and the refrigerator owner's manual included in
the front pocket of this manual.
Article 1-4 Stoves
a. Alcohol stoves
Alcohol stoves are standard equipment on the 2667 and 2687 model
Carver boats:
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 recommended.
Damage to the alcohol stove can otherwise result.
See the manufacturer's information at the end of this section for
additional details.
10-20-83
b. Alcohol/Electrical stove
This stove is standard equipment on 28' Carver models and an available
option on the 26' 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', 33' and 36'
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 cooking 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 equipment.
See the manufacturer's information provided at the end of this section and
Article F-3 for additional information.
11/1/83
Article 1-5 Cassette Stereo with AM/FM Radio
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 1-6 Air Conditioning
Some Carver boats are available with air conditioning. The unit
operates on 110 Volt power and thus either shore power must be connected
or the generator, if the boat is so equipped, must be operating. Be
sure appropriate circuit breakers are in the ON position.
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. Oper-
ation 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 temperatures.
See the manual provided by the air conditioner manufacturer.
The air conditioning on the 2807, 2897, 3207, 3227, 3396 and 3697
operate from the #2 Distribution (110 V. dockside) system. The 3607
utilizes three individual self-contained air conditioning units. The
air conditioning units for the salon and aft cabin areas, and the A/C
water circulating pump operate from the #2 Distribution (110 V. dockside)
system. The air conditioning unit for the forward stateroom is powered
by the #1 Distribution (110 V. dockside) system. Note that this unit can-
not be operated unless the water pump is also activated.
11/1/83
Article 1-7 Galley Blender
Most larger Carver models have a flush mount galley blender available
as optional equipment. The power unit is mounted below the galley surface.
If your boat is so equipped, the manufacturers operating and maintenance
instructions are provided at the end of this section or in the front pocket
of this manual.
Numerous additional accessories are available from your local Nutone
dealer.
Article 1-8 lce Maker
Some models have an optional icemaker available. Please refer to the
manufacturers information at the end of the section for additional infor-
mation 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. gen-
erator is running, if so equipped. The icemaker is controlled by one of
the RECEPTACLE circuit breakers.
10/12/81
EXTERIOR &amp; 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 spot-
lights 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 spot-
light mount or a teak spotlight mounting block. This allows the convenient
location of the spotlight and it's 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 will maintain Tight
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 offshore,
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 navi-
gational skills.
sena CARVER
After your personal equipment is installed, including all electronics
(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 installed compass, the
manufacturers instructions on compass adjustments are provided at the end
of this section.
Most areas have local companies that specialize in compass adjustment.
If you are unsure of the proper compensation techniques, or are not confi-
dent in your skill, you should consider having the adjustment done profes-
sionally. 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 deviation.
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 scheduied 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 re-
cord additional time.
Article J-4 Depth Sounders
Though Carver does not offer depth sounder units, provision for the
installation of transducer has been made in the 3396 model Carver boats.
These models have a portion of the keel which has been flattened to
accept a thru-the-hull transducer installation.
7/01/82
Some models have a plastic tube to simplify the routing of the trans-
ducer cable to the helm area. See Article E-5 for additional information.
See Article L-3 for additional information on transom mount and through-
the-hull transducer installations.
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 im-
prove 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 &quot;Bow Down&quot;
and the bottom two are labeled &quot;Bow Up&quot;.
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 down-
ward 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
9/24/80
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 &quot;Bow Down&quot; button.
Instead, raise the plane slightly by depressing the appropriate &quot;Bow Up&quot;
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, lowering 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 effi-
ciency will be obtained with the trim planes in the full-up position.
IMPORTANT: Optimum efficiency is obtained when the boat is operating at
a 4 - 50 trim angle. Utilizing too much &quot;Bow Down&quot; trim tab
effect can reduce operating efficiency and cause substantial
steering and handling difficulties.
CAUTION Be extremely careful when running in a following sea. The
effect of trim planes is amplified under such conditions.
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.
9/24/80
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.
Trim plane adjustments at high speeds are extremely criti-
cal. 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.
Some inboard model Carver boats have stationary trim planes incor-
porated into the hull. Electric/hydraulic trim cylinders can be added to
these planes using specially designed transom wedge blocks. See your Carver
dealer.
Article J-6 Boarding Ladders
Carver offers optional teakwood boarding ladders for installation on
some Carver models. These ladders are shipped uninstalled and will be posi-
tioned by your Carver dealer during pre-delivery service.
DANGER Do Not use a boarding ladder or swim platform while the
engines are running or the boat is in motion.
Article J-7 Safety Rails &amp; Deck Hardware
The rail system on each Carver model is carefully designed and
reviewed to insure it fulfills the purpose for which the boat is intended
and provides the needed security for persons in appropriate passenger
areas. Limit unnecessary passenger movement aboard the boat when under-
way. Your passengers should be safely seated whenever possible. Addi-
tional care must be taken when in rough water or foul weather conditions.
In adverse conditions, access to the fore deck area should be through
the foredeck hatch rather than around the gunwale walkways.
3/16/81
Many Carver boats have gates or chains or safety lines to provide
additional security for persons in the cockpit or bridge areas. Whenever
the boat is underway, the chains or safety lines must be securely clipped.
When provided, taffrail gates should be down, set into the semi-circular
end of the forward taffrail section.
The entire rail system should be periodically inspected for loosen-
ing, wear, and damage. Particular attention should be paid to gates, chains
and safety lines. Any problems found should be corrected immediately at
the time of discovery.
Much of the exterior hardware used on Carver boats is made of 316
grade stainless steel. Other components are chrome over brass or chromed
Zamak.
Carver offers a &quot;Deluxe Hardware&quot; option in which chromed brass or
stainless steel rail bases, tees and other rail fittings are installed
instead of those chromed Zamak fittings which are standard equipment.
This option is strongly recommended on boats operated in salt water. The
&quot;Deluxe Hardware&quot; is more resistant to structural deterioration than the
chromed Zamak hardware. The field conversion of hardware packages is not
recommended.
Regardless of the type hardware installed, periodic maintenance is
important. Thorough cleaning and polishing of the hardware will help
keep it's original luster and beauty. Do Not use an abrasive cleanser
when cleaning boat hardware. This can scratch the finish and cause
future rusting, pitting, etc.
Stainless steel hardware is exactly that. Stainless, Not stain-
proof. It is possible that some surface or superficial rusting may occur.
This can be easily controlled by initially cleaning and applying a coat
of wax such as Boat Armor's Super Silicone Marine Polish or Evercoat's
Boat Wax. Should any rust spots later appear, they can be removed with
another application of one of the above polishes or any similar product.
3/16/81
Article J-8 Swim Platforms
Carver offers a fiberglass swim platform with ladder for all
models. It is essential that the transom of the boat be properly rein-
forced for the swim platform installation.
See your Carver dealer for additional information.
DANGER Do Not use a boarding ladder or swim platform while the
engines are running or the boat is in motion.
Article J-9 Bow Pulpit
A fiberglass bow pulpit is available on all 26' and larger Carver
models. The bow pulpit is designed so you can stand on it while anchoring.
Most &quot;Danforth&quot; 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 ex-
tends fram the bottom of the bow pulpit to the stern of the hull is in-
stalled securely.
DANGER Never stand on or try to utilize the bow pulpit in any
way while the boat is underway. |
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 engine compart-
ment 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.
10/20/83
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.
10/20/83
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
Anchor
Anchor Shank
Spring Lock pd
Pin ry re
13)
U-Bracket—1
Bowen,
Fig J-102 | A
CARVER
9/23/80 - J102-0319
3396 Bimini Top Assembly
DIMENSIONS
1)
2)
3)
4)
5)
6)
7)
8)
9)
10 7/8&quot;
&gt;&quot;
5 1/2&quot;
59 1/2&quot;
67 3/4&quot;
51 3/4&quot;
56 3/4&quot;
35 1/4&quot;
34 1/4&quot;
Instructions on back
10/21/82 JJ
PARTS LIST
Bimini Top
76250-00 Black sunbrella
76253-00 Blue sunbrella
76256-00 White vinyl
Bimini Top Enclosure
76251-00 Black sunbrella
76254-00 Blue sunbrella
76257-00 White vinyl
-01 Forward curtain
-02 Starboard curtain
-03 Port curtain
-04 Aft curtain
Bimini Top Boot (not shown)
76252-00 Black sunbrella
76255-00 Blue sunbrella
76258-00 White vinyl
Bows (fits all tops)
76259-00 Bows only - Hdwe not included
66729-00 (2) Bimini top angled hinge
73033-00 (2) Camel back w/clevis pin
71043-00 (16) Eye end
71044-00 (14) Jaw slide
64058-00 Combination bow &amp; anchor lite
(required with this style bimini top)
(2) Stabilizer straps (not shown)
Model 3396
Dwg 36036B
CARVER
INSTALLATION INSTRUCTIONS: 3396 BIMINI TOP W/FULL ENCLOSURE
Steps correspond to numbers on drawing:
1.
10.
11.
12.
Install first bimini top angled hinge (66729-00) on top surface of
window frame 10 7/8&quot; from inside edge of front windshield to forward
edge of angled base. (same on stbd). ВЕ |
Install camel back w/clevis pin (73033-00) centered on angled bridge
surface at 2&quot; from point where bridge taper begins to forward edge
of camel back. (same on stbd).
At this point, if not done already, slide the bows through the four
pockets in the canvas top and then fasten the eye ends (71043-00)
of the main bow (longest one) to the camel bases (73033-00) at the
bridge center (see step 2). Note that the main bow faces aft.
Secure the bottom jaw slide (71044-00) on the main bow so there is
5 1/2&quot; 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 59 1/2&quot;
between the top edge of the base eye end and the lower edge of
the jaw slide. (same on stbd).
Secure the top jaw slide on the main bow so there is 67 3/4&quot; 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.
On the large bow facing forward, measure and secure the jaw slide
51 3/4&quot; from the top edge of the bow base eye end to the lower edge
of the jaw slide. (same on stbd).
Position the remaining upper jaw slide of the long forward bow so
there is 56 3/4&quot; between the top edge of the bow base eye end and
the lower edge of the jaw slide. (same on stbd). These are for
the forward bow support stanchions.
Attach the port side verticle stanchion support (35 1/4&quot;) for the
main aft bow to the jaw slide mounted on the port ladder railing
as shown.
Attach the starboard side verticle stanchion support (34 1/4&quot;) for
the main aft bow to the jaw slide mounted on the bridge aft hand-
railing just inside the 609 verticle stanchion closest to the
starboard corner of the bridge. Note the difference in length of
the bow support stanchions in steps 8 and 9.
Make sure the canvas side curtains are positioned inside the side
handrailing but outside the teak trim located on the cabin roof.
Install stabilizer straps between forward bow and windshield frame
top.
Removeable pins are located in the forward bimini top angled hinges
(see step 1.). These may be removed to fold the bimini aft so that
it rests on the aft main bow support stanchions when in the &quot;down
position. After the bimini is resting in this position, the boot
can be installed.
Note: Additional snaps for the canvas are included. These must be
installed after the flybridge assembly has been permanently fastened
to the cabin top and steps 1 - 10 are completed.
SEATING &amp; 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.
CAUTION Before use, be sure the v-berth filler cushion is
securely installed. Be sure any retainer legs or
locking mechanisms provided are positioned correctly.
Note: The v-berth area of the 3607 is intended as two single berths,
and thus a filler is not provided. | |
Article K-2 Dinette 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. -
Models 2667 and 2687
The dinette assemblies of the 2667 and 2687 slide out into the cabin
aisle to provide increased sleeping accommodations. The table assembly
utilizes a removable table leq pedestal as discussed above. Filler
cushions are provided to complete the berth area.
11/1/83
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 loosened,
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 2897
The dinette table leg in the 2897 Mariner - 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 2837 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 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 flush with the seat cushion
base. Once the filler cushions are in place, this provides a double berth.
10/20/83
Model 3396
The salon table top in the 3396 can be raised, both legs removed,
and the top set down on cleats which are flush with the seat cushion
base. With the filler cushions in place, this provides a double berth.
Model 3607
The dinette table top in the 3607 Aft Cabin - Plan A {dinette below
by galley) has hooks to lock the top to the chart storage area below.
Make sure the locks are properly engaged before lifting the table from
the table legs. It utilizes a removable table leg as discussed above.
The dinette table in the 3607 Aft Cabin - Plan B (raised dinette in
salon) must be lifted and removed to convert the area to a berth. The
carpeted floor panel is then lifted onto the cleats. The support leg
below is raised to provide additional support and filler cushions put in
place. The dinette table can be stored below the salon dinette area when
converted to a berth.
Model 3697
The dinette table top in the 3697 can be raised, both legs removed,
and the top set on cleats that are flush with the seat cushions base.
With the filler cushions in place, this provides a double berth.
The salon port lounge has a slide-out base with an insertable leg.
When locked in the cleats at the cushion base and the filler cushion in
place, it provides an additional double berth.
11/1/83
Article K-3 Lower Station Helm Seats
The 3207, 3227, and 3607 models have a swivel lower station helm seat
as an available option. This provides a most comfortable and stylish 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.
11/1/83
Article K-4 Convertible Bridge/Stern Seats
The Carver model 3396 has convertible bridge seats available.
These seats can be converted to bunks by lifting on the seat portion
and pulling it outward.
IMPORTANT: Be sure the seats are in the full up or full down position.
Use of the seats while not in the full up or down position
can exert excessive strain on the hinges. Also, be sure
to open and close the seats without pulling them from
side to side. This too can place excessive strain on
the hinges.
The 3607 Aft Cabin has a forward bridge lounge seat with a hinged
forward section. This section can be lifted upward and supported from
the bridge by two chains. The drop-in cushions complete the conversion
to a lounge area for sunning, etc.
A convertible aft deck lounge is available on the 26' Carver models.
This optional item provides additional seating in the cockpit and the
capabilities of a sun lounge or additional berth with the appropriate
weather covers.
The seat is converted to a lounge by lifting the seat portion verti-
cally and pulling it forward while supporting the backrest with your other
hand. After the seat portion has been pulled far enough forward, lower the
backrest onto the supporting cleats and slide the seat portion aft until it
is against the backrest.
To return the lounge to a seat, 1ift the seat portion and pull it
forward slightly. Lift the backrest, and slide the assembly aft into
the seating position.
10-20-83
Article K-5 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.
10-20-83
Article K-6 Upholstery Maintenance
a. Exterior upholstery
The vinyl upholstery material used on the exterior Carver upholstery
can be easily cleaned by using mild detergent and water. Be sure to
thoroughly rinse the seats after washing to remove all soap film. Per-
jodic 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 satur-
ated 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.
10/20/83
e. Interior carpets
Carver utilizes interior carpeting by Armstrong called Anso IV
nylon. It is very durable and resistant to water and soiling.
Vacuuming and occasional rug shampooing are recommended for extended
life and appearance.
Article K-7 Draperies &amp; Window Covers
After a season or more of usage or exposure, you may wish to remove
the draperies. Dry cleaning is recommended 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&quot; diameter upward through the curtain
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 accidentally 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.
10/20/83
Article K-8 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. - Some special side curtains for the convertible or camper
top have screening installed rather than clear plastic or vinyl to pro-
vide additional ventilation. See your Carver dealer for additional infor-
mation on available weather covers.
&quot;Bimini&quot; 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 excep-
tion, are &quot;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 of the bridge, it
must be remembered that these are not designed to be completely weather-
tight like a winter storage cover, for example. In addition, certain
bridge covers necessarily contain slots to accommodate 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-installation may be slightly more difficult. Spray
the top with Lysol after re-installation.
10-20-83
Carver weather covers which are black or blue in color are made of
&quot;Sunbrella&quot; (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 on a sunny day. Such products are available through
Scotchgard or the 3-M Company.
During the manufacture of the weather covers, the smallest
possible 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 applica-
tion directions on the can.
During a hard rain, you may notice a light mist permeating through
a weather cover made of &quot;Sunbrella&quot; acrylic material. This is normal.
Unlike vinyl weather covers, it is not necessary to treat the seams of
a weather cover made of &quot;Sunbrella&quot; acrylic material.
Never fold or store a wet weather cover. This can lead to mildew
or shrinkage.
The high winds encountered during trailering your boat can severely
damage the weather cloth. If an extended trip at highway speeds 15 |
planned, the top and other weather covers should be in the down position
or removed entirely. This will prevent damage, and loss.
10-20-83
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.
Article K-9 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.
5/10/83
FIBERGLASS HULL &amp; COMPONENTS
Article L—1 Hull Design Information
Carver boats are designed using the sound engineering and mathema-
tical principles of hydrostatics, structure, and strength of materials.
The structural integrity and performance characteristics most often de-
sired in each model style can thus be optimized. The exact fiberglass
laminate schedule and construction techniques of each part is deter-
mined in accordance with the strength and rigidity required.
Carver boats utilize a modified or deep V hull configuration. 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 1ift 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 quality
materials, workmanship and construction techniques available. This insures
the structural uniformity, and strength to provide years of boating enjoy-
ment with minimal maintenance.
The construction of a Carver hull begins with the application of
white 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.
10/12/81
CARVER
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 waven 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,
cecks or cabin areas. Special care must be taken during the installation
of any equipment to a fiberglass component.
Silicone &quot;marine&quot; 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 installations 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 directional
forces should be through bolted to a fiberglass component. A butt block or
12/02/82
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 install-
ation.
Article L-4 Fiberglass Care
Though fiberglass is weather resistant and does not require the
considerable labor that a wood hull does, some care is necessary.
Periodic washing of all fiberglass areas will maintain their beauty
and original shine. Caution should be excercised 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
&quot;gritty&quot; and abrasive texture. Avoid products which contain tri-
sodium-phosphate. Common examples 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 &amp; 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 possibile.
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
12/02/82
sun and elements can turn the wax darker, or occasionally can cause
it to become flakey or a powder. This can be rectified by applying
small amounts of lacquer thinner (not enamel) to the area and scrubbing
it gently with a small medium-bristled brush, such as a toothbrush.
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 slippery surface, especially when wet. Wax may
also build-up in the non-skid surfaces. Be sure all
persons have, and wear deck shoes while aboard the
boat. Their footing will be improved and their feet
protected from accidental 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 cautiously 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.
12/02/82
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.
5/10/83
Article L-5 Anti-fouling Hull Surface
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, barnacles 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 hull 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 paints
chemical imission 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 seasonally.
The paint's effectiveness will be drastically reduced if used longer.
Though Carver has found the anti-fouling paints used to provide 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 pro-
blems could Tater result. After sanding, the surface should
be wiped with a rag treated with a cleaner recommended by
tne anti-fouling paint manufacturer. The surface must be
clean and slightly rough to insure paint adhesion.
10-20-83
Article L-6 Fiberglass Hull Support
Proper support of the hull while it is out of the water is imperative.
Improper support can lead to serious and permanent hull deformation.
Note: Always 1ift the hull using proper lifting straps, at the designated
&quot;sling&quot; locations. The only exception to using the designated &quot;sling&quot;
marker locations, is when utilizing a lifting machine which has a
single lift 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-and-error placement of the lifting straps may
be required to lift the boat &quot;level&quot; with the surface. Always use a
spreader bar or other lifting equipment that will prevent excessive
force from being applied at the gunwale area.
CAUTION When attempting to raise the hull, never allow one end
of the boat to rise first, while letting the opposite
end rest momentarily on the underwater gear. Serious
damage to these components could result.
CAUTION Do not place 1ifting straps below underwater gear, but
only against the hull surface.
Carver Boat Corporation will provide a shipping-storage cradle as stand-
ard equipment with all 28', 32', 33' and 36' model Carver boats unless the
option to &quot;Delete Cradle&quot; is elected. Similar cradles are available as
optional equipment for 26' Carver models. In many instances, it is necess-
ary 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 manufacturers
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 recommendation.
10-20-83
Article L-7 Fiberglass Repairs
Fiberglass is one of the most durable, strong, and forgiving con-
struction 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 unfortunate but common difficulty
encountered on fiberglass structures. The appearance of fiberglass crazing
or blisters is not sign of deterioration. These problems, when present, most
always occur in the gel coat finish or the outer “skin coat&quot; fiberglass
Taminations. 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 blistering
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 &quot;flatten-out&quot; as the hull dries out. It is therefore im-
portant to mark blister location upon discovery. When broken open, fiber-
glass 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 immediate 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 &quot;feathering&quot; of the area.
d. Clean the area thoroughly. Make sure the area is dry before proceeding.
3/06/81
Note: Be sure the structure and the ambient temperature are above 60&deg; F
(15&deg; 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. Progressively use finer grade sand-
paper 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. Occasionally, 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. thru 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 manufacturers instructions. See Section L-5 for additional information.
Fiberglass gel coat, like paint, will change colors with time and
exposure to light (ultraviolet). For this reason, &quot;matching&quot; 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
10/12/81
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 fiberglass
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 fiber-
glass component damage.
10/12/81
WOODWORK CARE &amp; MAINTENANCE
Article M—1 Teak Care &amp; 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 appearance with minimal care
using teak care products commercially available.
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 grade sandpaper. Sand it only enough to
smooth the teak.
b. Liberally apply a teakwood dressing of your choice. This will replinish
the teak oil lost. Repeat the application in a few days.
c. 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 restoration
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 Oil
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 available. Check
with your Carver dealer for his recommendations on materials commonly
used in your area.
10/12/81
CARVER
Article M-2 Decragard Care &aacute; Maintenance
Many bulkheads or panels on Carver boats are of a special plywood
laminate called &quot;Decragard&quot;. This material has a teak colored veneer lam-
inated 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 Mahogany Care &amp; Maintenance
Some interior wood and paneling on Carver boats is mahogany. After
construction, the wood is stained using special Harvest Filler Stain and
then varnished. Under normal use, only minimal care is necessary.
Periodic application of pure lemon oil or a high quality wood furni-
ture polish will keep the mahogany clean and bright looking. Should the
wood become scratched or gouged, fill the area with a filler stain and
touch up the varnish.
When more extensive refinishing is necessary, we recommend seeking
professional assistance. If you feel capable of doing this work, the
following are provided as helpful suggestions.
a. Sand the material to be refinished using medium or appropriate grade
sandpaper.
b. Fill in large nicks or gouges using filler putty and a putty knife,
Smooth the filled area as well as possible while the putty is still soft
and pliable.
c. Apply filler stain using a brush or absorbent cloth. Wait for the
stain to turn a hazy color and then wipe the excess off using a clean
absorbent cloth. First, wipe across the grain and then wipe lightly
with the grain.
10/24/77
d. Allow the stain to set overnight. Varnish the wood using a satin
varnish. Spraying the varnish will provide a much smoother finish.
Article M-4 High-Pressure Laminate Care
Many interior countertops and the bulkheads, locker door and
drawer fronts on some models are of a high pressure laminate,
&quot;formica&quot; - like material. This can be easily cleaned using normal
soap and water - or other cleaning solutions designed for such mat-
erials. A fine coating 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-5 Plexiglass Component 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 &quot;windex&quot;,
etc. The chemicals in products such as this will etch the plexiglass
surface. To clean, use amonia and water or a solution of amonia-water-
vinegar.
Article M-6 Brushed And Molded Plastic Care
The helm and dash assemblies, and the electrical center, contain
panels made of molded plastic which resembles 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 pre-served with mild plastic cleaning agents
such as &quot;Armoroll&quot; cleaner and polisher.
10-20-83
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Article N-2 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 solution pumped out.
Have the fuel tank(s) either completely full or completely empty.
See your &quot;Engine Owner's Manual&quot; 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 &quot;Engine
Owner's Manual” and V-drive Manua!. Portions of this winterization pro-
cedure may require the boat having been lifted.
Disconnect the prop shaft couplings (inboard and V-drives). Lift the
boat only at the designated &quot;sling&quot; 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 Sec. 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
10-20-83
water from the system. Use very low air pressure when doing this, other-
wise system damage could result. The use of non-toxic, fresh water system
anti-freeze is commercially available and recommended as an alternative to
dis-assembling the system as above.
Winterize the head as recommended 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 manufacturers directions. Be sure all
water intake filters are drained thoroughly.
Be sure the bilge pumps and bilge pump lines are completely free of
water.
Dry the hull bilge, and self bailing cockpit drain troughs. Water
freezing in these areas could cause damage.
Remove the battery and store it in a cool place. Clean the battery
using clear, clean water. Be sure the battery has sufficient water and
clean terminals. Keep the battery charged through-out 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 water-
proof 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.
10-20-83
Clean exterior upholstery with a good vinyl cleaner and dry thoroughly.
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 discharge 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. Excessive damp-
ness 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
is not recommended.
10-20-83
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 discharge 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. Excessive damp-
ness can cause electrical problems, corrosion, and dry rot.
1/18/80
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 system and their operation? Do you have the necessary
safety equipment on-board? Do you know and understand the &quot;Rules of the
Road&quot;? Has an experienced pilot briefed you on the general operation of
your new boat? Have you performed a &quot;Pre-Cruise Systems Check&quot; ?
If you can answer &quot;No&quot; to any question above, you should read this
section very carefully.
Article O-2 Component Systems
Before you can really enjoy your boat, a thorough understanding of
it's systems and their operation is essential. This manual and the asso-
ciated manufacturers information is provided to enhance your knowledge
of your purchase. Read them carefully.
After you become generally familiar with the boat and it's 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 Corporation,
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 ring bouy, etc. could at some time save
your passengers lives, or save your boat from damage.
The Coast Guard Auxiliary offers a &quot;Courtesy Examination&quot;. This in-
5/14/76 CARVER
spection will insure your boat is equipped with all of the necessary
safety equipment.
Article 0-4 Rules of the Road
As in driving an automobile, there are a few rules you must know
for safe boat operation. The Coast Guard, Coast Guard Auxiliary, Depart-
ment 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 O-5 Pre-Cruise System Check
Before leaving the dock, the following items should be checked.
a. Before starting your engines
1. Check the weather forecast. Determine if the cruise planned can
be made safely.
2. Check the bilge water level. Check the engine and drive fluid
levels. Look for other signs of potential problems. Smell for
fuel fumes.
3. Set the battery switches as desired. See Article E-2.
4. Turn on the blower. Check the blower output.
5. Be sure all necessary safety equipment is on-board and operative.
This should include items like the running lights, spotlight,
life saving devices, etc.
6. Be sure the 110 Volt power cord is disconnected.
7. Be sure the Dockside Water Supply Line is disconnected.
8. Check the amount of fuel on-board.
9. Be sure you have sufficient water and other provisions on-board
for the cruise planned.
+ ==
9/1/76
10. 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 tempera-
ture, voltmeter, etc. are reading normally.
13. Have a safe cruise and enjoy yourself.
Thank you again for purchasing a Carver boat.
9/1/76
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User questions

John L.

What are the operational limits and monitoring requirements for the boat's engine?

Do not shift the unit when engine speed is above 1000 RPM. Ensure the engine turns within the maximum RPM range at full throttle and monitor the tachometer, temperature gauge, oil pressure gauge, and voltmeter constantly.