Defiance has a matched 671 United States Navy Specification engine, transmission,drive shaft, and propeller (purchased new) and known as a 64-HN-9

In general, models in the 64-HN series conform to the standard 6 cylinder Gray Marine Diesel with certain modifications and equipment changes as specified by the U.S. Navy Engineers. This engine was developed and built by the Detroit Diesel Division of General Motors - adapted and equipped for marine use by Gray.

The first requirement in a long distance vessel is a reliable propulsion system. In the day of highly stressed engines with turbochargers and high compression the "extended duty" models available tend to have features that make them more service prone and far less friendly to the amature mechanic. This is the original 671N (normal) that powered must USN landing craft and costal patrol boats at the end of the war, as a result the entire combination is far more durable than the industrial 671. There are complete manuals, part list and even a spare gasket kit.

Graymarine Corporation the original manufacturer of the 64HN Series engines, has a comprehensive part list and cross reference list for the 64HN (6-71) General Motors engine. The General Motors Two Cycle Diesel Engine equipped by Gray Marine Corporation for marine propulsion service.

For more information on this engine, transmission "Twin Disk", shaft and 40" 4 blade propeller please contact the vessels owner as complete information is available.

The Entac 3.5 KW 12/24 120 Generator Generator with the Farymann Diesel Part number GMPA1-10/26M1A - 3.5 KW gen end K34 12/24. The generator engine and switch over is controlled from the salon.

The engine room (plan right) has roughly 4'of headroom and extends the full width of the vessel below the pilothouse. Access is gained from the forward cabin via a soundproofed door. The entire engine room is lined with lead.

The space is not huge but adequate providing easy@ access to all mechanical components without removing part of the boat.

Set below the pilot house and has roughly 4' of headroom and extends full width to the exterior hull aft of the fuel tanks, and obstructed by fuel tanks to the forward half.

April 2006:

Then the raw water pump came off and was serviced and the coolant lines marked for ease of recognition. One more set of systems rebuilt/engineered. Then the color coding to "Defiance's Service
Manual for future service. All critical as the manual will provide anyone with the mechanical skills to understand what goes where and how to trouble shoot the system. In this case the GREEN Hose or fitting" indicates raw sea water system which is fed from the primary through hull. All RED hoses contain a water glycol mix and are closed systems for either the primary 671, or the Espar hydronic heating system.

The Entac 3.5 KW 12/24 120 Generator Generator with the Farymann Diesel Part number GMPA1-10/26M1A - 3.5 KW gen end K34 12/24. The generator engine and switch over is controlled from the salon.

The fuel system:

Nor am I really complaining the thundering beast has operated flawlessly and is overdue some attention. It was past time that I sat beside and listened to its growl, isolating individual sounds to see out any hidden problems. There is nothing concerning and a big mechanical service of the engine and its plumbing is high on this winters to do list.

The results of the September 9th investigations and a long time adapting the One of the refit recommendations has been to review and upgrade as required my fuel conditioning system. To some extent the reliability of the primary has lulled me into neglecting its call. The fuel filtering system goes through 2 filters and a Racor water separating filter before reaching the injector pump.

As the fuel leaves the tank it passes through an old style furnace filter.	It then proceeds to a Racor water separating filter.	Next is a manual fuel pump mounted on the back of the blower casing.
Next it loops up and through another smaller canister style fuel filter then on to the injector pump.	The secondary filter is mounted atop the engine directly forward of the air compressor
"HN" Navy style oil filters are mounted port and starboard of the engine.	The port is the larger of the two.	The starboard is tucked below the blower casing aft of the water pump.

Fuel Consumption Estimates We towed a heavy Catalina fully loaded with an entire Optimist racing team and spares. Everything went perfectly, equipment worked perfectly with the envisioned hauser placement easy to work with an average fuel consumption "with a boat in tow", and dead head return worked out to just a little less than 4 gallons an our. Any fuel consumption figures are constantly under review and are best estimate figures not guaranteed, as I am never 100% sure. My current running estimate would be somewhere between 2 and 2.5 gallons per hour at normal cruising speed which is roughly 8 knots. I do not break up any averages; once I start the engine I start counting run hours. To get based on a dip stick tank measured in inches; for example when the tank is near the bottom fuel consumption average for the engine I measure the tank before the "run" starts and after I return in inches. At the moment my calculations of roughly 10 gallons for every one (1") of fuel in the tank seems to be holding up. On August 7 I added exactly 50.25 liters of fuel, and it raised the level about 2.5".

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