The Diesel Duck is no less than a classic designed vessel all thanks to George Buehler. They truly are the most robust / practical vessel for the purpose of pleasurable safe cruising in any waters throughout the world. As we know companies now are manufacturing these such as Seahorse and Asboat and producing some very fine work, excellent vessels.
Following George’s continual reminder to keep thing simple from the perspective of the engine – main propulsion unit would like to stress this approach really needs to be adopted. When things go wrongs at sea, and they do! you need to be assured that your engine will not faultier, whatever the conditions. There’s two aspects to here, firstly your choice of the original engine fitment and secondly your approach to maintenance of the engine. Both are extremely important if you are to cruise with confidence in any part of the world knowing your main propulsion unit will not let you down regardless of the situation.
From the perspective of engine choice, I’d like to offer some guidance for those who perhaps don’t really understand engines and may choose a unit based on a glossy brochure, comments from a friend or advert in a magazine. For sure there are a large number of engine manufacturers today willing to provide high horse power out of a small unit and boast good economy and high reliability. If you are serious about your vessel then perhaps reconsider your choice as one you’ve made it and installed in the duck, it’s both costly and really inconvenient to remove and replace.
Two engines which are in my opinion the world’s best are British Gardner and the American Caterpillar. Having worked with the later product for some 40 years now, I speak from a vast background this subject and also having rebuilt several Gardner’s over the years and installing them in fishing vessels. Both engines have been designed initially with the main objective of reliability / robust construction / durability / trouble free service under serve conditions. Now, in today’s modern world where global sourcing / production has driven such a competitive business, the war to win such business often means cutting costs resulting in a compromise of those original design thoughts. Yes, it’s also true that perhaps in this increasing – throwaway attitude who really wants an engine that will last 50 – 60 years? by the same token knowing that a product has proven itself and still continues to provide reliability / economy / trouble free service then perhaps these considerations should be taken into account before making your final choice of engine.
The Gardner.
If you’ve ever travelled on a bus in Britain during the past fifty years, then chances are you will have heard one of these engines pulling up at a bus stop or pulling away in traffic. They are truly of the finest quality of robust design and engineering. With good slow speed, high torque and fuel efficiencies, they truly are a remarkable engine and easy to service and maintain.
Ideally suited to the Diesel Duck 38 – 46 is the LW series in the 4 / 5 / 6 cylinder units. LW is prefixed with the number of cylinders, they also produced a 2 / 3 / 8 cylinder versions. Powers setting vary depending on application. For marine in simple terms, there is a variety of what are referred to as” Duty” or “Rating” categories. Basically if you are using the engine in a tug boat that will be pulling / pushing barges for long period, you would require a continuous duty / heavy application setting. This would mean the engine’s maximum power output would be reduced to reach a good service life and optimum maintenance costs over the life cycle of the unit. The attached illustrates the power settings.
Capacity Automotive Torque Marine Industrial
Engine Litres bhp rpm lbs.ft rpm bhp rpm bhp rpm
2LW 2.79 24 1200 24 1200
3LW 4.184 36 1200 36 1200
4LW 5.579 68 1700 232 1000 56 1300 48 1200
5LW 6.974 85 1700 285 1000 70 1300 60 1200
6LW 8.369 102 1700 348 1000 84 1300 72 1200
8LW 11.158 140 1700 458 1000 112 1300
5LW20 6.974 100 1700 317 1350
6LW20 8.369 120 1700 381 1350

There are several good Gardner rebuild companies who provide quality dyno tested engines. If anyone would like to further understand Gardner engines then visit http://www.gardner-enthusiast...._frontpage/Itemid,1/ This a brilliant web site where dedicated people put a lot of time and effort into providing assistance for current users and interested enthusiasts of this brilliant product. They have many photos, videos links etc. Should anyone have any questions or need advice then please don’t hesitate to contact me.
The Caterpillar
Indeed, CAT has become one of the leading diesel engine manufactures in this world and product very high quality products and in the lower power category some very cost effective units. Of the Classic Caterpillar engines are the 3300 series. These are in the 4 and 6 cylinder configurations and have been in production for many years, though today they are only available in some earthmoving equipment. You may buy a new unit on stock from dealers throughout the world.
These are remarkable engines and in a size for size comparison are more powerful than the Gardner. Available as turbocharged or naturally aspirated versions will depend on the application and power setting required. For the Duck 38 to 41, then the 3304NA is ideally suited and will provide many years of trouble free service. They have a robust construction and can deliver full power from the front or rear of the engine.
A used 3304 or 3306 engine can be bought and reconditioned then converted to a marine application at a reasonable cost. Painted in bright CAT yellow and fitted with the premium instruments from CAT or Murphy then you have the best unit available that is a true show piece as well as reliable / durable power unit for your Duck. There are many of these engines both in use and some just stood in bull dozers / excavators / traxcavators / wheel loaders / gen sets / pump, well you name it they fitted them everywhere !
Parts are available from your local CAT dealer. If you chose to purchase a unit and it’s in poor condition, then this is only through neglect or abuse. You must remember that may companies who operate such equipment run until it’s finished and replace it with new. Be prepared to have it 100% overhauled. Dealers will in some cases have exchange engines on stock that they will dispose of as a direct sale if you’re interested in such a unit.
In summary, both Gardner and Caterpillar are premium class products and have a reputation that’s second to none. Both when rebuilt and put back to ‘as new’ look and performance will give you pride of ownership, a good investment as part of your Duck and performance and reliability that is truly far above many other diesel engines. If you're unsure and need advice, only to pleased to oblige.

Howard Standring

I am considering a Volvo Penta Turbo 106 HP - does anyone have experience or advice
Thanks

It has been comforting to me to see John Deere backhoes in all the countries I have visited. If there is JD equipment there I would think there would be a JD dealer close by.
I have also seen Cat loaders and bulldozers too so their worldwide presence is probably as good as or better than JD.
We will be leaving for Miri day after tomorrow and I intend to see if I can have the engine oil analyzed there. I have not changed the engine oil in 932 hours but I have changed the Gulf Coast bypass filter and its six quarts of oil every 150 hours and I want to see how the oil is doing. Each time I change the filter/paper towel, it is black as can be but the oil on the dipstick is pretty clean looking.

No question that Gardner and Cat engines are excellent, however I would add worldwide, timely, parts availability to the purchase decision equation. The majority of DD buyers will also need to consider the fitting of an engine that will not meet emissions requirements in the country of registration, and any impact that may have on registration or resale value.

Gardner has been out of business since the mid 90's and parts are not exactly easy to find never mind available in a timely basis in out of the way locations. No doubt there are quality rebuilders, however this is not the same support level as a current model OEM engine. The Cat 3304 is not longer current however I suspect that parts are more readily available given the worldwide presence of Cat.

Parts availability and emissions requirements will rule out these two engines for most buyers.

Another factor in my decision was my personal preference for a non-electronic engine, hence my boat is the last SHM - DD462 with a Deere 4045TFM. While the Lugger is electronic, I note the Iveco engines are non-electronic.

Each to his own on the engine decision. As the ad says, "nothing runs like a Deere"