A Land Yacht for the Off Season

2023 AWD Sprinter for inland cruising

The sailing season is just not long enough here in the PNW. Since the boat is demanding less and less maintenence these days, I decided I needed a new project.

I picked up a new 2023 Sprinter Cargo 144 from the Seattle Mercedes dealership in May 2023. I was not interested in the 4x4 model as I'm sold on AWD for mountain adventures. There are other advantages over the discontinued 4x4 system below). After 3 years of waiting for the NTSB to approve this new model, I was lucky enough to find one at to Seattle Mercedes dealer thru my Car Gurus feed. Mercedes had already worked the bugs out of this new model in Europe, New Zealand and Australia so I was confident there wouldn't be too many recalls. Covid caused supply chain challenges which also added to the delays.

As we were researching and designing the layout I installed running boards, and additional Kilmat sound deadening, Weathertech floor mats. Because we love to ski, Blizzack 265/70R17 winter tires were fitted to Black Rhino wheels.

INTERIOR In the Fall I contracted with Mammoth Vans to install an Adventure Wagon kit with grey Marathon tweed fabric walls, black L-track, black hexa-ply plastic coated plywood, bamboo ceiling and a Moab bed system. AdWag uses an A-Frame system which stiffens and strengthens the van, and gives the wall system to bolt to. I had planned to add Flarespace Flares but at 6'3" I was never able to stretch out comfortably in a East/West orientation in any of the Revel or Storyteller vans I looked at. The Moab bed allows me space to stretch out and not crawl over the wife when nature calls. It also keeps with the stealth-look approach.

WINDOWS: A CR Lawrence T-Vent window and CRL awning bunk windows were installed on both sides of the bed.

FAN: The metallic Tenorite Gray (paint code 7755) exterior can get pretty warm so a 10 speed reversible MaxxAir Deluxe roof vent, bunk windows and a large window on the cargo door were installed to keep the air moving.

POWER: A Goal Zero Yeti 8000 with a Escape Ecosystem provides 625 amp hours of power. This gives us 5-10 days of power without additional charging. A 30amp shore power source tops the system off. Alternator charging also helps when the engine is running.

HEAT: An Espar S2/D2 is installed under the passenger seat. 3M Thinsulate insulation helps to regulate temperature, along with Reflectix low E insulation on the back of every panel. Hushmat and Killmat sound dampening also slows down heat transfer.

WATER: A Tech Vanlife 32 gallon water tank and a sink were installed with a 10 gallon gray water collection system.

COOKING: An Duxtop induction single burner is our cooking source.

REFRIGERATION: A 2.5 gallon Victorfrigo refrigerator keeps our goodies cold and puts ice in our drinks. It draws 3.38Ah when running at 10.4vdc. I bought this at Sure Marine, Seattle. Todd is a great technical resource.

CABINETS (UPPER): 2 48" Upper cabinets are from Flatline Van. The bamboo doors compliment the ceiling panels to tie the look together and add visual warmth.

CABINETS (LOWER):I built the lower cabinet structure out of 1" 80/20 aluminum extrusion from Grainger. Building all my own brackets and carraige bolts saved a ton of money, but took a lot of time. A good chop saw with a carbide blade and grinder was also critical with all the custom fabrication. Countertops and drawer faces are made from Starboard. A knockoff 'Lagun' swivel counter adds additional food prep workspace fitted with a bamboo Tech Vanlife tabletop.

144 SPRINTER SPECIFICATIONS:

• New in-line four-cylinder high output diesel motor replacing the V6
• Dual stage turbo
• +2% torque versus the V6 (332 lb ft at 1600 to 2400 RPM)
• +10% power vs the V6 (208 hp at 3400 two 3800 RPM)
• 5 to 8 dB quieter than V6
• New dual port DEF system helps with emissions

TRANSMISSION:

• 9-speed transmission (9G-Tronic)
• Significant increase in traction in first and second gear
• 8th and 9th gear ratios help increase fuel economy on highway

ALL WHEEL DRIVE:

• New AWD system replaced the 4x4 system
• Electric multi-plate clutch vs transfer case on 4x4
• On-demand all the time
• 50-50 torque split vs 35/65 on 4x4

SUSPENSION

• Three leaf springs in rear versus 2 on 4x4
• Beefed up sway bar for rear axle

LINKS

• MaxxAir Fan
• Black Horse Spartan running boards
• 48" upper cabinets Flatline Van
• Tech Vanlife sink

2024 Maintenance

23 amazing years with the Peregrine.

Yanmar 3GM30F - 2273 engine hours at end of 2023, 2311 to begin 2024 - 01/01/2024

January

• Oil/filter replaced
• Water pump belt replaced (2 spares)
• Water pump impeller replaced (2 spares)
• Racor filter replaced (1 spare)

June

• Flushed water tanks
• Teak cleaned/oiled

July

• Water filters replaced: first and second stage, tanks flushed
• Propane filled
• Exhaust elbow (OEM) and gasket replaced
• Secondary fuel bleed screw replaced
• Replaced washers on banjo filling to fuel injection pump
• House battery bank: two 91Ah Group D
• Motor mounts replaced. New are 150 both front and rear. Old were 100 durometer on front, 75 on rear.

September

• Holding tank vent replaced hose replaced (10' hose 5/8" ID, removed carbon filter)
• Holding tank hose replaced (10' hose 5/8" ID, removed carbon filter)

November

• Bilge pump (Rule 1500)
• 30amp fuse replaced (near battery selector), installed a secondary 9amp inline fuse
• Topped off fuel tank (2357.7 engine hrs), Biobor added

2023 maintenance »

2022 maintenance »

2021 maintenance »

2020 maintenance »

2019 maintenance »

2018 (and earlier) maintenance »

Princess Louisa Inlet

Towering 6,000 ft peaks and countless waterfalls make this truly an experiance of a lifetime.

We went at the end of July. Rainfall had been limited but Chatterbox Falls was still spectacular. One major upside was the water in the inlet was a very comfortable 72 degrees, perfect for swimming.

GETTING THERE

Boaters coming from the south will travel the Strait of Georgia past the Thormanby Islands and into Malaspina Strait, which lies between Texada Island and the rugged mainland coast. Smuggler's Cove, Secret Cove, Pender Harbour and Egmont make good stopping points along the way with supplies and fuel available at the latter three. Just past Pender Harbour, Agamemnon Channel leads you from the Strait of Georgia into the 46 mile length of Jervis Inlet with Nelson and Hardy Islands to port.

Cruising from Desolation Sound or from the north, you will enter Malaspina Strait after passing Powell River and Westview and proceed south to the mouth of Jervis Inlet at Scotch Fir Point, passing the Saltery Bay Ferry terminal, leaving Hardy and Nelson Islands to starboard.

THROUGH THE INLET

From Egmont, Prince of Wales Reach, Princess Royal Reach, and Queen's Reach take you almost to the head of Jervis Inlet. Princess Louisa Inlet, named after Queen Victoria's mother, is entered through Malibu Rapids about half way up the east side of Queen's Reach. Malibu Rapids should be entered only at or near slack water because of strong currents and overfalls. 

Consult the Canadian Tide and Current Tables, vol. 5, for the times of slack. Malibu Rapids are listed in the tables as a secondary current station based on the tides at Point Atkinson. We used Ports and Passages which did not list Malibu Rapids, but the correction below is still relatively accurate. Add 35 minutes to the time of low water at Point Atkinson and add 25 minutes to the high water. Remember, these times may vary due to the amount of water passing through the rapids! Make sure that the line of overfalls have disappeared before entering the rapids. I recommend waiting for no more than a 1 knot current if you are in a deep keel sailboat. Powerboats will have no issues even at 3 knots of current.

It’s difficult when entering the rapids northbound to see the overfalls and know when it's slack and safe to enter. Southbound the rapids are easily visible. Luckily, boats transiting the rapids are very helpful and call in a securite on channel 16 with the speed of the current, and their entrance and exits .

We entered on a full moon at low tide with over 13 feet of water moving. Yikes! Following the correction tables above we still had a three knot ebb current to struggle against. With 9 boats ahead and 3 stacked behind we were hesitant to pull ourselves out of the lineup. Swirling rapids, shallow water, and a skinny 50’ wide clearance created a bit of a challenge to maintain control. In hindsight I should have waited for slack water. It would have been ugly had I lost control.

Leaving three days later, the Pt. Atkinson corrections were mostly accurate. We hit the rapids at high tide 15 minutes before slack water and barely had a one knot current with us. Largely due to 4 feet of water move in. Much less stress! More control, and a wider channel with a minimum depth of 34’. Keep the light to starboard as you exit.

According to the Sailing Directions, entry should be made "... in mid-channel between the light and Malibu Islet. The channel east of Malibu Islet is not recommended." Vessels are well advised to broadcast their intentions when entering and leaving on VHF Channel 16 as visibility is limited around the point on which the Young Life Camp sits.

Welcome to Princess Louisa Inlet! Once into the Inlet, please reduce speed to 4 knots to reduce wash and protect this beautiful area.

I was concerned that this being peak season, finding a perfect anchorage might be a challenge. Not a problem! There were lots of places to drop your anchor and stern tie. Most folks only stay a day or two so the turnaround can open up options if you just wait for the next tidal exchange.

Four Mooring Buoys are available behind MacDonald Island to port approximately halfway up the Inlet. Watch for a drying rock off the South end of the Island. We didn't stop but see an extensive network of trails for hiking/biking here. We opted to hike to the legendary trappers cabin, a brisk 2,000 ft climb and 3.36 mile (one way) from the head of the dock. It did not dissappoint!

Anchorage is also available at the head of the inlet at the foot of Chatterbox Falls and the entire west of Chatterbox. Set your anchor in close to the falls in 10 feet (3 m.) and let the river current keep you in position.

We found a small creek that provided a perfect, naturally noise cancelling feature so we never heard a sound from anyone. Powerboats outnumber sailboats 20:1 so there's a chance a generator might interupt your evening.

The Society has placed mooring eyes at various locations along the rock walls from MacDonald Island to either side of the falls for stern ties to assist in anchoring at other locations in the Inlet but does not warrant the locations as being good anchorage. The holding ground is largely rock and the water deep.

The Society and BC Parks maintain the floats at the falls. Water is available on the floats but boiling it is recommended to make it potable. There is no electricity. Please use the "privies" ashore. There are campsites at the falls and on the mainland behind MacDonald Island - and a very helpful and knowledgeable Park Ranger (she's been there 32 years!) from May to September.

POTENTIAL ANCHORAGES: APPROACHING FROM THE SOUTH

Hotham Sound: Pass Friel Falls to the head of the Sound near Baker Bay. Anchor close to shore and in the nook to the southeast.

Harmony Islands: Lovely quiet coves but bottom is rock and anchoring is deep and very difficult. There are supposedly six stern ties. We found only 3.

Deserted Bay: In Princess Royal Reach. This is the only recommended anchorage beyond Hotham Sound. Anchor in the Southeast corner. Parts of the shelf are shallow at low tide. The foreshore is Indian Reservation, respect the rights of ownership.

POTENTIAL ANCHORAGES: APPROACHING FROM THE NORTH

Nelson Island - Ballet Bay: Enter from Malaspina Strait through Blind Bay to the southwest of Clio Island. Watch for uncharted rocks. There is good anchorage in 30-40 feet (10-12 m.) On a mud bottom in the outer portion of the bay. The inner bay has some mud and, nearer shore, rock bottom.

Hardy Island - Fox Island: Enter from Malaspina Strait through Blind Bay and into the bay opposite this island. Stern ties ashore are recommended as the bottom is largely rock and swinging room is limited.

Quarry Bay: Enter from Malaspina Strait. The cove south of the old granite quarry in the eastern end of the bay and in the western arm. Stern ties ashore are recommended. Watch for drying rocks and reefs.

Thunder Bay, Maude Bay: On the north side of Jervis Inlet adjacent to each other. Anchor near the sand beach in behind the point. There is an unmarked rock on the western shore when entering.

Saltery Bay: Public Floats adjacent to the ferry terminal.

OUR ROUTE

• 7/26 Kingston -2215.7 (engine hours)
• 7/27 Port Townsend - 2219.9 - Fuel - 25 miles
• 7/28 Blind Bay - 2225.6 - 36 miles
• 7/29 Bedwell Hrbr - 2229.5 - Fuel - 20 miles
• 7/30 Silva Bay -2235.2 - 40 miles
• 7/31 (1) Pender Hrbr - 2241.0 - Fuel - 40 miles
• 7/31 (2) Harmony Islands - 2244.3 - 19 miles
• 8/1 Princess Louisa - 2250.9 - 40 miles
• 8/2 Princess Louisa
• 8/3 Princess Louisa
• 8/4 Pender Harbor - 2258.3 - Fuel - 52 miles
• 8/5 Clam Bay - 2265.8 - 53 miles
• 8/6 Genoa Bay - 2269.0 - 20
• 8/7 Roche Harbor - 2273.2 - Fuel - 23 miles
• 8/8 Watmough - 2277.0 - 20 miles
• 8/9 Kingston - 2285.0 - 48 miles

For more information on making the journey to Princess Louisa, read the excellent blog posts by Steve Mitchell at SeaBits.com: Part 1, Part 2, Part 3.

Crossing the Strait of Juan de Fuca

Put away the tide tables. You definitely want the current tables for this crossing.

I like to look at this 20 mile crossing in three legs. Port Townsend to Point Partridge, Point Partridge to Smith Island, and Smith Island to Lopez Island.

I use the Smith Island and Point Partridge current tables. Catch the outgoing tide, and time your arrival with the slack tide at Point Partridge bouy located 37 miles west of Whidbey Island. You can then catch the incoming flood tide to carry you north to the East side of lopez and up Rosario Strait. If you hit this right it's like riding a conveyor belt. But do be ready for anything; strong winds, fog, commercial traffic and currents will all conspire to make your crossing interesting. There's also a good chance of spotting Minke or Killer whales and Dahl porpoises.

NORTHBOUND
Pull out Port Townsend and make your way around Point Hudson. Keep your distance from Point Wilson and the dreaded Point Wilson rip! Then point NW to the Point Partridge Bank and hopefully slack currents. If you are early or late, this area developes a confused chop that can be nose on. This area can also be congested with barges, freighter traffic and pleasure boats.

Summer afternoon winds often see strong westerlies, mostly in the small craft advisory range (25-38 mph). Gale warnings are also common(39-54 mph). Best to head out early on a 5-15 mph forecast if you’d like to keep your passengers happy. It's typically a 4hr adventure.

Be aware that rough water can occur at any time in the Strait of Juan de Fuca. Make sure your hatches, anchor, dinghy, paddleboard and everything else is strapped down tight on deck.

SOUTHBOUND
Leaving Lopez Island, I like to get well past Smith Island on the ebb. if you can hit the Point Partridge bouy at slack, you’ll have excellent timing. The first thing you look out for when leaving Lopez is a wall of water about a mile south. This is Lawson's Reef, barely 30ft deep at ther bouy. I've seen a 3 mile long standing wave here on a minus 2ft tide. The current pours over a shelf, which can cause a wave 6 feet tall. You would need to run all the way east to Whidbey to avoid it. Trying to avoid it is no better as it can also extend west to Davidson Rock.

Once you make it past Lawson's Reef, point your bow to the east end of Smith Island. The Smith Island sand bar almost completely disappears at high tide. The current will try to take you into the shallows so you could be crabbing sideways without even knowing it. There is a 2 mile sand spit running east of Smith Island. Don’t mistake the tower for the east end. The tower simply marks the middle of the sandbar. Look for the the concrete bunker wreckage and stay at least a mile off the point.

Once you pass Smith island, set your sights on the Partridge Bank bouys. There can be quite a bit of kelp here in 60ft of water. This is also a convergence of shipping lanes so watch ahead and behind yo. Once between these green can bouys, head south to Pt Wilson being careful to avoid the Point Wilson rip. and Port Townsend.

NORTHBOUND
Basically the opposite of southbound. Leaving Port Townsend, I like to try to hit slack water around Point Partridge, then north to the east end of Smith Island, and finally up thru Rosario Strait.

OTHER OPTIONS
If the weather and currents are not to your liking, you have a number of considerations:

• You can go the inside channel up Saratoga Passage and thru Deception Pass or
• up to Anacortes thru the Swinomish Slough and past La Conner. Both take a lot longer but have great options for multiple stops, depending on crew choices and schedules
• Cattle Pass between San Juan and Lopez islands is a good option. I tend to stay away from the populated areas like Friday Harbor which is why I like the route up the east of Lopez and Rosario Strait.
• Same for heading to Victoria. That is a long run so likely you'll be fighting current and wind at some point.

2023 Haulout

My fourth haulout in Port Townsend!

If you are looking for a yard in Puget Sound where you can literally get ANY boat project done, this is the place. I've hauled out in Port Townsend in 2006 (mast), 2019, 2021, and again here in 2023.

This year I'm finally taking on the decks which have just about worn thru to bare fiberglass. 51 years of use have also added a fair share of spider cracks to the gelcoat. This is a ton of work (dremel, sand, prime, paint) so I was looking for help. I found the Smalz Paint shop on the east end of the yard, so I booked then back last Fall for the first two weeks of June. Looking to save money where I can, I offered to dremel and fill the spider cracks before arriving. The gelcoat non-skid is in great shape since I redid most surfaces that in September 2019.

In addition to the deck paint, I needed to:

1. Finish re-gelcoating the deck under the canvas and along toe rails, bow, stern and various other spider cracks.
2. Sand and repaint hull
3. Patch keel join
4. Fix weeping rudder
5. Clean and paint propeller, add zincs
6. Buff and wax hull

1) The remains of my 4 year old gelcoat cans have been kept in my dockbox and worked great. I expected degradation of the chemicals but using the 14 drops of MEKP to 1oz of waxed gelcoat in 70deg temps kicked off like new. The cans were almost full and kept at a fairly cool temeratures. I did a few tests before applying to confirm it would still kick without adding extra MEKP which might make it brittle. To apply,I used single use paint brushes with half of the bristles trimmed off. This give the brush a stiffer feel and helps to work the gelcoat deep into the non-skid.

2) I rented a vacuum sander from Admiral Supply for a day for $64. Dusted it off and applied one coat of West Marines CPP ablative paint. It's made by Pettit and Practical Sailor gave it good reviews so I have been using CPP for a few years now and been very happy. This year, I had a bit of growth. I'm not sure if the guys ran the high pressure sprayer more than usual, or the chemical composition changed, but the paint did not last on the rudder. I plan on applying three coats in the high wear zones.

3) Despite my best effort to seal the keel join with multiple layers of epoxy i still get a slight weeping when on the hard.

4) Same goes for the rudder in multiple places.

5) This year I've applies Prop Coat Barnacle Barrier, another Pettit product. I'm not real optimistic but it should last a summer (maybe).

6) I've hired Joe Garcia to buff and wax the topsides.

DAY TO DAY TASKS

Day 1 Thursday
Haulout
Removal dinghy/dodger/lines

Day 2 Friday
Sanding deck
Removal dorads/cleats
Clean up stantions/teak/prop

Day 3 Saturday
Dremel/fair
Prop clean
Cleanup port lights
Rent sander

Day 4 Sunday
Clean teak eyebrows/stern
Sand hull
Bottom paint

Day 5 Monday
Return sander 8:00
Gelcoat test
Paint prop

Day 6 Tuesday
Sand deck/cabin
Marinetex deck/hull

Day 7 Wednesday
Sand deck/cabin
Buff/wax hull

Day 8 Thursday
Prime deck/cabin
Buff/wax hull

Day 9 Friday
Prime deck/cabin
Buff/wax hull

Day 10 Saturday
Day 11 Sunday

Day 12 Monday
Gelcoat deck
Epoxy keel
Bottom paint
Deck paint
Spot paint next to supports

Day 13 Tuesday
Deck paint
Gelcoat deck
Epoxy keel
Paint bilge
Move supports

Day 14 Wednesday
Deck/transom paint
Sand rudder
Gelcoat deck
Bottom paint touchup

Day 15 Thursday
Full bottom paint 3rd coat
Bootstripe
Stern paint

Day 16 Friday
Rudder paint
Bootstripe
Launch

MORE INFO

• Anthony Smalz Paint 347.399.4708
• Joe Garcia Buff and Wax 360.270.0700
• Mike Johnson Fiberglass 661.435.8543
• Barry Stephens Machine Shop 360.531.0627
• Admiral Supply 360.379.9921
• Port of Port Townsend 360.385.0656

Scad Sensor

Monitoring the Black Water Tank

I have a 20 gallon black water holding tank that has always required a very manual inspection process. I would have to use a flashlight to inspect under the v-berth to see if I could spot the tank level. Never a plesant job.

I installed a Scad TM1 monitoring system that lets me check the level from inside the head with the push of a button. The system uses SCAD's external stick-on tank level sensors that cannot get fouled. The monitor automatically checks and alerts when liquid levels are critical. This has required a lot of calibration so we are watching levels closely until we're completely confident.

There is a visual alarm that can be used to check the tank level. I've NOT installed the audible alarm option. There is a power wire that provides 1 Amp at battery voltage which can be set to trigger the alarm.

Data Sheet

Refrigeration

A built-in chiller, a Yeti cooler and now an actual fridge/freezer!

I recently purchased a Alpicool C22 Refrigerator from Amazon. It plugs into 120VAC shore power at the dock and runs off 12VDC underway. It mostly gets 5 star ratings and I understand that customer service is excellent.

It plugs into 120VAC shore power (with it's own inverter) at the dock and runs off 12VDC underway. My hope is the solar cells will continue to keep the secondary battery bank charged with enough juice to keep the unit cold in the summer.

SPECIFICATIONS:

• DIMENSIONS: 12.62"D x 23.5"W x 13.19"H
• STORAGE SPACE: 23 Quart(22 Liter) capacity ,fits 30 12oz cans
• LCD DISPLAY: USB socket, ice cube tray and built-in LED light
• VOLTAGE: 12/24V DC and 100-240V AC
• FREEZES WITHOUT ICE: -4°F (-20°C) deep chilling down performance, can be a fridge or freezer.
• BATTERY PROTECTION: Temperature memory function, 3 levels of battery protection
• INSULATION: High Density Foam
• WEIGHT: 24.2 pounds
• RATED POWER: 45W and draws 3 amps
• TEMPERATURE RANGE: -4℉～50℉
• NOISE：≤45dB
• DRAIN:

TEMPERATURE RECOMENDATIONS (degF):

• FRUIT: 50
• BEER: 42
• ICE CREAM: 0
• FISH: -4
• MEAT: -4

It has a Bluetooth indicator (and an app) but this is not been implemented on the smaller models.