PATH: BOAT PRODUCTION » Equipment » Propulsion » Engines » Ford »

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PAGE CONTENTS:
How to Identify Ford of Britain “Dagenham”, “Dorset” and “Dover” Diesel Engines:
^ ID Plates.
^ Capacity Codes.
^ Serial Numbers.
^ Cast-in or Stamped Part Numbers.
^ Fuel Injection Pump Models.
^ Distinct Features.
^ ^ Fuel Injection Pump Drives.
^ ^ Timing Gears.
^ ^ Timing Gear Covers.
^ ^ Fuel Injection Pump Cambox Lubrication.
^ ^ Valve Rocker Covers.
^ ^ Cylinder Liner Type.
^ ^ Cylinder Bores.
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How to Identify
Ford “Dagenham”, “Dorset” and “Dover” Diesel Engines

> > > FIRST, A LITTLE BACKGROUND < < <

In the early 1950’s, Ford decided to develop their own diesel engine for their line of Fordson tractors. Ford of Britain’s Dagenham Engine Plant was tasked with designing and producing the engine. The new 4D diesel engine was introduced with the new E1A Fordson Major tractor in 1952. Thus began a legacy that spanned over six decades of continuous production that saw the little 4-cylinder engine and it’s 6-cylinder bigger brother evolve and gain popularity around the globe as they were fitted to tractors, harvesters, grass dryers, lorries, rock crushers, electrical generators, work boats and pleasure craft, especially Asian trawlers. They proved to be robust and dependable. And when they did require repair, mechanics found them easy to work on as they were very much “Old School”. Parts were plentiful and reasonably priced due to their growing popularity and being backed by one of the largest engine manufacturers in the world (see our Ford Industrial Power Products Diesel Engines webpage for a more detailed history of the Ford of Britain Diesel Engines). The chart below is a terrific reference as it presents the engine models and years produced. Click Here for more about this chart and how Academy Members can download and print the entire chart.

These engines came in three basic flavors depending on application: Agricultural (e.g. tractors), Automotive (e.g. lorries), and Industrial (e.g. power generators, marine propulsion, etc). While the different applications demand some differences between the engines, the basic design remained very much the same with many of the parts interchangeable throughout the years. This led to the common practice of refitting with parts that were similar, but were for a different model (even much newer or much older) and for a different application. Often, when engines were badly damaged, complete engines were fitted that were a different model and intended for a different application. Any replacement engines could be either new or used. Used engines could be near new or near the end of their service life. Used engines could be damaged and not repaired, partially repaired, poorly repaired, fully repaired or completely rebuilt/overhauled. In Twin engine applications, any miss-match between the engines can result in severe performance and longevity issues.

In some cases, the engine’s original identification plate has been removed leaving no quick way to identify the engine. Sometimes the original engine’s ID plate has been switched to the replacement engine, misidentifying it. NOTE: It is never wise to depend entirely on the ID plate to identify an engine unless the engine’s complete history is known. Ways of confirming the engine’s ID are presented later in this article. Not being able to properly identify an engine can become a serious problem when it comes time to work on the engine.

Ford’s Engine Service Identification Plate

The above Engine Service Identification Plate identifies this particular engine as a Ford model 2715E, which was the 6.22L (380ci) “Dorset” base engine marinized into the popular Lehman 120. Like most of Ford’s tractor and truck diesel engines, this model was produced at Ford’s Dagenham Plant in Britain. See the chart above for the years and locations where the various Ford models were produced.

Foley Engines’ Tech Tip #197 describes how the double alpha engine code translates to the year of production according to the following chart.

For example, the code “RR” would translate into an engine year of 1999. However, this Tech Tip may not apply to all model years, possibly just later engines (1980’s & 1990’s)  The code pictured on the plate above does not seem to translate properly. Be aware that the stamped digits in the “SER No / DATE” box like those pictured on the plate above may not always represent the engine’s actual serial number and year produced. More about this later.

Engine Service Identification Plates were typically located either just below and aft of the fuel filters on the upper right edge of the flywheel housing (early engines) or on the rocker cover (later engines). These plate locations are illustrated further down this page. Like many of these plates, the plate shown above was found attached to the valve rocker cover with adhesive.

The Operator’s Manual and Service Manual pages shown below explain
Ford’s Service Identification Plate and Engine Build Data Plate formats.

Pages 5 (above) thru 7 (below) of Ford’s 2720 “Dover” Range Operator Handbook.

Page 1-02 of Ford’s 2720 “Dover” ESD Range Service Manual.

The engine’s data plate should be used whenever it is available to identify the engine’s true model number, assuming that the plate has not been switched from another engine. If the plate is attached to the valve rocker cover and the rocker cover is switched with another, then probably so is the plate. When an engine’s ID Plate is missing or in question, comparing the various part numbers found on an engine with the part numbers found in our charts below and/or in the parts catalogs can be helpful in identifying an engine, but be aware that parts are sometimes superseded later and may have different part numbers then called for in the parts lists. Also keep in mind that some engines are a miss-match of parts from different engines. This can create difficulty identifying an engine. But worse, it can also cause performance and longevity problems.

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Engine Capacity Code

PIX of Code

Ford stamps the Engine Capacity Code unto the cylinder block during manufacturing. The machined pad for the code is located on the right side of the block towards the aft end, up near the cylinder head as shown by the number 1 in Fig.2 of the manual above. The code represents the engine’s displacement (or what is sometimes called the total capacity of swept volume) in cubic inches (CID) or Litres (LD) depending on the model.

The table below presents the Capacity Code (in bold font) in the first column (labeled CID) or the second column (labeled LD) followed by the engine model(s) that display that code. If the data presented in the first or second column is in small italics, then it represents the actual displacement (NOT the Capacity Code) for general reference only. The table is arranged in ascending displacement. The third column (Labeled “#“) shows the number of cylinders. The forth column (Labeled CL) presents the Cylinder Liner type: “W” for “Wet” liner, “D” for “Dry” Liner, and “P” for “Parent bore”. This information can help narrow down what engine model the cylinder block might be part of. Click on the engine model link to go to our webpage for that particular model.

Notes: Petrol models will display capacities related to the petrol models which are usually slightly smaller then their diesel cousins. This can be confusing if a petrol block has been used to rebuild a diesel engine or vice versa. Table under development. We will add information as it comes in. If you can help, email to⇒Editor@EverythingAboutBoats.org

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Ford’s Engine Serial Numbers

On Lehman marinized Ford diesel engines, the Lehman serial number can be found stamped into the coolant reservoir and into the exhaust manifold as shown in the illustration below. The numbers should match unless these parts have been replaced. It is customary to stamp this Lehman serial number on any replacement parts when they are installed, however this is not always done. If the replacement part is used rather then new, the serial number may be the serial number from another Lehman engine. This stamped serial number is of course NOT the Ford serial number for this engine. The actual Ford serial number is stamped into the cylinder block casting on a machined “PAD” located on the right side of the engine near the front behind the fuel injection pump, just below the seam between the cylinder head and the cylinder block as shown on page 7 of the Lehman Marine Diesel Engine Operators Manual #4C61J (see below along right side of illustration where it is labeled with “Ford Stamping”). On the Lehman marinized Ford engines, this “PAD” may be partially hidden behind the coolant pipe leading from the bottom of the coolant reservoir.

The number embossed on the Ford Industrial Power Products ID plate in the “DATE SER No.” box as shown on the bottom left of the above manual page is NOT the actual Ford Date of Manufacture or Serial Number as stated after item “3 – (Not Applicable)” above under the contents of the Identification plate. The Ford serial number is stamped on a machined “Pad” on the cylinder block as discussed before and begins with the letter “S” in the case of the industrial engines. Automotive engines had other prefixes that were derived from the engine’s model number. The following tables show Ford’s starting serial number for each month of production.

Ford Serial Number Lists

Ford Industrial Engine Serial Numbers (FORDSON “Dagenham” TYPE)
589E 6 cyl petrol, 590E 6 cyl Diesel, 591E 4 cyl Petrol, 592E 4 cyl Diesel, see the later list for serial numbers after 1967 as the 592E model was still available from EBRO with Industrial “S” serial number up until 1974.

FORD THAMES TRADER “Automotive” ENGINE SERIAL NUMBERS.
528E 4 CYL PETROL, 530E 4 CYL DIESEL, 508E 6 CYL DIESEL, 510E 6 CYL DIESEL
DATE 15TH OF MONTH

Ford Industrial Engine Serial Numbers (2700 RANGE)
2701E, 2703E, 2704E, 2706E, 2708E, 2709E FEB 1965 ~ NOV 1969
2704ET JULY 1968 ~ 1981?
2701C, 2703C, 2704C NOV 1969 ~ OCT 1970
2711E, 2712E, 2713E, 2714, 2715E OCT 1970 ~ 1982?

NOTES: Table under development. We will add information as it comes in. If you can help, email to⇒Editor@EverythingAboutBoats.org

See Ford Industrial Engine Production Dates by Serial Numbers by Jimcdbts for more details.

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Part Numbers

Most of the larger engine components (e.g. cylinder blocks, cylinder heads, valve covers, etc.) are identified by their parts numbers being cast or stamped into the component. The part number is usually composed of three parts; the prefix, the designator (or what is called the “BASIC part number” in the manuals), and the suffix. While the components’ part numbers may be helpful in identifying an engine, one should not be misled by them. After all, these are part numbers for the engine’s numerous parts, and may not contain the engine’s actual model number. This confusion is mostly due to Ford’s practice of beginning their part numbers (the “prefix”) with the model number of the first engine on which the part was designed to be used. This is more fully explained in the examples that follow. The “Basic part number identifies what kind of component it is (e.g. cylinder block, cylinder head, intake manifold, etc). The suffix, when used,  indicates other features of the component.

Cylinder Blocks

The cylinder block below displays the raised casting number “826F 6015 EAC” which by the prefix “826” suggests that this block was initially designed for the Ford “826” model engine. The ID plate on this engine’s rocker cover (shown four pictures below) indicates this engine as a 2725E “Dover” diesel engine. The “6015” is the designator which identifies the part as being the “raw” engine block casting. Most if not all Ford engine blocks are identified with the “6015” designator. The Ford parts schematic will however, show a “BASIC part number” of “6010” for the engine block assembly which is the designator for the engine block in its final machined and assembled form. The “EAC” suffix identifies other features of the part.

The first column (labeled “PREFIX”) in the table below presents the prefix of the raised cast-in cylinder block part number found on the Ford diesel engines. The second column (Labeled “#“) shows the number of cylinders. “CL” (Cylinder Liner type) as shown in the third column indicates if the liners are of the “Wet” (W), “Dry” (D), or “Parent bore” (P) types. The corresponding engine models are then listed. This information can help narrow down what engine model the cylinder block might be part of. Click on the model link to go to our webpage for more details about that particular model.

Engine Cylinder Block Part Number PREFIXES with Corresponding Engine Models

Notes: Table under development. We will add information as it comes in. If you can help, email to⇒Editor@EverythingAboutBoats.org

In the pictures below, the Ford “2702E 6015” part number can be seen cast into the 330 cubic inch 6-cylinder engine block, however NO 2702E engine was apparently ever put into production, and no such model can be found in any official Ford documentation we have. The 2702E block may have been originally intended for a low power rated 2702E engine which turned out not being put into production. The 2702E labeled block was however used for the 2703E model engine. This is not uncommon due to Ford’s parts numbering system..

The “raw” engine block part number is usually cast into the left side of the engine block near the oil pan seam as shown below.  Note the “FoMoCo” label that follows the part number.

Intake Manifolds

Note that the above 2703E engine’s intake manifold (shown below) displays the raised “590E” cast-in part number used by the earlier Dangenham 6D (590E model) Industrial diesel engine. In this case, the earlier part fits the later engine, and there was no need to create a new part with a new part number. The older part was simply used on the newer engine. The “8425” middle (designator) of the part number identifies the part as an intake manifold. This manifold was not used on many marinized engines. Lehman and others had their own manifolds, usually combining both the intake and the exhaust manifolds into one manifold which was water cooled with coolant jackets.

Valve Rocker Covers

The rocker cover below is identified by the ID plate as fitting a 2725E diesel engine. Above the ID plate is displayed the full stamped rocker cover part number of “826F 6582 EAB” suggesting that the rocker cover was initially designed for the Ford “826” model engine. The “6582” is the designator for all Ford rocker covers.

Cylinder heads

Parsons marinized the 6D “Dagenham” base engine and marketed it as the “Barracuda” shown below. Note the location of the cylinder head’s raised part number followed by the raised “FL” identifier (partly obscured by the hoses) discussed later.

The cylinder head’s raised part number is displayed in the middle of the right side of the head. On this engine the part number begins with “510E” which suggests that the head was initially designed to fit the 6D Mark-2 “Dagenham” model “510E” automotive (lorry) diesel engine. The “6050” is the designator for all Ford “raw” cylinder head castings.

The first column (labeled “PREFIX”) in the table below presents the prefix of the raised cylinder head part number found on the Ford diesel engines. The second column (Labeled “#“) shows the number of cylinders. “CL” (Cylinder Liner type) as shown in the third column indicates if the liners are of the “Wet” (W), “Dry” (D), or “Parent bore” (P) types. The corresponding engine models are then listed. This information can help narrow down what engine model the cylinder block might be part of. Click on the model link to go to our webpage for more details about that particular model.

Engine Cylinder Head Part Number PREFIXES with Corresponding Engine Models

683F

Notes: Table under development. We will add information as it comes in. If you can help, email to⇒Editor@EverythingAboutBoats.org
The cylinder head identified by the raised cast-in “raw” head 510E-6050-E casting number is the “Dagenham” 6 cylinder “FL” head (see next).

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Dagenham “FL” Identifier Cast into Cylinder Head

The raised “FL” identifier appears a few inches to the right of the head’s “raw” casting number as shown below.

The “FL” head was the improved “high air flow” head that first appeared on the “Dagenham” 6D Mark-2 diesel engines in 1962 and the 4D Mark-2 engines in 1963. The “FL” head was often back-fitted to older Dagenham engines as replacement heads or simply to increase power. The raised cast-in “FL” identifier which distinguished whether or not the Dagenham engine was equipped with the improved “high air flow” heads was of course eliminated with the introduction of the 2700 range engines because all 2700 and later series engines had “high air flow” type heads and therefore did not need to be so identified. These heads utilized “vortex technology” similar to the General Motors “Vortec” heads introduced in 1984 small block V8 petrol engines.

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Diesel Injection Pump Identification

Identification of Ford diesel engines can be aided by identifying the diesel injection pump. The pump is identified by an ID plate affixed to the pump (see illustrations below with ID plate circled in red). Keep in mind that the pump may have been replaced with whatever pump was available and may be a mismatch to the engine.

The following Pages from the Ford 2700 & 2710 “Dorset” Range Service Manual should help identify the diesel injection pumps on the various “Dorset” engines. Similar information for other models can be found in other Ford manuals and parts catalogs. Note the striking differences in specifications. The highest performance and engine longevity can best be achieved if the correct injection pump is matched to the correct engine model for the application. Due to the vast variety of injection pumps, replaced pumps are too often found to be mismatched to the engine. Also keep in mind that some pumps have been modified and/or recalibrated, and therefore no longer match their original specifications.

Section 3 Page 1r – Simms Minimec In-line “Jerk” Type Injection Pump

Section 3 Page 38 – CAV “Distributor” Type Injection Pump

In the illustration just above, take note of the raised cylinder head part number cast into the head shown in the top-left corner. The part number starts with “2703E”. See the earlier section on Casting Part Numbers for their significance.

Section 3 Pages 17r-18r – Injection Pump Part Numbers and Calibration

Section 7 Pages 2 & 2r – Combine Harvester Injector Pump Part Numbers

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Identifying Engines By Their Distinct Features

All of these Ford models are 4-stroke cycle, direct injected, overhead valve, push rod, 4 or 6 cylinder, inline, reciprocating piston engines. All models have a piston stroke of roughly 115mm (4.52 inches) or more exactly 114.7mm (4.516 inches). Each engine family (“Dagenham”, “Dorset” and “Dover”), each engine Range (“D”, “2700”, “2710” and “2720”), and each engine model (see our Ford Industrial Power Products webpage) possess distinct features that can help identify the engine. Many are external and therefore easy to observe, but some are internal and require partial disassembly of the engine to determine.

Fuel Injection Pump Drives

The “Dagenham” engines have external fuel injection pump drives that can be seen turning whilst the engine is running (see red circle in picture below showing a “4D”).

The 6-cylinder “6D” was fitted with a 6″ jackshaft to drive the injection pump as shown below as the injection pump was mounted further aft on the longer 6-cylinder engine. Since these couplings and jackshafts rotate whilst the engine is running, they are sometimes protected by aftermarket guards that are fitted to prevent injury to operators, mechanics and bystanders.

The “Dorset” and “Dover” fuel injection pumps are directly driven by the engine’s internal timing drive gears (see picture below).

Note how the fuel injection pump was mounted directly to the timing gear housing at the front of the engine. Injection timing was adjusted by slots for the mounting bolts in the injection pump’s mounting bracket.

PIX of injection pump mounting bolts

If the pump’s injection timing has been adjusted and the pump has had to be rotated so far that the mounting bolts are all the way against the ends of the slots as shown above, this may indicate that the timing gears have suffered excessive wear and may be near failure (see next section), and it would be wise to inspect the gears for wear. As the gears wear, the injection timing becomes more retarded. When the pump adjustment runs out of slot travel before the specified timing can be attained, the engine will be running retarded with a loss of power, increased carbonisation, and other consequences.

Timing Gears

The Ford engine’s timing gears are internal and cannot be seen without removing the timing gear cover (as shown below), the injection pump, or in the case of most marinised engines, the directly driven raw water pump (if used).

The “Dagenham” and “Dorset” engines have Helical (curved) tooth timing gears as shown below.

These gears tend to wear rapidly, especially if also driving the raw water pump, and should therefore be checked routinely to prevent serious internal engine damage when the gears fail. See our articles on Ford timing gear failures.

The “Dover” engines have the noisier, but more robust straight tooth timing gears.

Ford switched to straight tooth timing gears of the type shown above because of the rapid wear experienced by the helical tooth gears. While the straight tooth gears are more robust, they are also noisier. These gears should also be checked for wear routinely as they can wear prematurely due to internal injection pump problems, raw water pump problems, or even engine camshaft or valve train problems which can create gear chatter in the engine’s timing gears. Again, see our articles on Ford timing gear failures.

Timing Gear Covers

The timing gear cover is external and can be easily inspected at the front of the engine.

The “Dagenham” and “Dorset” engines have pressed steel timing gear covers.

The “Dover” engines have cast aluminum timing gear covers.

Fuel Injection Pump Cambox Lubrication

The “Dagenham” and “Dorset” fuel injection pumps have isolated cambox sumps and require oil changes much like the engine oil. An oil overflow pipe can usually be found plumbed into the injection pump.

PIX of overflow pipe

The drain end of this pipe usually just drips on the ground or into the bilge as the case may be. Neither is acceptable. Therefore, It is a good idea to install a catch container that can be drained when required. Examine this oil for diesel fuel (sniff-sniff) as any fuel leaking inside the injection pump will contaminate the cambox sump very quickly and cause serious damage to the injection pumps’ internal components, especially the governor. See our article about Checking Ford injection pump oil for contamination. A fuel leak inside the injection pump can flood the cambox sump and overflow into the catch container fairly quickly, so it is recommended that the container be checked often as it can be your first sign of a fuel leak inside the injection pump. It is NOT a good idea to plumb this overflow pipe into the engine’s oil sump (oil pan) as it creates the possibility of diesel fuel contamination of the engine oil.

The “Dover” fuel injection pump cambox sumps are fed engine oil from the engines’ pressurized oil galleys through a flow restrictor fitting and then an oil feed line. As the cambox sump overflows, oil is drained back into the engine’s oil sump (the oil pan) by a return line. The oil feed and return lines can be seen plumbed from the engine to the injection pump as they are external.

PIX of oil feed & return

Since the cambox is continually draining into the engine’s oil sump, any diesel fuel leaking inside the injection pump will eventually end up in the engine oil. Be on the lookout for any smell of diesel in the engine oil or unexpected rise of engine oil showing on the dipstick as this may indicate a fuel leak inside the fuel injection pump. Any diesel dilution of engine oil can quickly lead to serious damage of engine components.  Routine oil sampling and analysis is recommended to detect and remedy oil contamination before it causes serious internal engine damage.

Valve Rocker Cover

The valve rocker cover is external and can be easily inspected at the top of the engine. it is however, the least dependable way to identify an engine as these covers are sometimes painted or replaced by other covers.

The “Dagenham” and “Dorset” engines were typically delivered with painted valve covers.

The “Dover” engines were usually delivered with the easily recognized shiny chrome valve covers.

These chromed valve covers sometimes got  painted (not an uncommon practice by third-party marinizers).

Cylinder Liner Type

In general, all “Dagenham” engines have “wet” liner cylinders, all Early “Dorset” engines have “Dry” liner cylinders, and most Later “Dorset” engines and most “Dover” engines have “Parent” bore cylinders, but the turbocharged engines have “Dry” liner cylinders. The cylinder liners are internal inside the engine and cannot be determined without removing the cylinder head. Removing the oil pan may not expose the bottom end of the liners for inspection.

The first column (labeled “CL” presents the Cylinder Liner type: “Wet” (W), “Dry” (D), or “Parent bore” (P). The second column (Labeled “#“) shows the number of cylinders. The corresponding engine models are then listed. This information can help narrow down the engine model. Click on the model link to go to our webpage for more details about that particular model.

Cylinder Bores

All “Dagenham” engines have “wet” cylinder liners with 100mm cylinder bores, All Early “Dorset” engines have either 100mm or 105mm “dry” liner cylinder bores. All naturally aspirated Later “Dorset” engines and “Dover” engines have 107mm “parent” bore cylinders. All turbocharged “Dorset” and “Dover” engines have “dry” liners with 105mm cylinder bores. The cylinder bores are internal inside the engine and cannot be measured without removing the cylinder head. The cylinder bores may be very difficult to measure by removing just the oil pan.

In the Table below, the first column (labeled “BORE” presents the Cylinder Bore: 100mm (3.937in), 105mm (4.125in) (104.80mm. 4.126in), 107mm (107.21mm, 4.221in). The second column (Labeled “#“) shows the number of cylinders. The third column (labeled “CL” presents the Cylinder Liner type: “Wet” (W), “Dry” (D), or “Parent bore” (P). The corresponding engine models are then listed. This information can help narrow down the engine model. Click on the model link to go to our webpage for more details about that particular model.

Notes:

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FROM Donald: "This is an awesome website. I found the information that I needed right away from one of the over 10,000 free articles that you provide as a public service. I'm surprised that so much if this site is free. But I still signed up so I could access the thousands of expanded pages, interesting articles, and dozens of valuable programs! The member's library of books, magazines and videos that I can view online is really terrific! I understand that you and your staff are all unpaid volunteers. Please keep up the good work. And I commend you for your plans to add another 10,000 free informative articles over the next year. I'm thrilled to support you in this endeavor with my small membership donation. Thanks again for all your hard work."

FROM Huey: "I agree with my Uncle, I too have found the articles to be very enlightening. They say that it will take about 50,000 articles to cover the full scope that they have envisioned for the website. They have over 10,000 articles so far and that's doing pretty well, but it could take several years to get the rest. I also noticed that many of the Main Topic Pages and some of the article pages are still in the rough draft stage. I guess that they will fill in as they can get volunteers to work on them. But what I can't figure out is why anyone would spend the time writing informative in depth articles just to give away free to this website for publication? What's in it for them?"

FROM Dewey: "Well Huey, to me It looks like most of the articles on this website are written by very informed people, like boating instructors, boat designers, boat builders, riggers, electricians, fitters, marine repair technicians and marine surveyors. Writing such articles helps establish them as knowledgeable professionals. After all, this website was originally created by a school for marine technicians and marine surveyors. The website is growing in content every day. They even had to move to a bigger, more powerful server on October 15, 2018 because the website's traffic has been growing exponentially."

FROM Louie: "I agree with everyone above. This site is quickly becoming the ultimate reference resource about every aspect of boats and ships for everyone from the beginning recreational boater to the seasoned professional mariner. I use the topic pages on the right sidebar to browse around the website. It's like a Junior Woodchucks' Guidebook for Boaters. Their Members' Library of over 300 popular and obscure books and over 200 magazine back issues that can be viewed online is fabulous. The Academy's magazine is especially informative. On top of that, there is the "Ask-An-Expert program for members where you can get an expert's answer to any of your boat questions. And a whole years membership is only $25. What a deal! I really love being part of this "Everything About Boats" community and help provide thousands of helpful articles free to the public. I think that I'll sit down right now and write an article about my experiences boating with my uncle."

FROM Scrooge: "You rave about this website like it was the best thing since sliced bread. Well, I think it stinks. Sure, it has a lot of good information for boaters, and they're adding more every day, but it will probably never be finished. Furthermore, I don't even own a boat. And I wouldn't have a boat even if someone gave me one. Boats are a waste of money and time and energy and money! They're just a hole in the water you pour money into. If you gave me a boat, I'd sell it quicker then you could say Baggywrinkle. Then I'd lock up the cash with all my other money so I could keep my eye on it and count it every day. Bah humbug."

FROM Daisy: "I'm just so glad that Donald got the boat so we and the boys could enjoy boating — together. And of course all of the girls, April, May, and June, love to be on the water too, especially when that is where the boys are. Oh poor Scrooge, boating is more fun then you could possibly imagine."

FROM Scrooge: "After seeing how much fun you all have on the water together, I regret that I didn't have that much fun when I was young. I've had a change of heart, and I'm giving each of you a Lifetime Academy Membership."

FROM Editor: "For those of you that have stayed with us this far, Thanks. You inspire us to keep working on this labor of love. We know that we have a lot more to do. Ultimately, we hope that we can help you enjoy the wonder filled world of boating as much as we do. We are all waiting to see what you have to say about this webpage article. And we assure you, your corrections, updates, additions and suggestions are welcomed. Let's work together on this." ♥

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