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2023 Azimut Grande 32M: complete AC failure at 3 years, cause unknown

Discussion in 'Azimut Yacht' started by DNicely, Oct 6, 2026 at 5:37 AM.

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  1. DNicely, Oct 6, 2026 at 5:37 AM
    #1
    DNicely

    DNicely New Member

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    Azimut Grande 32 Metri, delivered June 2023, kept in Thailand. The Climma chilled-water air-conditioning plant (three Climma compressors, Multimacomp/Climma inverter drives, Martignoni 40 A line reactors) has failed completely at three years. All three compressors are out of service and we cannot find the root cause. Has anyone seen this pattern?

    FAILURES AND REPLACEMENTS, IN ORDER
    - Feb 2024 (9 months from delivery): chilled-water loop found contaminated with construction debris and sludge, no clear glycol. Loop flushed, components replaced, plant recommissioned under warranty.
    - Mar to Jul 2024: unit 2 flow sensor (Code 7, then repeated Code 52), unit 1 flow sensor, and fan-coil chilled-water valves stuck closed in three cabins. Sensors and valves replaced.
    - Aug 2024: whole-plant shutdown, diagnosed as a CAN bus fault; seawater pumps needed re-priming.
    - Feb 2025: unit 2 seawater ball valve broken; unit 2 CAN module replaced.
    - Jun 2025: fan-coil capacitors replaced under a manufacturer recall.
    - Aug 2025: unit 3 inverter PCB failed and was replaced. Compressor found damaged; corrosion noted inside the system.
    - Dec 2025 to Jan 2026: on generator, units 1 and 2 ran about 30 seconds then tripped DIS-VOLT; the generator slowed and stalled as compressors cycled. Normal on shore power. Unit 3 faults coincided with generator shutdowns.
    - Jan to Feb 2026: unit 3 inverter failed again, IGBT power module charred. Second PCB and a fan-coil blower assembly fitted.
    - May 2026: with unit 3 back in service, whole-plant shutdowns including the display, twice in 30 minutes at sea, no alarms logged. With unit 3 off, no power issues.
    - 29 May 2026: insulation test. Compressor 1 about 110 ohms to earth, compressor 3 about 3 megohms, compressor 2 about 23 megohms.
    - 29 Jun 2026: independent inspection finds the line-reactor terminals burnt, W phase reading over ten times the other two phases. The reactors are open-frame units mounted beside seawater piping.
    - Jul to Aug 2026: unit 2 trips on flow alarm with plate temperature 62 C, fresh-water flow sensor replaced, then unit 2 fails insulation on 19 Aug. Plant now completely down.

    WHAT HAS BEEN CHECKED
    - Shore power is through a 65 kVA isolation transformer. IR survey: terminals 48 C, no hot joints; core clamp plate 89 C.
    - Bonding and anode continuity tested on shore power and on generator.
    - The 2024 flush did not hold: strainer sediment was still present in Jun 2026.
    - Stray current has been suggested. Nothing has been proved either way.

    QUESTIONS
    1. Has anyone had Climma/Veco compressors fail one after another, and what was the cause in the end?
    2. Burnt line-reactor terminals on one phase: supply, installation, or drive?
    3. Three times the plant disturbed the supply only while unit 3 was running. Has anyone seen a failing drive pull a generator down, and was the drive or the supply the cause?
    4. Any experience of this plant in tropical shore-power conditions?

    If you have had this diagnosed, I would like to know what test finally showed the cause. Happy to share the technical file with anyone looking at the same problem.

    Attached Files:

  2. Dj239, Oct 6, 2026 at 7:33 PM
    #2
    Dj239

    Dj239 Member

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    What are the codes being displayed to make the plant out of service at this time?
  3. Dj239, Oct 6, 2026 at 7:45 PM
    #3
    Dj239

    Dj239 Member

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    Also what is the supply voltage to units from ships buss
  4. Capt Ralph, Oct 6, 2026 at 7:57 PM
    #4
    Capt Ralph

    Capt Ralph Senior Member

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    I am not familiar with your equipment exactly.
    May I apply simple swamp logic?
    What I can contribute is failed soldered connects will not carry current.
    One of your pictures prove this.
    Failed solder joints cause devices down line to NOT get required voltages AND current to run.
    These devices will over heat and fail.
    In my opinion that one picture demonstrates a very poor installation and down hill failures could be many.

    You could be chasing different issues (contaminated closed water circlet and poor electrical installation).
    Hopefully the factory is still helping.

    Oh Wait; It's a Mut...

    I am sad to advise, time to call in a real marine electrician.
  5. motoryachtlover, Oct 6, 2026 at 8:03 PM
    #5
    motoryachtlover

    motoryachtlover Senior Member

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    Correct me if I’m wrong but I thought soldered electrical connections were a no no on boats.
  6. Capt Ralph, Oct 6, 2026 at 8:58 PM
    #6
    Capt Ralph

    Capt Ralph Senior Member

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    99.8% of the time that is correct.
    Soldered wires on a boat are subject to vibrations and harmonics that will cause ridged wire and connect failures.
    High current may heat up a soldered connect to soften the joint also.
    Mechanically crimped and soldered connects AND the with proper wire supports are allowed,,, sometimes..
    Think battery lugs crimped and solder filled.

    In that picture it did not look like any original crimp was made before soldering.
    In that picture was a fire waiting to happen.

    Last edited: Oct 6, 2026 at 9:07 PM
  7. DNicely, Oct 6, 2026 at 9:32 PM
    #7
    DNicely

    DNicely New Member

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    Thanks all.

    Fault codes / why it’s out of service now
    There is no live MCX code currently locking the plant out. The plant is out of service because the compressors failed earth-insulation tests and were taken offline. In May 2026 the plant (including the display) also dropped power with no alarm logged.

    Earlier codes / states recorded:
    • Mar–Jul 2024: Code 7, then Code 52 (low / repeated fresh-water flow)
    • Aug 2024: CAN bus fault; whole-plant shutdown
    • Dec 2025–Jan 2026: DIS-VOLT after ~30 s on generator only; behaviour on shore power was normal
    • Jul–Aug 2026: FLOW METER ALARM Code 7 on Unit 2; plate temperature about 62 °C; Comp 2 insulation later collapsed
    Supply voltage from the ship bus
    Chiller nameplate / design: 400 V / 3 ph / 50 Hz. Shore supply via Bi-mec 65 kVA Dyn11 isolation transformer (380/400 V taps). Generators: 2 × Kohler 55EFOZDJ, 400/230 V. I do not have a logged live bus voltage reading from the last trip; I can take one and post it if useful.

    On the reactor photos
    Photos show heat damage at the Martignoni line-reactor terminations (W phase and adjacent V) feeding the Climma inverter drives. An independent inspection measured a large resistance imbalance on that W phase versus U/V. Separately, there is documented chilled-water loop contamination. Multiple electricians have worked on the vessel. Azimut and Veco / Climma have not identified a root cause.

    Plant: Climma / Veco CWS MODUL 3603 (3 × 120k BTU/h), Danfoss MCX. Looking for diagnosis path and similar Climma / Veco cases.

    Happy to post further measurements if there are specific ones you’d want next.
  8. Capt Ralph, Oct 6, 2026 at 9:49 PM
    #8
    Capt Ralph

    Capt Ralph Senior Member

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    No electricity, no error codes.
    Amazing how that may work that way.

    I think we have a YF member in Thailand.
    I hope he comes on and helps find a real marine electrician.
    I fear your getting bent over.

    This is your boat since new? Attorneys involved yet?
  9. DNicely, Oct 6, 2026 at 10:23 PM
    #9
    DNicely

    DNicely New Member

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    Yes, this is my boat from new (Azimut Grande 32m, delivered June 2023).

    On codes: when the plant lost power including the display, no MCX alarm was logged. Separately, the plant is also out of service because compressors failed earth-insulation tests.

    We have now photographed the live MCX and EVENT LOG. Current display: MASTER ALARM, Code 23 CAN-BUS MOD 2 KO, plant SHUT DOWN, compressors 0/3, SWP ON / FWP OFF, water about 30.7 °C.

    Documented codes / states (MCX text where numbered):

    When (as recorded) Code / state Text Unit
    Live now (7 Oct 2026) 23 CAN-BUS MOD 2 KO Master
    19 Aug 2026 23 CAN-BUS MOD 2 KO Unit.2
    19 Aug 2026 30 DRIVE ALARM Unit.2
    11 Aug 2026 30 DRIVE ALARM Unit.2
    11 Aug 2026 23 CAN-BUS MOD 2 KO Unit.2
    27 Jul 2026 52 FLOW METER ALARM Unit.2
    27 Jul 2026 22 CAN-BUS MOD 1 KO Unit.1
    Jul–Aug 2026 (earlier photo) 7 FLOW METER ALARM Unit.2
    Mar–Jul 2024 7, then 52 Low / repeated fresh-water flow Unit.2
    Aug 2024 (diagnosed) CAN bus fault; whole-plant shutdown Plant
    Dec 2025–Jan 2026 DIS-VOLT State after ~30 s on generator only Units 1/2
    MCX clock may be wrong on some log dates. This is not a complete lifetime log; only the recent EVENT LOG pages photographed plus earlier notes.

    Several electricians and HVAC technicians have already been on board. Azimut and Veco / Climma have not identified a root cause. A local YF member who knows marine electrical work in Thailand would still be useful.
  10. DNicely, Oct 6, 2026 at 10:56 PM
    #10
    DNicely

    DNicely New Member

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    Update on codes (MCX photographed 7 Oct 2026; clock may be wrong):
    Live / active: MASTER ALARM list shows Unit.3 Code 24, Unit.2 Code 23, Unit.1 Code 22. Also Master Code 22 CAN-BUS MOD 1 KO and Unit.3 Code 30 DRIVE ALARM. Earlier today also Code 23 CAN-BUS MOD 2 KO with plant SHUT DOWN.

    Documented chronology:

    When (as recorded) Unit Code Text
    02/01/2024 Units 1, 2, 3 30 DRIVE ALARM
    Mar–Jul 2024 Unit.2 7, then 52 Fresh-water flow
    Aug 2024 Plant — CAN bus fault; whole-plant shutdown
    Dec 2025–Jan 2026 Units 1/2 DIS-VOLT Generator only
    27/07/2026 Unit.1 / Unit.2 22 / 52 CAN-BUS MOD 1 KO / FLOW METER ALARM
    11–19/08/2026 Unit.2 23, 30 CAN-BUS MOD 2 KO / DRIVE ALARM
    7 Oct 2026 Master 24, 23, 22 Concurrent list
    Several electricians and HVAC technicians have already been on board. Azimut and Veco / Climma have not identified a root cause. A local YF member who knows marine electrical work in Thailand would still be useful.
  11. Pascal, Oct 7, 2026 at 10:04 AM
    #11
    Pascal

    Pascal Senior Member

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    One of the benefit of a chiller system is the redundancy. WTH would builders install and set up multiple chillers controlled by a single computer/controller.

    90% of the time, a boat will be comfortable running on 2 out of 3 or 3 out of 4 chillers. Why not set them up independently to insure one fault doenst take take the whole thing down

    just plain stupid.

    my personal boat only has two chillers but they are fully independent. The boat I run (33 meters) has three chillers which are also independent with their own frequency drives except for a single control system. Something I am trying to remedy.