7748655w (1) Installation D5 - D16 PDF
7748655w (1) Installation D5 - D16 PDF
7748655w (1) Installation D5 - D16 PDF
D5 - D16 series
Installation
Marine Propulsion Diesel Engines
D5, D7, D9, D11, D12, D16
Contents
Safety precautions............................................... 3 Engine installation.............................................. 56
General information............................................. 6 Preparing the engine....................................... 56
Engine application ratings................................... 9 Flexible engine mounting................................. 58
Marine engine environment............................... 12 Rigid engine mounting..................................... 62
General information about classification......... 16 Alignment........................................................ 64
Installation tools and literature......................... 18 Fuel system......................................................... 66
Design concepts of propulsion systems......... 20 General............................................................ 66
Reverse gear, various types............................ 20 Fuel tanks........................................................ 66
V-drive, various types...................................... 22 Piping.............................................................. 70
Twin engine package - Twin gear..................... 23 Priming pump for D5/D7.................................. 71
Multi-belt transmission..................................... 23 Fuel pre-filters................................................. 72
Controllable pitch............................................. 24 Checking feed pressure................................... 73
Water Jet......................................................... 24 Fuel cooler for D5/D7...................................... 74
Surface drive................................................... 24 Cooling system................................................... 75
Torsional vibrations and TVC calculations...... 25 General............................................................ 75
Torsional vibrations.......................................... 25 Seawater system............................................. 76
Routines for handling TVC............................... 26 Freshwater system.......................................... 82
General arrangement and planning.................. 27 Coolant mixture............................................... 82
Choice of engine............................................. 27 Filling with coolant........................................... 83
Installation example......................................... 28 Venting nipples................................................ 84
Propeller theory............................................... 31 External cooling............................................... 85
Propeller selection........................................... 33 Central cooling system.................................... 86
Engine inclination............................................ 36 Engines adapted for external cooling.............. 88
Weight distribution........................................... 37 Measuring pressure in KC systems................. 95
Engine centre distance, twin installation......... 37 Gauge connections......................................... 95
Accessibility for maintenance and repairs....... 38 Measuring temperature in KC systems........... 96
Selection of engine suspension....................... 39 Function diagrams, external cooling................ 97
Engine foundation.............................................. 44 Thermostats, external cooling....................... 103
Aligning the boat.............................................. 44 Expansion tank, function diagram................. 104
General............................................................ 44 Extra expansion tank..................................... 106
Building the engine bed................................... 47 Engine heater................................................ 108
Propeller shaft systems..................................... 50 Hot water connections................................... 111
Propeller shafts............................................... 50 Exhaust system................................................ 114
Flexible propeller shaft coupling...................... 51 General.......................................................... 114
Shaft seals....................................................... 51 Wet exhaust line............................................ 116
Shaft bearings................................................. 53 Dry exhaust line............................................. 124
Installation of stern tube and shaft bearing..... 54 Backpressure................................................ 132
Measuring exhaust backpressure.................. 132
Measuring exhaust temperature..................... 135
Electrical system.............................................. 136 Controls............................................................. 179
Electrical installation...................................... 136 General.......................................................... 179
Batteries........................................................ 136 Alternative operating stations........................ 180
Accessory battery.......................................... 139 Controls......................................................... 181
Cross-over switch.......................................... 139 Location of the controls................................. 181
Starting battery cable area............................ 140 Connecting.................................................... 182
Power supply................................................. 141 Final check.................................................... 184
Power module D9/D11/D12/D16 .................. 143 Trolling valve.................................................. 185
Accessories................................................... 144 Power take-off................................................... 186
Extra alternators............................................ 146 General.......................................................... 186
EVC–Electronic Vessel Control..................... 146 Disconnectable power take-off, crankshaft.... 187
Battery charging............................................ 146 Flywheel and housing, SAE standard........... 189
Instruments Non EVC engines...................... 147 Power take-off positions................................ 190
Fire extinguishing system............................... 154 Belt tension.................................................... 191
Classified electrical systems, MCC................ 155 Extra V-belt pulleys........................................ 193
Electrochemical corrosion............................... 159 Direction of the side loads............................. 193
General.......................................................... 159 In-line power take-off..................................... 194
Definitions...................................................... 160 Stub shafts and V-belt pulleys...................... 196
Protection electrochemical corrosion............ 161 Auxiliary drives.............................................. 199
Protection electro-static discharge................ 162 Flush and bilge pumps.................................. 202
Stray current and shore power corrosion...... 162 Oil and coolant drain systems........................ 203
Shore power and generator installation......... 163 General.......................................................... 203
Shore power and battery charging................ 164 Launching the boat.......................................... 204
Prev. of stray currents during installation....... 165 Sea trial.............................................................. 205
Checking electrochemical corrosion.............. 166 References to Service Bulletins...................... 206
Eng. room, ventilation and soundproofing.... 168 Notes.................................................................. 207
Introduction.................................................... 168
Dimension of air intakes and ducts............... 170
Location of ventilators and air intakes........... 174
Soundproofing............................................... 175
Belt guards and protections............................ 178
WARNING! Danger of personal injury, damage Turbocharged engines: Never start the engine
to property or mechanical malfunction if the in- without installing the air cleaner (ACL). The ro-
structions are not followed. tating compressor parts in the turbocharger can
cause serious personal injury. Foreign objects
IMPORTANT! Possible damage or mechanical entering the intake ducts can also cause me-
malfunction in products or property. chanical damage.
NOTE! Important information to facilitate work proc- Never use starting spray in the air intake. Use
esses or operation. of such products could result in an explosion
Below is a list of the risks that you must always be in the air intake pipe. There is a danger of per-
aware of and the safety measures you must always sonal injury.
carry out.
Do not open the filler cap for the engine coolant
(freshwater cooled engines) when the engine is
hot. Steam or hot engine coolant can be eject-
Plan in advance so that you have enough room
ed and any pressure in the system will be lost.
for safe installation and (future) dismantling. Open the filler cap slowly and release coolant
Plan the engine compartment (and other com- system pressure (freshwater cooled engines), if
partments such as the battery compartment) the filler cap or drain cock must be opened, or if
so that all service points are accessible. Make a plug or engine coolant line must be removed
sure it is not possible to come into contact with on a hot engine. Steam or hot coolant can be
rotating components, hot surfaces or sharp ejected.
edges when servicing and inspecting the en-
gine. Ensure that all equipment (pump drives, Hot oil can cause burns. Avoid skin contact with
compressors for example) has protective cov- hot oil. Ensure that the oil system is depressu-
ers. rised before starting work on it. Never start or
run the engine without the oil filler cap in place
Make sure the engine is immobilized by not because of the risk of oil being ejected.
connecting the electrical system or turn-
ing off the power supply to the engine at the If the boat is in the water, stop the engine and
main switch (breakers), and locking the switch close the bottom valve before carrying out op-
(breakers) in the OFF position for as long as erations on the cooling system.
work continues. Set up a warning notice at the
engine control point or helm. Only start the engine in an area that is well
ventilated. Beware, the gases are poisonous
As a rule, no work should be done on a running to breathe in. When operating in an enclosed
engine. However, some work e. g. adjustments, space, use exhaust extraction to lead the ex-
requires a running engine. Approaching an haust and crankcase gases away from the
engine that is running is a safety risk. Loose place of work.
clothing or long hair can fasten in rotating parts
and cause serious personal injury. If working in
proximity of a running engine, careless move-
ments or a dropped tool can result in personal
Safety precautions
Always wear protective goggles if there is a risk Ensure that the battery compartment is de-
of splinters, grinding sparks and splashes from signed according to current safety standards.
acid or other chemicals. Your eyes are extreme- Never allow an open flame or electric sparks
ly sensitive and an injury to them can result in near the battery area. Never smoke in proximity
loss of sight! to the batteries. The batteries give off hydrogen
gas during charging which when mixed with air
Avoid skin contact with oil! Long term or re- can form an explosive gas. This gas is easily ig-
peated skin contact with oil can lead to the loss nited and highly volatile. Incorrect connection of
of natural oils from the skin. This leads to irrita- the battery can cause sparks sufficient to cause
tion, dry skin, eczema and other skin problems. an explosion with resulting damage. Do not shift
Old oil is more dangerous to your health than the connections when attempting to start the
new. Use protective gloves and avoid oil-soaked engine (spark risk) and do not lean over any of
clothes and rags. Wash regularly, especially the batteries.
before meals. Use special skin creams to help
clean and to stop your skin drying out.
Always ensure that the Plus (positive) and
Minus (negative) battery leads are correctly
Most chemicals intended for the product (en-
installed on the corresponding terminal posts
gine and reverse gear oils, glycol, gasoline and
on the battery. Incorrect installation can result
diesel), or chemicals intended for the workshop
in serious damage to the electrical equipment.
(degreasing agent, paints and solvents) are
harmful to your health. Read the instructions Refer to the wiring diagrams.
on the packaging carefully! Always follow pro-
tective measures (using a protective mask, Always use protective goggles when charging
goggles, gloves etc.). Make sure that other per- and handling the batteries. The battery electro-
sonnel are not unknowingly exposed to harm- lyte contains extremely corrosive sulphuric acid.
ful substances, in the air that they breathe for If this should come in contact with the skin, im-
example. Ensure that ventilation is good. Deal mediately wash with soap and plenty of water.
with used and excess chemicals as directed. If battery acid comes in contact with the eyes,
flush immediately with water and obtain medi-
Be extremely careful when tracing leaks in the cal assistance.
fuel system and when testing injectors. Wear
protective goggles. The jet from an injector is Turn the engine off and turn off the power at the
under very high pressure and fuel can pen- main switches (breakers) before carrying out
etrate deep into tissue, causing serious injury work on the electrical system.
with a risk of blood poisoning.
Clutch adjustments must be carried out with the
All fuels and many chemicals are inflamma- engine turned off.
ble. Keep away from naked flames or sparks.
Gasoline, some solvents and hydrogen from Use the lifting eyes fitted on the engine/reverse
batteries in the correct proportions with air gear when lifting the drive unit. Always check
are very inflammable and explosive. Do not that the lifting equipment used is in good condi-
smoke! Maintain good ventilation and take the
tion and has the load capacity to lift the engine
necessary safety measures before welding or
(engine weight including reverse gear and any
grinding in the vicinity. Always keep a fire extin-
extra equipment installed).
guisher accessible in the workplace.
To ensure safe lifting and avoid damage to
Store oil and fuel-soaked rags and old fuel and
oil filters properly. Oil-soaked rags can, in cer- components installed on the top of the engine
tain circumstances, ignite spontaneously. Old use an adjustable lifting beam. All chains and
fuel and oil filters are environmentally harmful cables must run parallel to each other and as
and should be delivered, with used lubrication perpendicular as possible to the upper side of
oil, contaminated fuel, paint, solvents and de- the engine.
greasing agents, to a proper refuse station for
environmentally harmful material for destruc- If extra equipment is installed on the engine
tion. which alters its centre of gravity a special lifting
device is required to obtain the correct balance
for safe handling.
Safety precautions
General information
About the Installation Manual
This publication is intended as a guide for the instal- dirt or other foreign matter gets into the fuel, cooling,
lation of Volvo Penta marine diesel engines for in- intake or turbocharger systems, as this can lead to
board use. The publication is not comprehensive and faults or engine seizure. For this reason,, the systems
does not cover every possible installation, but is to be must be sealed. Clean supply lines and hoses before
regarded as recommendations and guidelines apply- connecting them to the engine. Remove protective
ing to Volvo Penta standards. Detailed Installation In- engine plugs only when making a connection to an
structions are included in most of the accessory kits. external system.
These recommendations are the result of many years
practical experience of installations from all over the
world. Departures from recommended procedures Certified engines
etc. can however be necessary or desirable, in which The manufacturer of engines certified for national
case the Volvo Penta organisation will be glad to of- and local environmental legislation (Lake Constance
fer assistance in finding a solution for your particular for example) pledges that this legislation is met by
installation. both new and currently operational engines. The
It is the sole responsibility of the installer to ensure product must compare with the example approved
that the installation work is carried out in a satisfac- for certification purposes. So that Volvo Penta, as a
tory manner, it is operationally in good order, the ap- manufacturer, can pledge that currently operational
proved materials and accessories are used and the engines meet environmental regulations, the follow-
installation meets all applicable rules and regulations. ing must be observed during installation:
This Installation Manual has been published for
• Servicing of ignition, timing and fuel injection sys-
professionals and qualified personnel. It is therefore
tems (gasoline) or injector pumps, pump settings
assumed that persons using this book have basic
and injectors (diesel) must always be carried out
knowledge of marine drive systems and are able to
by an authorised Volvo Penta workshop.
carry out related mechanical and electrical work.
Volvo Penta continuously upgrades its products and • The engine must not be modified in any way ex-
reserves the right to make changes. All the informa- cept with accessories and service kits developed
tion contained in this manual is based on product for it by Volvo Penta.
data available at the time of going to print. Notification
of any important modifications to the product causing • Installation of exhaust pipes and air intake ducts
changes to installation methods after this date will be for the engine compartment (ventilation ducts)
made in Service Bulletins. must be carefully planned as its design may affect
exhaust emissions.
General information
General information
Conversion factors
Metric to U.S. or IMP. conversion factors: U.S. or IMP. to metric conversion factors:
To convert To convert
from To Multiply by from To Multiply by
Length mm inch 0.03937 inch mm 25.40
cm inch 0.3937 inch cm 2.540
m foot 3.2808 foot m 0.3048
Area mm² sq.in. 0.00155 sq. in. mm² 645.2
m² sq. ft. 10.76 sq. ft. m² 0.093
Volume cm³ cu. in. 0.06102 cu. in. cm³ 16.388
litre, dm³ cu. ft. 0.03531 cu. ft. litre, dm³ 28.320
litre, dm³ cu. in. 61.023 cu. in. litre, dm³ 0.01639
litre, dm³ imp. gallon 0.220 imp. gallon litre, dm³ 4.545
litre, dm³ U.S. gallon 0.2642 U.S. gallon litre, dm³ 3.785
m³ cu. ft. 35.315 cu.ft. m³ 0.0283
Force N lbf 0.2248 lbf N 4.448
Weight kg lb. 2.205 lb. kg 0.454
Power kW hp (metric) 1)
1.36 hp (metric) 1)
kW 0.735
kW bhp 1.341 bhp kW 0.7457
kW BTU/min 56.87 BTU/min kW 0.0176
Torque Nm lbf ft 0.738 lbf ft Nm 1.356
Pressure Bar psi 14.5038 psi Bar 0.06895
MPa psi 145.038 psi MPa 0.006895
Pa mm Wc 0.102 mm Wc Pa 9.807
Pa in Wc 0.004 in Wc Pa 249.098
KPa in Wc 4.0 in Wc KPa 0.24908
mWg in Wc 39.37 in Wc mWg 0.0254
Energy kJ/kWh BTU/hph 0.697 BTU/hph kJ/kWh 1.435
Work kJ/kg BTU/lb 0.430 BTU/lb kJ/kg 2.326
MJ/kg BTU/lb 430 BTU/lb MJ/kg 0.00233
kJ/kg kcal/kg 0.239 kcal/kg kJ/kg 4.184
Fuel g/kWh g/hph 0.736 g/hph g/kWh 1.36
consump. g/kWh lb/hph 0.00162 lb/hph g/kWh 616.78
Inertia kgm² lbft² 23.734 lbft² kgm² 0.042
Flow, gas m³/h cu.ft./min. 0.5886 cu.ft./min. m³/h 1.699
Flow, liquid m³/h US gal/min 4.403 US gal/min m³/h 0.2271
Speed m/s ft./s 3.281 ft./s m/s 0.3048
mph knots 0.869 knots mph 1.1508
Temp. °F=9/5 x °C + 32 °C=5/9 x (°F – 32)
1)
All hp figures stated in the catalogue are metric.
Engine application ratings
The engines covered by this manual are mainly used Rating 3
for five different operating conditions, Rating 1 – Rat-
Light Duty Commercial
ing 5, as described below.
For commercial boats with high demands on speed
Even at a very early stage, the output requirements
and acceleration, planing or semi planing hulls in cy-
and operating conditions for the installation con-
clical operation. Running hours less than 2000 h per
cerned should be carefully specified so that a suitable
year.
engine with the right setting and convenient equip-
ment can be ordered. This can avoid time concerning Typical boats: Fast patrol, rescue, police, light fishing,
modifications at a later stage. fast passenger and taxi boats etc.
The rating on each product states the toughest ap- Full power could be utilised maximum 2 h per 12 h
plication allowed. Of course, the product can also be operation period.
used in an application with a higher rating.
Between full load operation periods, engine speed
should be reduced at least 10% from the obtained full
load engine speed.
Rating 1
Heavy duty commercial
For commercial vessels with displacement hulls in Rating 4
heavy operation. Unlimited number of running hours Special Light Duty Commercial
per year.
For light planing crafts in commercial operation. Run-
Typical boats: Bigger trawlers, ferries, freighters, tug- ning hours less than 800 h per year.
boats, passenger vessels with longer journeys.
Typical boats: High speed patrol, rescue, navy, and
Load and speed could be constant, and full power special high speed fishing boats. Recommended
can be used without interruption. speed at cruising = 25 knots.
Full power could be utilised max 1 h per 12 h opera-
tion period. Between full load operation periods, en-
Rating 2 gine speed should be reduced at least 10% from the
obtained full load engine speed.
Medium Duty Commercial
For commercial vessels with semi planing or dis-
placement hulls in cyclical operation. Running hours Rating 5
less than 3000 h per year.
Pleasure Duty
Typical boats: Most patrol and pilot boats, coastal
fishing boats in cyclical operation, (gillnetters, purse For pleasure craft applications only, which presumes
seiners, light trawlers), passenger boats and costal operation by the owner for his/ her recreation. Run-
freighters with short trips. ning hours less than 300 h per year.
Full power could be utilised max 4 h per 12 h opera- Full power could be utilised maximum 1 h per 12 h
tion period. Between full load operation periods, en- operation period.
gine speed should be reduced at least 10% from the Between full load operation periods, engine speed
obtained full load engine speed. should be reduced at least 10% from the obtained full
load engine speed.
Engine application ratings
Examples of boats for medium and heavy duty commercial operation, Rating 1–2.
Examples of boats for light and medium duty commercial operation, Rating 2–3.
10
Engine application ratings
Examples of boats for light duty and special light duty commercial operation, Rating 3–4.
11
Marine engine environment
The marine engine and its environment Power
Marine engines, like engines for cars and trucks, are
rated according to one or more power norms. The Power losses due to atmospheric conditions
A
output is indicated in kW, usually at maximum engine
speed. Losses due to large propeller B
C
Most engines will produce their rated power provided
they have been tested under the conditions specified
by the power norm and have been properly run in.
Tolerances according to ISO standards are usually ±
5%, which is a reality that must be accepted for line Rated
rpm
produced engines.
Critical
area
Measuring output
Engine manufacturers normally assign an engine’s
output to the flywheel, but before the power reaches rpm
the propeller, losses occur in the transmission and in
the propeller shaft bearings. The amounts of these The above figure illustrates the consequences of climate variation.
losses are 4-6%.
All major marine engine manufacturers indicate Point A is where rated power from the engine is equal
engine power according to ISO 8665 (supplement with the power absorbed by the propeller. Selection
to ISO 3046 for leisure boats), based on ISO 3046, of the propeller size at this point is correctly located
which means that the propeller shaft power will be for utilising max. rated power at a certain weather
given. If an exhaust system is optional, engine tests and load condition.
are conducted with a backpressure of 10 kPa. If all
If atmospheric conditions cause the power to drop
engine manufacturers followed the same test proce-
to point B, the propeller curve will cross the output
dure it would be easier for a boat producer to com-
curve from the engine at point C. A secondary per-
pare products from various suppliers.
formance loss has occurred because the propeller
is too large. The propeller reduces the rpm from the
engine.
Engine performance By replacing the propeller with a smaller one, the
Engine output is affected by a number of different power curve of the engine will cross at point B, mak-
factors. Among the more essential are barometric ing it possible to regain previous rpm, but at reduced
pressure, ambient temperature, humidity, fuel thermal power.
value, fuel temperature (not EDC engines) and back- For planing or semi-planing boats, the planing thresh-
pressure. Deviation from normal values affects diesel old ("hump" speed), which mostly occurs at 50 ‑ 60%
and petrol engines differently. of max. speed, is the critical area. In this section it is
Diesel engines use a large amount of air for combus- important that the distance between the engine max.
tion. If the mass flow of the air is reduced, the first power curve and the propeller curve is large enough.
sign is an increase in black smoke. The effect of this
is especially noticeable at planing threshold speed,
where the engine must produce maximum torque.
If the deviation from normal mass flow is substantial,
even a diesel engine will lose power. In the worse
case the reduction could be so large that the torque
is not sufficient to overcome the planing threshold.
12
Marine engine environment
100% of full
output.
Full throttle
operating
range
Engine output, kW
Rated rpm
Governor
cut out
13
Marine engine environment
14
Marine engine environment
Typical sample of a planing hull and how displacement and engine output tolerances effects
performance
Thrust/
power
40
36
34
C
32
A
30
28
B
26
Displacement / hull
resistance
24
22
20
Speed
20 22 24 26 28 30 32 34 36 38 40 Knots
Max. tolerance
range
Propeller precision
C) tolerances ±3%
Production tolerances
In order to ensure optimal performance of the ves- A) Engine power can vary within international power
sel and long engine life, correct propeller size is es- standard tolerances.
sential. Selecting the correct propeller will enable the
B) The calculated hull resistance/displacement may
engine to develop its full power and provide the per-
vary within certain limits.
formance that is expected.
C) The power absorbed by the propeller with regard
There are a number of factors with their tolerances to propeller manufacture precision tolerances gen-
that can greatly affect the performance of the vessel. erally affects engine rpm.
These must be recognised for correct engine/propel-
ler selection. These factors are:
15
General information about classification
The classification procedures outlined below are In 1974 an International Convention for the Safety of
general and can be changed from time to time by life at sea (SOLAS) was adopted by the International
the Classification Societies. Maritime Organisation (IMO). This document ratifies
The classification procedure was originated for the uniform rules for life saving equipment on board life-
purpose of introducing similar and comparable rules boats and rescue boats.
and regulations for, among other things, production NOTE! This installation manual does not give full
and maintenance of ships and their machinery and information concerning classification. Please contact
equipment. As a result of these rules and regulations an authorised classification society for complete in-
"safety at sea" could be improved and better docu- formation.
mentation could be introduced for insurance matters.
The government authorities in most countries con- Classified engine, range of use
cerned with shipping have authorized the Classifica- An engine with equipment that is used in a classified
tion Societies to handle these rules and make sure vessel must be approved by the Classification Soci-
they are followed. The classification procedure dates ety, which handles matters relating to ships’ seawor-
from long ago. It can be noted that Lloyd’s Register of thiness. The rules apply for instance to the propulsion
Shipping, London, was founded as early as 1760. engine, auxiliary engine, power take off, reverse gear,
shaft and propeller.
The major Classification Societies are:
This means that if an installation needs to be classi-
• Det norske Veritas (DnV)
fied it must be stated clearly when addressing inquir-
• Lloyd’s Register of Shipping (LR) ies and quotation requests to AB Volvo Penta.
• Bureau Veritas (BV)
• American Bureau of Shipping (ABS)
Special rules for different operational
• Germanischer Lloyd (GL)
conditions
• Registro Italiano Navale (RINA)
The Classification Societies have, in general, differ-
• Russian Maritime Register of Shipping, (RMRS) ent rules relating to the following:
• China Classification Society (ZC) Varying shipping conditions e.g:
• Korean Register of Shipping (KR) • Shipping in tropical water
• Nippon Kaiji Kyokai (NK) • Coastal shipping
• Ocean shipping
As examples of government authorities responsible • Operation in ice (several different classes)
for ships’ seaworthiness we can note the following:
Type of load e.g:
Sjöfartsverket, Sweden (National Maritime Adminis-
tration), Sjöfartsdirektoratet, Norway, Statens Skibtil- • Passenger shipping
syn, Danmark, Department of Transport, England. • Tanker shipping
The Classification Societies have established their • Reefer shipping
rules so that the authorities’ requirements are cov- Type of manning e.g:
ered. The authorities, however, have requirements
for lifeboats that are not included in the rules of the • Unmanned machine room
Classification Society. • Manned machine room
16
General information about classification
Type approval
To be able to classify an engine, the type of engine Torsional Vibration Calculations (TVC) must be
must first be type approved. In such cases, where carried out for the complete installation of the engine
Volvo Penta is concerned, an application for type in the vessel and approved by the Classification So-
approval is sent to the Classification Society in ques- ciety.
tion, followed by the required drawings, data and
These calculations are carried out to check that no
calculations.
critical torsional vibrations occur in the speed range
After certain tests, checks and possible demands for in which the engine is operated.
supplementary information, the engine is type-ap-
The procedure can differ somewhat depending on
proved for a specified maximum power at a given
the Classification Society in question.
rated speed. This type approval must not however be
considered as a classification; it is only a certificate
that states that the engine type with specified power
can be classified. Final classification can only be Simplified rules for engines produced in
given when all components are approved and the series (Process orientated classification)
installation and test run in the vessel are completed Most Classification Societies can use simplified clas-
and found to be in order by the local surveyor. sification procedures based on a well implemented
Quality Assurance System at the Engine Manufac-
turer.
Procedure for classification As Volvo Penta fulfills Quality Assurance based on
(Product orientated) Swedish standard SS-ISO 9001, AB Volvo Penta has
To earn a classification certificate, the engine, its been approved by the Classification Societies below:
components, the installation and the test run must • Lloyd’s Register of Shipping (LR)
be approved by a surveyor from the Classifica-
tion Society in question. The surveyor can, after • Registro Italiano Navale (RINA).
final inspection and with certificates from the built-in
machinery, issue the final certificate for the vessel.
(Thus the final certificate cannot be issued by AB
Volvo Penta).
Usually the procedure is initiated as a result of a re-
quest from a customer or dealer who has to deliver
an engine in a classified installation. For these orders
Volvo Penta normally starts with a "type approved
engine". During production of such an engine the
surveyor checks the production if there is no quality
assurance system agreement.
17
Installation tools and literature
Special tools
885151 Box with gauges and connections. For meas- 9996666 Connection D9/D11/D12/D16. For measur-
uring pressures and exhaust temerature. ing fuel feed pressure.
885156 Calomel electrode. For measuring galvanic 9998494 Hose and nipple D9/D11/D12/D16. For
and stray current (use in combination with multimeter measuring fuel feed pressure.
P/N 9812519).
3838620 VODIA tool*. For reading fault codes in clear
885309 Flange D5. For measuring exhaust backpres- text.
sure and temperature.
3838621 Docking station for the VODIA tool*. Con-
885164 Flange D7. For measuring exhaust backpres- nects the VODIA tool to the engine.
sure and temperature. *Order via VODIA WEB on Volvo Penta Partner Network
9812519 Multimeter.
9988452 Digital probe tester.
9996065 Manometer. For measuring fuel feed pres-
sure, not D9/D11/D12.
9996398 Manometer D9/D11/D12/D16. For measur-
ing fuel feed pressure.
Dimension drawings
Drawings for current program, leisure and commer-
cial applications are available at:
http://www.volvopenta.com
18
Installation tools and literature
Publications
• Installation, Electronic Vessel Control EVC
• Installation, Marine Commercial Control MCC
• Marine Electrical Systems, Part 1
• Inboard propellers and speed calculation
• Installation, Water Jet
• Sales Guide Marine Propulsion Diesel Engines
• Volvo Penta Accessories & Maintenance Parts
• Workshop Manuals
• Operator’s Manuals
Templates
• Instrument panels
• Controls
Installation instructions and templates are included in
the kits.
Chemicals
A wide range of chemical products are available from
Volvo Penta. Some examples are:
• Oil and coolant
• Sealant and grease
• Touch-up paint
• Refer to "Volvo Penta Accessories & Maintenance
Parts"
19
Design concepts of propulsion systems
There are different types of engines, reverse gears and front drive systems, depending on the available space
and other requirements during the installation.
Follow the manufacturer’s instructions when installing components and equipment not supplied by Volvo Penta.
20
Design concepts of propulsion systems
21
Design concepts of propulsion systems
Remote V-drive
The reverse gear is separated from the engine and
mounted on a separate bed. Torque is transferred via
the propeller shaft, as illustrated in the diagram, or
via a flexible coupling.
The axial forces from the propeller are absorbed by
an axial bearing in the reverse gear.
The remote V-drive must first be installed and care-
fully aligned according to the propeller shaft. Then
the shaft and couplings are fitted and the engine is
aligned to the reverse gear. For final location and to
prevent possible shock loads, lugs must be welded in
front of and behind the brackets on each side. Wedg-
es are then driven in and secured by welding when
Close coupled V-drive alignment is completely finished.
The engine and reverse gear form one unit. The axial For the application of cardan shafts, follow the instal-
forces from the propeller are absorbed by an axial lation instructions from the cardan shaft supplier. A
bearing in the reverse gear. rule of thumb share the joint angle, where A ≈ A.
22
Design concepts of propulsion systems
The twin engine package over one marine gear is a Volvo Penta does not market these gears as a marine
concept used by Volvo Penta over a period of time. engine package. If this application concept is consid-
The concept is based of the utilisation of the com- ered attractive, further information and support can
monality of two high volume produced high speed be acquired from Volvo Penta Sales Organisation.
marine diesel engines power over the twin marine
gear to one common propellershaft. The twin gears
are available from a limited number of manufacturers
for fixed and controllable pitch propellers.
Multi-belt transmission
Another transmission concept is the multi- belt utilis- twin installation. The system can theoretically operate
ing a number of diesel engines driving a common a marine gear for either a fixed or a controllable pitch
shaft to a remote marine gear. The engines in this ap- propeller. Volvo Penta does not market this concept
plication are normally disengagable by a clutch. The as a whole but could provide considerable know-how
concept is proven very functional to obtain the total through the sales organisation if this system solution
power requirement beyond the conventional single or is considered.
23
Design concepts of propulsion systems
Controllable pitch
Controllable pitch is used as an alternative to a fixed regulated by means of a built-in function in the re-
propeller. The pitch of the propeller blade is normally verse gear.
Water Jet
Water Jet drives work according to principles of jet There are different types of water jets, a direct drive
propulsion. A jet of water is generated whose thrust or one with a marine gearbox enabling clutch in/out
sets the vessel in motion. and backflushing the system for cleaning purposes.
See Installation, Water Jet.
Surface drive
A number of surface piercing propeller systems are speed the propeller operates with half of its diameter
available on most markets. These systems are aimed submerged. At lower speed the propeller is usually
at high speed applications where the systems are submerged and due to its high pitch torque, has
highly efficient. The systems are available with rud- greater absorption in comparison to a conventional
der arrangements or steerable drive unit. At planing propeller.
24
Torsional vibrations and TVC calculations
• Torsional vibrations may also be caused by torque For the purpose of TVCs, most drive line manufactur-
vibrations at the propeller. ers provide shaft drawings, with moment of inertia
and their position on the shaft diameters.
25
Torsional vibrations and TVC calculations
4 3 2 1 4 6 7 3 2 8
5
10
11 8
11
10
12 3 3 2
2
26
General arrangement and planning
Choice of engine
To provide the best performance and characteristics lation aims to fulfil. Analysis of each contribution may
of an installation it is important to elaborate and iter- vary depending on the dominating priorities such as
ate the information shown in the illustration below. top speed, economy, safety, etc. Consult Volvo Penta
Trial and error is often needed to finally find the es- literature and computer programs or contact the Volvo
sential set of "performance" requirements the instal- Penta organisation for assistance.
BOAT
VESSEL
PERFORMANCE
ENGINE LIMITATIONS
POWER
REQUIREMENT
27
28
Installation example
General arrangement and planning
Plan the engine room so as not to hinder engine 1. Engine room layout
servicing work. Compare with the instruction book
Only use updated and approved dimensional draw-
and make sure that all filter replacesments, oil chang-
ings. Study the drawings carefully. Consider sound-
es and other servicing measures can be carried out
proofing material, the engine’s movements when run-
normally. Also ensure that it is possible to install and
ning and accessibility for servicing and repairs.
remove the engine.
For twin installations, the distance between the en-
Before starting any installation work, make sure
gines should be sufficient to allow easy performance
that up‑to‑date dimensional drawings for the
of inspection and service work.
engine and its equipment are used. Dimensional
drawings provide all the necessary measurements
for installation, such as the distance from the centre 2. Weight distribution
of the crankshaft to the engine brackets (reverse gear
brackets) and to the centre line of the propeller shaft. Consider the weight distribution of the boat so that it
is evenly distributed even with different levels of fuel
Note that the small silhouette drawings on leaflets and water in the tanks. Place heavy units so that the
and brochures should not be used for this purpose. boat is balanced around the centre of gravity accord-
The engine and drive line should be installed in such ing to the designer’s recommendations.
a way as to minimise noise and vibrations, i.e. air NOTE! Pay special attention to obtain the best centre
noise and body noise (vibrations). of gravity possible. This has a major influence on per-
Vibrations from the engine and propeller are trans- formance in planing boats.
mitted via the suspension and engine bed out in the
hull. Other channels are via the exhaust pipe, coolant
pipes, fuel pipes, cabling, and control cables. 3. Choice of engine suspension type
Pressure shocks from the propeller are transmitted Choose the appropriate type of engine suspension
through the water into the hull. Pulsating force on the based on comfort requirements, type of use and en-
propeller goes into the hull via the support brackets, gine/reverse gear arrangement.
bearings and seals. The two major systems are fixed or flexible. In the
If the propeller is at a large angle this pulsating fixed system, the engine/reverse gear is directly bolt-
pressure and force can be considerable. Use of an ed to the engine bed. While in flexible systems, the
incorrect propeller can result in cavitation, which also engine/reverse gear is installed on flexible mounts.
causes noise and vibrations. Volvo Penta offers flexible mounts for a large variety
of engine/reverse gear combinations.
Torsional vibrations from correctly selected compo-
nents in the drive package are often negligible. Select a shaft system depending on the type of cou-
pling (rigid or flexible), shaft support, stuffing box etc.
29
General arrangement and planning
8. Electrochemical corrosion
The potential problem of galvanic and stray current
corrosion must be considered when planning electri-
cal installation and choosing the equipment to be
used. Plan for protected anodes.
30
General arrangement and planning
Propeller theory
To get the best performance out of your boat, you The angle of the propeller shaft should be as small
need to select the propeller and gearing that will suit as possible. Shaft angles of less than 12° do not usu-
your particular boat, engine and speed range. ally cause any major problems, but shaft angles of
more than 14–15° should be avoided.
Below you will find a brief description of how propel-
ler systems are designed. It is not just the engine ca- The distance between the bottom of the boat and the
pacity determines the speed of the boat; it depends propeller blades should be at least 10% of the diam-
just as much on the efficiency of the reverse gear and eter of the propeller.
the propeller system. Using the right propeller system When you have selected the diameter of the propel-
will not only give you good fuel economy and higher ler, you are ready to go on to select the pitch.
speed but you will also experience greater comfort,
with less noise and vibration. Propeller blades should no travel faster than 60–70
knots through the water at 70% of the maximum
The following description is very general and de- propeller diameter. This means that the speed of the
scribes only superficially how propellers are de- propeller revolutions must be reduced when the en-
signed. The propeller manual Propellers gives more gine capacity is greater, which requires a larger blade
detailed information. surface and therefore a greater diameter.
The relations between pitch and diameter should be:
Planing boats
Pitch
P/D =
In planing boats over 20 knots, the size of the pro- Diameter
peller depends on the engine power. To transfer the
power from the engine to the water, you need approx- 0.90–1.15 at 20 knots
imately 7–8 cm2 propeller blade surface per kW shaft 1.00–1.30 at 30 knots
power. If the shaft is at an angle in relation to the flow 1.05–1.35 at 35 knots
of the water, this requirement may be considerably
Generally, a larger propeller with narrow blades and
greater: 8–15 cm2/kW is reasonable, depending on
low revolutions is more efficient than a small, high-
the angle of the shaft and the water flow.
speed revolving propeller.
At a shaft power of 400 kW, therefore, the propeller
When the boat’s speed exceeds 24–28 knots, the re-
blade surface may need to be 400 kW x 9 cm2/kW =
sistance of the shafts, rudders and propeller supports
3 600 cm2.
increase to a level where the improved efficiency
This surface may be divided over three, four or five of the propeller is not beneficial. The resistance on
blades. the propeller system can be reduced by reducing
the shaft diameter, selecting stronger materials and
The efficiency of a propeller blade diminishes when
reducing the rudders and surfaces of the propeller
it becomes far too wide in relation to its length. This
supports. Lower gear ratios also mean thinner shafts.
means that if the propeller diameter is limited in size
It is necessary to find a balance between propeller
(as is often the case), it is better to select several
efficiency, water resistance on the shaft, etc.
narrower blades (four or five) rather than three wide
ones, for example.
31
General arrangement and planning
32
General arrangement and planning
Propeller selection
The combination of ratio, shaft diameter and propel- For the best propeller efficiency, the angle of the pro-
ler size can be calculated by using the Volvo Penta peller shaft in relation to the water line should be as
computer program. Calculation of the correct pro- small as possible. The larger the shaft angle the low-
peller size can be done by the Volvo Penta organisa- er the efficiency. Shaft angles exceeding 12° should
tion if so desired. In this case all details of the boat be avoided if possible. This means that with the boat
(preferably drawings) must be provided in good time. lying still, the propeller angle should not exceed 12°.
This applies especially to planing boats. Larger shaft
angles may affect the speed, sound and vibrations
negatively.
C
Check the shaft angle. If the shaft angle exceeds 12°,
kW the use of a smaller propeller should be considered.
This can be compensated by more blades.
The keel or the propeller shaft brackets in front of the
propeller should have a profile creating a minimum
A of drag and turbulence. Also the shape of a tunnel is
very important. A poor tunnel design can create a lot
B of turbulence in the propeller and reduce the boat’s
buoyancy at the stern.
rpm
33
General arrangement and planning
C
The minimum distances to the hull, keel, skeg
and rudder.
∅ = Propeller diameter
D B
A = 0.10 x ∅
B = 0.15 x ∅
C = 0.10 x ∅
D = 0.08 x ∅ ∅
E = Approx. 1 x shaft diameter
F = Shaft angle. Shaft angles exceeding 12° should
be avoided.
B
Example: The measurement (A) for a boat with a A
propeller diameter 30" (762 mm) is 0.10 x 762 = 76
F
mm (0.10 x 30" = 3") minimum.
The measurement (A) must never be less than 50
mm (2"). For classification, the requirements of the D E
respective classification body must be followed.
34
General arrangement and planning
A check must always be done that the hull has suffi- Planing boats,
cient space for the propeller according to information 2:1–1.5:1 Patrol boats, 25–35 kn.
in chapter Propeller selection. Sport fishing,
and Pleasure boats
In order to select the optimal gear ratio a calculation
have to be made. The following tables could serve as High speed planing
guidelines. 1.5:1–1:1 boats, high 35–45 kn.
performance,
Pleasure boats and
similar
35
General arrangement and planning
Engine inclination
A
B
C
B
C
To ensure that the engine is sufficiently lubricated Each engine type has a maximum permitted en-
and cooled, it is important that the maximum engine gine inclination while the boat is under way. This in-
inclination is not exceeded. The engine inclination clination includes both the installation inclination and
must be checked. the trim angle that the boat/engine has when going
through the water.
Care should be taken to avoid having the front end
lower than the flywheel end, i.e. in excess of permit- A = The engine’s static inclination.
ted negative inclination, since this can affect lubrica-
B = The boat’s trim angle under way.
tion of the engine and venting of the cooling system.
C = Total inclination of engine under way,
maximum permissible inclination (A+B).
36
General arrangement and planning
LCG
37
General arrangement and planning
38
General arrangement and planning
Selection of engine
suspension
There are two types of engine suspension; flexible
mounting with rubber mounts and rigid mounting.
Flexible mounting
Flexible engine suspension (rubber mounts) can be The rubber mounts are compressed during installa-
used together with low gear ratios. With higher ratios, tion, therefore the engine should rest on the rubber
the torsion forces and propeller axial force become mounts for 12 hours before the height is adjusted.
excessive for the rubber mounts.
Always follow the recommendations of Volvo Penta
One condition for rubber mounts to be effective when selecting the engine suspension. The use of
dampers is that the engine bed is sufficiently rigid. incorrect rubber mounts can result in abnormal vi-
The bed must also be parallel to engine feet to avoid brations, which in turn can cause damage to engine
tensions being built into the engine suspension. Ten- components and also reduce the degree of comfort.
sions can increase the vibration level and also short-
en the life span of the mounts.
NOTE! When flexible engine suspension is selected,
NOTE! The elasticity of the rubber mounts must nev-
all the connection of components to the engine must
er be utilised to compensate for an inclined bed.
be flexible.
Flexible engine mountings provide good insulation
The propeller shaft must have a flexible stuffing box,
from vibration between the engine and the bed frame,
or alternatively a flexible shaft coupling.
thus contributing to a low noise level. Dimensions for
flexible mountings, see chapter Building the engine The engine’s connections for fuel lines, exhaust and
bed. coolant must be flexible.
There are two types of rubber mounts: mounts that
are adjustable in the vertical plane, and mounts with
a fixed height that must be shimmed to the correct
height.
39
General arrangement and planning
V-drive
Vertical
component Propeller
thrust
Axial
component
Engine rubber
mount
In all installations with a down angle propeller shaft This will create a lifting force to the engine mounts
there will be a lifting force transmitted from the pro- fitted at the same end as the gear box. Therefore
peller shaft. In an installation of an engine with a all engines with a close coupled V-drive must be
V-drive this force could be higher than that from the equipped with mounts that are designed for this type
weight of the engine and gear box. of installation at the rear end.
40
General arrangement and planning
Rigid mounting
8
4
2 1
5
4 3
1. Support bracket for front power take‑off 5. Sheet steel shims (about 0.4" = 10 mm thick)
2. Steel bed frame (U‑member or L‑member, 6. Rear mounting brackets (about 10" = 250 mm high)
thickness 0.47–0.6" = 12‑15 mm) 7. Adjustment bolts (4 pcs) for engine heightwise position. To be
3. Front mounting bracket (about 10" = 250 mm high) removed after completed installation
4. Inspection covers 8. Bolt to adjust engine lateral position
Rigid mounting is often used for commercial service An approved type of moulding compound (e.g.
and heavy hulls. The vibration of the drive package is Shockfast) can be used instead of shims, but only
not particularly noticeable with a large hull. when the engine has the correct alignment.
It is very important that the bed is level where the
engine mounts rest since otherwise there is a risk of
building tensions into the suspension joint.
With rigid mounting, the engine mounts are bolted
to the engine bed with 10 mm (0.4") thick shims.
The shims need to be milled to the correct size in
conjunction with the final alignment together with the
propeller shaft.
41
General arrangement and planning
Engine suspension vs
propeller shafting
NOTE! A flexible shaft coupling must never be fitted
together with a flexible mounted stuffing box. This can
cause vibration problems.
Stainless steel propeller shafts are available in differ-
ent diameters. The shaft dimension should be chosen
based on the engine power output, gear ratio and
propeller shaft material.
42
General arrangement and planning
2 1
1. Flexible coupling
2. Thrust bearing
All reverse gears from the genuine Volvo Penta range a flexible coupling must always be fitted between the
are fitted with built‑in axial bearings for axial forces reverse gear and the thrust bearing so as to eliminate
from the propeller shaft. No extra thrust bearings axial stresses between the two thrust bearings.
need to be fitted under normal load conditions. In the
If the unsupported propeller shaft length is too long, a
case of ice going vessels with excessive pulsating
separate support bearing should be fitted. A support
axial forces, an additional thrust bearing is recom-
bearing cannot absorb axial stresses.
mended in the propeller shaft system. In such cases,
43
Engine foundation
Aligning the boat Plane requirements, rigid mounting
It is very important that the engine bed is dimension-
ally stable when the engine has a rigid mounting.
The maximum height deviation (movement) between
the engine’s attachment plane must be within 3 mm
(0.12"). In other words it is important that the bed
is so torsionally and bending rigid that the plane
requirements are not exceeded as a result of move-
ments in the hull in rough sea, or when the boat is
put on shore or into the sea.
44
Engine foundation
Fibreglass hull
Example of an engine bed in a fibreglass hull.
2
3
1. Flat bar
2. Spacer material
3. Fibreglass
The engine bed in fibreglass should be designed so The engine bed can be built up separately and then
that it is rigid, both vertically, longitudinally and trans- carefully measured and bonded to the hull, or be built
versely, to distribute the load as far as possible to the up directly in the hull. It is important that the bed con-
hull. The bed is often built as a box construction. As nects to the hull with a large radius built up of several
much of possible of the engine bed, including cross layers of fibreglass.
members, should be attached to the hull to ensure
the best possible noise and vibration insulation.
45
Engine foundation
The bed frame in a steel or wooden boat should be If the engine has an extra PTO in the front end that
designed as a welded steel structure. The plate thick- requires extra support, the bed should be designed to
ness should be sufficient to achieve a dimensionally accommodate this support. There must be space in
stable structure. front of the PTO so that it can be dismantled.
In a steel boat, the engine bed plane is welded to Take into consideration and calculate brackets and
each frame rib along their entire length. foundations etc. for other systems, fuel and exhaust
systems etc., and for extra equipment.
In a wooden boat, the bed should be bolted to the
frame ribs with bolts and nuts. NOTE! If the engine in question is equipped with
inspection covers it is highly recommended (if clas-
The length of the engine bed should be extended as
sified, a must) to build mounting brackets (A) high
far as possible to distribute the load.
enough to ensure accessability.
46
Engine foundation
Alternative 1
The engine can be used as a fixture to determine
the position of the engine bed. The engine must be
aligned to the propeller shaft. The shaft can tempo-
rary be installed and located in a correct position.
Alternative 2,
parallel gearboxes only
47
Engine foundation
Flexible mounting
20 mm (3/4")
20 mm (3/4") in
W Lm
m
in
C D
•
B •
in
• Lm
A
W
min
48
Engine foundation
Flexible mounting
49
Propeller shaft systems
Propeller shafts
When selecting a propeller shaft for a particular ap-
plication, there are many points to be taken into con-
sideration. Shaft material and shaft sizes must suit
the individual vessel designs and application. Single tapered shaft
50
Propeller shaft systems
Shaft seals
There are different methods of lubrication for the
shaft seal. The two most common are water and
grease lubricated seals. Ensure easy access for
maintenance and inspection of the seal. Some seals
require a certain clearance to the gearbox coupling
in order to permit replacement of packing without dis-
connecting the shaft.
51
Propeller shaft systems
D9/D11 connection:
Water from heat ex-
changer, rear end
1/2" NPTF.
Hose/pipe diam.
10 mm (3/8").
Reduction nipple is
needed.
Another way, which is common in planing boats, is to It is important to check that the water lubrication is
feed the shaft seal with water taken from the cooling adequate, also at full speed, while testing a new in-
system of the engine. Make sure to take the water af- stallation.
ter the cooling circuit of the engine and not bleed off
NOTE! For D16, the oil cooler is delivered separately.
too much water in a boat with wet exhaust system. If
For installation instructions, contact Volvo Penta.
too much water is lost through the outlet to the shaft
seal, the exhaust hose might be overheated. A guide-
line is to install a 10 mm (3/8") hose from the reverse
gear oil cooler.
52
Propeller shaft systems
Shaft bearings
There are different types of shaft bearings. Choose
the type which suits the application and use. The
shaft bearings could be fitted in a propeller shaft
bracket, front and/or rear end of the stern tube or in a
separate support bearing.
Cutlass bearings
Metal bearings
Metal bearings are often fitted inside a stern tube or
a separate support bearing and grease lubricated.
They could be combined with grease lubricated shaft
seals.
Bearing boxes
Bearing boxes use ball or roller bearings. The bearing
box can be lubricated with grease or oil. Some bear-
ing boxes can also take an axial thrust.
53
Propeller shaft systems
A
The fix point (A) is determined by required propeller
size etc.The engine can be used as a fixture to de-
cide the location of the stern tube and bearing. The
engine must be adjusted to its nominal position.
In serial productio tailor-made fixtures are often used
instead of the engine to locate the stern bearing.
54
Propeller shaft systems
Push the propeller shaft into place and align the shaft
and the stern bearing with the reverse gear’s output
shaft (reverse gear’s flange). 4 mm
(0.16")
To prevent the shaft from bending in the stern shaft
tube, the shaft can be centred as follows: The clearance between the
propeller shaft and tube for a
• Install the shaft bearing (4). flexible mounted engine should
be min. 4 mm (0.16").
• Centre the shaft (1) in the propeller shaft tube (2)
using wedge‑formed guides (3).
• Check that the shaft is not bent in front of the
tube; support the shaft if necessary.
55
Engine installation
Preparing the engine
NOTE! Installations in the engine room for the cool- NOTE! All engines are delivered from Volvo Penta
ing system, exhaust system, electrical system etc. without engine oil and coolant. Check that the oil plug
should be as complete as possible before the engine and draining cocks for coolant, hot water cocks etc.
is installed. are closed.
Install extra equipment and accessories on the en- Fill oil and coolant. See chapters Coolant and Filling
gine, such as extra alternator, hot water outlet, power with coolant. Check for leakages.
take-off etc. before engine is installed. The figure
above shows a flexible mounted engine.
56
Engine installation
Install the rubber mounts on the engine brackets. Install adjustment bolts for vertical adjustment (1) in
the engine brackets. Tighten the bolts until they are
Grease the adjusting nut (1) and adjusting screw (2).
in contact with the bed plane.
Use grease part no. 1141644.
Install adjustment bolts for lateral adjustment (2).
57
Engine installation
V
C1
A = Nominal height
D12: 130 mm ±8 mm (5.1±0.27") C2
All other engines: 117 mm ±8 mm (4.6±0.31")
V = Lateral adjustment ±8 mm (0.30 ")
B = To verify height adjustment, 0-16 mm (0–0.62")
58
Engine installation
300 Nm
(220 lbf.ft)
59
Engine installation
H 2
A
B1 B2
V
Before installation, check that the engine bed is flat, Re-measure distances B1 and B2. The difference
as described in the applicable installation manual. must not exceed 3 mm (0.12") in any anchorage.
The engine must have rested on the rubber mount-
ings for at least twelve hours before any adjustments
can be made.
Never use any type of rubber mounting, other than
the ones which have been specially developed for the
type of engine being installed.
60
Engine installation
300 Nm
(220 lbf-ft)
NOTE! Check that the rubber mountings are installed Tighten the top nut on each engine bed after align-
so that they are not left under tension or side forces ment in relation to the propeller shaft. Check paral-
when the engine has been installed and aligned in lelism of the engine bed and check the loading of the
relation to the propeller shaft. mountings.
Tightening torque: 300 Nm (220 lbf.ft).
61
Engine installation
8
4
2 1 6 7
Make a rough alignment of the engine to the propel- Check that the engine is standing on all four height
ler shaft with adjusting bolts (7, 8). Always attempt to adjustment bolts (6) using a 0.10 mm (0.04") filer
have even load on the height adjustment bolts (8) on gauge. Try also to obtain an even load on the two
port and starboard side. bolts on the front port and starboard bracket as
well as the two bolts on the rear port and starboard
Make the final alignment see chapter Alignment.
bracket.
Verify that there is some space clearance between
the bed and the engine brackets for later alignments.
62
Engine installation
Fixing positions
After final control and possible alignment and adjust-
ment, the engine and reverse gear must be fixed in
their correct locations with the aid of either wedges or
tapered guide pins. Holes are drilled through diago-
nally opposed engine and reverse gear brackets and
the bed. A suitable size for the tapered guide pins is
0.3-0.4" = 8-10 mm.
NOTE! This description is general. For more detailed
information see installation drawings for each engine.
63
Engine installation
Alignment
When the bed frame is finally in position, the propel- NOTE! Make sure that the flanges are pressed
ler shaft installed and other preparatory work com- against each other throughout the entire check.
pleted, the engine and reverse gear can be installed.
When the engine is fitted on rubber mountings, align-
Engines with a closed coupled reverse gear are ment must be carried out with the same care as in
lifted into position together with their gears. the case of fixed mountings.
The first alignment of the engine can be made no
matter whether the boat is ashore or afloat. Before IMPORTANT! The alignment should be re-
final alignment is started, however, the boat should checked a few days after launch with the boat
have been afloat for some days so that the hull is completed and rigged (sailing yachts).
subjected to the loading it has in its final form.
Method 2
This method is normally more accurate but requires
enough space to turn the dial indicator around fitted
Checking flanges to the reverse gear flange.
There are two ways of making the alignment:
Method 1
64
Engine installation
Drill all the holes for the brackets, fit the shims or
spacers and then tighten the engine and reverse gear
in position. Make sure that all adjuster bolts for the
vertical position are unscrewed so that the brackets
rest on the shims or spacers. The adjuster bolts are
then removed.
After the boat has been launched, check alignment
once again. The boat should have been in the wa-
ter for some days and should be loaded with all the
tanks full. The hull is always flexible and does not
have the same shape when laid up ashore as when it
is floating in the water.
If subsequent adjustment is necessary, brass shims
can be placed under the brackets.
65
Fuel system
66
Fuel system
1 2 10
11 5
1 6
8
8
4
5 3
67
Fuel system
9
4
7
2 4
8
14
13
6 12
14
5
11
10
1. Fuel tank
2. Fuel filler 5
3. Venting line
4. Suction line
5. Return line 1
6. Communication line between fuel tanks
7. Double fuel pre-filter
8. Single fuel pre-filter
9. Remote controlled fuel shut-off valve
10. Fuel level gauge
11. Fuel shut-off valve, engine
12. Injection pump (not D9/D12/D16)
13. Inspection hatch
14. Draining cock
Double tanks as shown in the figure should be con- NOTE! An extra fuel filter with water separator must
nected at bottom by means of pipelines fitted with be installed for all Volvo Penta engines.
shut‑off cocks. The lower connecting pipe should
If a day tank is installed, then it is advisable to con-
have an internal diameter of at least 1" so that the
nect the return line to this tank.
tanks can be filled from either side of the boat. Other
fuel tank shapes that are adapted to the installation A shut-off valve must be installed in the supply pipe,
geometry are of course acceptable. Whatever shape between the tank and the filter. This tap should be
is chosen, it is important to design the tank to provide able to be shut from a location outside the engine
a low part where water and sludge can be drained room.
68
Fuel system
69
Fuel system
Piping
2
All fuel lines should be led and properly clamped
near bottom of the boat to avoid heat radiation.
1
NOTE! The D5 and D7 has a high fuel flow and
therefor must the fuel lines have a large diameter. To
small piping will reduce the power output.
Rubber hoses
The figures show the most common types of con-
nections for fuel pipes. Make sure to use the correct
dimension of approved flexible hose.
Fuel return line dimensions
All engines 10 mm (3/8") 10 mm (3/8")
NOTE! Classification Societies and some registra-
tion bodies (i.e. river authorities) do not permit rubber
hoses for fuel lines, or require hoses to conform to
certain specifications. Check if the boat is to be used
in these areas.
70
Fuel system
M18x1,5-6H
∅ 3/8" (2)
Outer ∅
D5/D7 14 mm 16 mm
D9/D11/D12/D16 10 mm (3/8") 12 mm (1/2")
71
Fuel system
IMPORTANT! Always select a fuel filter for the NOTE! When fuel pre filters are used together with a
correct fuel flow quantity. D5/D7 has a high fuel fuel shut-off valve (1), the non-return valve (2) in the
flow quantity. fuel pre filter must be removed if fitted. See figure.
If this is not done, the stop fuction will not work be-
NOTE! Free space is required above the filter lid to
cause there will not be sufficient negative pressure in
permit the insert to be changed, min. 130 mm (5") up
the injection pump.
to 260 mm (10") depending on type of filter.
Classified installations and sometimes local authori-
ties demand fire resistant material in the fuel filters.
Sightglass made of glass or plastic might not be ap-
proved.
72
Fuel system
D9/D11/D12/D16:
The hose and nipple 999 4894 and the manometer
999 8339 are connected to the air vent outlet on the
filter cover.
NOTE! Single filter not available for D16.
9998494 9998339
D5/D7:
Air vent outlet
Air vent outlet
Measure the feed pressure at the fuel inlet hollow
screw on the front of the engine block (P), by using
manometer 999 6398 with nipple 999 6066 and a
long hollow screw (44 mm) with a new copper wash-
er (969011).
NOTE! The feed pressure shold be min 280 kPa
(40.6 psi)
73
Fuel system
Fuel cooler
74
Fuel system
Cooling system
General
The installer of the cooling system is responsible for To reduce corrosion to a miniumum, use the correct
ensuring that the cooling system operates in accord- combinations of materials in pipes, valves etc. plus a
ance with these installation instructions. correctly sized and pressurized expansion tank.
The cooling system must be dimensioned generously Electrolytic corrosion may occur when two different
enough to ensure that fouling and repainting do not materials surfaces are close and connected via water
adversely affect its cooling performance even after a or moisture.
long period of service.
When the engine is connected to an external cooling
Use genuine Volvo Penta accessories and spare system, such as a central cooling system, keel cool-
parts wherever possible. Make sure that parts not ing or a radiator, the pH of the coolant is extremely
supplied by Volvo Penta do not restrict or reduce important in order to protect the various materials in
pressures and flow in the engine. Lines with an ex- the cooling system.
cessively small bore, unsuitable routing, incorrect
Always use Volvo Penta coolant in a mixture of anti-
connections etc will cause restrictions and lead to
freeze or anti-rust agent. The coolant used affects the
abnormal engine temperatures.
cooling performance of the engine.
The pipe and hose diameters stated in these instal-
lation instructions are to be treated as recommenda-
tions. The only way to tell whether an installation is NOTE! For more information about the cooling sys-
correct is to check pressures, temperatures and flows tem, see section Coolant mixture.
with the engine running. In case of doubt, contact the
Volvo Penta organisation.
75
Cooling system
Seawater system
A standard feature of Volvo Penta diesel engines is NOTE! The greatest permitted suction head for the
a closed cooling system, with freshwater circulating pumps are 2 m (6.6") for D5/D7 and 3 m (10') for all
in the cooling ducts and heat exchanger(s) of the en- other engines.
gine. In the heat exchanger(s), the engine coolant is
The seawater intake, valve and strainer must have
cooled by seawater.
sufficient flow area. For planing crafts, a sloted water
Seawater circuit intake is recommended.
The seawater is circulated in the system by the rub- To avoid the seawater becoming blocked when pass-
ber impeller of the seawater pump. ing through ice, the intake can be designed as shown
in the illustration.
Seawater intake, sea cock, filter and sea- 1
water circuit
2
The seawater intake must be positioned so that the
seawater line to the pump is as short as possible. In
addition, the intake must be positioned so that air is
not drawn into the system at the planing threshold of
the boat or when rolling at sea.
76
Cooling system
2
200 mm
(8")
500 mm
(20")
200 mm
(8")
WL
Minimum flow area of seawater intake = 1.5 x hose
inner cross section area.
77
Cooling system
D5/D7
3
5 6
4
1. Strainer
2 2. Seawater valve
D 3. Seawater filter
4. Sea water pump
1 Seawater temperature 5. Charge air cooler, D5/D7 TA
max 32°C (90°F) 6. Heat exchanger
7. Oil cooler reverse gear
8. Exhaust elbow
9. Bypass, only D5
D9/D11
9 ∆TB–E
E
PB max = 1.1 bar (16 psi)
t B max = 32°C (90 °F)
6
A
5 5 A
1 1. Strainer
Seawater temperature
max 32°C (90°F) 2. Seawater valve
3. Seawater filter
4. Extra seawater pump
5. Sea water pump
6. Oil cooler reverse gear
7. Charge air cooler
8. Heat exchanger
9. Exhaust elbow
78
Cooling system
D12
PB max = 2.5 bar (36.3 psi)
t B max = 32°C (90°F) ∆tB–E
5
A
9
3 3 8
4 C 5
1. Strainer
2. Seawater valve
2 D 3. Seawater filter
1 1 4. Extra seawater pump
Seawater temperature 5. Sea water pump
max 32 °C (90 °F) 8. Heat exchanger
(D12D-B MP max 30 °C (86 °F)) 9. Oil cooler reverse gear
10. Exhaust elbow
D16
5
A 9
3 3 8
4 C 5
1. Strainer
2. Seawater valve
2 3. Seawater filter
D
4. Extra seawater pump
1 1
5. Sea water pump
8. Heat exchanger
Seawater temperature 9. Oil cooler reverse gear
max 32°C (90°F)
79
Cooling system
80
Cooling system
81
Cooling system
Freshwater system
The freshwater is circulated via the cooling ducts and
heat exchanger of the engine by a centrifugal pump.
On D12 and D16 engines also the charge air cooler is
integrated in the freshwater circuit.
As long as the coolant is cold, the thermostat(s) remain
closed, preventing the coolant from passing to the heat
exchangers. Instead the coolant flows in a bypass duct
directly back to the suction side of the pump. This en-
sures that the engine rapidly reaches its working tem-
perature. The thermostats also prevent the engine tem-
perature from falling at low load and in cold weather.
Coolant mixture
WARNING! All glycol is hazardous and harmful
to the environment. Do not consume!
Glycol is flammable.
Water quality
ASTM D4985:
Total solid particles......................................... < 340 ppm
Total hardness:............................................... < 9.5° dH
Chloride.......................................................... < 40 ppm
Sulfate............................................................. < 100 ppm
pH value.......................................................... 5,5–9
Silica (acc. ASTM D859)................................. < 20 mg SiO2/l
Iron (acc. ASTM D1068)................................. < 0.10 ppm
Manganese (acc. ASTM D858)....................... < 0.05 ppm
Conductivity (acc. ASTM D1125).................... < 500 µS/cm
Organic content, CODMn (acc. ISO8467)........ < 15 mg KMnO4/l
82
Cooling system
83
Cooling system
Venting nipples
D5/D7/D9/D11/D16
D5/D7/D9/D11/D16 has no venting nipples. The cool-
ing system is automatically vented.
Cooling pipe,
turbo
Cooling pipe,
turbo
84
Cooling system
External cooling
General
When the boat is operating in waters where there is a • When calculating pipe length and tank area, fac-
lot of sand and sludge, or in ice, it is advisable to fit a tors to be taken into account are:
closed cooling system (keel cooling system). 1. Engine technical data
There are several possible cooling system arrange- 2. Power and rpm
ments:
3. Type of operation
• skin cooling
4. Minimum hull speed at full rated power
• pipe assemblies (keel cooling)
• double bottom (skin cooling) 5. Maximum seawater temperature
• external cooling tanks (box cooling) 6. Cooler dimensions
The principle of an external cooling installation is that 7. Materials in cooler
the standard circulation pump of the engine also cir-
8. Thickness of paint on cooler
culates coolant in the external cooler.
9. Exhaust system, wet or dry
It is important to use the correct materials in the cool-
ers. Use Volvo Penta coolant, a mixture of anti-freeze. 10. If using power take-off under 0 knot
condition, what are the power and rpm at
A number of factors must be taken into account when which the engine will be loaded?
calculating and designing the external cooling sys- 11. The concentration of antifreeze and its
tem. effect on the cooling capacity are stated in
• Volvo Penta does not market external cooling sys- section Coolant.
tems or components for such systems. 12. To extend service life, especially on the
• Volvo Penta does market engines suitable for D12, it is recommended to install a fresh
connection to external cooling systems. water filter between the external circuit and
Tables in this chapter list the pressures and flows the engine.
that must be taken into account when calculating • If the normal expansion tank of the engine is too
the system as well as a description of the cooling small, an extra expansion tank must be installed.
system. Position the tank at the highest point of the engine
• It is essential to choose the correct pipe dimen- cooling system. The volume of the expansion tank
sion and length for pipe coolers, and the correct should be equivalent to about 15% of the total
tank height and width for double-bottom coolers, volume of the keel cooling system. See chapter
with regard to backpressure, flows and heat to be Extra expansion tank for further details.
dissipated. • The extra expansion tank must be connected to
• The system must not include any sharp bends or the suction side of the circulation pump of the en-
tanks that end abruptly. gine via a static pressure line.
There must be means of venting inbetween the
standard expansion tank and the extra tank, as
well as between the keel cooler and the expan-
sion tank. See chapter Extra expansion tank for
further details.
• Where an intercooled Volvo Penta engine is to
have keel cooling and it proves difficult to keep
the coolant temperature of the engine below the
maximum permitted level, the keel cooling system
can be divided into two circuits. The engine’s sea-
water pump is utilised to circulate the coolant of
the intercooler circuit and the circulation pump of
the engine can then be used to circulate the cool-
ant of the engine circuit.
• Where the pressure drop in the cooling system
is too high for the engine circulation pump to
achieve the correct flow, an extra pump can be
connected to the system.
85
Cooling system
86
Cooling system
Keel cooling
(Pipe cooling system)
Keel cooling
(Skin cooling system)
87
Cooling system
D5/D7
One circuit keel cooling
2.
∅ 50 mm (2")
1. To keel cooler 1.
2. From keel cooler ∅ 50 mm (2")
88
Cooling system
D5/D7
Two circuit system with one keel cooler
2
∅ 38 mm (1.5")
1
∅ 42 mm (1.6")
1. To keel cooler
2. From keel cooler
D5/D7
Two circuit system with two keel coolers
2
∅ 38 mm (1.5")
4
∅ 50 mm (2")
89
Cooling system
D9
Two circuits keel cooler
1
∅ 50 mm (2")
2
∅ 50 mm (2")
4
∅ 50 mm (2")
3
∅ 50 mm (2")
90
Cooling system
D12
One circuit keel cooler
4
Port side
1
∅ 57 mm (2 1/4")
4
Starboard side
2
∅ 57 mm (2 1/4")
5
91
Cooling system
D16
Two circuit keel cooler
Starboard side
1
∅ 45 mm (1.8")
Port side
3
∅ 42 mm (1.7")
2
∅ 38 mm (1.5")
92
Cooling system
Engine Engine volume Total system volume Engine Engine volume Total system volume
liter (US gal.) max. liter (US gal.) liter (US gal.) max. liter (US gal.)
D5A T 11 (2.9) 63 (16.6) D91) 33 (8.7) 73 (19.3)
D5A TA 11 (2.9) 63 (16.6) D12 44 (11.6) 135 (35.6)
1)
D7A T 14 (3.7) 63 (16.6) D16 39 (10.3) 59 (15.6)2)
D7A TA 14 (3.7) 63 (16.6)
D7C TA 14 (3.7) 63 (16.6)
1)
Volumes for engine circuit only
2)
For D16 an extra expansion tank on the LT circuit should always be used.
Parameters, kW Rating 2300 rpm 2100 rpm 1900 rpm 1800 rpm
Total heat rejection 4 (650 hp) 430 (301 / 129) –
(engine/charge air cooler) 3 (615 hp) – 398 (276 / 122)
2 (550 hp) 409 (283 / 126)
1 (450 hp) 298 (209 / 89)
1 (400 hp) 253 (177 / 76)
D9/D16
Please refer to Sales Guide Marine Propulsion Diesel Engines.
93
Cooling system
Engine Rating ∆Tmax engine circuit ∆Tmax charge air cooler circuit
T1–T2 (T5–T6 D12) T3–T4
°C (°F) °C (°F)
94
Cooling system
1 Reverse gear
oil cooler
1/4"R
4 1. Temperature measuring
2. Pressure measuring
3. Temperature probe 1/4" NPTF
4. Threaded as required
3
3
Pressure after keel cooler
Thermostat
housing
0.75 x D
D
1/4" NPTF
95
Cooling system
D5/D7/D9/D16 D12
Temperature before and after keel cooler Coolant temperature from keel cooler
Connections for measuring temperature in the cool-
ing circuit on D5/D7/D9/D16 has to be built into the Thermostat
housing
circuit of the boat, close to the connections to the
engine.
1/4" NPTF
Locally manufactured
adapter pipe for measuring
Reverse gear
oil cooler
1/4" NPTF
96
Cooling system
D5/D7 -T
External cooling. One circuit system
P2 T2
P1 T1
Circulation
pump
Seawater
pump
Restriction
Cooler
Turbo
97
Cooling system
D5/D7 -TA
External cooling. Two circuit system with one keel cooler
P2 T2
P1 T1
1. Engine
Engine oil
2. Expansion tank cooler
3. Keel cooler, engine circuit Charge air
cooler
Reverse gear
oil cooler
Connection,
flange or thread
For temperatures, max pressure drop and flow, see for valve
Technical data in Sales Guide Marine Propulsion Thermostatic
Diesel Engines. valve
Circulation
pump
Seawater
pump
Restriction
Cooler
Turbo
98
Cooling system
D5/D7 -TA
External cooling. Two circuit system with two keel coolers
P3 T3 03
P2 T2
P4 T4
P1 T1
1. Engine
2. Expansion tank Engine oil
3. Keel cooler, engine circuit cooler
4. Keel cooler, charge air Charge air
cooler circuit cooler
Reverse gear
oil cooler
Connection,
flange or thread
For temperatures, max pressure drop and flow, see for valve
Technical data in Sales Guide Marine Propulsion Thermostatic
Diesel Engines. valve
Circulation
pump
Seawater
pump
Restriction
Cooler
Turbo
99
Cooling system
D9
External cooling. Two circuit system with two keel coolers
External system
CAC
1
EOC
Restriction
Cooler
Turbo
100
Cooling system
D12
External cooling. One circuit system
2
4
4
4
T6
4
1 4
T5
P1 T1 Q1 T3 T4
GOC CAC
P2 T2
1. Engine
2. Expansion tank
3. Keel cooler Engine oil
cooler
4. Restriction
Charge air
5. Coolant filter cooler
Reverse gear
oil cooler
Connection,
For temperatures, max pressure drop and flow, see flange or thread
for valve
Technical data in Sales Guide Marine Propulsion Thermostatic
Diesel Engines. valve
Circulation
pump
Seawater
pump
Restriction
Cooler
Turbo
101
Cooling system
D16
External cooling. Two circuit system
**
*
For temperatures, max pressure drop and flow, see * LT exp tank is not incl. in delivery. Size should be
Technical data in Sales Guide Marine Propulsion adapted to circuit volume
Diesel Engines.
** HT extra exp. tank must be installed when system
volume exceeds 20 ltr. Not incl. in delivery. Size
should be adapted to circuit volume
NOTE! Dearation must be moved to the extra expan-
sion tank, refer to schematic.
102
Cooling system
Thermostat data
No. of thermostats 1 1 1 1
Opening temp. °C (°F) 83 (181) 86 (187) 76 (169) 86 (187)
Fully open °C (°F) 95 (203) 96 (205) 86 (185) 96 (205)
84* (183)
Opening with fully
open therm. mm (inch) 8 (0.32) 16 (0.63) 16 (0.63) 16 (0.63)
*) Two thermostats (blue marking) open at 76°C and are fully open at 90°C. The third thermostat (red marking) opens at 70°C and is fully
open at 84°C.
103
Cooling system
G
• It is advisable not to surpass the in-between level
F when engine is cold. This minimizes the "throw
out" if an undesired quick stop occurs.
Cold engine: With a correctly designed cooling system the
Min 0 kPa (0 psi)
pressure cap prevents ventilation. Avoid opening
Warm engine:
Min 30–100 kPa the pressure cap. If necessary, always open cap
(5.8–14.5 psi) when the engine is cold.
75 kPa
(11 psi) NOTE! A restriction of 2.5 – 3.0 mm (0.10 – 0.12") is
Open
system C to be fitted in each deairing hose. Locate the restric-
E tion in an inclining part of the hose.
B •
Warm engine:
40–70 kPa
MAX (5.8–10.2 psi)
Drain
cock
104
Cooling system
0–75 kPa
(0–11 psi) 75 kPa IMPORTANT!
(11 psi)
C • If there is too little expansion volume (E) an un-
derpressure will be created when charged after
B • E an idling period, thus causing cavitation of the
jacket pump.
–15 –> 70 kPa • During idling the thermostats close, the coolant is
(–2.2 –> 10.2 psi) cooled off and contracting. The pressure cap has
a low pressure relief valve (C) which opens up
around –15 kPa (–2.2 psi). It is not healthy for a
jacket pump to operate with an inlet pressure of 0
kPa (0 psi) and below, since cavitation is likely to
occur.
105
Cooling system
All engines
220 mm (8.7")
106
Cooling system
3
4 1
107
Cooling system
Engine heater
3
1
Components:
1. Engine heater
4
2. Outlet
3. Inlet
4. Connector with protective cap
5 5. Appliance plug with protective cap
Cold starting is one of the most important determin- The heater should have its own circulation pump and
ing factors regarding the service life of an engine. be located in a protected area.
Frequent cold starts followed by extended periods of
The figures on the following two pages show, for each
idling significantly increase wear on the engine. An
engine model, connecting points for a separately
engine heater extends the service life of the engine
mounted heater.
and the batteries. The heater lowers emissions during
start up and prevents hunting. An engine mounted engine heater can be provided
for D5/D7. A separately mounted heater should not
The engine heater warms and circulates coolant
be used.
through the engine block. It is important that the en-
gine heater is of the right type, is correctly connected NOTE! The rating of the engine heater shall be cho-
and maintains the engine coolant at the right tem- sen so that the incoming coolant temperature in the
perature. engine does not exceed 70°C (158°F).
108
Cooling system
D5/D7
An engine mounted engine heater can be provided
for the D5 and D7 engines.
D9/D11
Engine heater connections
From engine heater
M16x1,5
To engine heater
∅ 19,5 mm
109
Cooling system
1/2"R
To engine heater
1/2"R
D16
Engine heater connections
1/2"R
1/2"R
110
Cooling system
2
1
3 omponents:
C
1. Cabin heater with
7 defroster unit
2. Outlet valve
3. Inlet valve
4. Venting nipple
5. Hose thermostat
6. Calorifier
7. Radiator
111
Cooling system
D5/D7 D9/D11
Hot water connections Hot water connections
1/2"R, Inlet
1/2"R, Outlet
D12
Hot water connections
M26x1.5 Outlet - to hot water circuit
M30x2
D5/D7
When dimensioning the heat exchanger for heating, it
must be observed that the coolant tap on the engine
only can allow a limited water flow and temperature 1/2"R
drop.
Max allowed water flow 18 l/min.
Max allowed temperature drop 30°C (86°F)
The external circuit must be designed to restrict the
flow to not exceed the allowed flow. The external cir-
cuit is by-passing the engine cooling circuit, to great
flow may cause engine overheating. Inlet - from hot water circuit
If the heating is designed so that it can dissipate
more heat whit the available quantity of coolant, the
engine cannot reach its appropriate temperature de-
spite a closed thermostat. This must be avoided by
heating dimensioning.
1/2"R
112
Cooling system
D16
Hot water connections
1/2" R
1/2" R
Engine Inlet
coolant Outlet
pump
113
Exhaust system
Exhaust system
General
Exhaust systems for marine engines can be divided IMPORTANT! The exhaust system should be
in two categories : designed and installed in such a way that the
• Wet exhaust line exhaust emissions are taken out of the boat
without any harmful backpressure for the en-
• Dry exhaust line, insulated
gine and so that there is no risk of overheating
Most of the boats/vessels in Volvo Penta power range any adjacent parts of the boat. The demand for
with inboard engines are equipped with wet exhaust silencing must also be met and the system ar-
systems. Water is injected into the system to cool the ranged in such a way as to prevent the gases
exhaust gas and the mixture passes out together with from entering the boat. All exhaust systems
the exhaust. must be installed in such a way that water can-
A wet system has several advantages compared with not force its way back into the engine when the
a dry system. The water lowers the exhaust tempera- engine has been switched off.
ture considerably after the point where the water is
fed into the system, enough to permit the use of a When designing the exhaust system, note that
flexible rubber hose. A flexible hose is usually easier the backpressure must not exceed the values in
to install than pipes, is not affected by corrosion the table in chapter Backpressure.
or stress and absorbs the vibration from a flexibly
The dry exhaust system for inboard diesel engines
mounted engine. A wet exhaust system does not
is mainly used for slower vessels, commercial opera-
need insulation either and radiates less heat.
tion. A dry system is neccessary in cold climates with
The importance of using a wet exhaust is to make a temperatures below 0°C (32°F). The dry system in
proper design and make sure the coolant cannot en- general requires less maintenance and has longer
ter backwards into the engine. service life. Insulation of the system is usually re-
quired as temperatures are dangerously high and
heat radiation into the engine room is negative for
engine operation.
Volvo Penta does not market complete wet or dry
exhaust systems but provides some of the key
components.
114
Exhaust system
IMPORTANT! Vessel manufacturers should Vessel manufacturers should ensure that they
note that U.S. federal regulations applicable to carefully follow instructions concerning an ex-
U.S. vessels require the installation of an ex- haust sampling port as required under control-
haust sampling port in the exhaust system that ling federal regulations. Failure to do so could
could be used for connection to an exhaust be a violation of the prohibited acts set forth
emissions measuring device. This applies to at 40 CFR 94.1103, potentially subjecting the
engines certified according to U.S. EPA 40 vessel manufacturer to federal penalties, and
CFR part 94 regulations. could make it unlawful to sell or place the ves-
sel into service.
Where Volvo Penta have not added a sam-
ple port, for example when an inadequate Instructions to comply with this requirement
amount of the exhaust system is supplied to can be provided by Volvo Penta upon request.
make such an installation practical, the ves-
sel manufacturer is responsible to ensure that
the required sample port is installed. Failure to
comply with this requirement may constitute
an act that is prohibited under federal law and
may subject the vessel manufacturer to federal
penalties.
"Wagon-back effect"
As long as we continue to use combustion engines On a boat with a sheer, broad transom and high su-
as sources of power, we will always be faced with perstructure, the result of the "wagon-back effect" is
the problem of exhaust emissions. Even though the that the exhaust fumes are drawn up towards the af-
level of exhaust emissions from modern combustion terdeck, dirtying the cockpit and creating unpleasant
engines has now been minimised, smoke and fumes conditions for those on board. The problem originates
are still given off when fuel is burnt. with what is known as recirculating air. When a boat
moves forward and creates a backward current of air,
When we also have a sheer body in motion, another
an underpressure forms in the boat and the exhaust
problem arises. It is the phenomen we call the Wag-
fumes are drawn into it.
on-back effect".
To avoid such a problem, it is of outmost importance
to design and locate the exhaust outlet properly.
115
Exhaust system
116
Exhaust system
Longitudinal inclination,
systems without silencer 10°
Transverse inclination 10° (according to figure C)
Fig. B
117
Exhaust system
Anti siphon
valve
D min
C min
Min 350 mm
(14")
Fig. D WL
118
Exhaust system
Silencers
There are various types of silencers depending on the type of installation. Two very common types are:
• Aqua-lift silencers
• In-line silencers
Inlet
Inlet
∅B
∅A
Min.
350 mm
(14")
∅B
∅A
∅A
∅B
The figure shows an example of an engine with the See table on in this chapter under section "Recom-
Aqua-lift silencer system. The silencer should have mended hose diameters" for dimensioning hoses for
sufficient volume to suit the engine power and space and after the silencer.
available. The inner diameters of the exhaust hoses
The minimum height between the lower edge of the
(∅A and ∅B) should be chosen to suit the engine
silencer exhaust outlet and the water line is at least
power, to give low exhaust backpressure.
350 mm (14"). See figure above.
119
Exhaust system
In-line silencers
∅B
Cmin
∅A
WL
An in-line silencer is most suitable when the exhust Recommended hose diameter (innerdiameter) ∅A
outlet is located high in relation to the water line so and ∅B see table on the following page.
an acceptable downward inclination can be acheived.
NOTE! An in-line system is not recommended when
The importance is that the system is drained when
height (Cmin) exhaust elbow – waterline is less than
the engine is shut off.
350 mm (13.7").
Recommended hose diameters elbow - silencer (∅A) and silencer outlet (∅B),
Aqua-lift and in-line systems
D5 4"/102 mm 5"/127 mm
D7 5"/127 mm 6"/152 mm
D9/D11 6"/150 mm 8"/200 mm
D12 8"/200 mm 8"/200 mm
120
Exhaust system
Exhaust riser
Figure B
Figure A WL
121
Exhaust system
350 mm
(14")
2
4
1. Exhaust hose
2. Exhaust pipe
(Full strength pipe)
3. Exhaust outlet
4. By-pass outlet
3
In such an installation a full strength pipe (metal, grp, A by-pass outlet should be installed from the exhaust
or similar) must go from the hull up to a level above pipe, above the water line, to an outlet above the wa-
the static water line when the boat is moored in order ter line to avoid high backpressure when starting the
to avoid needing a shut-off valve. engine and reduce the low idling pressure pulses to
the hull, which create noise.
Incline the pipe slightly backwards and design the
outlet in the bottom to avoid water being pushed up Often a riser is needed to obtain the correct distance
the pipe if the boat is towed or running with one en- (350 mm / 14") to water line (WL), see Exhaust riser
gine only. in chapter Wet exhaust line.
Position the outlet in the bottom in a way so the ex-
haust gases will not create negative turbulance flow-
ing into the propeller or trim tabs, not even when the
boat is turning, as this will affect the performance of
the boat.
122
Exhaust system
When a boat, especially a boat with a sheer, broad This slipstream system can be profiled to meet the
transom and high superstructure, moves forward and requirements of individual boat builders.
creates a backward current of air, an underpressure
Volvo Penta has considerable know-how in the ap-
forms in the boat and the exhaust fumes are drawn
plication of custom-made exhaust boots, and can
towards it.
provide conceptual design drawings of a hydrody-
To minimise this problem, the flow of the propeller namically developed boot for local manufacturing in
can be utilised to release the exhaust fumes far from GRP/FRP.
the boat transom. The outlets of the boots are prefer-
ably positioned in line with the propeller shaft just
behind the propeller and rudder. This way the exhaust
emissions are carried into the currents of water aft of
the propeller. See "Wagon-back effect" in chapter
Exhaust system, General.
123
Exhaust system
1
2
5
124
Exhaust system
125
Exhaust system
126
Exhaust system
Measurements mm (in)
E
E
A
A G
B
B G C
C
Compensator 7"
D
F
A
B G
Installation data
C
127
Exhaust system
6
4 5
7 3
2 These work on the principle of reflecting and thus
1 containing sound within the silencer. There are in-
ternal baffle plates fitted to divide the silencer into
Exhaust line sections, which can be individually tuned to a specific
1. Compensator frequency. A reactive silencer creates a relatively high
2. Flexible exhaust hose backpressure due to the torturous gas flow path, i.e.
3. Three point fixture
4. Insulation (mineral wool) through the baffle plates, which reverses flow.
5. Silencer
6. Flexible attachment Volvo Penta HD silencers combine reactive and ab-
7. Glass fibre fabric
sorptive type of silencing.
128
Exhaust system
Resistance in inches Wc
Resistance in mm Wc
129
Exhaust system
Example:
Engine: D12MH
Power: 294 kW / 1800 rpm
Silencer: 7" HD
Calculation of pressure loss through the silencer.
Q (m3 /min)
Bore velocity (m/s) =
Pipe area (m2) x 60
– the value originates from Technical Data in Sales Guide Marine Propulsion Diesel Engines.
π x D2
Pipe area = m2
4
D = 7" = 0.175 m
Pipe area will be
A = 0.0240 m2
Bore velocity = 34.1 m/s
From the diagram on previous page, one will find the resistance in mm Wc.
The resistance is approx 99 mm Wc.
The pressure loss will be calculated according to the formula:
NOTE! Check that the total backpressure (silencer backpressure and piping backpressure) is within the limits in
table in chapter Backpressure.
130
Exhaust system
For dimensions of exhaust elbows see current Sales Exhaust system diameter (∅)
Guide Marine Propulsion Diesel Engines.
Engine Dry exhaust line
Multiple exhaust outlets
D5 3"/68mm
If more than one engine is being installed, the ex-
haust from the engines must not be taken into the D7 4"/107mm
same flue. D9 7"/175 mm
The reason is that if one engine is stopped when oth- D11 7"/175 mm
ers are running, exhaust gases with condensate and
D12 7"/175 mm
carbon will be forced into the exhaust system of the
stopped engine and then into the engine cylinders D16 7"/175 mm
which can cause corrosion.
If a flap valve of good quality is fitted in each exhaust
line near the intersection, multi-engine installations
on one exhaust line can sometimes be acceptable.
To calculate the total diameter of a common exhaust
pipe use the following formula:
D total = D x K
where:
D is exhaust pipe diameter for one engine
K is a factor
D16
131
Exhaust system
Backpressure
The exhaust system will produce a certain resistance
to the exhaust gas flow. This resistance or backpres-
sure must be kept within specified limits. Excessive
backpressure can cause damage and will lead to:
• Loss of power output
• Poor fuel economy
• High exhaust temperature
These conditions produce overheating and excessive
smoke from the installation, and reduce the service
life of the valves and turbocharger.
0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
kPa*
D5/D7
D9/D11/
D12/D16
*) 1 kPa = 100 mm wc
No performance losses
(Relative to technical data. Maximum allowed backpressure for emission certified engines.)
Small performance losses
(Not approved backpressure for exhaust emission certified engines.)
Not acceptable
132
Exhaust system
Measuring procedure
D5/D7 D12
Wet exhaust line Wet exhaust line
3 3
2
133
Exhaust system
Measuring procedure
D9/D11/D12 D 16
Dry exhaust line Dry exhaust line
1
1
1. Exhaust elbow
2. Nipple for connection of manometer or hose
1. Exhaust elbow
Transparent plastic hose partly filled with water (see previous
page position 3). Exhaust backpressure in mm wc (A). 2. Nipple for connection of manometer or hose
See figures for wet exhaust line. Transparent plastic hose partly filled with water (see previous
page position 3). Exhaust backpressure in mm wc (A).
134
Exhaust system
135
Electrical system
Electrical installation Batteries
General Battery terminology
The electrical installation has to be planned very
Capacity
carefully and carried out with the utmost care. Seek
simplicity when designing the electrical system. Capacity is measured in Ampère-hours (Ah). The
starter battery capacity (Ah) is usually stated as the
The wires and connectors used in the installation 20 hour capacity of the battery, i.e. the battery can
have to be of a type approved for marine use. The be discharged at a constant current for 20 hours to a
wires should be routed in a protective sheath and final voltage of 1.75 V/cell. For example: If a battery
clamped properly. can produce 3 A for 20 hours, its capacity is 60 Ah.
Make sure that the wires are not installed too close to The cold cranking amperage (CCA) measures the
heated parts of the engine or close to another source starting performance of the battery. The society of
of heat. The wires must not be subject to mechanical Automotive Engineers (SAE) has specified the fol-
wear. If necessary, route the wires through protective lowing test: A battery at a temperature of –18° C
tubing. (0°F) must be able to deliver a current equal to the
Minimize the number of joints in the system. Make cold cranking amps for 30 seconds with the voltage
sure that cables, and joints in particular, are acces- remaining above1.2 V/cell or 7.2 V for a 12 V battery.
sible for inspection and repair. There are other CCA tests defined by DIN, IEC, EN
etc. These tests will give different CCA values com-
It is recommended to supply a wiring diagram of the pared with the SAE test.
complete electrical system with the boat. This will
simplify fault tracing and installation of additional Battery capacity is affected by temperature. Battery
equipment considerably. capacity is specified at +20°C (68°F). Cold consider-
ably reduces a battery’s ability to release its energy.
NOTE! Make sure that no joints in the engine room The following table shows the difference in capacity
are placed deep down. All cable joints should be lo- between +20°C (68°F) and -18°C (0°F).
cated higher up than the alternator.
136
Electrical system
12V 24V
176Ah 88Ah
Example: When two 12 V batteries each with a capacity of 88 Ah Example: When two 12 V batteries are connected in series, with a
are connected in parallel, the voltage will be 12 V and the total capacity of 88 Ah, the voltage is 24 V and the capacity 88 Ah.
capacity 176 Ah.
If one of two batteries connected in parallel has a When two 12 V batteries are connected in series
short-circuited cell, the nominal system voltage will and one battery has a short-circuited cell, the rest-
be approx. 10 V. ing voltage across the two batteries will be approx.
23 V.
137
Electrical system
24V system
D5/D7............................................ 320 A
D9/D11 ......................................... 340 A
D12 . ............................................. 500 A
D16................................................ 900 A
As a guideline the breakaway current can be calcu-
lated as 2–2.5 times cranking current.
Engine V Capacity, Ah
min max
D5/D7 12V 88 170
D5/D7 24V 2x66 2x 115
D9 12V 140 2x220
D9/D11 24V 2x105 2x180
D12 24V 2x140 2x220
D16 24V 2x140 2x220
138
Electrical system
Cross over
switch
Start Accessory
battery battery I
Starter
139
Electrical system
1
) AWG (American Wire Gauge)
2
) Values based on battery capacity 140 Ah
Comparison cable core area (mm²) / diameter (mm) according to Volvo standard
140
Electrical system
Alternator
B+ Sensor cable
3-way charge
distributor.
(Not a Volvo Penta
accessory)
Accessories
Start Accessory
battery battery I Bow thrusters, anchor
winches etc.
(heavy loads)
Accessory
battery II
Starter
- NOTE! No equipment is connected to the starting - All other equipment, lamps, fans, refrigerators etc.
battery group. (navigation instruments excepted) can be con-
- Two separate accessory battery groups. nected either to accessory battery I or II.
Navigation equipment is connected to accessory - On D9, D11, D12 and D16 the sensor cable is
battery I. factory mounted on the starter motor. If accessory
batteries are used, re-route the cable according to
- Bow and stern thrusters, anchor winches and the picture.
other heavy electrical loads are connected to ac-
cessory battery II. This to prevent voltage drop
in equipment connected to accessory battery I,
such as navigation instruments.
NOTE! Heavy electrical loads should have a sepa-
rate switch connected directly to the accessory
battery positive (+) terminal.
141
Electrical system
Sensor Sensor
cable cable
Charge Charge
distributor distributor
+ Start – + Start –
battery, port battery, stb
Bow thrusters,
anchor winches etc.
(heavy loads)
Accessory + – Accessory
+ – battery II
battery I
+ – + –
Starter Starter
port starboard
- Separate starting battery group for each engine - Connect the sensor cables from the alternator to
(driveline). the accessory battery groups.
NOTE! No equipment connected to the starting NOTE! Heavy electrical loads should have a sepa-
battery group. rate switch connected directly to the accessory
- Two separate accessory battery groups. battery positive (+) terminal.
Navigation equipment is connected to the port ac- - All other equipment, lamps, fans, refrigerators etc.
cessory battery. (except navigation instruments) can be connected
either to the port or starboard accessory battery.
NOTE! Navigation equipment should not be con-
nected to the starting battery group. - On D9, D11, D12 and D16 the sensor cable is
factory mounted on the starter motor. If accessory
- Bow and stern thrusters, anchor winches and batteries are used, re-route the cable according to
other heavy electrical loads are connected to the the picture.
starboard accessory battery (II). This to prevent
voltage drop in equipment connected to the port Single failure tolerant system
accessory battery, such as navigation instruments.
If a short circuit appears in one of the drivelines, this
will not affect the other driveline.
142
Electrical system
Main switch
A main battery switch should be installed on the
positive side. The bulkhead transitions for both the
positive and negative cables must be provided with
grommets. Position the main switch outside the en-
gine room but as close to the engine as possible, to
reduce cable length.
143
Electrical system
Accessories
+
3
–
+ 1
2
+
+ – –
1. Junction box for ground lead (–)
2. Fuse box (+)
3. Junction box, navigation lamps
Please note that the length and the area of the sup-
ply cables (A+, A–) dependends on the number of
accessories connected to it.
• Add up all accessories (loads)
• Measure the total length on the positive (+) and
negative (–) sides of the supply cable (A+, A–).
• Please refer to the table on the next page. The ta-
ble will give you the area of the supply cables.
144
Electrical system
12V 24V
Example: If a 12 V refrigerator consumes 70 W and The calculation is based on the max. permissible
the distance between the terminal block and the re- total voltage drop in all cables between the positive
frigerator is 4 meters, a straight line should be drawn terminal to the load and the load back to the negative
between the figure 8 (4 x 2) on the meter scale and terminal.
figure 70 on the load scale. Total voltage drop when using the table above:
The line passes the area scale in the 2.5 space. 2.5 12 V system 0.4 V
is equal to the needed area (2.5 mm2).
24 V system 0.6 V
145
Electrical system
146
Electrical system
147
Electrical system
Y-connector
Full instrumentation
From
engine
Power supply
Extra outlets: Connect additional outlets on rear Maximum
side of the alarmpanel. These outlets can be used for current outlet
additional instruments, audio, etc.
NOTE! Maximum current outlet for both instrument
panels together: 5 Amps.
148
Electrical system
Y-connector
Full instrumentation
From
engine
Maximum
current outlet
Power supply
Extra outlets: Connect additional outlets on rear
side of the alarmpanel. These outlets can be used for
additional instruments, audio, etc.
NOTE! Maximum current outlet for both instrument
panels together: 5 Amps.
149
Electrical system
A → D 3280 mm 3
Harness lengths: 1
A → B 500 mm
A → C 580 mm
A → D 1600 mm
150
Electrical system
* IMPORTANT! Wait for 10 seconds with the unit con- Switches to hours
nected to system voltage to confirm the code setting
0.0 counting
151
Electrical system
Code table
Additional instruments are available to monitor en- Volvo Penta offers the option of installing an indica-
gine boost pressure (1) and oil pressure (2) in the tion for water in the fuel pre-filter. The sender can be
gearbox. connected to an indicator or to a second alarm panel.
The wiring harness to the these instruments are
included in the instrument panels and panel kit for
separately mounted instruments.
On D5/D7 the senders have to be ordered separately
for fitting on the engine.
Other instruments, such as water and fuel tank
gauges and senders, etc. are also available as ac-
cessories.
152
Electrical system
D12D-A MP
The auxiliary stop can be controlled remotely by installing two relays in series with the auxiliary stop wiring.
The function can be used for a third party fire extinguishing system. Please contact Volvo Penta for further infor-
mation.
D9/D11/D12D-B MP/D16
The D9, D11, D12D-B MP, and D16 engines are equipped with a relay that can be remotely controlled by third
party equipment, e.g. a fire extinguishing system. The engine shuts down when the relay is energized.
NOTE! Leave the external stop connector unconnected if the functionality is not to be used.
153
Electrical system
(+)86 (–)85
87a
30
87
Accessory
cabel kit, 3 m Main switch (+) Do
(10 ft) not use EVC aux.
relay Pin 1 R (+) Engine
Pin 2 SB (–) Fire extinguishing system
Accessory
cabel kit, 3 m Main switch (+)
(10 ft) Do not use EVC
aux. relay
Classified installations
(Default functionality on D9-D16)
Fire extinguishing
system
154
Electrical system
MCC
The Volvo Penta Marine Commercial Control (MCC)
is a control and monitoring system for marine app-
lications. The Marine control unit (MCU), Engine
Control Unit and Power Module, together with the
Shutdown unit (SDU), provides completely redundant
engine control.
SDU
The MCU communicates with Engine Management
System via the CAN serial line using standard J1939
and J1587 communication protocols and controls and
monitors the engine in 4 different applications – Pro-
pulsion, emergency, auxiliary and combined.
Equipped with a powerful graphic display with icons,
symbols and bar-graphs for intuitive operation, to-
gether with high functionality this sets new standards
in engine controls.
Functions
The Volvo Penta Marine Commercial Control pro- • ��������������������������������
On screen alarm list indication
tects the engine using the Volvo Penta shutdown unit
(SDU). The SDU is a stand-alone hard wired system • ��������������������������������������������������
Event and time driven engine history for back tra-
for engine protection with separate hard-wired sen- cing
ders and switches inputs and Fuel stop outputs, pro- • ����������������������������������������������
Running hours meter, number of starts counter
viding a completely redundant protection system.
• ������������������������������������������������
Configurable 14 binary inputs and 14 binary out-
• ������������������������������������������
6 shutdown channels and overspeed shutdown puts and 8 analog inputs
• ������������������������������������������������
All channels equipped with broken wire detection • �������������������������������������������
Magnetic pick-up speed measurement (+redun-
• ������������������������
Broken wire reset button dant channel)
• ���������������������������������������
Test button for overspeed shutdown test • ������������������������������������������������
Extension units for more I/O and Remote Display
panel
• ���������������������
DIN 35-rail mounting
• �������������������
Password protection
• ������������������������������������������������
4 operational modes – emergency, auxiliary, har-
bor and propulsion
• ������������������������������
10 languages selectable on MCU
Communication
• �������������������
RS232 / Modbus RTU
•
• ������������
J1939, J1587
155
Electrical system
Terminology
MCC........................................................ Marine Commercial Control, name of the over all system.
MCU........................................................ Marine Control Unit, the central control unit of the system.
SDU......................................................... Shudown Unit, for engine protection. Activates a fuel shut-off valve to
shut down the engine. Separated from the engine control system, all
functions hard wired.
COM........................................................ Communication Module, for J1708/J1587 and CAN2 bus (for RP and
other extension modules).
RP............................................................ Remote Panel, additional display panel for remote monitoring.
EMS......................................................... Engine Management Systemmonitors engine status and handles engine
speed and torque governing and overall control of fuel injection and
emission control algorithms.
PM........................................................... Power Module, handles power distribution and power management. It
also monitors power supply and switches to secondary power.
156
Electrical system
Operating conditions
Operating temperature............................................. -20 - +70 °C
Storage temperature................................................. -30 - +80 °C
Humidity.................................................................... 95% without condensation
Flash memory data retention time . ......................... 10 years
Protection front panel .............................................. IP65
Binary inputs
Number of inputs...................................................... 14
Input resistance........................................................ 4.7 kW
Input range............................................................... 0-36 VDC
Switching voltage, closed contact indication............ 0-2 V
Max voltage for open contact indication................... 8-36 V
157
Electrical system
RS232 interface
Maximal distance...................................................... 10m
Speed....................................................................... 19.2kBd
158
Electrochemical corrosion
159
Electrochemical corrosion
* Metals are in a passive state when the metal has a thin, reac-
tion‑inhibiting coating. This coating is not present in an active state.
** Still water.
From the table, we can see that steel has about ‑0.65
V and aluminum around ‑0.85 V in the voltage se-
ries. The higher up in the voltage series (the greater
potential), the more noble the metal. If these metals
are connected together in a galvanic element, the
less noble metal will be consumed by the more noble
metal-galvanic corrosion arises.
In our case, the aluminum will corrode.
The further the metals are apart in the galvanic volt-
age series, the greater the (corrosive) effect will be
on the less noble metal if they are connected togeth-
er in a galvanic element.
160
Electrochemical corrosion
Protection against
electrochemical corrosion
It is important that components submerged in the wa-
ter such as through-hull fittings, swim ladders etc. are
protected from galvanic corrosion. Our recommenda-
tion is to bond all of them to a transom mounted, pro-
tective anode, normally made of zinc. Trim tabs may
have their own protection.
161
Electrochemical corrosion
Fe
Electrons
162
Electrochemical corrosion
Shore power
cable
connector Encapsulated single phase
1:1 isolation transformer Branch circuit
Power inlet (electrically with metal case breaker (typical)
Shore insulated from boat) Transfer switch
connection shore-off-gen
Main shore power 120/230 VAC
Disconnect circuit device
Shore breaker with over-
power current protection
cable GFCI
120 VAC
grounding
type receptacle
Grounding conductor
Shore side
Boat side
Transformer
Neutral conductor
shield
Live conductor
AC generator
circuit breaker
Neutral
Live
Grounding
2 pole, 3 wire
grounding type plug
and receptacles AC generator
(optional)
To DC negative
bus and boat
Figure 1 ground plate
Single-phase, 120/230 VAC system
Shore power
cable Encapsulated single phase
connector 1:1 isolation transformer Branch circuit
Power inlet (electrically with metal case breaker (typical)
Shore
connection insulated from boat)
Transfer switch
Main shore power shore-off-gen
Shore Disconnect circuit 120 VAC
power breaker with over- device
cable GFCI
current protection
120 VAC
grounding
Grounding conductor
type receptacle
Neutral conductor
Shore side
Boat side
Transformer
Live conductor
Live conductor
shield
AC generator
circuit breaker
Neutral
Live
Live
Grounding
163
Electrochemical corrosion
Isolation transformer
The isolation transformer galvanically separates the
shore power from the boat. This minimizes the risk of
galvanic and stray current corrosion.
Ground plate
To ensure safety of personnel, a common ground
plate below the waterline must be connected to the
AC and DC electrical system.
164
Electrochemical corrosion
165
Electrochemical corrosion
Measurement theory
Anodic protection operates by sending out an electric
current, the protection current, to oppose the corro-
sion current. When the protection current rises and
the corrosion current falls, the potential of the pro-
tected object falls. When a given potential is reached,
the corrosion current will have disappeared and the
object has complete cathodic protection.
Thus a given electrode potential for the metal pro-
vides a guide as to when cathodic protection is in
place and whether it is sufficient. The calomel elec-
trode can measure whether this protection potential
is provided.
166
Electrochemical corrosion
167
Engine room, ventilation and soundproofing
Introduction
Engine performance
Engine power is affected by a number of different Two main conditions must be fulfilled:
factors. Among the most important ones are air pres-
A. The engine must get enough air (oxygen) to allow
sure, air temperature and exhaust backpressure.
for the combustion of the fuel.
Deviations from the normal values affect engine per-
formance and function. B. The engine room must be ventilated, so that the
temperature can be kept down to an acceptable
Diesel engines require excess air. Deviations from
level.
the normal values show up first of all with an increase
in black smoke. This can be particularly noticeable at Ventilation is also important to keep the engine’s
the planing threshold when the engine must give its electrical equipment and fuel system at a low tem-
greatest possible torque. perature, and for certain general cooling of the en-
gine.
If the deviations from the normal values are great, the
diesel engine will lose power. This power loss can be If personnel are to be present in the engine room, the
so great that a planing boat cannot pass through the ventilation installation must be adapted accordingly.
planing threshold.
For the engine to function properly and give full NOTE! All valid safety regulations and legal require-
power, it is absolutely necessary that both the inlet ments for each country must be followed. Each clas-
and outlet air ducts are sufficiently dimensioned and sification society has its own regulations that must be
installed correctly. followed when required.
168
Engine room, ventilation and sound proofing
Engine power output and air temperature Engine power output at high altitudes
The engine’s stated power output applies at an air above sea level
temperature of +25°C (+77°F), air pressure of 750 In most cases, marine engines are run at or near sea
mm Hg, relative humidity 30%, fuel temperature level. There are, however, some lakes that are situ-
+40°C (+104°F) and seawater temperature of +32°C ated at high altitudes above sea level.
(+90°F). (According to International test standards).
There is loss of power when operating at high alti-
Adequate air supply and ventilation makes it possible tudes due to the fact that the air density (and there-
to obtain as high a power output as possible together fore oxygen content) decreases as altitude increases.
with a long engine life. This results in smoky exhaust and the turbocharger
If the inlet air for the engine cannot be kept below operating at abnormally high speeds with increased
+25°C (+77°F), the power output drops by up to wear.
1.5% for turbocharged engines and 1.0% for turbo- The loss of power is, however, not important until ap-
charged engines with aftercooler for every +10°C prox 500 m (1640 ft) above sea level.
(+18°F) increase in air temperature. For normally as-
At altitudes of more than 500 m (1640 ft) above sea
pirated engines, this figure can be up to 2%. In those
level, there is a loss of power of approx 0.1% per 100
places in the world where the air temperature is con-
m (328 ft).
stantly at or above +45°C (+113°F), diesel engines
must be de-rated, i.e. the injection pump adjusted to De-rating should be done for high altitudes (reduced
a lower injection quantity. fuel quantity) according to the following:
However, the driver can reduce the throttle when op-
erating temporarily in such hot areas and thus avoid Altitude above sea Reduced fuel
these types of unfavourable operating conditions. level, metres (feet) quantity%
1000 (3280) 4
IMPORTANT! In those cases where operation 1500 (4920) 8
is at full throttle and the injection pump is not 2000 (6560) 12
adjusted (de-rated) despite high air tempera- 2500 (8200) 17
ture, the result will be very smoky exhaust, in-
creased thermal load and greatly increased en-
NOTE! De-rating is not possible on electronic control-
gine wear and consequently greatly increased
led engines!
operating costs.
NOTE! Electronic controlled engines are not suitable
for running at altitudes exceeding:
169
Engine room, ventilation and sound proofing
170
Engine room, ventilation and sound proofing
171
Engine room, ventilation and sound proofing
For each engine the following is obtained: Area for engine’s air consumption:
Area, engine’s air consumption: 1. 1.9 × 441 = 838 cm² (130 sq.in).
1. 1.9 × 294 = 558 cm² (87 sq.in). Correction for air temperature = 0.7 from Table 2,
According to figs 1 and 2 on the following page, and correction for duct length and bends = 1.41
ex 1, this corresponds to a duct with a diameter of from Table 1.
265 mm (10.5") for one engine. This gives 838 × 0.7 × 1.41 = 827 cm² (128 sq.in).
According to fig. 2 this gives a duct diameter of
330 mm (13").
Area ventilation, engine room:
1. Inlet, engine room: Area = 1.65 × 294 = 485 cm²
(75 sq.in). According to fig. 2 this gives a diam- Area ventilation, engine room:
eter of 250 mm (9.8") for a single engine. 1. Inlet, engine room: Area = 1.65 × 441 = 728 cm²
2. Outlet, engine room: Area = 1.65 × 294 = 485 (113 sq.in). According to fig. 2, this gives a duct
cm² (75 sq.in). According to fig. 2 this gives a di- diameter of 302 mm (12").
ameter of 250 mm (9.8") for a single engine. 2. Outlet, engine room: Area = 1.65 × 441 = 728
3. Extraction fan capacity 0.07 × 294 = 20.6 m³/ cm² (113 sq.in). According to fig. 2 this gives a
min (728 ft³/min). duct diameter of 302 mm (12").
4. NOTE! As this is a twin installation figures have to 3. Correction (inlet and outlet) for air temperature
be doubled. = 0.7 from Table 2, and correction for duct length
and bends = 1.41 from Table 1.
This gives 728 × 0.7 × 1.41 = 719 cm² (112 sq.in).
According to fig. 2 this gives a duct dia of
300 mm (11.8") for each inlet and outlet.
4. Extraction fan capacity 0.07 × 441 = 31 m³/min
(1095 ft³/min).
172
Engine room, ventilation and sound proofing
1200(186)
2
1000(155)
800(124)
600(93)
400(62)
200(31)
Ex. 1
0 100 200 300 400 500 600 700 kW
(134) (268) (402) (536) (670) (804) (939) (Hp)
Ex. 1. Engine power = 294 kW (400 hp) 1. Combustion ducting
2. Ventilation air,
inlet /outlet
1000(155)
800(124)
600(93)
400(62)
200(31)
Ex. 1
0 50 100 150 200 250 300 350 400 450 500 ø mm
(2.0) (3.9) (5.9) (7.9) (9.8) (11.8) (13.8) (15.7) (17.7) (19.6) (ø inch)
Ex. 1. Air consumption duct diameter = 265 mm (10.4")
Ventilation duct diameter = 250 mm (9.8")
173
Engine room, ventilation and sound proofing
Location of ventilators
and air intakes
5 6
7
4
174
Engine room, ventilation and sound proofing
175
Engine room, ventilation and sound proofing
Make sure the necessary room is available for serv- Insulation material, being applied on wood (plywood):
ice and repair. Also make sure that all hatches are 1. Wood (plywood)
properly sealed off.
2. Flame-proof absorption sheeting.
Greatest possible care must be given to the task
3. Flame-proof, reflecting soundproofing foil.
of screening the sound source as well as possible.
Screen all the way down to the hull but leave a small
distance to prevent bilgewater from penetrating insu-
lation material.
Cracks, openings etc. must be carefully sealed off
with insulation material. In cases where the engine
is installed under the floor, dress all bulkheads and
floorboards.
Insulation material applied on GRP:
1. GRP
2. Iron-PVC, thickness 2.5 mm (0.1")
3. Flame-proof absorption sheeting
4. Flame-proof, reflecting soundproofing foil
176
Engine room, ventilation and sound proofing
177
Belt guards and protections
Installation requirements
Unless the engine is protected by a cover or its own Belt guards which can be fitted on the engine, are
enclosure, exposed moving or hot parts of the engine available as optional equipment from Volvo Penta.
that could cause personal injury must be effectively Protections can also be built in the engine room by
shielded. the boat builder.
178
Controls
General
If the boat is to be manoeuvred and operated in a The control could be either a single lever control or
convenient and safe manner, then the operating sta- two lever control. On a single lever control both shift-
tion should be arranged in such a way that the con- ing and speed is operated with the same lever. In a
trols, steering and instruments, navigational equip- two lever control there is one lever for shifting and
ment and alarm systems are located practically. This one for speed.
applies to each operating station.
1 2
3 4
179
Controls
180
Controls
NEUTRAL
Radius
FORWARD
REVERSE
181
Controls
Connecting
2 1. Connection
4
1 2. Bracket
3. Control cable
182
Controls
Reverse gear Left hand propeller rotation: Right hand propeller rotation:
183
Controls
184
Controls
Trolling valve
Trolling valves can be fitted on most reverse gears as Install the control cable the same way as the gear-
an accessory. shift control cable. Mark the control TROLLING
VALVE, and the positions DISENGAGED and EN-
The trolling valve will reduce the oil pressure on the
GAGED.
disc pack, which will make it slip in a controlled way.
The speed of the propeller shaft can be reduced Shifting lever
up to 80% compared to in a non-slipping condition.
There is normally an engine rpm limit up to which the
trolling valve can be used. A larger oil cooler is some-
times fitted to keep the oil temperature stable. It is
highly recommended to use a thermostat on the gear
box oil cooler.
The benefit of the trolling valve is reduction of the
idling speed of the boat or the option of increasing
engine rpm at low boat speed, for example in order to
use pumps etc. during fishing.
Trolling lever
B
For operating a trolling valve, a single-acting control
with a pushing movement shall be used.
185
Power take-off
General
In order to operate miscellaneous small auxiliary ap- Various configurations of PTO can be built. The most
paratus, there is the option of fitting power take-offs common are described in this chapter.
on the auxiliary drive gear casing or a sidemounted
Always see the current Sales Guide for the PTO op-
power take‑off on the starboard side at the front.
tions Volvo Penta is marketing for each engine size
If greater outputs are needed, a mechanical power and rating.
take‑off can be fitted on the front end of the crank-
The outputs permitted from the power take‑offs are
shaft. Either via a common standard over-centre
described later in this chapter.
clutch or an extra shaft connection (in-line).
186
Power take-off
187
Power take-off
188
Power take-off
NOTE! See Sales Guide Marine Propulsion Diesel Engines for complete information about flywheel housing
measurements.
189
Power take-off
Tightening Torque
If the crankshaft pulley type is changed, it must be
ensured that the correct tightening torque for that pul-
ley is applied.
The tightening torque values are specified in the
Workshop Manual for each engine type.
190
Power take-off
With a PTO drive from the crankshaft, excessive belt The use of too small a pulley will severely reduce belt
tension will result in higher side loads than neces- life.
sary, which could result in crankshaft failure. A suitable spring loaded pulley is preferable to one
A practical way of estimating the fan belt tension is by that is adjusted and clamped, as it can enable the
applying pressure in the centre of the longest run of correct installation tension to be used. This is increas-
belt between any two pulleys, and adjusting the ten- ingly more important with larger PTO values, as more
sion until the belt deflects by a given amount. (See installation tension is required to avoid slippage, re-
figure). sulting in a higher side loading/bending moment on
the crankshaft.
NOTE! A spring loaded idler pulley is also very im-
portant where there could be relative movement
between a flexibly mounted engine and driven equip-
ment mounted on a separate chassis.
D = 0.015 x A
191
Power take-off
192
Power take-off
F
In order to calculate speed and diameter, the follow-
ing formula can be used:
RD × N = rd × n
F
RD = The driving belt pulley pitch diameter
If two or more belt drives are required and can be ar-
rd = The driven belt pulley pitch diameter
ranged in opposite directions, the effects will tend to
N = The speed of the driving shaft cancel each other out and minimise the overall side
load on the crankshaft.
n = The speed of the driven shaft
The pitch diameter is given in the catalogues of the Unsupported power take-off
pulley belt suppliers.
pulley
When it is essential to have an unsupported power
take-off pulley, the design can be checked and ap-
Front end V-belt pulleys proved by Volvo Penta.
Belt pulley on crankshaft
The following information must be provided:
Extra belt pulleys are available for bolting to the front
1. The engine specification
end of the crankshaft.
2. A drawing of the drive arrangements which should
Information regarding Volvo Penta standard front end
include the following:
pulleys is published with its dimensions in the Sales
Guide Marine Propulsion Diesel Engines. a. the effective diameter of all pulleys in the system.
b. the distance of the power take‑off belt(s) from the
front or rear face of the cylinder block.
c. the number, size and type of belts used.
d. the position of the driven equipment in relation to
the engine.
e. the method of tensioning the belt(s), for example,
adjustable fixed pulley, spring loaded jockey pul-
ley, etc.
f. the maximum and continuous power requirements
of the equipment.
193
Power take-off
C
A
1
1. Bearings Dx9
2. Flexible coupling
3. Belt pulley
C
A
B D x 12
194
Power take-off
195
Power take-off
2
1
Stub shaft
D5/D7
141
90°
FMAX
106
95.5 F2
135° 45°
68.5 27
Depth
Depth
5 +0.06
0 5 +0.06
0
F1
180°
0°
∅50H8
∅32H8
Stub shaft
14H7
P(kW) =
3.2 x 104
28H13 40H13
Fmax (N)
Angle Pos1 Pos2
0° 5900 5200
45° 3100 2800
90° 3100 2800
135° 3100 2800
180° 5400 4800
196
Power take-off
Stub shaft
D9
175 (Pos 2)
90°
FMAX
125.5 (Pos 1)
F2
135° 45°
F1
0°
Stub shaft
197
Power take-off
Stub shaft
D16
90° 164 (Pos 2)
FMAX
96.5 (Pos 1)
F2
135° 45°
F1
0°
Stub shaft
D16-500 - 750
368 kW - 559 kW
Fmax (N)
Angle Pos1 Pos2
0°-180° 3100 2500
198
Power take-off
Auxiliary drives
Gear driven power take-off from Things to remember concerning
timing case power take-off at the timing gears
The engine specifications must be appropriate for the • The limiting factor for the life of the gears is
power take-off equipment to be fitted. torque.
Weight • If a higher torque than listed is utilised, the lifetime
The weight of the extra equipment to be bolted on of the gears will be reduced.
to the timing cases must be considered. A support • Remember the formula:
bracket from the cylinder block should be used for
heavy equipment. P=Mxv
P = Output in W
Cyclic torque
Some equipment, i.e. hydraulic pumps, impose high M = Torque in Nm
cyclic torque variations on the timing gears. This v = Angel speed = p x n in RAD/s
means that max torque in accordance with the data 30
n = Driven apparatus speed in rpm
given in the Sales Guide Marine Propulsion Diesel
Engines can not be utilised.
This means that if the same output (P) is utilised at
a lower engine speed, the torque will be higher and
Miscellaneous thus resulting in shorter life for the gears.
In the case of engines fitted with keel cooling, no
seawater pump is used for systems only requiring cir-
culation pump. A power take‑off can then be located Example:
in the place of the seawater pump at the rear. A driv-
P = 15.3 kW
ing gearwheel must be fitted in the power take‑off in
the same way as for the seawater pump. M = 73 Nm
In the case of the 74-engines, a power take‑off can- n = 2000 rpm
not be fitted on the front of the auxiliary drive gear
casing when the engine is fitted with a power take‑off
Now, if we want to utilise the same power at 1800 en-
driven from the crankshaft.
gine rpm, what is the torque?
Check that the output requirement does not exceed
First the compressor speed must be calculated:
the maximum permissible output according to the
specifications in the sales literature. Crankshaft gear (Z = 30) / Compressor gear (Z = 33)
30/33 = 0.909 (compr. gear ratio)
1800 x 0.909 = 1636 rpm.
IMPORTANT! Any power take-off equipment at-
tached directly to timing case must be approved
by Volvo Penta. 15300 = M x
p x 1636
30
M = 89.3 Nm
Example:
What is the max permissible power for the servo
pump gear at 1500 rpm (engine speed) for a 7 l en-
gine?
Max. torque M = 38 Nm
P = 38 x
p x 2370
30
P = 9431 W = 9.4 kW
199
Power take-off
D5/D7 1.1:30 64.5 (7.8) 1.1:30 64.5 (7.8) 1:1.12 187.5 (138.3) * *
D12 1:0.76 55 (40) 0.71:1 — 1:0.60 30 (22) * *
200
Power take-off
B D
D C
C
CL
1 FRONT
2
201
Power take-off
2
3
Bilge pump (2"). Switched on and off electrically. Vacuum gauge for
automatic disconnecting.
202
Oil and coolant drain systems
General
1
5 3
1. Waste fluid
6 7 2. Pump
3. Valve block
4. Coolant drain connection
5. Engine oil drain connection
Engine installations in boats and vessels, carry the 6. Reverse gear oil drain connection
potential for negative impact on the environment. The 7. Pipe to drain the bilge
liquids necessary are harmful and should be handled
in a safe way.
The figure above shows a concept of how this could
be solved via a central waste pump connected to the
important positions in the engine room.
The systems must comply with local ruling and legis-
lation.
203
Launching the boat
Check before launching: Starting the engine
• Install the batteries in their compartment and at- • Starting procedures:
tach the battery leads. See Operators’s Manual for each engine.
• Check that all valves at through hull fittings are
closed.
• Check that the fitted propeller has the correct
diameter and pitch before launching. Check also Check while the engine is running at
that the propeller has the correct rotation (right or idling
left). • Leakage in fuel system and cooling system.
• Launch the boat. Check pipes and hoses. See Operators’s Manu-
al.
• Instruments and gauges are working and showing
Check before starting the engine: correct values. See Operators’s Manual.
• Open valves at through hull fittings one by one. • Oil level in reverse gear when engine has reached
operating temperature. See Operators’s Manual.
• Check for leakages in hull and through hull fittings.
• Equipment such as navigation lights, instruments
• Open valves for external systems, keel cooling,
etc. is working correctly. See Operators’s Manual.
hot water circuit etc.
• That all drain cocks are closed and all drain plugs
are installed.
Stop the engine. Check:
• Engine oil. The oil capacity, oil quality and viscos-
ity. See Operators’s Manual. • Engine oil level.
• Reverse gear oil. • Coolant level.
The oil capacity, oil quality and viscosity. See Op- • Water level in wet exhaust system.
erators’s Manual.
The level shall be well below the lower edge of
silencer inlet so that there will be no risk of water
NOTE! Since the marks on the dipstick apply at
entering into the engine exhaust system. Follow
operating temperature with the engine idling and
the design limit from the silencer manufacturer.
the control in neutral, the correct level before
starting must be judged by experience.
204
Launching
Sea trial
Check when test running the boat: Check over the whole speed range:
• Instruments • That the engine room temperature is kept at an
Check engine rpm, oil pressure, coolant tem- acceptable level.
perature and charging voltage. See Operators’s • Abnormal noise and vibrations.
Manual.
• Verify that the steering and controls are correctly
• Check engine installation for water, coolant, oil connected and correspond to the boat’s move-
and fuel leaks. ment.
• Check if the maximum engine speed can be
obtained, see the Operators’s Manual. Should
the maximum engine speed not be obtained, the
wrong size propeller might be installed. Also, the
boat might be loaded in a way that results in a bad
running attitude position in the water.
• Exhaust backpressure. See chapter Exhaust sys-
tem, Backpressure.
• Keel cooling system for leakages and coolant
circulation (temperature and pressure, inlet and
outlet). See Cooling system, External cooling.
• Grease propeller shaft bearings and seals: These
should be at a low temperature and without
leakes.
205
References to Service Bulletins
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208
Report form
Do you have any complaints or other comments about this manual? Please make
a copy of this page, write your comments down and post it to us. The address is at
the bottom of the page. We would prefer you to write in English or Swedish.
From:...............................................................................
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AB Volvo Penta
Technical Information
Dept. 42200
SE-405 08 Göteborg
Sweden
7748655 English 11-2007