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Marine Propulsion Diesel Engines Installation 1(1) D E D5 - D16 series

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Marine PropulsionDiesel Engines

Installation1(1)

D E

D5 - D16 series

Content

Safety Information ...................................................................................... 2General Information .................................................................................... 5Installation Tools and Documentation ...................................................... 8

Special Tools .......................................................................................... 10Design Concept of Propulsion Systems ................................................. 11System Information .................................................................................. 15

EVC .......................................................................................................... 15MCC ......................................................................................................... 15

Engine Characteristics ............................................................................. 20Engine Application Ratings .................................................................. 20Engine Performance .............................................................................. 25Torsional Vibrations .............................................................................. 30

Arrangement and Planning ...................................................................... 33Choice of Engine .................................................................................... 33Engine Placement .................................................................................. 47Engine Room .......................................................................................... 49Sound Absorption .................................................................................. 58Electrochemical Corrosion ................................................................... 61

Installation ................................................................................................. 80Inboard Applications ............................................................................. 80

Engine Foundation ............................................................................... 80Engine Installation ............................................................................... 91Exhaust System ................................................................................. 105Cooling System .................................................................................. 133Helm station ........................................................................................ 174

Fuel System .......................................................................................... 182Fuel Tanks .......................................................................................... 183Piping .................................................................................................. 188Fuel Pressure ..................................................................................... 192

Lubrication System .............................................................................. 195Electrical System ................................................................................. 196

Batteries .............................................................................................. 197Voltage Supply ................................................................................... 204Connection ......................................................................................... 207

Fire Extinguishing System .................................................................. 216Power Take-off ..................................................................................... 218

PTO Facilities ..................................................................................... 221Compressed Air and Hydraulic System ........................................... 237

Launching and Sea Trial ........................................................................ 239

Alphabetical index .................................................................................. 241

47704151 06-2013 © AB VOLVO PENTA 1

Safety Information

This installation manual contains information requiredfor the correct installation of your Volvo Penta prod-uct. Check that you have the correct manual.

Carefully read the chapters Safety precautionsand General information in the manual beforeservicing or running the engine.

The following types of special warning messages canbe found in this manual and on the engine:

WARNING!Indicates a hazardous situation which, if not avoided,could result in death or serious personal injury.

IMPORTANT!Indicates a situation which, if not avoided, could resultin property damage.

NOTICE! Important information that facilitates thework process or item.

Set out below is a list of risks that must always beborne in mind and the safety precautions that mustalways be taken.

Plan ahead so that there is always sufficientspace for safe installation and (future) disassembly.Lay out the engine compartment (and other compart-ments such as the battery compartment) so that allservice points are accessible. Make sure not to comeinto contact with rotating components, hot surfaces orsharp edges when checking and servicing the engine.Make sure that all equipment (e.g. pump drives, com-pressors) has protective covers.

Make sure the engine cannot be started whilework is in progress by not connecting the electricalsystem or by switching off electrical power to theengine at the main switches and locking them in theOFF position. Erect a warning sign at the helm station.

Only start the engine in well-ventilated areas.Remember that exhaust fumes are toxic and danger-ous to inhale. Use an exhaust extractor to leadexhaust fumes away from the exhaust pipe and crank-case ventilator when the engine is run in a confinedspace.

Always wear protective goggles if there is a riskof splinters, sparks and splashes from acid or otherchemicals. Eyes are extremely sensitive and injurymay result in loss of sight!

Avoid getting oil on the skin! Prolonged orrepeated contact with oil may lead to the disappear-ance of the skin's natural oils. This will cause irritation,dry skin, eczema and other skin problems. Old oil ismore hazardous to health than new. Use protectivegloves and avoid oil-soaked clothes and rags. washregularly, especially before meals. Use special skincreams that facilitate cleaning and prevent the skinfrom drying out.

Most chemical used in the product (engine andreverse gear oil, glycol, gasoline and diesel) or chem-icals intended for use in the workshop (degreasingagents, paints and solvents) are health hazards. Readthe instructions on the product packaging carefully!Always follow safety instructions (the use of protectivemasks, protective goggles, gloves etc.). Make surethat other personnel are not inadvertently exposed tohazardous substances, e.g. in the air they breathe.Ensure good ventilation. Hand in used and surpluschemicals to a recycling station.

Take extreme care when searching for fuel sys-tem leaks and testing injectors. Wear protective gog-gles. The spray from an injector is at very high pres-sure and fuel can force its way into tissue and causea serious risk of blood poisoning (septicemia).

Stop the engine and disconnect the power at themain switches before working on the electrical sys-tem.

2 47704151 06-2013 © AB VOLVO PENTA

Coupling adjustments must be made with theengine stopped.

Use the lifting eyes installed on the engine/reverse gear when lifting off the drive. Always checkthat the lifting equipment is in good condition and hasthe capacity to lift the engine (engine weight includingreverse gear and any auxiliary equipment installed).

If the engine has auxiliary equipment that hasaltered its center of gravity, special lifting devices maybe required to obtain the correct balance for safe han-dling.

Never work on an engine that is suspended in anengine hoist.

It is mandatory that no work be carried out on arunning engine. There are however adjustments thatrequire the engine to be run. Approaching a runningengine is a safety risk. Loose clothes and long haircan catch in rotating parts and cause serious injury. Acareless movement or a dropped tool may result ininjury when working in the vicinity of a running engine.Be careful to avoid hot surfaces (exhaust pipes, tur-bochargers, charge air manifolds, start elements etc.)and hot liquids in pipes and hoses on engines that arerunning or recently stopped. Re-install all protectivecovers that were removed during maintenance workbefore starting the engine.

Make sure that all warning and information decalson the product are always visible. Change decals thatare damaged or painted over

Turbocharged engines: never start the enginewithout the air cleaner installed. The rotating com-pressor turbine in the turbocharger can cause severeinjury. Foreign objects that enter the inlet ducts canalso cause mechanical damage.

Never use start spray in the air intake. The useof such products may result in an explosion in the inletmanifold. Risk of injury.

Do not open the engine coolant filler cap (fresh-water cooled engines) when the engine is hot. Steamor hot coolant may be ejected when system pressureis released. Open the filler cap slowly and release thesystem pressure carefully (freshwater cooledengines). Hot coolant may spray out if the filler cap ordrain tap is opened, or if a plug or coolant pipe isremoved from a hot engine.

Hot oil can cause burns. Avoid getting oil on theskin. Be sure to release the pressure from the lubri-cation system before starting work on it. Never startor run an engine without the oil filler cap attached.There is a risk of oil being ejected.

If the boat is in the water – stop the engine andclose the seawater tap before working on the system.

All fuels, and many chemicals, are flammable.Make sure they are not exposed to open flames orsparks. Gasoline, certain solvents and hydrogen frombatteries are extremely flammable and explosive inthe right concentration in air. No Smoking! Make surethe workplace is well ventilated and take the neces-sary safety precautions before welding or grinding inthe vicinity. Always have a fire extinguisher accessibleat the workplace.

Store oil, fuel-soaked rags and old fuel and oilfilters in the correct manner. Oil-soaked rags mayignite spontaneously in certain conditions. Old fueland oil filters are harmful to the environment and mustbe handed to a recycling station for destruction.

Make sure the battery compartment is builtaccording to current safety standards. Never allowopen flames or electrical sparks in the vicinity of thebatteries. Never smoke in the vicinity of the batteries.Batteries give off hydrogen gas during charging,which may combine with air to form an explosive mix-ture. The gas mixture is extremely volatile and easilyignited. Incorrect battery connection may causesparks which in turn may cause an explosion. Do notchange the battery connections when attempting tostart the engine (risk for sparks) and do not lean overthe batteries.

Safety Information

47704151 06-2013 © AB VOLVO PENTA 3

Make sure that the positive (+) and negative (–)battery cables are correctly connected to the corre-sponding battery terminals. Wrong connection maycause severe damage to electrical equipment. Referto the wiring diagram.

Always wear protective goggles when chargingor handling batteries. Battery electrolyte containshighly corrosive sulfuric acid. Wash immediately withsoap and copious amounts of water if battery electro-lyte comes into contact with the skin. Flush immedi-ately with water and seek medical attention if batteryacid gets in the eyes.

Never work alone when installing heavy compo-nents, even when using safe lifting equipment e.g.lockable blocks. Most lifting devices require the twopeople, one to take care of the hoist and the other tomake sure no components catch or are damaged.

The components in the electrical system, ignitionsystem (gasoline engines) and fuel system on VolvoPenta products are designed and manufactured tominimize the risk of fire and explosion. Do not runengines in areas where there are explosive materials.

Always use fuels recommended by Volvo Penta.Refer to the Operator's Manual. Poor quality fuel maydamage the engine. Poor fuel quality in a dieselengine may cause the fuel control mechanism to bindwhich will lead to engine overspeeding with the risk ofengine damage and personal injury. Low fuel qualitymay also lead to higher service costs.

Use an adjustable lifting beam to provide a safelift and to avoid damage to components on the top ofthe engine. All chains and cables must run paralleland be as square as possible to the top of the engine.

Safety Information

4 47704151 06-2013 © AB VOLVO PENTA

General Information

About this installation manualThis publication is intended as an installation guide forVolvo Penta marine diesel engines for IPS installa-tions. The publication is not exhaustive and does notcover all conceivable installations, but should be con-sidered as recommendations and guidance accordingto Volvo Penta standards. Detailed installationinstructions accompany most accessory kits.

The recommendations are the result of many years'practical experience from all over the world. If it isnecessary or desirable to depart from recommendedroutines, Volvo Penta is happy to offer assistance infinding a solution for the installation in question.

It is the responsibility of the installer to ensure thatinstallation is carried out in a satisfactory manner, thatthe installation is in good operable condition, thatapproved materials and accessories are used andthat the installation fulfills all current instructions andregulations.

This installation manual is intended for use by profes-sionally qualified, skilled personnel. It is thereforeassumed that those persons using the manual havefundamental knowledge of marine propulsion sys-tems and are capable of carrying out the associatedmechanical and electrical work.

Volvo Penta continually improves its products andreserves the right to make changes. All the informa-tion in this manual is based on product specificationsavailable at the time of publication. After this date allimportant product modifications that change installa-tion methods are communicated by service bulletin.

Removal of complete engine assemblyIn the event of a requirement to remove the entireengine assembly from the vessel, it is the responsi-bility of the installer (boat builder) to arrange reason-able means for removal and re-installation.

'Reasonable means' means that the engine assemblycan be lifted in and out within a moderate amount oftime using normal resources and methods availableto the industry. In this way costs and operationaldown-time are kept to a minimum. Considering thegreat demand placed on boatyards and suchlike dur-ing high season, the boat builder's instructions mustbe followed.

It is Volvo Penta policy to avoid unreasonable instal-lations that increase extra costs for boat owners dur-ing the lifetime of the boat.

Plan the installation carefullyGreat care must be taken when installing engines andtheir components if they are to function perfectly.Make sure that the correct specifications, drawingsand other data are available before work is begun.This facilitates correct planning and installation rightfrom the start.

Plan the engine compartment so that it will be easy toperform routine service that involves replacing com-ponents. Compare the engine service manual to theoriginal drawings where dimensions are specified.

When installing engines, it is extremely important thatno dirt or foreign objects enter the fuel, cooling, inletor turbo systems, as this may cause faults or theengine to seize. Because of this, systems must besealed. Clean pipes and hoses before they are con-nected to the engine. Remove the protective capsfrom the engine when an external system is con-nected.

General Information

47704151 06-2013 © AB VOLVO PENTA 5

Certified EnginesA certified engine means that the engine manufac-turer guarantees that not only new engines but alsothose in operation fulfill legislation and regulations.The engine must correspond to the unit used for cer-tification. In order for Volvo Penta to be able to declarethat engines fulfill environmental legislation, the fol-lowing must be observed during installation:

• Service on injection pumps, pump settings andinjectors must always be carried out by anauthorized Volvo Penta workshop.

• The engine may not be modified in any wayexcept with accessories and service kits devel-oped for the purpose by Volvo Penta.

• The installation of exhaust pipes and air intakes(ventilation ducts) in the engine compartmentmust be carefully planned as their design mayinfluence exhaust emissions.

• Seals may only be broken by authorized per-sonnel.

IMPORTANT!Only use genuine Volvo Penta parts. If non-VolvoPenta parts are used it will mean that Volvo Pentais no longer able to take responsibility for theengine fulfilling certification requirements. VolvoPenta will not reimburse damages and costs arisingfrom the use of non-Volvo Penta spare parts.

SeaworthinessIt is the responsibility of the boat builder to meet allsafety requirements applicable in the market wherethe boat is sold. For example, in the U.S.A. US Fed-eral Regulations for pleasure boats specify require-ments. Requirements applicable in the EU are descri-bed below. In other markets: contact the competentnational authority for information and detailed descrip-tions of safety requirements.

From June 16 1998, all recreational craft and certainassociated equipment that is marketed and usedwithin the EU must be provided with a CE label con-firming fulfillment of safety requirements establishedby the European Parliament and European commis-sion in the Recreational Craft Directive. These nor-mative standards are reflected in the standards estab-lished in support of the directive's objective regardinguniform safety requirements for recreational craftwithin the EU.

Lifeboats and boats used in commercial navigationare approved by classification societies in the countrywhere the boat is registered.

Mutual responsibilityEvery engine comprises a large number of compo-nents working in unison. If one component deviatesfrom technical specifications it may lead to the enginehaving a significantly greater impact on the environ-ment. It is therefore essential that adjustable systemsare set correctly and that genuine Volvo Penta partsare used.

Certain systems (e.g. the fuel system) may requirespecial professional expertise and test equipment.For environmental reasons, some components arefactory sealed. No work may be performed on sealedparts by unauthorized personnel.

Remember that most chemical products can harm theenvironment if they are used in the wrong manner.Volvo Penta recommends the use of bio-degradablede-greasing agents for cleaning engine components,unless the service manual states otherwise. Whenworking onboard take especial care to ensure that oiland spills are collected for handing to a re-cycling sta-tion and not unintentionally pumped into the environ-ment with bilgewater.

General Information

6 47704151 06-2013 © AB VOLVO PENTA

Metric Conversion Chart

Metric to American or UK units: American or UK to metric units:To convert Multiply To convert MultiplyFrom To with From To with

Length mm in. 0.03937 in. mm 25.40cm in. 0.3937 in. cm 2.540m ft. 3.2808 ft. m 0.3048

Area mm² sq. in. 0.00155 sq. in. mm² 645.3m² sq.ft. 10.76 sq. ft. m² 0.093

Volume cm³ cu. in. 0.06102 cu. in. cm³ 16.388l, dm³ cu. ft. 0.03531 cu. ft. l, dm³ 28.317l, dm³ cu. in. 61.023 cu. in. l, dm³ 0.01639l, dm³ imp. gallon 0,220 imp. gallon l, dm³ 4.545l, dm³ U.S. gallon 0.2642 U.S. gallon l, dm³ 3.785m³ cu. ft. 35.315 cu. ft. cm³ 0.0283

Power N lbf 0.2248 lbf N 4.448Weight kg kg lb. 2.205 lb. kg 0.454Power kW hp (metric)(1) 1.36 hp (metric)(1) kW 0.735

kW bhp 1.341 bhp kW 0.7457kW BTU/min 56.87 BTU/min kW 0.0176

Tighteningtorque

Nm lbf ft 0.738 lbf ft Nm 1.356

Pressure Bar psi 14.5038 psi Bar 0.06895MPa psi 145.038 psi MPa 0.006895Pa mm Wg 0.102 mm Wg Pa 9.807Pa in Wg 0.004 in Wg Pa 249.098kPa in Wg 4.0 in Wg kPa 0.24908mWg in Wg 39.37 in Wg mWg 0.0254

Energy kJ/kWh BTU/hph 0.697 BTU/hph kJ/kWh 1.435Effort kJ/kg BTU/lb 0.430 BTU/lb kJ/kg 2.326

MJ/kg BTU/lb 430 BTU/lb MJ/kg 0.00233kJ/kg kcal/kg 0.239 kcal/kg kJ/kg 4.184

Fuel cons. g/kWh g/hph 0.736 g/hph g/kWh 1.36g/kWh lb/hph 0.00162 lb/hph g/kWh 616.78

Moment ofinertia

kgm² lbft² 23.734 lbft² kgm² 0.042

Flow, gas m³/h cu.ft./min. 0.5886 cu.ft./min. m³/h 1.699Flow, fluid m³/h US gal/min 4.403 US gal/min m³/h 0.2271Speed m/s ft./s 3.281 ft./s m/s 0.3048

mph knots 0.869 knots mph 1.1508Temperature Celsius Fahrenheit °F=9/5 x °C

+32Fahrenheit Celsius °C=5/9 x (°F–

32)1) All catalog output data specified in horsepower refers to metric horsepower.

General Information

47704151 06-2013 © AB VOLVO PENTA 7

Installation Tools and DocumentationPublications

Installation Manuals

• 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

Installation InstructionsThere are Installation Instructions available for mostkits.

PostersAvailable for EVC Installation and Calibration.

Dimension drawingsDrawings for current program, leisure and commercialapplications are available at:http://www.volvopenta.com

P00008984

InstallationElectric Vessel Control

EVC - C3 B E

EVC-C3

P00008985

Installation Tools and Documentation

8 47704151 06-2013 © AB VOLVO PENTA

Templates for panels and controlsTemplates are available for all kits.

VODIA Diagnostic toolVODIA is used to read fault codes in clear text duringthe diagnostic work. MCU remote panel does not sup-port Vodia access.

The tool is very useful to fault trace with, since it ispossible to see which values the EMS nodes andpower module are reading and sending.

See VODIA information on Volvo Penta Partner Net-work or contact Volvo Penta for order.

ChemicalsThere is a large range of chemicals available fromVolvo Penta.

Some examples:

• Oil and coolant

• Sealing compound and grease

• Touch-up paint

Refer to Volvo Penta Spare Parts & accessories.

7 mm(0.276")

85 mm(3.346")

92 mm (3.622")

46 mm (1.811")

88 m

m (3

.465

")44

mm

(1.7

32")

P00004541

VODIA

p0006256

Ant ifouling

P0004585

Installation Tools and Documentation

47704151 06-2013 © AB VOLVO PENTA 9

Special Tools

P0004576 P0004576p0005125

885309 FlangeD5. For measuring exhaust sys-tem backpressure and temper-ature.

885164 FlangeD7. For measuring exhaust sys-tem backpressure and temper-ature.

88890074 Multimeter

P0002945P0002947 P0004349

9996066 NippleD5/D7. For measuring fuel feedpressure.

9996398 ManometerD5/D7. For measuring fuel feedpressure.

9998339 ManometerD9/D11/D12/D13/D16. Formeasuring fuel feed pressure.

P0006818

VODIAVODIA

p0008375

9998494 HoseD9/D11/D12/D13/D16. Formeasuring fuel feed pressure.

88820047 VODIA, diagnostictoolFor reading off fault codes inclear text.

21504294 Reference elec-trodeAg/AgCl electrode. Measuringgalvanic current and stray cur-rent.

88820054 Sensor simulatorFor checking sensors.

Other equipmentLaptop incl. necessary soft-ware.

Installation Tools and Documentation, Special Tools

10 47704151 06-2013 © AB VOLVO PENTA

Design Concept of Propulsion SystemsThere are different types of engine, reverse gear and drive systems depending on available space and otherrequirements at installation. Follow the manufacturer's instructions when installing components and equipmentnot supplied by Volvo Penta.

Coaxial

Engine crankshaft and reverse gear output shaft are inthe same plane. The propeller shaft and crankshaft arein line with each other.

Engine and reverse gear form a single unit. Propellerthrust is taken up by a thrust bearing in the reversegear.

Angled downThe line behind the crankshaft is angled down in thereverse gear. Propeller shaft angle deviates fromcrankshaft angle.

Engine and reverse gear form a single unit. Propellerthrust is taken up by a thrust bearing in the reversegear.

Drop center

ParallelEngine crankshaft and reverse gear output shaft areparallel. The output shaft is located at a lower level tothe crankshaft.

Engine and reverse gear form a single unit. Propellerthrust is taken up by a thrust bearing in the reversegear.

Angled downEngine crankshaft and reverse gear output shaft are indifferent planes. Propeller shaft angle deviates fromcrankshaft angle.

Engine and reverse gear form a single unit. Propellerthrust is taken up by a thrust bearing in the reversegear.

P0009079

P0009080

P0007456

P0007457

Design Concept of Propulsion Systems

47704151 06-2013 © AB VOLVO PENTA 11

Freestanding reverse gear

The reverse gear is separate from the engine andmounted on the engine bed or a separate bed. Torqueis transferred via a flexible coupling and/or shaft. Pro-peller shaft angle may deviate from the crankshaftangle.

The freestanding reverse gear must be installed firstand carefully aligned with the propeller shaft.

The couplings are then installed and the engine isaligned with the reverse gear. For final positioning, andto prevent displacement, blocks must be welded for-ward and aft of the brackets on each side. Once align-ment is complete wedges are driven in and welded inplace.Check that the reverse gear may be installed freestanding.

IV reverse gear

Engine and reverse gear form a single unit. Propellerthrust is taken up by a thrust bearing in the reversegear.

Freestanding V-reverse gearThe reverse gear is separate from the engine andmounted on a separate bed. Torque is transferred asillustrated, or via a flexible coupling.

Propeller thrust is taken up by a thrust bearing in thereverse gear.

The separate V reverse gear must be installed first andbe carefully aligned with the propeller shaft. The shaftand couplings are then installed before the engine isaligned with the reverse gear. For final positioning, andto prevent displacement, blocks must be welded for-ward and aft of the brackets on each side. Once align-ment is complete wedges are driven in and welded inplace.

The shaft supplier's installation instructions must befollowed for applications with driveshafts. A rule ofthumb for calculating driveshaft angles is A ≈ A.

Check that the reverse gear may be installed freestanding. Cages must be used at both ends whenusing a driveshaft or similar in order to prevent damagein the event of a breakdown.

P0009081

AA

P0009082

Design Concept of Propulsion Systems

12 47704151 06-2013 © AB VOLVO PENTA

Twin installation – twin reverse gears

Volvo Penta has been using a concept for a whilewhereby two engines drive a single reverse gear. Theconcept is based on the use of two series-manufac-tured high-speed marine diesel engines that togetherdrive a single propeller shaft via two reverse gears.Twin reverse gears are supplied by a limited numberof manufacturers and are available for fixed or variablepitch propellers.

Volvo Penta does not market such reverse gears in itsexisting marine engine assemblies. If such an applica-tion is considered of interest further information andsupport can be obtained from the Volvo Penta salesorganization.

Belt drive

Another type of drive is the multi-belt concept that usesa number of diesel engines to drive a common shaft toa freestanding reverse gear. The engines in such anapplication can usually be disengaged by means of aclutch on each engine.

The concept has shown itself to work well in meetinghigher power requirements than a conventional singleor twin installation is capable of. Theoretically the sys-tem is able to drive a reverse gear for either a fixed orvariable pitch propeller. Volvo Penta does not marketthis concept as a ready made assembly, but can offerconsiderable know-how via its sales organization ifsuch a system is being considered..

Variable pitch

Variable pitch propellers are used as an alternative tofixed propellers. Propeller blade pitch is usually con-trolled through a mechanism incorporated into thetransmission.

This system provides extremely good operating econ-omy and good maneuvering characteristics plus thepossibility of using great thrust in workboats, but it alsocreates major forces in the engine/transmissionmounts. These forces should be calculated before thechoice of engine and reverse gear mounts (rigid orflexible) is made.

P0009083

P0009084

P0009085

Design Concept of Propulsion Systems

47704151 06-2013 © AB VOLVO PENTA 13

Water jetWater jets work on the jet drive principal. The thrustfrom a jet of water propels the boat.

There are different types of water jet system; directdrive, centrifugal clutches or with reverse gears thatallow disengagement or flow reversal for water intakecleaning. The engine installer should consult the waterjet system supplier before installation so that theappropriate product and characteristics are obtained.(The water jet system supplier has the appropriateknowledge and performs calculations).

Surface drivesThere are a number of surface piercing propeller sys-tems available in most markets. These systems aredesigned for high speed applications where they arevery efficient. There are systems for rudder devices orsteerable drives.

At planing speed half the propeller diameter is under-water. This provides for low water resistance and highmechanical efficiency.

High gearingDrive systems with high gearing and large propellerscreate high levels of torque in the reverse gear andengine mounts. Rigid mounting of engine and reversegear is therefore recommended above a certain gearratio. All gear ratios greater than 3.5:1 are consideredhigh. It is necessary to perform a load calculation whenusing high gear ratios in order to select the appropriateengine mount hardness or perhaps rigid mounting.

P0007459

P0007460

Design Concept of Propulsion Systems

14 47704151 06-2013 © AB VOLVO PENTA

System InformationEVC

Refer to the Installation EVC installation manual forEVC system installation instructions.

MCC

Classified Electrical SystemsBelow is a general introduction to the MCC. For moreinformation, see Installation Manual Installation MCCMarine Commercial Control.

MCCThe Volvo Penta Marine Commercial Control (MCC) isa control and monitoring system for marine applica-tions. The Marine control unit (MCU), Engine ControlUnit and Power Module, together with the Shutdownunit (SDU), provides completely redundant enginecontrol.

SDUThe Volvo Penta Marine Commercial Control protectsthe engine using the Volvo Penta shutdown unit (SDU).The SDU is a stand-alone hard wired system for engineprotection with separate hard-wired senders andswitches inputs and Fuel stop outputs, providing acompletely redundant protection system.

• 6 shutdown channels and overspeed shutdown

• All channels equipped with broken wire detection

• Broken wire reset button

• Test button for overspeed shutdown test

• DIN 35-rail mounting

P0011559

System Information, MCC

47704151 06-2013 © AB VOLVO PENTA 15

MCUThe MCU communicates with Engine ManagementSystem via the CAN serial line using standard J1939and J1587 communication protocols and controls andmonitors 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,together with high functionality this sets new standardsin engine controls.

Functions

• On screen alarm list indication

• Event and time driven engine history for back tracing

• Running hours meter, number of starts counter

• Configurable 14 binary inputs and 14 binary outputsand 8 analog inputs

• Magnetic pick-up speed measurement (+redundantchannel)

• Extension units for more I/O and Remote Displaypanel

• Password protection

• 4 operational modes – emergency, auxiliary, harborand propulsion

• 4 languages selectable on MCU

Communication

• RS232 / Modbus RTU

• J1939, J1587

P0011560

System Information, MCC

16 47704151 06-2013 © AB VOLVO PENTA

MCC system, Overview

8

6

4

3

2

5

9

P0010434

1 Connection box, engine room

2 Relay board – Rb16 (16 relays)

3 COM

4 MCU

5 SDU

6 External connections: Relay,Modbus, CAN/J1939

7 Remote panel

8 Remote panel

9 CAN2/RS232

10 CAN2

11 Redundancy bus: J1708/J1587

12 Data bus: CAN/J1939

13 Engine Control System

14 PM

15 EMS

16 Shutdown Senders & Switches

a Press. switches

b Temp. switches

c RPM sender

System Information, MCC

47704151 06-2013 © AB VOLVO PENTA 17

TerminologyMCC Marine Commercial Control, name of the over all system.MCU Marine Control Unit, the central control unit of the system.SDU Shutdown 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 exten-

sion modules).RP Remote Panel, additional display panel for remote monitoring.EMS Engine Management System monitors engine status and handles engine speed

and torque governing and overall control of fuel injection and emission controlalgorithms.

PM Power Module, handles power distribution and power management. It also moni-tors power supply and switches to secondary power.

Technical Data

MCU

General. Power supplyVoltage range 8–36 VDCConsumption 0,34 at 8 VDC

0,12 at 24 VDCBattery voltage measurement tolerance 2 % at 24 VReal Time Clock (RTC) battery life-cycle 10 years

NOTICE! RTC battery flat causes wrong Date&Time information only.

Operating conditionsOperating temperature -20 - +70 °C (-4 – 158 °F)Storage temperature -30 – +80 °C (-22 – 176 °F)Humidity 95 % without condensationFlash memory data retention time 10 yearsProtection front panel IP65

Dimensions and weightDimensions 180 x 120 x 50 mm (7.1 x 4.7 x 2.0")Weight 800 g (1.76 lbs)

Binary inputsNumber of inputs 14Input resistance 4,7 kΩInput range 0–36 VDCSwitching voltage, closed contact indication 0–2 VMax voltage for open contact indication 8–36 V

System Information, MCC

18 47704151 06-2013 © AB VOLVO PENTA

Binary open collector outputsNumber of outputs 14Maximum current (outputs BO1, BO2) 1 AMaximum current (outputs BO3 - BO14) 0,5 AMaximum switching voltage 36 VDC

Group 1, AI1–AI4Number of inputs 4 unipolarResolution 10 bitsJumper selectable range V, Ω, mAMaximal resistance range 2500 ΩMaximal voltage range 4,0 VMaximal current range 0-20 mAResistance measurement tolerance ± 2 % ± 2 Ω out of measured valueVoltage measurement tolerance ± 1 % ± 1 mV out of measured

valueCurrent measurement tolerance ± 1 % ± 0,5 mA out of measured

value

Group 2, AI5–AI8Number of inputs 4 bipolarResolution (up to 16) bitsJumper selectable range V, ohm, mA, thermocouplerMaximal resistance range 2500 ΩMaximal voltage range ± 1000 mV or 100 mVMaximal current range ± 0-20 mA active, 0-20 mA passiveResistance measurement tolerance ± 0,5 % ± 2 Ω out of measured

valueVoltage measurement tolerance ± 0,5 % ± 1 mV out of measured

valueCurrent measurement tolerance ± 0,5 % ± 0,5 mA out of measured

value

RS232 interfaceMaximal distance 10 m (32.8 ft.)Speed 19,2 kBd

System Information, MCC

47704151 06-2013 © AB VOLVO PENTA 19

Engine CharacteristicsEngine Application Ratings

The engines covered by this manual are used chieflyin five different operating conditions: classes 1 to 5,as described below.

The power requirements and operational conditionsfor the installation concerned must be accuratelyspecified at a very early stage in order to place anorder for a suitable engine with the right settings andequipment. This can save time that would otherwisebe lost making modifications at a later stage.

The classification for each product specifies thetoughest permissible application. The product can ofcourse also be used in applications with higher clas-sifications.

Class 1Heavy-duty commercial operationsFor commercial vessels with displacement hulls inheavy operations. Unlimited number of operatinghours per year.

Typical vessels: Large trawlers, ferries, freighters,tugs, passenger vessels for long voyages.

Load and speed may remain constant; full power maybe used continually.

Class 2Medium-duty commercial driftFor commercial vessels with semi-planing hulls ordisplacement hulls in periodic use. Running time lessthan 3000 hours per year.

Typical vessels: Most patrol boats, pilot cutters andfishing boats for periodic inshore operations (lighttrawlers, small fishing boats) passenger vessels andshort-range coastal freighters.

Full power may be used max 4 hour per 12 hour oper-ating period. Engine revolutions must be reduced by at least 10% from full rpm between full-throttle peri-ods.

Class 3Light commercial operationsFor boats in commercial operations with highdemands for speed and acceleration, planing of semi-planing boats in periodic operation. Operated forfewer than 2000 hours per year.

Typical vessels: Fast patrol boats, search and rescueboats, police boats, light fishing boats, fast passengerboats, water taxis, etc.

Full power may be used max 2 hour per 12 hour oper-ating period.

Engine revolutions must be reduced by at least 10%from full rpm between full-throttle periods.

Class 4Special light commercial trafficFor light, planing boats in commercial traffic. Oper-ated for fewer than 800 hours per year.

Typical boats: High-speed patrol boats for search andrescue and the armed forces, and special high-speedfishing boats. Recommended cruising speed: 25knots.

Full power may be utilized for max 1 hour per 12 hourperiod. Between full-throttle periods, engine revolu-tions must be reduced by at least 10% from full rpm.

Class 5Recreational useOnly for pleasure boats operated by owners for theirrecreation. Operated for fewer than 300 hours peryear.

Full power may be utilized for max. 1 hour per 12 hourperiod.

Between full-throttle periods, engine revolutions mustbe reduced by at least 10% from full rpm.

Engine Characteristics, Engine Application Ratings

20 47704151 06-2013 © AB VOLVO PENTA

P0009074

p0011275

P0011344

Examples of boats for heavy and medium-duty commercial operations, classes 1 and 2.

Engine Characteristics, Engine Application Ratings

47704151 06-2013 © AB VOLVO PENTA 21

P0009072

Examples of boats for light and medium-duty commercial operations, classes 2 and 3.

P0009073

Examples of boats for light and special light commercial operations, classes 3 and 4.

P0009074

Examples of pleasure boats, class 5.

Engine Characteristics, Engine Application Ratings

22 47704151 06-2013 © AB VOLVO PENTA

Classification

General InformationThe classification procedures summarized beloware general and may be changed from time to timeby the classification society.

The classification procedures have arisen in order tointroduce uniform, comparable rules and regulationsfor such things as the production and maintenance ofvessels and their machinery and equipment. Maritimesafety has been improved as a result of these rulesand regulations, and improved documentation hasbeen introduced for insurance matters.

The authorities in most countries with navigation haveauthorized their classification societies to managethese rules and regulations and ensure their compli-ance. The classification procedure is steeped in tra-dition, and it's worth mentioning that Lloyd’s Registerof Shipping in London was founded back in 1760.

The major classification societies are:

• De norske Veritas (DnV)

• Lloyd’s Register of Shipping (LR)

• Bureau Veritas (BV)

• American Bureau of Shipping (ABS)

• Germanischer Lloyd (GL)

• Registro Italiano Navale (RINA)

• Russian Maritime Register of Shipping, (RMRS)

• China Classification Society (ZC)

• Korean Register of Shipping (KR)

• Nippon Kaiji Kyokai (NK)

Here are some examples of authorities that areresponsible for seaworthiness.

Swedish Maritime Administration, Norwegian Mari-time Directorate, Danish maritime Authority and theDepartment of Transport, England.

Classification societies have established their regula-tions so that authority requirements are met. How-ever, the authorities have requirements for lifeboatsthat are not included in classification society regula-tions.

In 1974 the International Maritime Organisation (IMO)adopted the International Convention for the Safety oflife at sea (SOLAS). This document establishes sim-ilar regulations for life-saving equipment onboard life-boats and search and rescue vessels.

NOTICE! This installation manual does not providecomprehensive classification information. Contact anauthorized classification society for complete infor-mation.

Classified engine, area of useAn engine with equipment that is used in a classifiedvessel must be approved by the classification societythat handles matters regarding the vessel's seawor-thiness. The regulations apply to e.g. propulsionengines, auxiliary engines, power take-offs, reversegears, shafts and propellers.

This means that if an installation requires classifica-tion it must be clearly specified in questions andrequests for quotations to AB Volvo Penta.

Special regulations for differentoperational conditionsClassification societies generally have different regu-lations regarding the following:

Varying shipping conditions, e.g.

• Navigation in tropical waters

• Coastal navigation

• Ocean navigation

• Ice navigation (several different classes)

Type of load, e.g.

• Passenger ships

• Tankers

• Refrigerator ships

Type of manning, e.g.

• Unmanned machinery spaces

• Manned machinery spaces

These regulations have been adapted such that everyvessel can be assumed to function faultlessly in itsapproved area of operation.

Type approvalBefore an engined can be classified it must first beapproved. In cases that involve Volvo Penta an appli-cation for type approval is sent to the relevant classi-fication society, accompanied by the necessary draw-ings, data and calculations.

After certain tests, checks and any requests for addi-tional information the engine is type approved for aspecified maximum power at a given engine speed.However, this type of approval cannot be regarded asa classification; it is merely a certificate that states thatthe engine type, with the specified power, may beclassified. Final classification may only be carried outwhen all components are approved. Furthermore, theinstallation must be in order and a test run completedby the local inspector.

Engine Characteristics, Engine Application Ratings

47704151 06-2013 © AB VOLVO PENTA 23

Classification procedure (productoriented)In order to obtain a classification certificate, theengine, its components, the installation and the testrun must be approved by an inspector from the rele-vant classification society. The inspector may issue afinal certificate for the vessel following a criticalinspection with a certificate for the machineryincluded. The final certificate cannot be issued by ABVolvo Penta.

The process is normally initiated as a result of arequest from a customer or dealer that will supply anengine for a classified installation. Volvo Penta usu-ally starts with a type approved engine for suchorders. Where there is no agreement regarding qual-ity assurance the inspector checks the engine duringits manufacture.

Separate certificates are issued for the follow-ing components.

• Crankshafts, connecting rods

• Heat exchangers, oil coolers

• Turbochargers, clutches

• Reverse gears, propellers and shafts

• Alternators

The inspector carries out pressure tests and enginetest runs after which a certificate is issued for theactual engine.

Torsional Vibration Calculations (TVC), must becarried out regarding the engine's final installation inthe vessel and they must be approved by the classi-fication society.

These calculations are carried out to check that nocritical torsional vibrations occur in the speed rangesthe engine will run within.

The procedure may vary a little depending on theclassification society concerned.

Simplified regulations for engines inseries production (process orientedclassification)Most classification societies use simplified classifica-tion procedures based on rigorously applied qualityassurance systems at the manufacturer.

Because AB Volvo Penta meets quality assurancebased on Swedish Standard SS-ISO 9001, the com-pany has been approved by the following classifica-tion societies:

• Lloyd’s Register of Shipping (LR)

• Registro Italiano Navale (RINA)

Engine Characteristics, Engine Application Ratings

24 47704151 06-2013 © AB VOLVO PENTA

Engine PerformanceMarine engines and their environmentMarine engine power is specified, just like automobileand truck engines, according to one or more powernorms. Power is expressed in kW, usually at maximumrpm.

Most engines provide the power specified on the con-dition that they have been tested in the conditions thepower norms state, and have been broken in properly.According to ISO standards, tolerances are normally±5 %, which is a reality that must be accepted for ser-ies-produced engines.

Power measurementEngine manufacturers normally measure enginepower at the flywheel, but before power reaches thepropeller, losses occur in the drive train and propellershaft bearings. These losses amount to 4 to 6 %.

All larger marine engine manufacturers state enginepower according to ISO 8665 (supplement to ISO 3046for leisure craft), based on ISO 3046, which means thatshaft power is indicated. If an exhaust system is notincluded, engine tests are performed with a back pres-sure of 10 kPa (1.45 psi). If all engine manufacturersused the same test procedure it would be simpler forboat builders to compare products from different man-ufacturers.

Engine Characteristics, Engine Performance

47704151 06-2013 © AB VOLVO PENTA 25

Engine performanceEngine power is affected by a number of different fac-tors. Among the most important are air pressure, out-door temperature, humidity, fuel calorific value, fueltemperature (not EDC engines) and exhaust backpressure. Deviations from normal values affect dieseland gasoline engines in different ways.

Diesel engines use large amounts of air for combus-tion. If the mass of air is reduced, the first sign is anincrease in black exhaust smoke. The effects of thisare especially noticeable at the planing threshold whenthe engine must produce maximum torque.

If the deviation differs significantly from normal air flow,the diesel engine will also lose power. In the worst casethe loss may be so great that torque is insufficient forthe boat to overcome the planing threshold.

Point A is where the indicated engine power is equalto the power acting on the propeller. It is correct toselect a propeller where the values at point A arereached in order to utilize indicated power to the max-imum in a given combination of weather and load.

If atmospheric conditions cause power to drop to pointB, the propeller plot will cross the engine power plot atpoint C. A secondary performance loss has occurredbecause the propeller is too big. The propeller reducesengine rpm.

By changing to a smaller propeller, the engine powerplot crosses at point B, which makes it possible toregain the earlier rpm, but at reduced power.

The critical area is the planing threshold for planing orsemi-planing boats, which usually occurs at around50-60% of cruising speed. In this case it is importantthat there is a sufficiently large distance between theengine max. power plot and the propeller plot.

1

2

34

56

A

BC

P0004571

The above graph shows the consequences of variations in climate and propeller size.

1 Power

2 rpm

3 Power loss due to atmospheric conditions

4 Loss due to large propeller

5 Critical area

6 Classified engine speed

Engine Characteristics, Engine Performance

26 47704151 06-2013 © AB VOLVO PENTA

Other factors that influence performanceIt is important to keep exhaust back pressure low.Power losses caused by back pressure are directlyproportional to the increase in back pressure, whichalso increases exhaust temperature. Heating valuesdiffer between markets and the affect engine power.Eco-friendly fuel – which is mandatory in certain mar-kets – has a low heating value. Engine power can bereduced by up to 8% compared to fuel with ISO stand-ard specifications.

Boat weight is another important factor that influencesspeed. Increased boat weight has a great influenceon speed, especially on planing or semi-planing hulls.A new boat that is tested with half full fuel and watertanks and without a load, will easily lose 2-3 knotswhen it is driven fully loaded with fuel, water andequipment for the voyage. This situation arisesbecause the propeller is often chosen to provide maxspeed when the boat is factory tested. It is thereforeadvisable to reduce propeller pitch by an inch or twoto compensate for load and a warm climate. Topspeed is reduced somewhat, but overall performancewill improve and provide better acceleration, evenwith a heavily loaded boat.

Considering this, it is important to remember thatboats made of GRP absorb water when they are inthe water, which makes the boat heavier over time.Marine fouling is an often overlooked problem thatgreatly affects boat performance.

Full throttle rangeEvery marine engine's performance depends largelyon the correct matching of the propeller in relation toavailable engine power. All Volvo Penta engines havea speed range in which they develop their specifiedpower. This range is called the full throttle range Apropeller that is selected with consideration given tothe engine's specified power allows the engine towork within this range. If propeller load is lower thanthe specified power the engine will work above thisrange. A propeller load that is higher than an engine'sspecified power means that the engine cannot ach-ieve the specified speed, and is therefore overloaded.

An engine in a newly launched vessel is probablyexposed to the lightest load. This is because the ves-sel's total displacement is yet to be reached, the hullis not yet fouled and all onboard systems run at opti-mum power. It is therefore important that after launchand sea trials the engine can be run at a slightly higherspeed than specified for normal conditions.

Crash Stop and Crash Back maneuversDuring so-called crash stop and crash back maneu-vers when the skipper tries to stop or steer the boatat high speed by reversing one or more propellers,major dynamic loads can occur in the driveline thatmay suddenly overload the engine and cause it tostop.

Every skipper is responsible for controlling his vesselspropulsion, maneuvering and stop characteristics andidentifying the best method of stopping his vesselwithout risking safety.

The risk of an engine stopping during extreme maneu-vers is greatest for lightly powered vessels withoutplaning thresholds such as fast catamarans and sin-gle-hulled boats with high aspect ratios that are drivenby high pitch propellers. There is a risk that heavyvessels at displacement speeds with large propellerswhere the rotational mass moment of inertia is sogreat that it becomes difficult for an engine at idle toreverse the propellers while the vessel is making goodspeed ahead.

On request Volvo Penta can offer Crash Stop Assis-tance software that is able to a certain extent ensurethat the engine does not stop under suddenly appliedload. Volvo Penta can also offer application assis-tance and recommendations regarding propellerselection. Every boat is unique and there are nostandardized methods for assessing a vessel's char-acteristics, but this must be discussed and tested fromcase to case.

Adjustable pitch propellerA number of important things must be consideredwhen selecting adjustable pitch propellers. It is impor-tant to carry out a load force calculation so that theappropriate rubber hardness is selected for theengine mounts. (When running at high rpm and highloads e.g. while performing a tow, the engine mountsare submitted to extremely high loads. High exhausttemperatures also occur easily with high loads andlow engine speeds. This can lead to engine overheat-ing resulting in breakdown. It is extremely importantto keep a check on engine torque and exhaust tem-perature.

Engine Characteristics, Engine Performance

47704151 06-2013 © AB VOLVO PENTA 27

Choice of propeller

The choice of propeller must be made by a boatbuilder, marine engineer or other qualified individual.The engine performance data required to select theright propeller is found in the technical literature.

When it comes to the choice of propeller, it is importantto achieve the correct engine rpm. For this purpose werecommend the full throttle range (8).

The propeller must be selected for this operationalarea in order to provide best all-round performance.

When the prototype and first production boat are built,the boat builder and a representative from Volvo Pentacarry out a full load trial with the boat under conditionssimilar to those the boat will meet with the customer.

The most important conditions are:

• Full fuel and water tanks onboard

• Ballast evenly distributed to represent the owner'sequipment including such things as outboards, rub-ber boats etc.

• Alternator, air conditioning and all other equipmentinstalled.

• A suitable number of passengers onboard.

When the boat has been equipped according to theabove, a complete engine/propeller test is carried out.All engine parameters such as rpm, fuel consumption,relative loads, reference rpm, (EDC) charge pressure,exhaust temperature, engine compartment tempera-ture, etc. are analyzed.

When the right propeller has been selected on thebasis of the tests, engine rpm must be within the “fullthrottle range” at full load.

It is however advisable to reduce pitch further in orderto compensate for varying conditions and marine foul-ing. Therefore boat builders must check the relevantsituations in their various markets.

A propeller selected for the best speed performancemust not be used for towing since the engine will thenbe constantly subjected to its maximum torque. Thiscan result in engine breakdown.

1 Engine power, kW

2 rpm

3 Propeller (too big)

4 Propeller (OK)

5 Propeller (too small)

6 Classified

7 Engine speed limitation

8 100 % of full power. Full throttle range.

Engine Characteristics, Engine Performance

28 47704151 06-2013 © AB VOLVO PENTA

Relationship between influencing factorsThe graph below describes a typical example of aplaning hull and how displacement and deviations inengine power influence performance.

1 Motive force/power

2 Speed (knots)

3 Engine power/motive force

4 Displacement / hull resistance

5 Max. deviation interval

manufacturing tolerancesThe correct propeller is crucial for ensuring optimalperformance and long service life. The correct pro-peller selection allows the engine to provide its entirepower and thus the performance anticipated.

There are a number of factors whose tolerances cansignificantly affect boat performance. These must beidentified before the correct engine and propellercombination can be selected.

These factors are:

A Engine power may vary within internationalpower norm tolerances.

B Calculated hull resistance and displacementmay vary within certain limits.

C Propeller manufacturing tolerances generallyinfluence engine rpm in that propeller power var-ies.

Nominalpower

Nominal dis-placement13 tons

Power ±3 % Displace-ment ±3 %

Propeller precision tolerance ±3 %

Engine Characteristics, Engine Performance

47704151 06-2013 © AB VOLVO PENTA 29

Torsional VibrationsTorsional vibrations occur as a result of crankshaftforces caused by the pistons and connecting rods dur-ing the power stroke. These forces tend to bend thecrankshaft and cause angular deflections.

• The frequency is the number of torsional vibrationsper unit of time.

• The amplitude is the angular displacement due totorsional vibrations.

• The critical rpm number is where shaft oscillation isat its most powerful and able to cause stress thatexceeds the material's safety limit.

• Torsional vibrations can also be caused by the pro-peller's torque vibrations.

Approval of torsional vibrations

The purpose of a torsional vibration calculation (TVC)is to discover the critical engine speed points and toensure that these critical engine speeds are outside anengine's working range.

Disregarding an engine and its driven equipment's tor-sional compatibility can create noise and gear chatterin the reverse gear/gear case and a subsequent sheer-ing of the crankshaft and vibration damper bolts andvibration damper overheating.

Because installation compatibility is a system designerresponsibility, it is also the latter's responsibility toestablish a theoretical torsion analysis.

Volvo Penta's standard drive assembly does not usu-ally require a TVC unless a front-mounted power take-off is installed. However, a TVC is recommended forall applications in heavy commercial duty. A TVC mustbe carried out for classified applications.

P0004136

Engine Characteristics, Torsional Vibrations

30 47704151 06-2013 © AB VOLVO PENTA

Torsional analysis dataVolvo Penta carries out torsional analyses once thenecessary information is obtained from the customer.The following technical data is required to carry outtorsion analysis:

A Operational engine speed range. The lowest enginespeed to the highest.

B Maximum power take-off.

C Detailed drawings of rotating components.

D The inertia and location of mass in rotating compo-nents.

E A general drawing of systems layouts is required formore complicated installations.

Most driveline suppliers provide shaft drawings thatspecify moments of inertia and their locations in theshaft diameter for the purpose of torsional vibrationcalculations.

Example of a composite system with elastic mass1

2 2

2 2

3

33

34

45 6 78

8

9

91010

1111

12P0009086

1 Engine

2 Clutch, disengageable

3 Belt pulley

4 Clutch

5 Pump, compressor, etc. with same rpm asengine

6 Reduction gearing, reverse gear

7 Flange coupling

8 Alternator, compressor

9 Propeller shaft and propeller

10 Belt

11 Belt tensioner

12 Pump, compressor

The drive assembly, i.e. engine, flexible couplingand reverse gear, are delivered as a unit by VolvoPenta and has the lowest possible torsional vibrationlevels in combination with standard propeller sys-tems. A torsional vibration calculation (TVC) must becarried out by Volvo Penta if other combinations areused. Incorrect components in the drive assemblymay result in abnormally high loads on the engine'scrankshaft or that flexible couplings in the installationbreak down.

Engine Characteristics, Torsional Vibrations

47704151 06-2013 © AB VOLVO PENTA 31

Procedures for performing TVCsWhen a TVC – torsional vibration calculation isrequested it can be performed by Volvo Penta.

Follow the procedure below:

1 Send all necessary documentation to the Qualitysystems and classification department for the issueof an order number that acts as a reference numberin all future communication in the matter.

2 All communication regarding the TVC must bedirected to the Quality systems and classificationdepartment. The Quality systems and classificationdepartment at the production unit in Gothenburghas responsibility for internal handling.

3 The cost of the TVC will be invoiced according onthe following basis: If the documentation receivedis complete from the beginning the invoice will befor the basic calculation as per price list.Each additional work operation, e.g. a new calcu-lation due to the lack of information, incorrect infor-mation or extensive calculations will be invoicedaccording to actual costs.It is therefore extremely important that documenta-tion for calculations is complete and that no infor-mation is lacking.

Engine Characteristics, Torsional Vibrations

32 47704151 06-2013 © AB VOLVO PENTA

Arrangement and PlanningChoice of EngineIt is important to carefully consider the information inthe illustration below to achieve the best performanceand characteristics from an installation. The trial anderror method is often necessary to find the final com-bination of performance requirements the installationmust fulfill.

Analysis may vary depending on what is prioritized:top speed, economy, safety or other. Read the VolvoPenta information material and consult our computerprogram, or contact Volvo Penta for advice.

1

2

3

4

5

6

p0005807

Performance requirementsWhat are the requirements for top speed and cruisingspeed?

1. Boat/vesselDefine the hull category:

• Displacement

• Semi-planing

• Planing

Consider the boat's size and judge the weight andlongitudinal center of gravity, etc. Drawings and, ide-ally, hydrodynamic data from tank tests or similar willbe required.

2. Propulsion systemLook for the most suitable propulsion system andengine geometry. Consider the characteristics of dif-ferent propulsion systems.

3. LimitationsInclude limitations such as engine and propellerdimensions in the calculations.

4. Power requirementUse data to determine the power requirement. Do notforget to include power losses from power take-offs,climate, and fuel quality etc.

5. EngineLook through Volvo Penta sales literature for a suita-ble engine that at a minimum provides the powerrequired for proper classification. Check whichreverse gears are available.

6. Reverse gears and propellersCalculate the optimum gear ratio, as well as propellersize and type.

Arrangement and Planning, Choice of Engine

47704151 06-2013 © AB VOLVO PENTA 33

P0005808

The illustration shows a twin installation with two types of exhaust systems, both water cooled. The system on the port side is a so-called Aqua-lift system. The port propeller shaft is installed with a water lubricated packing box and rubber seal. The starboard propeller shaft has a greaselubricated packing box as a seal. On both shafts outboard of the hull fitting there is a “wing” that augments water flow into the packing box.The engines are equipped with Volvo Penta EVC systems (Electronic Vessel Control). The steering system is hydraulic.

Arrangement and Planning, Choice of Engine

34 47704151 06-2013 © AB VOLVO PENTA

General

Plan the engine compartment so that maintenancework can be performed without difficulty. Using theOperator's Manual, make sure that all filter changes,oil changes and other service work can be done nor-mally. Also make sure that it is possible to install andremove the engine.

Check that the latest current drawings for the engineand equipment are used before installation work isbegun. The drawings contain all necessary dimen-sions for installation, e.g. distances between crank-shaft center and engine mounts (reverse gearmounts) and to the propeller shaft centerline.

Note that the small outline sketches on informationmaterial and brochures may not be used for this pur-pose.

The engine and drivetrain must be installed so thatnoise and vibrations, e.g. airborne and structuralnoise, are minimized.

Vibration from engines and propellers are transferredto the hull via engine mounts and the engine bed.Other vibration channels are exhaust pipes, coolantpipes, fuel pipes, the electrical system and controlcables.

Propeller pressure waves are transmitted through thewater to the hull. Propeller vibrations are transferredto the hull via support brackets, bearings and seals.

If the propeller works at a great angle, the pressurewaves and vibrations can be considerable. If an incor-rect propeller is used, this may result in cavitationwhich will cause noise and vibrations.For further information, refer to the Propeller selec-tion section in the Engine Characteris-tics page 25chapter.

On the other hand, torsional vibrations from correctlyselected components in the drive assembly are ofteninsignificant.

NOTICE! Always take national and international leg-islation into consideration.

Arrangement and Planning, Choice of Engine

47704151 06-2013 © AB VOLVO PENTA 35

Planning items

1. Engine compartment layoutOnly use approved, updated drawings. Study thedrawings carefully. Pay attention to noise insulationmaterial, engine movement under way and accessi-bility for service and repair.

In twin installations the distance between the enginesmust be sufficient to allow comfortable inspection andservice.

2. Weight distributionThe distribution of weight in the boat is of great impor-tance. Make sure that weight is evenly distributedeven in the case of different levels in the fuel andwater tanks. Distribute heavy components such thatthe boat is balanced around the center of gravity inaccordance with the designer's recommendations.

NOTICE! Take great care to achieve the best possibleposition for the center of gravity. This provides a goodtrim angle under way and greatly influences the per-formance of planing boats.

3. Selecting the engine mountingSelect a suitable type of engine mount based on com-fort requirements, the type of use and the engine/reverse gear configuration.

The two main systems are fixed or flexible mounting.In the fixed system the engine/reverse gear is bolteddirectly to the engine bed. In the flexible system theengine/reverse gear is installed on flexible enginemounts. Volvo Penta offers flexible mounts for a greatvariety of engine/reverse gear combinations.

Select a shaft system depending on the type of clutch(fixed or flexible), shaft supports, packing boxes, etc.

4. Fuel systemDecide on the type of fuel system. Choose betweenusing fuel hoses or fuel pipes. Pay attention to clas-sification requirements.

Determine the location of auxiliary water separatorsfor the fuel, and plan the running of fuel pipes andhoses, fuel filler and ventilation hoses, shut-off devi-ces, etc. Fuel feed and return hoses or pipes must belocated deep down in the engine compartment so thatexcess heat is not transferred to the fuel.

5. Cooling systemSelect the locations for the seawater inlet and sea-water filter. Plan the hose runs.

In boats where the engines are located low in relationto the waterline, an anti-siphon valve must be consid-ered.

6. Exhaust systemSelect between dry or wet exhaust systems. Plan theinstallation of the exhaust system components suchas mufflers and hoses.

7. Electrical SystemPlan cable runs and check the length of instrumentcable kits. Decide on where circuit breaker boxes andmain switches will be located.

Avoid joints and connections in places where there isa risk of moisture or water. Do not locate joints orconnections behind fixed bulkheads or similar placesthat are difficult to reach when the boat is completed.

8. Electrochemical corrosionThe problems of potential galvanic corrosion andstray current corrosion must be taken into considera-tion when electrical installations are planned andequipment is selected. Use protection anodes.

9. Air supply, ventilation and noise insulationCarefully check that duct dimensions have sufficientcross sections and place great importance on opti-mizing air outlets. Plan how engine ventilation andinlet air ducts (hoses) are to be run so that moisture,spray and rainwater cannot enter and that the ductsdo not make the installation of batteries and fueltanks, etc. difficult.

Engine compartment noise insulation is of greatimportance in keeping noise levels as low as possible.Leave sufficient space for noise insulating materials.The best way to achieve good noise insulation is tobuild a completely sealed engine compartment whoseonly openings are ventilation ducts and pipes.

10. Controls and steeringPlan control cable and steering system runs, twinhelm stations etc. Bear in mind accessibility for serv-ice and replacements.

If mechanical control cables are used, it is of greatimportance for smooth function that the runs have asfew bends as possible.

11. Power take-offIt is possible to install power take-offs from additionalpulleys or the reverse gear gear case.

If more power is required, a mechanical power take-off can be installed on the front of the crankshaft

The sales brochure details permissible PTO outputs.

Arrangement and Planning, Choice of Engine

36 47704151 06-2013 © AB VOLVO PENTA

Propeller Theory

In order to achieve the best performance for the boatthe propeller and gear ratio must be selected to suitthe individual boat, engine and speed range.

Below is a short description of how propeller systemsare constructed. It is not just engine performance thatdetermines boat speed. It depends equally on themechanical efficiency of the reverse gear and thepropeller system. A proper propeller system providesnot only good fuel economy and higher speed, butalso better comfort with lower noise and vibration lev-els.

The following description is very general and explainsonly superficially how a propeller is designed. Thepropeller manual Propellers publ. no. 7739174 pro-vides more detailed information.

Planing boatsIn planing boats faster than 20 knots, the size of thepropeller depends on engine power. Approximately7–8 cm2 (1.1–1.2 sq.in.) of propeller blade surface isrequired per kW of shaft output to transfer the powerfrom the engine to the water. If the shaft is at an anglein relation to water flow, this requirement maybecome considerably greater: 8–15 cm2 (1.2–2.3sq.in.)/kW is reasonable, depending on the angle ofthe shaft and the water flow.

Therefore, given a shaft power of 400 kW the propel-ler blade surface may need to be 400 kW x 9 cm2 (1.4sq.in.)/kW = 3 600 cm2 (558 sq.in.).

This surface needs to be divided among three, fouror five blades.

The efficiency of a propeller blade is reduced if itbecomes far too wide in relation to its length. Thismeans that if the propeller diameter is limited (as isoften the case), it is better to select several narrowerblades (four or five) rather than three wide ones.

The angle of the propeller shaft must be as small aspossible. Shaft angles of less than 12° seldom causeany major problems, but shaft angles greater than14–15° must be avoided.

The distance between the bottom of the boat and thepropeller blades must be at least 10 % of propellerdiameter.

Once propeller diameter has been selected the pitchcan be determined.

Propeller blades must never move through the waterfaster than 60–70 knots at 70 % of maximum propellerdiameter. This means that propeller rpm must bereduced the greater the engine capacity, which in turnrequires a larger blade surface and therefore a greaterdiameter.

The relationship between pitch and diameter must be:

P/D =Pitch————Diameter

0.90–1.15 at 20 knots1.00–1.30 at 30 knots1.05–1.35 at 35 knots

Generally speaking, a large propeller with narrowblades and low revolutions is more efficient than asmall propeller with wide blades that revolves at higherspeeds.

When boat speed exceeds 24–28 knots, the drag fromshafts, rudders and propeller supports increases to alevel where improving propeller efficiency is no longerbeneficial. Propeller system drag can be lowered byreducing shaft diameter, selecting stronger materialsand reducing the surface areas of rudders and pro-peller supports. Lower gear ratios may also mean thin-ner shafts. It is necessary to find a balance betweenpropeller efficiency, and drag on the shaft, etc.

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Planing and semi-planing boatsBoats that are slower than 15 knots need propellersthat are as large as possible. For example, a trawleris able to save 20–30 % fuel or to gain 20 % greaterthrust when trawling by increasing propeller diameterby 50 % and reducing the propeller speed by 40 %.

A propeller blade's surface is designed according toa minimum of 0.17 m2 (1.83 sq.ft.) per ton of thrust.

A large, slow-moving propeller is preferable accord-ing to the above. At a speed of 12 knots, for example,a three-bladed propeller with a 50 % blade area willachieve an efficiency of around 57 % if the blades cutthrough the water at 50 knots across 70 % of theirdiameter. At a blade speed of 70 knots, efficiency isonly 47 %.

Formula

Variable propeller pitch is an excellent solution fortrawlers, tugs and freighters.

A very rough estimate of bollard pull can be calculatedusing the formula

Variable pitch propeller (N) 95 – 105 x kWFixed propeller (N) 80 – 90 x kW

A variable pitch propeller installed in the “right” boat(up to 10 knots) may thus save a lot of fuel.

Speed range between 15 and 20 knotsWithin this speed range, large slow propellers arepreferable to small, fast ones. The blade surface isdesigned as a compromise between kW/cm2 and m2/ton tractive force.

Computer programs for propellers andperformanceOver the past year Volvo Penta has developed com-puter programs for calculating speeds, gear ratios andpropellers. The programs are excellent for the simpleand exact prediction of speed and propellers.

Estimated speed in the different computer programsis based on experience gained from a large numberof installations.

Propeller calculationsTheoretical calculations of speed and propellers aremade using well-established methods and the expe-rience from a number of practical tests, but remain theresult of approximations and assessments. Webelieve they can provide a reasonable assessment forstandard boats on the condition that input data is cor-rect and complete. However, Volvo Penta cannotassume responsibility for the final result, which canonly be established by sea trials.

T (Newton) =

propeller efficiency x shaft output(kW) x 1944——————————————boat speed (knots)

can be used to calculate motive power.

The three-bladed type is often more efficient in large,slow propellers than four or five-bladed types. How-ever, four-bladed propellers generate lower vibra-tions, which is often an advantage. Generally speak-ing there is a tendency to prefer four-bladed propel-lers. A suitable pitch ratio at 10 knots is 0.7–0.9 and0.8–1.05 at 15 knots.

As the best pitch ratio varies according to boat speed,it is necessary to decide whether the propeller mustbe at its best when trawling, e.g. with a pitch ratio of0.7, or whether it must provide best efficiency with aslightly higher pitch ratio when not trawling.

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Propeller SelectionThe combination gear ratio, shaft diameter and pro-peller size can be calculated using the Volvo Pentacalculation program. Calculation of correct propellersize can be carried out by Volvo Penta if desired. Inthis case all boat information (ideally drawings) mustbe submitted in good time.

A propeller must be selected with great care. Take thedistance between the hull and the keel bar into con-sideration. Refer to the recommendations for propel-lers and propeller shaft angles and the recommendedclearance between propeller and hull. Refer to the sec-tion below.

On planing boats the hull above the propeller is oftenfairly flat. The hull may be reinforced on the inside inorder to reduce noise and vibrations caused by pro-peller blade pulses.

Best propeller efficiency is achieved with as small anangle as possible between the propeller shaft and thewaterline. The larger the angle, the lower the effi-ciency. If possible, avoid angles in excess of 12°. Thismeans that when the boat is at rest, the propeller shaftangle may not exceed 12°. This is especially importanton planing boats. Greater shaft angles may affectspeed, noise and vibrations negatively.

Check the shaft angle. If the shaft angle exceeds 12°,the use of a smaller propeller should be considered.This can be compensated by more blades or largerblade surfaces.

The keel or the propeller shaft support forward of thepropeller must have a profile that provides a minimumof resistance and turbulence. Propeller tunnel shape isalso extremely important. Poor propeller tunnel designmay create turbulence forward of, and around, the pro-peller and reduce boat buoyancy at the stern. It is cru-cial that the radius R1 at the beginning of the tunnel islarge enough so that turbulence in the propeller isavoided.

Make sure there is sufficient clearance between thepropeller, hull, keel, keel bar and rudder. It must bepossible to slide the propeller shaft aft at least 200 mm(8") to allow removal of the reverse gear or coupling.Also make sure that no transverse bulkheads hinderremoval. There must be sufficient play, approximately1 x shaft diameter, between the propeller and the sternbearing to prevent the propeller from pressing againstthe stern bearing. There must also be space for linecutters if such are to be fitted. See illustrations in sec-tion position (E).

p0005809

AB

C

A Boat full load graph

B Propeller load graph (propeller OK)

C Recommended max. operating area

R1

R2

P0005810

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Minimum distance to hull, keel, keel barand rudder

d = Propeller diameter

A 0.10 x d

B 0.15 x d

C 0.10 x d

D 0.08 x d

E Approximately 1 x shaft diameter

F Shaft angle. If possible, avoid angles in excess of12°.

Example:Dimension (A) on a boat with a propeller diameter of762 mm (30") is at least 0.10 x 762 = 76 mm (0.10 x30" = 3").

Dimension (A) may never be less than 50 mm (2").Classification authority requirements must be followedwhen the boat is classified.

Single and twin installationsA single installation is generally the most efficientmethod of propulsion. If more power is required, twoengines may be installed, each with a separate propellershaft.

Twin installations and separate shafts provide bettermaneuverability as power can be controlled separatelyand individually for each engine. For example, oneengine can be run astern and the other ahead whenmaneuvering at low speed.

Two or more engines connected to a common drive trainwith a single propeller is a third alternative.

A

C

D B

E

P0005812

d

P0005813

A

B

DE

F

P0005814

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Propeller rotation

Right or left rotating propellers may be chosen in singleinstallations. Direction of rotation is sometimesdependent of the type of reverse gear used.

In twin installations, the starboard propeller shouldalways rotate clockwise and the port propeller coun-terclockwise seen from aft. Otherwise there is a riskthat air bubbles are drawn down into the waterbetween the two propellers causing cavitation.

Selection of gear ratiosThe propeller shaft usually rotates more slowly thanthe engine crankshaft. This reduction is normally ach-ieved in the reverse gear.

As a rule, the greatest possible reduction gearing mustbe selected for slow displacement boats. Thus propel-ler diameter can also be relatively large with high thrustwithin the applicable rpm range. Depending on hulltype and speed range, a lower gear ratio may beselected for higher speed if required. Refer to the table.This is in order to achieve the greatest thrust in thechosen speed range. Thrust may be lower than calcu-lated optimal thrust if a non-recommended gear ratiois selected. The boat's top speed may not necessarilybe affected.

Always check that the hull has sufficient clearance forthe propeller; refer to the information earlier in thischapter.

A calculation must be made to select the optimum gearratio. Use the following tables as guidelines.

D5/D7 engine revolution range 1 900–2 300 rpm with conventional shaft/propeller systemGear ratio,approx Main type of operation Speed range4:1–3:1 Work boats, displacement boats, high bollard pull, towing, trawling 4-8 knots3:1-2.0:1 Work boats, displacement boats, low speed planing boats, in general low revo-

lutions6-10 knots

2.5:1-1.5:1 Semi-planing to planing boats, patrol boats, sportfishing and pleasure boats 10–15 knots

D9/D11/D13/D16 engine revolution range 1 900–2 500 rpm with conventional shaft/propeller systemGear ratio,approx Main type of operation Speed range6:1–3:1 Work boats, displacement boats, high bollard pull, towing, trawling 4-12 knots3:1-2.5:1 Work boats, displacement boats, low speed planing boats, in general low revo-

lutions8-17 knots

2.5:1-2:1 Semi-planing to planing boats, patrol boats, sportfishing and pleasure boats 16-26 knots2:1-1.5:1 Planing boats, patrol boats, sportfishing and pleasure boats 25-35 knots1.5:1-1:1 High-speed planing boats, high-performance pleasure boats and similar 35-45 knots

P0004880

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Propeller Shaft Systems

Propeller shaftsThere are many points to take into account whenselecting a propeller shaft for a given application. Shaftmaterial and shaft dimensions must suit the individualvessel design and application.

The shaft material must be strong and corrosion resist-ant. Stronger materials have advantages in many sportboat applications thanks to their smaller diameter pro-viding lower water resistance and turbulence.

Depending on length, a shaft may require supportingwith bearings. The minimum distance from the shaftcoupling to the first fixed bearing must be 10–14 x shaftdiameter. The distance must be sufficient to allow theengine to move without exposing the shaft system tounreasonable stresses. The maximum distancebetween bearings is determined by shaft critical speed.This is calculated on the basis of the installation typeand shaft characteristics.

It is of the utmost importance during installation to pro-tect the shaft's precision straightness and polishedsurface finish. When lifting shafts it is best to use liftingstraps and some kind of load distribution device toavoid shaft bending.

Always check propeller shaft straightness. Run-outmay not exceed 0.3 mm (0.012") from 100 percentstraightness per meter of shaft.

Shafts that are tapered at both ends, double taperedshafts, can be machined to be reversible. This effec-tively doubles the life of the shaft as it can be turnedaround when seals and bearings have worn groovesin the shaft. Check the fit of the coupling to the shafttaper before installing the shaft.

Propeller shaft dimensions and distances betweenbearingsThe propeller shaft must be dimensioned according tothe torsional and bending forces it will be exposed to.There must also be a certain safety margin. The max-imum distance between bearings has great influenceon shaft dimension calculations.

Use the Volvo Penta computer program or ask theshaft supplier for advice when determining shaftdimensions and bearing distances.

P0005923

A Single taper shaft

B Double taper shaft

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Flexible propeller shaft couplingIf the engine has flexible mounts and a fixed packingbox, the propeller shaft must be fitted with a flexibleshaft coupling. Se Selecting the enginemounting page 80.

NOTICE! Engine alignment is just as important with theabove equipment as it is with fixed couplings. The flex-ible packing box and the flexible propeller shaft cou-pling are not designed to absorb constant angular devi-ations.

The flexible shaft coupling must be installed as illus-trated.

Packing boxesThere are different methods of lubricating shaft seals.The two most common are water and grease-lubri-cated packing boxes. Make sure it is easy to maintainand inspect the packing box. Some packing boxesrequire a certain play toward the reverse gear flangeto allow changing without disconnecting the shaft.

Water-lubricated packing boxWater has two purposes in a water-lubricated packingbox: lubrication and cooling. Water can be fed to thewater-lubricated packing box in several ways.

One method suitable for displacement boats is to usewater intakes in the stern tube. Intake tubes must bedesigned so that pressure is built up by boat movementthrough water.

When a new installation is test driven it is also impor-tant to check that water lubrication functions satisfac-torily at full speed. Check that the tubes (2) providesufficient water flow.

P0005931

P0005932

1 Shaft sealing

2 Water intake tube

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Connection to reverse gear oil cooler

4

P0009109

1 Alternative connection D12:Water from heat exchanger, rear end 3/8"NPTF.Hose/pipe diameter: 10 mm (0.4").

2 All engines, connection except D9/D11/D13:Water from reverse gear oil cooler.Hose/pipe diameter: 10 mm (0.4").

3 Connection D9/D11:Water from heat exchanger, rear end 1/2"NPTF.Hose/pipe diameter: 10 mm (0.4").Reduction nipple required.

4 Connection D13:Water from heat exchanger, rear end via pipe,1/4–18 NPSFHose/pipe diameter: 10 mm (0.4").

Another variation common in planing boats is to pro-vide the packing box with water from the engine cool-ing system. Make sure to take the water after theengine cooling circuit and not bleed off too muchwater in boats with wet exhaust systems. If too muchwater is lost through the shaft seal outlet, the exhausthose may overheat. As a rule of thumb, install a 10mm (0.4") hose from the reverse gear oil cooler.

When a new installation is test driven it is also impor-tant to check that water lubrication is also sufficient atfull speed.

NOTICE! D16 oil coolers are delivered separately.Contact Volvo Penta for installation instructions.

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Grease-lubricated packing boxGrease is fed to the packing box either through agrease nipple on the packing box, or from a separategrease packer. The grease packer cover/handle mustnot be tightened too hard as this may cause propellershaft overheating and wear.

Shaft bearings

There are two types of shaft bearings: Select the typewhich suits the application and use best. Shaft bear-ings must be fitted in a propeller shaft bracket, at theforward and/or aft end of the stern tube or in a separatesupport bearing bracket.

Cutlass bearingCutlass bearing are the most common type, especiallyfor medium fast and fast boats. The bearing is usuallymade of rubber with brass sleeve. The bearing designcreates a film of water, upon which the propeller shaftfloats. Normal play between shaft and bearing is 0.1 %of shaft diameter. Bearings fitted in e.g. propeller shaftbrackets are normally self-lubricated but it is importantto ensure water supply to bearings in stern tubes.

Metal bearingsMetal bearings are often oil or grease-lubricated andmounted internally in the shaft tube or a separate shaftbracket. They may also be combined with grease-lubri-cated shaft seals.

Support bearingsSupport bearings use ball or roller bearings. Supportbearings can be grease or oil lubricated. Some supportbearings can also absorb thrust.

A

P0005935

Installation of propeller shaft tube andshaft bearingThe fix point (A) is determined by the required pro-peller size etc. The engine may be used as a jig whendeciding the location of the stern tube and bearing.The engine must be adjusted to its nominal position.

P0005934

P0009110

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P0005936

P0007861

4 mm (0.16") play

In series production, custom-made jigs can often beused instead of the engine when positioning the sterntube.

Slide the propeller shaft into place and align the shaftand stern bearing with the reverse gear output shaft(reverse gear flange). To prevent the shaft from bend-ing in the stern tube, center the shaft as follows:

• Install the shaft bearing (1).

• Center the shaft (2) in the propeller shaft tube (3)using wedge-shaped guides (4). The play betweenthe guides and the shaft must be at least 4 mm(0.16") for engines on flexible mounts.

• Check that the shaft is not bent forward of the tube;support the shaft as necessary.

Once accurate alignment has been achieved, thestern tube may be bolted or glued in place.

If the stern tube is to be bolted into the stern, the bear-ing flange contact surface must first be ground flat.Brush on sealing compound e.g. silicone rubber, andtighten the bearing retaining bolts.

NOTICE! Check the alignment after gluing.

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Engine Placement

Engine InclinationTo ensure the engine receives lubrication and coolingin a satisfactory manner, it is important that maximumengine inclination is not exceeded. Engine inclinationmust therefore be checked.

Be careful to avoid the front of the engine's being lowerthan the flywheel, i.e. an exaggerated negative incli-nation that may impair engine lubrication and coolingsystem venting.

Each engine type has a maximum permissibleengine inclination while the boat is under way. Thisinclination includes both the installation angle and theincrease in trim angle the boat attains when moving atspeed through the water.

A Engine inclination with the boat at rest.

B Boat trim angle under way.

C Total engine inclination under way, maximum per-missible inclination (A+B).

Static (A) Under way (C)Engine Flywheel down-

wardFlywheel upward Flywheel down-

wardFlywheel upward

D5/D7, standard sumpD5/D7, low sump

10°5°

0°0°

15°10°

0°0°

D9, low sump*D9, V-drive system*D9, deep sump*

6°5°13°

0°0°0°

12°5°18°

5°10°5°

D11/D13, standard sump* 7° 0° 17° 10°

D16, standard sump 11° 0° 18.5° 7.5°

Max. engine inclination

WL

P0005830

IMPORTANT!The oil volume in the sump must be changed whenthe engine is operated on an incline. Use the Tech-nical data sheet for each type of engine oil sump.

* Applies to all D9, D11 and D13 engines.

Flywheel downward Flywheel upwardWL = Waterline

P0005822

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Weight Distribution

GeneralThe center of gravity has great influence on a boat'sstatic and dynamic stability. It is therefore important toconsider CoG position both when the boat is loadedand unloaded.

Planing and semi-planing hullsIt is especially important in planing and semi-planinghulls that heavy components such as engines, fuel andwater tanks and batteries be located so that the bestpossible trim is achieved with the boat in the water.

Consider the weight distribution in the boat so that it isevenly distributed even with different levels of fuel andwater in the tanks.

It is an advantage if the fuel tanks are not located inthe vicinity of the hot engine compartment. If possible,the batteries must be located in a separate, well-ven-tilated section.

Engine Center DistanceConsideration must always be given for the minimumdistance between engine centerlines in twin installa-tions, in regard to service accessibility. Moreover, agreater distance provides improved maneuveringcharacteristics.

Use the installation drawings to calculate a suitabledistance.

Generally speaking, the minimum recommended dis-tance (A) between engine centerlines is:

D5/D7D9D11D13D16

1050 mm (41.3")1200 mm (47.2")1200 mm (47.2")1300 mm (51.2")1350 mm (53.1")

In installation with several engines on one propellershaft, the space between the engines is determined bythe gears or belt drives that connect the engines. Therequirement for inspection, service and repair accessstill applies.

A

BP0005314

Figure A shows an installation with good weight distribution and trimangle.Figure B shows an incorrect installation with poor trim angle as theresult.

A

P0005862

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Engine Room

Accessibility for MaintenanceWhen designing the engine compartment, place greatemphasis on accessibility necessary for service. Alsoensure that the complete engine can be lifted out with-out damage to the boat structure.

Written instructions may be of major help if engineremoval is necessary at a later stage.

NOTICE! There must also be sufficient space forsound-dampening materials. Carefully study the instal-lation drawings for the engine concerned.

P0009099

General maintenanceItems that usually require maintenance accessibility:

• Oil change and refill

• Filter changes (oil, fuel, air)

• Belt checks, changes

• Removal of valve cover

• Priming the fuel system

• Changing impeller, seawater pump

• Water filter, cleaning

• Cooling system, venting

RepairsItems that usually require maintenance accessibility:

• Removal of injectors, cylinder head, charge aircooler and oil cooler

• Removal and replacement of electrical compo-nents

• Removal of flywheel and vibration damper

• Removal or replacement of reverse gear

• Removal of propeller shaft

• Removal of engine

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Engine Room Ventilation

Engine performanceEngine power is affected by a number of different fac-tors. Among the most important are air pressure, airtemperature and exhaust system back pressure. Devi-ations from normal values influence engine perform-ance and function.

Diesel engines require a surplus of air. Deviations fromnormal values first present themselves as more blacksmoke than usual. This may be especially noticeableat the planing threshold when the engine must deliverthe highest possible torque.

If the deviations from normal values that occur aregreat, the diesel engine will lose power. The power lossmay be so great that a planing boat is unable to over-come the planing threshold.

In order for the engine to function properly and providefull power, it is absolutely essential that both inlet andoutlet air ducts are dimensioned and installed cor-rectly.

Two main conditions must be met:

A The engine must receive sufficient air (oxygen) forfuel combustion.

B The engine compartment must be ventilated suchthat the temperature can be kept at an acceptablylow level.

Ventilation is also important to keep the temperatureof electrical and fuel systems low, and to guaranteenormal engine cooling.

Ventilation must also be suitably adapted if crew mem-bers will be present in the engine compartment.

NOTICE! Current national safety regulations and leg-islation must be followed. Each classification societyhas its own rules that must be followed when sorequired.

P0011570

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Engine power and air temperatureSpecified engine power is measured in the followingconditions: air temperature +25 °C (77 °F), atmos-pheric pressure 100 mbar (750 mm Hg), 30 % relativehumidity, fuel temperature +40 °C (104 °F) and sea-water temperature +32 °C (90 °F). (In accordance withinternational test standards).

Satisfactory air supply and ventilation make it possiblefor the engine to provide the highest possible powerand attain a long service life.

If engine inlet air cannot be kept below +25 °C (77 °F)power will be reduced by up to 1.5 % for turbochargedengines and 1.0 % for turbocharged engines withcharge air coolers for each increase in air temperatureof 10 °C (18 °F).

IMPORTANT!When operating under full throttle with an inductiontemperature greater than 45° C there is an increasedthermal load on the engine resulting in increasedengine wear. We recommend reducing engine powertake-off in the case of high engine compartment tem-peratures (avoid continuous full throttle operations inhot operating conditions.

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Engine power at high altitudes above sealevelIn most cases marine engines are used at, or close to,sea level. However, there are lakes at high altitudesabove sea level.

Operations at high altitudes involve a power loss owingto a drop in air density (and thereby oxygen levels) asaltitude increases. This will result in the developmentof smoke and the turbocharger running at abnormallyhigh rpm with increased wear.

However, power loss is not important below approx500 m (1640 ft) above sea level.

At altitudes in excess of 500 m (1640 ft) above sealevel, power loss is around 0.1% per 100 m (328 ft).

Injection pump adjustment (reduced fuel quantity) forhigh altitudes must be carried out according to the fol-lowing:

Altitude AMSL Reduced fuel quantity1000 m ( ft.)1500 m ( ft.)2000 m ( ft.)2500 m ( ft.)

4 %8 %12 %17 %

NOTICE! Adjustment is not possible on electronicallycontrolled engines.

NOTICE! Electronically controlled engines are not suit-able for operations at altitudes exceeding:

Rating 5 1500 m (4920 ft.)

Ratings 1–4 2500 m (8200 ft.)

NOTICE! Emission certificates have not been verifiedby Volvo Penta for altitudes above 1500 m (4920 ft).

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Dimensioning of air intake andducts

When planning an installation the followingbasic information must be considered in calcu-lations:

• All combustion engines, regardless of manufac-ture or type, require a certain level of oxygen (orair) for the combustion process. However, dieselengines work with a somewhat larger air surplusthan gasoline engines.

• Furthermore, all engines emit a certain amountof heat to the surroundings, i.e. the engine com-partment.

• Heat radiation is smaller on modern, compactengines than on older, less compact engines.Modern engines enjoy a great advantage in this.

Ducts and pipes for inlet and outlet airIt is an advantage if ducts and pipes for inlet and outletair can be planned as early as the design stage, asthey can then be built into the hull or superstructure.This eliminates the requirement for separate ducts.

It is relatively simple to design a system for providingthe engine with a sufficient quantity of combustion air,but significantly more difficult to ventilate heat radia-tion away.

The engine draws in air efficiently and naturally takesit from whatever direction it can. If inlet and outletducts are too small, the engine will draw in air fromboth ducts and no ventilation air will be expelledthrough the outlet duct. This will create dangerouslyhigh temperatures in the engine compartment.

Most of the engine heat radiation must be carriedaway from the engine compartment. It is absolutelynecessity to keep engine compartment temperaturebelow the maximum permissible limit.NOTICE! The total inlet cross-sectional area can becalculated using the formula:Total inlet cross-sectional area = engine air consump-tion + engine compartment ventilation

Engine temperatureIt is important that inlet temperature be kept as low aspossible bearing in mind that engine performance fig-ures apply at a test temperature of 25 °C (77 °F).There is always a loss of power with increased tem-peratures, and if engine inlet air is constantly above45 °C (113 °F), the engine must be readjusted.

Engines without charge air coolers

≤25 °C (77 °F) > 25 °C (77 °F) > 45 °C (113 °F)Full power Loss of power AdjustmentPower 3% / 5 °C (41 °F)

Engines with charge air coolers≤25 °C (77 °F) > 25 °C (77 °F) > 45 °C (113 °F)Full power Loss of power AdjustmentPower 1-2% / 10 °C (50 °F)

Inlet air temperature at the air filter may not be higherthan 25 °C (77 °F) for full power. During sea trials thetemperature in the air filter must not be higher than20 °C (68 °F) above outside temperature.

Actual engine temperature is relatively high in certainplaces. Certain individual engine components suchas charge regulators and relays must therefore beinstalled on bulkheads or other locations where thetemperature is relatively low.

Maximum temperature at electrical component instal-lation locations is 70 °C (158 °F). However, the startermotor and alternator have their given locations.

Engine compartment pressureVolvo Penta recommends that negative pressure inthe engine compartment not fall below -0.5 kPa(0.07 psi) at full speed.

Engine air consumptionThe engine consumes a certain amount of air duringthe combustion process. This requires the inlet ductto have a certain minimum internal cross-sectionalarea.

This area can be calculated using the formula:A = 1.9 × engine power

A = Area in cm2

Engine power in kW

The value applies to inlets, without obstacles, that areup to 1 m (3.3 ft) with only one 90-degree bend. Thebend radius must be at least twice the duct diameter.If longer ducts or more bends are used, the area mustbe corrected by multiplying with the coefficient in thetable on the following page.

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Coefficient of bendsNumberofbends

Duct length, m (ft.)1 (3.3) 2 (6.6) 3 (9.8) 4 (13.1) 5 (16.4)

1 1 1,04 1,09 1,13 1,202 1,39 1,41 1,43 1,45 1,493 – 1,70 1,72 1,74 1,78

Engine compartment ventilationA large part of the heat radiation must be carried awayfrom the engine compartment in order to keep the tem-perature down to permissible values. In other words,the heat must be ventilated away.

The same dimensions must be chosen for the outletand inlet channels in order to achieve low flow speedsand low noise levels.

Ventilation inlet/outlet cross-sectional area iscalculated according to the following formula:

Inlet air = 1.65 x engine power

Outlet air = 1.65 x engine powerCross-sectional area in cm²Engine power in kW.

These values must be corrected in accordance with thetable in regard to bends and duct length.

Outdoor temperature is assumed to be 30 °C (86 °F).Correction factors in the table must be used whereapplicable.

Correction factorAmbient temperature Correction factor20 °C (68 °F) 0,730 °C (86 °F). 1,040 °C (104 °F) 1,4

Choice of fanThe fan must be dimensioned for airflow according tothe following:Outlet air = 0.07 x engine power

Airflow volume in m3/minEngine power in kW.

This flow is corrected using a factor from the tableabove.The total pressure increase at the fan must be 10 mm(0.394") water column (100 Pa).

These two values, flow and total pressure increase, aresufficient for selecting a fan. If the fan is installeddirectly on the bulkhead, i.e. without a connecting duct,the total pressure increase value may be reduced by 7mm (0.276") water column (70 Pa). This means that asomewhat smaller fan may be used.

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Calculation of air ducts

Example 1Two diesel engines, 294 kW (400 hp)Calculating the area for two engines of 294 kW eachwith unhindered air supply and an outdoor tempera-ture of 30 °C (86 F).

The following is obtained for each engine:Area for engine air consumption: 1.9 × 294 =558.6 cm2 (86.6 in2)According to figures 1 and 2 on the following page, ex1, this corresponds to a duct with a diameter of265 mm (10.4") for a single engine.

Ventilation, engine compartment:

1 Inlet, engine compartment: Area = 1.65 × 294= 485 cm2 (75.2 in2). According to figure 2 onthe following page this gives a diameter of 250mm (9.8") for a single engine.

2 Outlet, engine compartment: Area =1.65 × 294 = 485 cm2 (75.2 in2). According tofigure 2 on the following page this gives a diam-eter of 250 mm (9.8") for a single engine.

3 Capacity, extraction fan: 0.07 × 294 (kW) =20.6 m3/min (727.5 ft3/min).

4 NOTICE! The figures must be multiplied by 2 asthis is a twin installation.

Example 2One diesel engine, 441 kW (600 hp)Area calculations for one engine with a 2 m (6.6 ft)long duct, 2 bends and an outside temperature of20 °C (68 °F).

Area for engine air consumption: 1.9 × 441 =838 cm2 (129.9 ft2)

Correction for air temperature = 0.7, plus a correctionfor duct length and bends of 1.41.

This gives 838 × 0.7 × 1.41 = 827 cm2 (128.2 ft2).According to fig. 2 on the following page, this is equiv-alent to a duct diameter of 330 mm (13.0").

Ventilation, engine compartment:

1 Inlet, engine compartment: Area = 1.65 × 441= 728 cm2 (112.8 ft2). According to fig. 2 on thefollowing page, this is equivalent to a duct diam-eter of 302 mm (11.9").

2 Outlet, engine compartment: Area =1.65 × 441 = 728 cm2 (112.8 ft2). According tofig. 2 on the following page, this is equivalent toa duct diameter of 302 mm (11.9").

3 Correction, inlet and outlet: Air temperature =0.7, plus a correction for duct length and bendsof 1.41 from the table on the following page.This gives 728 × 0.7 × 1.41 = 719 cm2

(111.4 ft2). According to fig. 2 on the followingpage this is equivalent to a duct diameter of300 mm (11.8") for each inlet and outlet.

4 Capacity, extraction fan: 0.07 × 441 (kW) =31 m3/min (1094.8 ft3/min).

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1

2

0 100 200 300 400 500 600 700 (134) (268) (402) (536) (671) (805) (939)

1200(186)

1000(155)

800(124)

600(93)

400(62)

200(31)

1400(217)

1200(186)

1000(155)

800(124)

600(93)

400(62)

200(31)

a

a

b

c

y

y

0 50 100 150 200 250 300 350 400 450 500 (2.0) (3.9) (5.9) (7.9) (9.8) (11.8) (13.8) (15.7) (17.7) (19.7)

x

x

P0011572

1 Calculation of area

x kW (hp)y Area, cm2 (sq. in.)

a Example 1Engine output = 294 kW(394 hp)Combustion air duct diameter= 265 mm (10.4")Ventilation duct diameter =250 mm (9.8")

b Ducts, combustion airc Ventilation air, inlet / outlet

2 Conversion of area todiameter

x Diameter, Ø mm (Ø in.)y Cross-sectional area, cm2

(sq. in.)

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56 47704151 06-2013 © AB VOLVO PENTA

Location of Ventilators and AirIntakes

1 Inlet duct, engine compartment

2 Ventilation duct, open end in engine compartment

3 Extraction fan

4 Outlet air duct

5 Partition

6 Water separator

7 Drain hole

8 Engine air filter

NOTICE! Air inlets and outlets may never be locatedon the transom. Air in this area mixes with water andexhaust fumes, and must never be allowed into theboat.

Air inlet function

Air inlets and outlets must function well even in badweather and must therefore have efficient water traps.For the most part noise insulation must be built in.

Air inlets and outlets must be located as far away fromeach other as possible so that an effective through flowis achieved.If inlets and outlets are too close to each other air isable to recirculate, which will provide inadequate ven-tilation.

Location of air ducts

Ducts or pipes for engine air supply must be run to aplace as close to the air filter as possible, but with aminimum distance of 200-300 mm (7.9–11.8") in orderto definitely prevent water from entering the engine.Refer to illustrations in this section.

The inlet ventilation duct for diesel engines must be ledin far down into the engine compartment, but not so fardown that any bilge water is able to block air supply.The outlet duct must be located diametrically oppositeon the other side of the engine.

All ducts and pipes must be run such that there is theleast possible flow resistance. Bends may not besharp, but must be moderately rounded. The minimumradius is double the diameter. Obstacles or constric-tions must always be avoided.The ducts must be cut obliquely at the ends to providebest flow.

In some countries there are regulations concerning thiswhich must be followed.

3

1

6

8

2

4

5

7

P0011656

3

4

28

P0011657

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Sound AbsorptionThe drive assembly must be installed so that noise andvibrations are minimized. The noise that occurs is partyairborne noise and partly structural noise (vibrations).

Structural noise

Engine vibrations are transferred to the hull via theengine mounts and engine bed. Other transfer routesare through the transmission and propeller system,exhaust pipes, coolant pipes, fuel pipes and electricaland control cables.

Propeller pressure waves are transmitted through thewater to the hull. Propeller drive pulses are transferredto the hull via support brackets, bearings and seals.

Airborne noise

This section concerns airborne noise from the enginecompartment. The most important method of reducingairborne noise from the engine compartment is to sealit properly. Further noise reductions can be achievedby laying sound insulation material and by designingnoise baffles in the air inlets.

The engine installation must be noise insulated to pro-vide as low a noise level as possible. Build noise baf-fles into the engine compartment. There are differenttypes of noise baffles to choose from. The illustrationshows a type that also provides drainage.

It is important to ensure that the insulation material issufficiently thick.

Make sure there is sufficient space for service andrepairs. Make sure all hatches and covers are properlysealed.

The greatest possible care must be taken to screen thenoise source as much as possible. Screen off the entirebulkhead down to the hull, but leave a little gap so thatbilge water does not force its way into the insulationmaterial.

Cracks and openings etc. must be carefully sealed withinsulation material. In cases where the engine is instal-led beneath the deck, all bulkheads and decks must beinsulated.

Make sure that there is sufficient space for inspections,service and repairs and for engine movement duringoperations before the insulation material is installed.Also make sure that all covers are properly insulated.

1

P0004735

Engine compartment noise baffles

P0009098

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Examples of insulation material design are shown tothe left. This type of insulation material is glued to theframe.

NOTICE! The insulation materials look differentdepending on the material the frame is made of - GRPor wood.

When shift cables, throttle cables and electrical are runthrough a bulkhead, it is preferable to run them througha conduit or grommet that can be sealed properly. Thisalso protects the cable against wear.

1

2

3

P0004739

Insulation material installed on wood (plywood):

1 Wood (plywood)

2 Flameproof absorbent layer

3 Flameproof, reflective and noise insulating foil

1

2

3

4

P0004740

Insulation material installed on GRP:

1 GRP

2 Iron/PVC, thickness 2.5 mm (0.1”)

3 Flameproof absorbent layer

4 Flameproof, reflective and noise insulating foil

P0004741

Bulkhead bushings

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Fuel hoses that are run through bulkheads must beprotected by grommets. The grommet seals and pro-tects the hose against sharp edges that may causeleaks.

Other lines such as electrical and battery cables canbe run through a rubber hose or a special PVC pipe(installation pipe) built into the hull. Any gaps betweenthe pipes and the cables can be sealed with insulatingmaterial or sealing compound.

P0006334

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Electrochemical Corrosion

GeneralNOTICE! Refer to the Service handbook Corrosionmeasurement, DPH/DPR & IPS for further information.

Corrosion theoryCorrosion in water is always electrochemical in nature.This means that a weak electric current occurs at thesame time as chemical reactions takes place. Twochemical reactions are required to make a metal cor-rode, an oxidation reaction (metal dissolving) and areduction reaction (generally oxygen consuming). Oxi-dation is referred to as an anode reaction and reduc-tion is referred to as a cathodic reaction. In an oxidationreaction, electrons are freed which are transported inthe metal to another point, where they are consumedin a cathodic reaction.

Electrons are thus transported in the metal from theanode to the cathode. This causes a weak DC currentin the opposite direction. An electric circuit must beclosed. This is achieved by the transport of ions in thewater.

Anodic and cathodic reactions must always balanceeach other, which means that the electrons releasedat the anode must be consumed at the cathode. If theanodic and cathodic reactions occur evenly distributedacross the entire surface, general corrosion occurs.The depth of attack then becomes basically equalacross the entire surface. This commonly occurs onsteel and bronze.

Fe Fe2+ +2 e-

O2 + H2O + 2 e 2 OH-

ANODE

CATHODE

P0011416

I

P0011417

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If the anodic and cathodic reactions occur at differentpoints, local corrosion occurs, i.e. deeper attack at cer-tain points. The attacks on materials which can be pas-sivated, such as stainless steel and aluminum are gen-erally localized. There are different types of local cor-rosion. The most common types of attack on stainlesssteels and aluminum are pitting corrosion and crevicecorrosion.

In addition to these local attacks, attack can be causedby galvanic corrosion or stray currents. In areas whererapid water flow occurs, damage cause by cavitationcan also occur.

If we ignore attacks related to material defects, the fol-lowing types of corrosion can occur:

- General corrosion.

- Pitting.

- Crevice corrosion.

- Galvanic corrosion.

- Stray current corrosion.

- Cavitation.

A brief description of each type of corrosion is givenbelow.

General corrosionGeneral corrosion is the most common type of corro-sion. This results in even attack across all or large partsof the surface.

In seawater, mild steel and bronze are subject to gen-eral corrosion, but not stainless steel. In stationaryseawater, the corrosion rate of mild steel is about 0.1mm/year (0.3 mm/year at the waterline) unless thesteel is protected by cathodic protection. Bronze is ini-tially attacked at a rate of 0.05 mm/year, but after sometime the corrosion rate falls to a low level, since thecorrosion products (black, brown) have a protectiveeffect. Green/blue corrosion products are a sign ofhigher corrosion rates and that the protective layer hasnot been developed.

Aluminum can be subject to a certain amount of gen-eral corrosion in rapidly flowing water, but not in sta-tionary water.

p0011418

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Pitting corrosionPitting corrosion can occur on stainless steel and alu-minum. The attack is caused by localized breakdownof the passive oxide film on the metal surface. In nat-ural water, it is generally chloride ions that initiate theattack. The risk increases with rising water tempera-tures. There is a number of aluminum alloys with verygood resistance to corrosion by seawater. If these areconnected together with more noble metals, they willbe attacked due to galvanic corrosion, however.

Very high levels of chromium and molybdenum arerequired, above all, to make stainless steel fully resist-ant to the risk of pitting corrosion. If there is weakcathodic protection (sacrificial anodes), excellent pro-tection against pitting corrosion can be obtained onsimpler steels. Alloys of lower grades than 316 shouldbe avoided, however.

Crevice corrosionAn attack in the gap between two metal surfaces, orbetween one metal surface and another materials iscalled crevice corrosion. A so-called oxygen depletioncell is formed when oxygen transport into the creviceis lower than oxygen transport out to the cell opening.Separate anodic and cathodic surfaces are formed.

The cathodic process, which requires access to oxy-gen, is formed in the gap opening and the anodic proc-ess, metal dissolving, takes place inside the gap. Crev-ice corrosion can occur on most metals, but the risk isgreatest on metals that can be passivated, such asaluminum and stainless steel.

Deposit corrosion is closely related to crevice corro-sion. It takes place under deposits and marine foulingsuch as barnacles.

p0011419

p0011420

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Galvanic corrosionMetals From To Galvanic corrosion is probably the most common

type of corrosion. It occurs when two metals of dif-ferent nobility are in electric contact and are sub-merged in the same body of water at the same time.The least noble metal is corroded.

Information about the nobility of different metals isobtained from galvanic potential tables which havebeen prepared in various fluids, such as seawater.See table to the left:

There are four factors which influence the serious-ness of galvanic corrosion in each individual case.These are:

- Area relationship between the anode (lessnoble metal) and the cathode (more noblemetal). If the anode is small in relation to thecathode, the depth of attack will be greater thanif the situation was reversed.

- Conductivity of the water. Seawater conductselectricity better than fresh water, and corrosiontakes place at a greater rate.

- Potential difference between the two metals. Alarge potential difference increases the powerbehind the process.

- Lower corrosion rate can be obtained if themore noble metal can be passivated. Thismeans that stainless steel is more noble thancopper, but the galvanic corrosion will be moresevere on aluminum when connected to copperthan when connected to stainless steel.

In seawater, total galvanic corrosion counted ingrammes of metal, will be greater than in water whichis not so salt. The greatest depth of corrosion on ametal can be equally large in brackish or fresh water.The better conductivity of seawater means that theattack will be distributed evenly across the entire sur-face. In fresh water, there will be more local attackclose to the point of contact.

Graphite +0,19 +0.25VStainless steel 18‑8, Mo,in passive state *

±0,00 -0.10 V

Stainless steel 18‑8 inpassive state *

‑0,05 -0.10 V

Nickel ‑0,10 -0.20 VNickel-aluminum-bronze -0,13 -0.22 VLead ‑0,19 -0.25 VSilicon bronze (Cu, Zn, Si,Mn, Sn)

‑0,26 -0.29 V

Manganese bronze (Cu,Zn, Si, Mn, Sn)

‑0,27 -0.34 V

Aluminum brass (Cu, Zn,Al)

‑0,28 -0.36 V

Solder (Pb, Sn) ‑0,28 -0.37 VCopper ‑0,30 -0.57 VTin ‑0,31 -0.33 VRed brass (Cu, Zn) ‑0,30 -0.40 VYellow brass (Cu, Zn) ‑0,30 -0.40 VAluminum bronze ‑0,31 -0.42 VStainless steel 18‑8, Mo,in active state **

‑0,43 -0.54 V

Stainless steel 18‑8 inactive state **

‑0,46 -0.58 V

Cast iron ‑0,60 -0.71 VSteel ‑0,60 -0.71 VAluminum alloy ‑0,76 -1.00 VGalvanized iron and steel ‑0,98 -1.03 VZinc ‑0,98 -1.03 VMagnesium and magne-sium alloy consumed

‑1,60 -1.63 V

* Metals are in a passive state when they have a thin,corrosion inhibiting coating. This coating is notpresent in the active state.** Still water.

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cathode anode

anodecathode

1

2

P0011421

1 Seawater

2 Fresh water

The following should be considered, to counteractgalvanic corrosion:

- Do not connect metals which are far away fromeach other in the galvanic potential table.

- Insulate different metals from each other byusing plastic or rubber (must not contain graph-ite).

- Paint the structure. The surface of both metalsshould be painted. If painting is restricted to onlythe less noble metal, heavy galvanic corrosioncould occur on surfaces where there is paintdamage. The reason for this is that the cathode/anode relationship will be unfavorable.

- Install cathodic protection.

Stray current corrosionAs we learned in the corrosion theory chapter, corro-sion occurs when a DC current flows into the waterfrom a metal surface. Similar stray currents from thedrive can occur if there is a fault in the boat’s electricalsystem, such as if couplings are exposed to dirt andmoisture, components are incorrectly installed or dam-aged. Stray currents can come from shore currentinstallations or adjacent boats. All metals, except a fewnoble metals, are corroded by stray currents. Corro-sion rates can be very high.

The sacrificial anodes on the drive are not dimen-sioned to counteract any stray currents. If stray cur-rents occur, the anodes will be consumed very quicklyand the drive will be attacked.

Aluminum is particularly vulnerable to stray currents. Ifthe current density on the surface is high, corrosion canalso occur when there is a stray inwards current. ACcurrents can also cause damage. The AC corrosionrate for aluminum is 30% of the rate for DC. The cor-responding rates for steel, copper and zinc are muchlower, at 1 %. Please refer to the figure to the left.

12001000

800600400200

0

AL

DC

AL

AC

CU

DC

CU

AC

FE D

C

FE A

C

cm3/

Am

pere

P0011422

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Corrosion protectionDrives are protected from corrosion by a number ofmeasures.

- Alloys which are resistant to salt water.

- Avoidance of unsuitable combinations of metals.Where appropriate, a favorable relationshipbetween anode and cathode is established.

- High quality surface treatment.

- Cathodic protection.

- Carefully designed electrical system.

- Recommendations to minimize external interfer-ence.

Recommendations from Volvo Penta and anti foulingmanufacturers must be followed. In addition, the mate-rial must be resistant to the alkali that is formed oncathodically protected surfaces.

Cathodic protection is arranged by supplying a weakDC current from an anode to the protected object. Thecurrent which leaks in counteracts the corrosion cur-rent. The higher the protection current, the lower is therate of corrosion.

The current required for protection can be generatedin two ways. These are either with sacrificial anodes orby applying a current. If sacrificial anodes are used, thecurrent is generated by connecting the protectedobject with a less noble metal (anode). The differencein electric potential creates a protective galvanic cur-rent. It can be said that corrosion is transferred to theanode, which is why they are referred to as sacrificialanodes.

Zn

P0011424

Zn

P0011425

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If a current is applied, this is supplied from an externalsource (rectifier, battery).

The materials used in sacrificial anodes are zinc, alu-minum, magnesium and iron. Please note that specialalloys are used, to meet the following requirements:

- No passivation, i.e. they do not stop supplying cur-rent.

- Even consumption.

- Low polarization tendency, i.e. they retain a suffi-cient potential difference to the object.

- Low self-corrosion.

Only use original anodes. Never paint over the anodes.

Iron anodes can be used to protect stainless steel andbronze objects. Magnesium anodes can be used infresh water where the current supplied by zinc anodesmay not be enough in some cases. Please note thatmagnesium anodes give overprotection to aluminumin seawater. There is no risk of overprotection of alu-minium if zinc or aluminum anodes are used for pro-tection.

P0011426

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Anodes to useAnodes are installed from the factory on all VolvoPenta drives and transom shield. Anodes are manu-factured for different environments and will react tothose. There are some general recommendationswhen choosing anodes. See chart below.

Zink and Aluminium anodes will if used in fresh waterbecome covered with white crust of oxide which willstop the anode from working when returned to saltwater. Zinc anodes react the same way in brackishwater while the Aluminium anodes will work effectivelyin rivers estuaries and other brackish conditions.

Magnesium anodes are not designed for use in saltwater so if you are taking your boat into salt water formore then 7 days you should consider changing theanodes. The same can also be applied for zinc andaluminium anodes if moving your boat between differ-ent waters.

It is important to inspect the anodes after shiftingwaters and if necessary also clean the anodes. Theanodes can also be pacified just by being away fromwater. If the drive has been tilted or for example placedon a trailer for some time make sure to take a look onthe anodes.

If an anode for example looks yellow or is covered inwhite crust it has been pacified and needs to bebrushed or changed to provide protection. This can bedone by brushing the anodes using sandpaper.

NOTICE! Never use a wire brush with steel bristles.Use sand paper without iron or iron oxide otherwise theanode might be pacified.

Make sure to inspect the anodes on a regular basis andchange them if more then 1/3 has been used up bycorrosion. All anodes do not share the same quality!Always use anodes produced by Volvo Penta sincethey have been tested to ensure maximum protectionon stern drives and props.

Anode Material Water conditionTransom shield Zinc Salt waterSterndrive Zinc Salt waterTransom shield Aluminum Brackish waterSterndrive Aluminum Brackish waterTransom shield Magnesium Fresh waterSterndrive Magnesium Fresh water

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DefinitionsSingle-pole systemIn a single-pole system the actual engine block is usedas the negative ground return for all components onthe engine block.

Two-pole systemIn a two-pole system each electrical component on theengine has an insulated direct current ground return.The alternator, starter motor and all sensors/sendersare electrically insulated from the engine block.

Isolation transformerA transformer with galvanically separated input andoutput windings.

The isolation transformer separates galvanic shorepower from the boat and reduces the risk for galvaniccorrosion and stray current corrosion as described inABYC circuit diagram 8 and text E-11.7.2.2.1.4 thru 5.Corrosion damage caused by stray currents will not becompensated for under warranty.

Ground fault circuit interrupter (GFCI)A health and safety protection device, the GFCI cutsthe current to a circuit when current to ground exceedsa predetermined value.

Spark generation between live conductors and groundmay occur at relatively low currents and will not tripcircuit breakers. Moreover, very low currents may alsoconstitute a danger for personnel. A GFCI must beinstalled on the other side of the isolation transformeras ground fault protection in the boat. GFCI trippingsensitivity and tripping times must meet local stand-ards.

A GFCI located on the other side of the isolation trans-former safeguards ground fault protection in the boat.This is supplement to ABYC E-11 that ensures a higherlevel of protection against electric shock.

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Protection against electrochemicalcorrosionIn order to avoid galvanic corrosion to underwatercomponents such as hull fittings, swim ladders etc., itis important that they be protected. Volvo Penta rec-ommends connecting all components to a protectionanode (normally made of zinc) installed on thetransom. Trim tabs may have their own protection.

NOTICE! Normally, the system connecting individualcomponents must not have any contact with the neg-ative circuit in the boat electrical system.

Local recommendations, e.g. ABYC, may state that thebattery negative terminal be connected to the galvaniccircuit. If the galvanic circuit is connected to the batterynegative terminal (-), the engine block must also beconnected by a cable of a capacity sufficient to conductcurrent at engine start; refer to the description in ABYCchapter E-11.

P0008280

Inboard engines

IMPORTANT!If there is a risk for galvanic corrosion and stray currentcorrosion, an isolation transformer must be installed.

If the negative battery terminal is connected to the gal-vanic circuit as recommended by ABYC, the risk forgalvanic corrosion and stray currents increases.

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Protection against electrostaticdischarge and lightningFor advice on the prevention of hazards due to elec-trostatic discharge or lightning, please refer to relevantpublications by national and international standardiza-tion bodies such as the International ElectrotechnicalCommission and the American Boat and Yacht Coun-cil.

In particular, the publications IEC 60092-507:2000Electrical installation in ships Part 507: Pleasure craft,and ABYC Standards and guidelines H-33 and E-4may prove helpful.

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Shore supply and alternator installationExample of an installation with isolationtransformerFor installation, refer to local regulations.

Single phase, 240 VAC system

1 2 3

24 23 22

4 5 6 7

2120

8

910 11 12 13

19 18 17

16 15

14

P0004769

1 Phase

2 Zero

3 Protective ground

4 2-pole, 3-wire grounded contact and female socket

5 Shore side

6 Boatside

7 Transformer shield

8 Alternator circuit breaker

9 Alternator (accessory)

10 To DC negative buss and ground plate, boat

11 Phase

12 Zero

13 Protective ground

14 240 VAC ground, female socket

15 240 V AC apparatus

16 Separate circuit breaker (typical)

17 GFCI

18 Changeover switch, land / alternator

19 Encapsulated single-phase 1:1 isolated transformer with metal shield

20 Main switch, shore power, with overvoltage protection

21 Power supply (isolated electrically from boat)

22 Connector, shore power cable

23 Shore supply cable

24 Shore connection

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Two-phase, 120/240 VAC primary, 120/240 VAC secondary

12 3

27 25

4

8

9

1011

12 1314 1516

17

18

76

5

P0004770

2426 23 22 21 20 19

1 Phase

2 Zero

3 Phase

4 Protective ground

5 3-pole, grounded pin-type connector and 4-conductor socket

6 Shore side

7 Boatside

8 Transformer shield

9 Circuit breaker, alternator

10 Alternator (accessory)

11 To DC negative buss and ground plate, boat

12 Phase

13 Zero

14 Phase

15 Protective ground

16 240 VAC apparatus

17 120 VAC ground, female socket

18 120 VAC apparatus

19 Separate circuit breaker (typical)

20 GFCI

21 Changeover switch, land / alternator

22 Encapsulated single-phase 1:1 isolated transformer with metal shield

23 Main switch, shore power, with overvoltage protection

24 Power supply (isolated electrically from boat)

25 Connector, shore power cable

26 Shore power cable

27 Shore connection

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RecommendationsIn regard to personal safety and equipment care,Volvo Penta provides the following recommendationsfor the installation of AC shore power:Installations should be carried out according to figuresabove.Single phase, shows a single-phase installation for240 VAC or 120 VAC.Two-phase, shows an installation with a 240 VACinput, 120/240 VAC output.

The figures are based on ABYC E-11 diagrams 8 and11 but require a GFCI and an isolation transformer.The figures are considered to be best practice andfollow recommendations from ABYC and ISO, andoffer protection against electrochemical corrosion andelectric shock.

The safety-related components are important for thefollowing reasons:

Isolation transformerRefer to Definitions page 69 for further information.

GFCIRefer to Definitions page 69 for further information.

Ground plateA common ground plate below the waterline must beconnected to the AC/DC electrical system in order toguarantee crew safety.

Shore powerWhen shore power (120/230 V) is connected, shorepower ground protection must not be connected to theengine or any other grounding point in the boat. Shorepower ground protection must always be connectedto the shore power connection box ground. Shorepower ground protection in the boat must be galvan-ically separated.

WARNING!Work on the low voltage circuits in the boats shouldbe done by a person with electrical training orknowledge. Installation or work on land currentequipment must only be done by a competentelectrician, in accordance with local regulations formains electricity.

Battery chargingBattery chargers directly connected to a shore con-nection must be of the type “Full Transformer” (gal-vanically separated windings) in order to reduce therisk for galvanic corrosion and stray current corrosion.

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Prevention of stray current duringinstallationCorrect installation reduces the risk of stray currentthroughout boat service life.

• All DC circuits must have an insulated groundreturn.

• All joints in the system such as connectors, connec-tor rails etc., must be installed such that they are notexposed to moisture or bilge water. The sameapplies to switches and fuse holders etc.

• Cables must be run as high as possible above bilgewater level. If a cable must be run such that it isexposed to water, it must be run in a watertightsheath, and the connectors must also be watertight.

• Cables that may be exposed to wear must be instal-led in self-draining conduits, sheaths, cable chan-nels or similar.

• For information regarding the installation of batteriesand main switches, refer to theInstallation page 197 and Alternator chapters.

• Engines and drivetrains may not be used as groundconnections for radio, navigation or other equipmentwhere separate ground cables are used.

• All separate ground cables (ground cables for radio,navigation equipment, echo sounders etc.) must beconnected to a common grounding point, e.g. acable that in normal circumstances does not func-tion as a ground return for the equipment.

• When shore power (120/230 V) is connected,ground protection must not be connected to theengine or any other grounding point in the boat. Theground protection must always be connected to theshore power connection box ground.

• Converters such as battery chargers connected toshore power, must have ground protection con-nected on the input side (120/230 V), but the nega-tive connection on the output side (12/24 V) mustnot be connected to ground protection without beinggalvanically separated.

WARNING!Work on the low voltage circuits in the boats should bedone by a person with electrical training or knowledge.Installation or work on land current equipment mustonly be done by a competent electrician, in accordancewith local regulations for mains electricity.

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Checking for leakage from theelectrical systemA simple way of testing the boat’s electrical integrity isto employ the following procedure:

First check that fuses and circuit breakers are fitted andintact, that the battery main switches are on, and thatall other switches and appliances are off. Theoretically,there should be no current flowing from the battery.Any flow will indicate a leak.

To check if any current is leaking1. Disconnect equipment that may consume currenteven when switched off (clock or radio).

2. Lift off the positive battery terminal connector.

3. Connect a 12 Volt, 3 W test lamp between the pos-itive terminal and the loosened connector. You canalso use a Voltmeter for this test.

If there is no leak, the lamp will fail to light. A faint glowindicates a small leak, and a bright light means that youhave a more serious leak.

To check how much current is flowing1. Use a multimeter, and set it to read “DC Amps”.

2. Connect the red test lead to the battery positive ter-minal, and the black lead to the loosened connector.The meter will now show how much current is leaking.If you do not get a reading, change to the ’’DC mAmps’’scale.

Double-check to see the resistance in the circuit1. Set the multimeter to Ohms.2. Connect the black test lead to the loosened negativeconnector, and the red test lead to the loosened posi-tive connector. You should now see a reading of theresistance of the circuit.

NOTICE! Certain equipment may also cause a currentdrain when shut off, such as a radio, clock or automaticbilge pump. This equipment must be disconnected.

The rough guide below indicates what thesereadings means in practical terms:

• 10.000 Ohm up to open circuit A next to perfect cir-cuit, no problems.

• 5.000 Ohm – There is a small leak.

P0008281

P0008282

P0004774

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76 47704151 06-2013 © AB VOLVO PENTA

• 1.000 Ohm – There is a leak that must be found andcorrected.

• 500 Ohms or less – A heavy leak. Disconnect thebattery terminals. Repair as soon as possible.

To find the leak.With the test lamp connected as step 1 above, loosenone fuse at a time and put it back again. When youremove a fuse and the test lamp goes out, then youhave found the circuit that is causing the problem.Trace the circuit until the fault is found, and repair it.

A B

P0004775

A Charging

B Oil pressure

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Checking electrochemicalcorrosion

Tools:88890074 Multimeter21504294 Reference electrode

Measuring galvanic current and straycurrent in water

Volvo Penta has developed a method for measuringgalvanic current and stray current in water using a ref-erence electrode.

21504294 Reference electrode (Ag/AgCl)(1) is con-nected to 88890074 Multimeter. The multimeter isused to measure the difference in potential.

NOTICE! If another multimeter is used, it must have anaccuracy of 1 mV.

Depending on the method used, the results provide anaverage voltage for the whole measured object, e.g. ashaft, or the voltage an individual component produ-ces.

Examples of such measuring points are rudders andwater inlets etc.

NOTICE! The reference electrode may be used inwater with varying salt levels, or in freshwater.

The process measures the difference in potentialbetween the measured object and the reference elec-trode. The reference electrode has a known constantelectrode potential. Thus the measured difference inpotential is always related to a special reference elec-trode and the same electrolyte, i.e. the same water andwater temperature. Water flow must always be thesame if the results from different measurements are tobe compared.

Measurement theoryThe protection anode works by emitting an electricalcurrent – protective current – in order to counteractcorrosion current. When the protective currentincreases and corrosion current is reduced, the poten-tial of the protected object is also reduced. When agiven potential is reached, the corrosion current dis-appears and the object has complete cathodic protec-tion.

Thus a given electrode potential for the metal servesas a guide to when cathodic protection is active andwhether it is sufficient. The reference electrode is able

21504294 Reference electrode

p0005125

88890074 Multimeter

1. Ideally, do not combine the blue 885156 calomel electrode withthe amber 21504294 Ag/AgCl electrode. In such cases the 40 mVmust be added to the measured value from the Ag/AgCl electrodewhen comparing with the calomel electrode.

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78 47704151 06-2013 © AB VOLVO PENTA

to measure whether the protective potential is providedfor.

Checking galvanic electricity, referenceelectrode, Volvo Penta IPSConnect 21504294 Reference electrode to88890074 Multimeter.

Connect the multimeter to a suitable screw in contactwith the drive unit. Set the multimeter for DC currentmeasurement.

Carefully remove the protective sleeve from the refer-ence electrode. The protective sleeve is filled with asaturated salt solution (NaCl). Clean the tip with aclean paper napkin or similar before replacing aftermeasuring.

Dip the electrode into the water about 30 cm (12") fromthe propeller and the propeller shaft. The result isan average value for the entire propeller shaft. Theresult should be between (minus) -900 mV and -1100mV.

To check individual components, the electrode mustbe pointed so that the tip is aimed at the object, about5 mm (0.2") from the surface where the component isinstalled. Here too the measured result must bebetween -900 and -1100 mV.

If the result is higher (e.g. a more positive result than-800) the proportion of “precious” metal in the stainlesssteel, bronze etc is too great for the zinc anode toovercome the corrosive current. The number of ano-des must therefore be increased.

The result may also depend on stray current causedby faulty or incorrectly connected positive (+) cables,or positive (+) cables exposed to bilge water.

Over protection is present if the multimeter shows avalue lower than -1100 mV. This may also be causedby stray current from separate ground cables from aVHF radio or other equipment fitted with an incorrectlyconnected ground cable.

The cause may also be that the anodes are emittingexcessive protection current, e.g. magnesium anodesin saltwater.

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InstallationInboard Applications

Engine Foundation

Selecting the engine mountingThere are two types of engine mounts: flexible usingflexible engine cushions and rigid installation. Rigidengine and reverse gear mounting is recommended forhigh gear ratios. Always carry out a propeller force cal-culation before choosing engine mounts. Gear ratiosof 3.5:1 and greater are to be considered high.

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80 47704151 06-2013 © AB VOLVO PENTA

Flexible mounting

Flexible engine mounting may be used in connectionwith low gear ratios. With higher gear ratios torsionalforces and propeller thrust are too great for suchengine cushions. It is strongly recommended that rigidmounting be used for gear ratios higher than 3.5:1.

A sufficiently rigid engine bed is a precondition forengine mounts to dampen vibration effectively. Thebed must also be parallel with the engine so that ten-sion is not built up in the engine mounting. Tensioncan increase vibration levels and also shorten enginecushion service life.

NOTICE! Engine cushion flexibility must never beused to compensate for divergences in the enginebed.

Flexible engine mounts provide good vibration damp-ing between the engine and the bed, thus also reduc-ing noise levels. Refer to the Flexible enginemounting page 93 section for flexible mount dimen-sions.

Drawings for the current program of pleasure boat andprofessional applications are available at:http://www.volvopenta.com

Installation, Inboard Applications

47704151 06-2013 © AB VOLVO PENTA 81

There are two types of engine cushions: those that areadjustable vertically, and fixed height cushions thatmust be shimmed to the correct height.

Engine cushions are gradually compressed onceinstalled, for which reason the engine must rest on theengine mounts for at least 12 hours before height isadjusted.

Always follow Volvo Penta recommendations whenselecting engine mountings. The wrong engine cush-ions may result in strong vibrations, which in turn cancause damage to engine components and also spoilcomfort.

NOTICE! If flexible engine mounts are used, all con-nections to the engine must also be flexible.

The propeller shaft must also have a flexibly mountedpacking box or a flexible shaft coupling.

Fuel, exhaust and coolant connections must also beflexible.

IV reverse gear

12

3

P0009101

All installations with propeller shafts inclined down-wards generate a lifting force that is transferred fromthe propeller to the shaft. When the engine is con-nected to an IV reverse gear, this force may be greaterthan the downward force exerted by engine andreverse gear weight.

This creates a lifting force at the reverse gear enginemounts. For this reason all engines with integral Vreverse gears must be fitted with aft mounts that aredesigned for this type of application.

IMPORTANT!Check that the engine cushions have the correct hard-ness for the application.

1 Vertical force

2 Propeller thrust

3 Horizontal force

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82 47704151 06-2013 © AB VOLVO PENTA

Rigid mounting

P0009102

1 Support bracket for forward power take-off

2 Steel frame bed (U beam or L beam, dimensions12‑-15 mm (0.47–0.6"))

3 Forward engine bracket (approx 250 mm (10")high)

4 Inspection covers

5 Steel shims (approx 10 mm (0.4") thick)

6 Aft engine bracket (approx 250 mm (10") high)

7 Adjuster bolts (4 pcs) for vertical engine position.To be removed after completed installation

8 Bolts for adjusting engine transverse position

P0009103

Application of pourable compound.

Rigid mounting is commonly used for commercialoperations and heavy hulls with high gear ratios(3.5:1). Vibrations from the drive assembly are notparticularly noticeable in a large hull.

It is extremely important that the engine bed is flatwhere the engine mounts rest, otherwise there is arisk that tension is built up in the engine mounts.

A suitable type of pourable compound (e.g. Chock-fast) should be used instead of shims, but only oncethe engine has the correct alignment. Read the prod-uct information.

A flexible shaft coupling may be used to absorbchanges to engine/propeller shaft alignment that mayoccur during hull deformation.

In rigid installations the engine mounts are bolted tothe engine bed together with 10 mm (0.4") thick shims.The shims must be machined to the correct dimensionin connection with the final alignment with the propel-ler shaft flange.

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Propeller Shaft Systems

Engine mounting and propeller shafts

NOTICE! A flexible shaft coupling may never be instal-led together with a flexible packing box without a sup-port bearing; it may cause vibration problems.

Stainless steel propeller shafts are available in differ-ent diameters. The choice of shaft dimensions must bebased on engine power, gear ratio and propeller shaftmaterial.

The following alternative installations and combina-tions are recommended:

1. Flexible engine mounts and flexible shaft seal

NOTICE! In this example, a flexible shaft coupling maynot be installed.

1 Flexible engine mounts

2 Rigid shaft coupling

3 Flexibly mounted shaft seal

4 Water-lubricated stern bearing

L: Maximum distance between support points; refer toPropeller Shaft Systems page 42 for calculation.

2. Flexible engine mounts and rigid shaft seal

1 Flexible engine mounts

2 Flexible shaft coupling

3 Rigid forward stern bearing and shaft seal

4 Water-lubricated stern bearing

L: Maximum distance between support points; refer toPropeller Shaft Systems page 42 for calculation.

B: Distance between reverse gear flange and supportpoint.Minimum recommended distance B is 6–10 x shaftdiameter.Max B is calculated in the same way as max L.

1 1 2 34

L

P0005896

LB

1 1 23 4

P0005898

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84 47704151 06-2013 © AB VOLVO PENTA

3. Rigid mounts and fixed shaft seal

1 Rigid engine mounts

2 Rigid shaft coupling (flexible coupling as an alter-native).

3 Rigid forward stern bearing and shaft seal

4 Water-lubricated stern bearing

L: Distance between support points; refer to PropellerShaft Systems page 42.

C: Distance, reverse gear flange – support point.Max C is calculated in the same way as max L.

Thrust bearingAll Volvo Penta original reverse gears are fitted withintegral thrust bearings to absorb propeller shaft thrust.No auxiliary thrust bearings need be installed in normalcircumstances. Additional thrust bearings in the pro-peller shaft systems are recommended in the case oficegoing vessels with large pulsating thrust forces. Insuch cases a flexible coupling must always be installedbetween the reverse gear and thrust bearing to elimi-nate thrust stress between the two thrust bearings.

If the free section of the propeller shaft is too long aseparate support bearing must be used. A supportbearing is not able to absorb thrust loads, but is ableto accept small axial movements.

Variable pitch propellerLow revolutions with large pitches create large torque.If flexible engine cushions are used in an installationwith an variable pitch propeller a calculation of theforces generated by the engine installation must bemade so that the correct engine mount hardness isselected.

LC

1 1 23 4

P0005899

P0009104

1 Flexible coupling

2 Thrust bearing

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47704151 06-2013 © AB VOLVO PENTA 85

Engine Foundation

Leveling the boatInstallation will be easier if the hull is leveled beforework is begun. Chock the boat so that the calculatedwaterlines, fore-and-aft and athwartships, are parallelwith the horizontal plane. A spirit level is very helpful.

When the bed is built up, check that the upper bedplane – the level plane – is correctly positioned andparallel in relation to the propeller shaft center line. Aguide sleeve with the same diameter as the propellershaft may be used in the stern tube to assist with align-ing the engine bed.

GeneralThe engine bed must be dimensioned such that it isrigid in all directions in order to distribute as much ofthe load to the hull as possible. The largest possibleengine bed and cross beam surface area must be fixedto the hull in order to provide the best noise and vibra-tion insulation.

Special engine bed requirements for rigidinstallationsIt is extremely important that engine beds for rigid-mounted engines maintain stable dimensions. Maxi-mum height deviation (movement) between enginemounting planes must be within 3 mm (0.12"). In otherwords it is important that the bed be sufficiently rigidtorsionally and longitudinally that flatness require-ments are not exceeded as a result of hull movementsin rough seas, or when the is boat launched or broughtashore.

DesignThe bed must be of a design that is capable, with suf-ficient margin, to absorb engine torque, propeller thrustand the dynamic forces that occur during movement inrough seas.

When the engine bed is designed it is important thatthere be sufficient space beneath the engine to allowfor movement of the engine and access to inspectioncovers (certain engine versions).

If possible, the engine bed must be designed so thatthe reverse gear and flexible coupling can be disman-tled and lifted out separately.

The engine bed may be built separately and fitted andfastened accurately to the hull later, or it may be builtdirectly into the hull.

Where possible, boat and engine drawings must beused to check the space around the engine, and theheight and position of the engine bed relative to thepropeller shaft. The height depends on whether flexibleengine mounting is to be used or whether the engineis to have rigid mounts; bed inclination must corre-spond to propeller shaft inclination. Volvo Penta rec-

WL

P0005915

P0005916

An example of a well-designed engine bed

p0005917

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86 47704151 06-2013 © AB VOLVO PENTA

ommends the use of a 10 mm (0.4") spacer to preventthe bed from becoming too high.

It is important that bilge water around the engine is ableto drain to the bilge pump location.

Fiber glass hullsFiber glass engine beds must be designed such thatthey are rigid vertically, longitudinally and transverselyin order to distribute loads as widely as possible.Engine beds are often built as box structures. As muchas possible of the engine bed, including cross beams,must be fixed to the hull to ensure the best possibleinsulation against noise and vibration.

The engine bed may be built separately and fitted andfastened accurately to the hull later, or it may be builtdirectly into the hull. It is important that bed contact withthe hull be over large arcs comprising several layers offiber glass.

Steel, aluminum or wooden hullsIn steel, aluminum or wooden boats, engine beds mustconstructed as welded steel structures. Sheet thick-ness must be sufficient to provide a stable structure.

In steel or aluminum boats, the engine bed plane mustbe welded to every frame rib along its entire length.

In wooden boats, the bed must be fastened to the ribswith nuts and bolts.

The bed must be as long as possible to distribute theload.

If the engine has an auxiliary power take-off at the frontthat requires extra support, the support must be builtinto the bed. There must be space in front of the powertake-off for it to be removed.

Remember to take into account brackets and fasten-ers, etc. for e.g. fuel and exhaust systems and auxiliaryequipment.

NOTICE! If the engine concerned is equipped withinspection covers it is highly recommended to installmounting brackets (A) of a height sufficient to ensureaccess (this is a classification requirement).

p0005918

P0009105

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47704151 06-2013 © AB VOLVO PENTA 87

Laying out the engine bed

Alternative 1The engine can be used as a jig to determine enginebed location.

Lay out the engine, propeller shaft and stern bearingin their places. The engine must be attached to thepropeller shaft. The engine must be aligned to the pro-peller shaft. The shaft may be installed temporarily andlocked in the correct position.

Alternative 2; parallel transmissionsAnother way to lay out the engine bed without a jig oruse of the actual engine is to run a line from the centerof the aft part (3) of the stern tube (2) to a fixed point(5) forward of the engine bed. Measurement (A) mustbe within 0–2 mm (0–0.08") at the rulers (1). See illus-tration.

Make sure the rulers are horizontal aft.

Alternative 3A bed plane jig may be made for series production orfrequent installation work.

When building the engine bed, check that the spacesfor the flywheel housing, oil sump bottom and sides,etc. have the recommended clearances (A) of at least20 mm (3/4").

AP0005920

A Fixed point. The stern tube is neither fixed, molded nor boltedfast.

2

34

5

A

A

1

P0011531

P0004618

A

A

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88 47704151 06-2013 © AB VOLVO PENTA

Fiber glass engine bedThe engine bed must be filled to reduce noise andvibrations. Make sure the filling material is not waterabsorbent. High density material is generally better atdampening noise.

Build up the engine bed with spacing material (A) sothat the undersides of the engine mounts/rubbermounts almost rest on the bed. For example, Divinycellfoam may be used as spacer material. Leave space forthe steel strip and fiber glass.

Build in drainage channels so that bilge water is ableto run to the bilge pump.

Galvanized strip or stainless, acid resistant steel (RSF)approx 10–12 mm (0.4–0.5") thick, at least 100 mm (4")wide and at least 300 mm (12") long must be built intothe engine bed.

Finish off the engine bed with filler material and coatthe bed with a sufficient number of fiber glass layers.

Seal the surface with gelcoat.

Drilling holes for engine mountingIt is a good idea to drill and tap the bolt holes at an earlyconstruction stage using jigs and accurate measure-ments. In series production and other frequent instal-lations, the use of more sophisticated methods may bepreferable.

NOTICE! If the engine and engine mount is used as adrill jig, the engine mount holes must be drilled in con-nection with engine installation in the boat.

Flexible mounting

Align the engine with the propeller shaft and mark outthe engine mount holes.

Drill and tap the holes in the engine bed steel strips.Recommended bolt size for Volvo Penta flexibleengine mounts is M16 (5/8").

P0007702

A. Spacing material, ideally high density material

B. Fiber glass, approx. 10-15 mm (0.4–0.6")

C. Galvanized strip or stainless, acid resistant steel, approx10–12 mm (0.4–0.5") thick

W. Width of strip or stainless, acid resistant steel: min 100 mm(3")

P0004619

P0009106

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47704151 06-2013 © AB VOLVO PENTA 89

Rigid mounting

NOTICE! Refer to the Rigid mounting chapter and theengine drawings concerned.

Fiber glass engine bedAlign the engine with the propeller shaft and mark outthe engine brackets. Preferably, use a drill bushing forcentering and pre-drilling.

Drill and tap the holes in the engine bed steel strips.

Steel engine bedCheck that the engine beds are parallel.

Fix the engine in the correct position. Align the enginewith the propeller shaft and mark out the engine brack-ets. Preferably, use a drill bushing for centering andpre-drilling.

Drill the holes in the engine bed.

P0009107

P0009108

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90 47704151 06-2013 © AB VOLVO PENTA

Engine InstallationPreparing the engine

P0010488

NOTICE! Before the engine is installed, the installa-tion of fuel, steering and electrical systems must beas complete as possible.

Fit auxiliary equipment and accessories such as theauxiliary alternator, hot water take-off, power take-off,etc. to the engine before it is installed.

NOTICE! All engines and reverse gears are suppliedby Volvo Penta without engine oil and coolant. Checkthat the bottom plugs are in position and that coolantand hot water drain cocks, etc. are closed.

Fill oil and coolant. Carry out a leakage check.

Installation, Inboard Applications

47704151 06-2013 © AB VOLVO PENTA 91

Flexible engine mountingInstall the engine mounts on the engine brackets.

Brush grease on the adjuster nut (1) and adjuster bolt(2).

Use grease, part # 1141644.

NOTICE! Do not weld close to or on the engine cush-ions – the heat will destroy the rubber.

Adjust the engine cushions to nominal height (A) with-out using tightening tools (see following pages).

Lift the engine into the boat and onto the bed. The liftingdevice will also be required when aligning the propellershaft later on.

2

1

P0010489

A

A

P0010490

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92 47704151 06-2013 © AB VOLVO PENTA

Rigid engine mountingLift the engine into the boat and onto the bed. The liftingdevice will also be required when aligning the propellershaft later on.

Install the vertical adjustment bolts (1) in the enginebrackets. Tighten the bolts until they are in contact withthe bed plane.

Install the lateral adjustment bolts (2).

Flexible engine mounting

Installing the engine on the engine bedusing type 1 mountsThe engine must rest on the engine mounts for at leasttwelve, but ideally more than 48, hours before align-ment is carried out.

Never use engine cushions other than those intendedfor each specific engine type.

This chapter describes the use of mounts that are lat-erally adjustable by means of a nut. In principal,mounts that are adjusted by means of shims follow thesame procedure, the difference being that shims adjustengine height.

Height adjustment is achieved with the aid of anadjuster nut (1).

NOTICE! Take care to ensure that mounts are notadjusted too high. Dimension (B) between the largewasher and the adjuster nut (1) may not exceed 20mm (0.8").

Lateral adjustment is carried out with the aid of the ovalslots in the engine cushion base plates. These can beturned forwards or backwards, whichever providesbest accessibility. The initial position is with enginecushions centered with the baseplate slot parallel fore-and-aft with the engine bed.

2

1

P0011940

A

B

1

V

P0010492

A = Nominal height117 ±8 mm (4.61 ±0.31")

V = Lateral adjustment ±8 mm (0.31")B = Height adjustment verification, 0-16 mm (0–0.62")

Installation, Inboard Applications

47704151 06-2013 © AB VOLVO PENTA 93

Check for any deviation from parallel with the enginebed.

Measure distances B1 and B2. The difference may notexceed 3 mm (0.12") at any engine mount.

NOTICE! Do not weld close to or on the engine cush-ions – the heat will destroy the rubber.

Engine mount differences may not exceed 1.5 mm(0.06") at C1 and C2. Angle displacement between theengine bed plane and the engine brackets is correctedby adjusting the bed plane below the engine cushionfoot.

Align the engine with the propeller shaft. Refer to theAlignment page 100 chapter.

NOTICE! Check that the rubber cushions are installedsuch that they are not subject to any preload or sideforces once the engine is installed and aligned with thepropeller shaft.

B1 B2

B1

B2

P0010493

C1 C2

C1

C2

P0010494

P0010495

Installation, Inboard Applications

94 47704151 06-2013 © AB VOLVO PENTA

Once the engine is installed, loads between enginemount pairs must be the same on both the port andstarboard sides.

Measure engine mount compression (B) on each side.The difference between port and starboard sides maynot exceed 2 mm (0.08").

The different dimensions between the forward and aftmounts depends on the different reverse gear andauxiliary engine equipment weights. It is important toavoid divergent compression diagonally across theengine.

Compare the forward and aft mounts as pairs. Adjustas necessary.

Tighten the top nut on each engine mount after pro-peller shaft alignment and checking engine bed paral-lelity and engine mount loading.

Tightening torque: 300 Nm (220 lbf.ft).

B

C1

B

P0010496

P0010497

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47704151 06-2013 © AB VOLVO PENTA 95

Installing the engine on the engine bedusing type 2 mountsCheck that the engine mounts are level before instal-ling according to the description in the appropriateinstallation manual. The engine must rest on theengine mounts for at least twelve hours before adjust-ments are made.

Use no other type of engine cushions than those devel-oped especially for the engine type to be installed.

Adjust the height using the adjuster nut (1).

NOTICE! The maximum height of 125 mm (4.9") maynot be exceeded

Lateral adjustment takes place with the aid of the ovalslots (H) in the engine cushion base plates. Begin byplacing the engine cushions in the center of the holewith the slots aligned fore-and-aft parallel with theengine bed.

Check for any divergence from engine bed parallelity.

Measure the distances B1 and B2 again. The differ-ence may not exceed 3 mm (0.12") at any mount.

NOTICE! Do not weld close to or on the engine cush-ions – the heat will destroy the rubber.

Also measure dimensions C1 and C2 at the enginecushion sides. The difference may not be greater than1.5 mm (0.06"). Angle displacement between theengine bed plane and the engine brackets is correctedby adjusting the bed planes below the engine cushionfeet.

A

V

V

H

1

P0010499

A = Nominal height (without spacer): 115 ±10 mm (4.5 ±0.4")

V = Lateral adjustment ±7 mm (0.28")

B1 B2

P0010500

C1 C2

P0010501

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96 47704151 06-2013 © AB VOLVO PENTA

NOTICE! Check that the rubber cushions are installedsuch that they are not subject to any preload or sideforces once the engine is installed and aligned with thepropeller shaft.

The two forward mounts must be loaded equally, asmust the two aft mounts.

Measure engine mount compression (B) on each side.The difference between port and starboard sides maynot exceed 1 mm (0.04").

Compare lateral alignment between the forward andaft engine mount pairs. Adjust as necessary.

NOTICE! In installations with 4 cushions around areverse gear it is important that there be the least pos-sible deviation between them in order for loads to bedistributed evenly.

Tighten the upper nut on each engine mount oncealignment is made in relation to the propeller shaft.Check that the engine beds are parallel; check enginemount loads.

Tightening torque: 300 Nm (220 lbf.ft)

P0010502

B

P0010503

300 Nm

P0010504

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47704151 06-2013 © AB VOLVO PENTA 97

Rigid engine mounting

P0009102

1 Support bracket for forward power take-off

2 Engine bed steel frame

3 Forward engine bracket

4 Inspection covers

5 Steel or cast iron shims

6 Aft engine bracket

7 Adjuster bolts (4 pcs) for vertical engine position.To be removed after completed installation

8 Bolts for adjusting engine transverse position

Carry out a rough engine alignment with the propellershaft using the adjuster bolts (8). Always try to achieveeven loading on the port and starboard side heightadjuster bolts (7).

Carry out final alignment; refer to theAlignment page 100chapter.

Check that there is no play between the beds and theengine brackets for later alignments.

Check that the engine is resting on all four (5) with theaid of a 0.10 mm (0.4") feeler gauge. Then check thatthe adjuster bolts and engine bed bolts are not underload before the engine bed bolts are tightened. (Theadjuster bolts may not be under load)

8

7

P0010510

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98 47704151 06-2013 © AB VOLVO PENTA

Fixing the positionsAfter a final check and any adjustment and alignmentthe engine and reverse gear must be fixed in their cor-rect positions with the aid of wedges or conical guides.Drill holes through diametrically opposed engine andreverse gear brackets and beds. A suitable size for theconical guides is 8-10 mm (0.31–0.39").

NOTICE! This is a general description. Refer to theengine installation drawings concerned for moredetailed information.

If wedges are used (recommended for commercialuse) they must be welded and protruding parts cutaway. Ideally, use double wedges installed as illus-trated to the left so that the mount does not end upskewed or in tension before welding.

After the boat has been put into operation, alignmentmust be checked at regular intervals to ensure that nochange has occurred in the shape of the hull.

Incorrect alignment between the engine and the pro-peller shaft may cause vibrations in the hull, damageto the reverse gear and rapid wear of propeller shaftthrust bearings, propeller shaft, bearing sleeve, etc.

P0010512

P0009103

Before tightening the bolts, use a feeler gauge to checkthat play is less than 0.10 mm (0.4") once the correctnumber of shims has been added or the pouring com-pound has hardened. Read the pouring compoundinstructions.

P0010511

Installation, Inboard Applications

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Bolt size, mm (in.) Nm (lbf.ft)12 (0.47") 80 (59 lbf.ft.)14 (0.55") 140 (103 lbf.ft.)16 (0.63") 230 (170 lbf.ft.)18 (0.71") 300 (221 lbf.ft.)20 (0.79") 440 (325 lbf.ft.)22 (0.87") 600 (443 lbf.ft.)24 (0.94") 750 (553 lbf.ft.)

AlignmentOnce the engine bed frame is in its final position, thepropeller shaft installed and other preparatory workcompleted, the engine and reverse gear may be instal-led.

Engines with close-coupled reverse gears are liftedinto position as single units.

Initial engine alignment may be carried out regardlessof whether the boat is ashore or afloat. However,before final alignment is begun the boat must be afloatfor a few days to subject the hull to loads so that itassumes its true shape.

Checking flangesThere are two alignment methods:

Method 1Check that the propeller shaft flanges are parallel asillustrated above. Move the flanges together so that theguides grip each other. Then, with the flanges pressedagainst each other, check that they are parallel andthat it is not possible to insert an 0.10 mm (0.004")feeler gauge at any point between the flanges. Thenrotate the flanges 90°, 180° and 270° and repeat at thenew positions.

NOTICE! Make sure that the flanges are pressedtogether throughout the checks.

If the engine is installed on flexible mountings, align-ment must be carried out with the same accuracy aswith fixed mountings.

IMPORTANT!The alignment must be checked again a few days afterlaunch when the boat is ready and rigged (sailboats).

P0010513

1

P0010514

Checking flange parallelity

1 Feeler gauge, thickness 0.1 mm (0.004")

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Method 2This method is more precise but requires sufficientspace to position and turn a dial indicator around thereverse gear flange.

The flanges are checked with the aid of a dial indicatoras illustrated above.

The propeller shaft must then be pushed aft about 10mm (0.4") while well supported so that it is thoroughlycentered. The shaft must also be fixed axially.

Turn the reverse gear flange and first measure theradial deviation as shown in figure A. Adjust thereverse gear position and measure the axial deviationas shown in figure B, with the rocker gauge against theflange contact surface. The largest permissible devia-tion in both cases is 0.1 mm (0.004").

Rotate the propeller shaft 180° and repeat the checks.

The support (4) must be fixed during rotation.

NOTICE! Ideally, grease the surface of the support toreduce friction on the propeller shaft during the check.

A B

1

2

3

4

P0010515

1 Reverse gear flange

2 Dial indicator with magnetic foot

3 Propeller shaft

4 Support, grease the surface when measuring)

A Checking radial deviation

B Checking axial deviation (rocker gauge)

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P0009081

1

1

27

3

6

5

1

4

P0010516

1 Engine flywheel cover

2 Flexible coupling hub

3 Dial indicator

4 Measurement of radial play (max 0.2 mm)

5 Measurement of axial play (max 0.2 mm)

6 Attachment of dial indicator foot

7 Flexible coupling

Remote reverse gear, alignmentDrill all bracket holes, fit shims or spacers and thenbolt the engine and reverse gear in position. Checkthat all vertical position adjuster bolts are unscrewedso that the brackets rest on shims or spacers. Thenremove the adjuster bolts.

Check the alignment again after the boat has beenlaunched and it has been in the water for a few days,laden with full tanks. Hulls are always flexible and donot have the same shape laid up ashore as they doafloat.

If adjustment is necessary later, place brass shimsbeneath the brackets.

NOTICE! We recommend that the distance betweenthe engine and the reverse gear allow the installationand removal of the coupling without moving theengine/reverse gear.

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Oil and Coolant Drain Systems

1

2

3

4

5

6 7P0011817

1 Waste oil and fluids

2 Pump

3 Valve block

4 Coolant connection

5 Engine oil drain connection

6 Reverse gear drain connection

7 Bilgewater suction pipe

GeneralEngine installations in vessels have a potentially neg-ative impact on the environment. Essential fluids areharmful and must be handled in a safe manner.

The illustration above shows how to handle fluidsthrough a central waste oil pump connected to impor-tant points in the engine compartment.

The system must be designed in accordance withlocal legislation and regulations.

Oil draining pump

In addition to fixed manual oil drain pumps on certainengines, electric oil drain pumps are also available asaccessories. The pump is installed in a suitable loca-tion using a bracket. The pump can be run in thedesired direction by switching the polarity of the cables.

All connections on engines and reverse gears musthave shut-off valves clearly marked with their open andclosed positions. This is in order to avoid accidentalemptying or filling.

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Belt Guards and Protections

Installation requirementsUnless the engine is protected by a cover or effectivelyenclosed, moving or hot engine parts must be ade-quately covered so that they do not cause personalinjury.

Volvo Penta belt guards for installation on engines areavailable as accessories. Guards may also be built intothe engine compartment by the boatbuilder.

Make sure the guards are carefully fastened at a suf-ficient distance from rotating parts.

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Exhaust System

General

Marine engine exhaust systems can be divided in twocategories:

• Wet exhaust systems

• Dry exhaust systems, insulated

Most vessels with inboard engines in the Volvo Pentapower range are equipped with wet exhaust systems.Water is led into the system to cool the exhaust gases,and the mixture passes out together with the exhaustgases.

A wet system has several advantages compared to adry system. The water lowers exhaust gas temperaturesignificantly once it has been led into the system, whichmeans that flexible rubber hoses can be used in thesystem. Flexible hoses are often easier to install thanpipes; hoses are not affected by corrosion or loads andthey take up movement from flexibly mounted engines.Wet exhaust systems need no insulation and radiateless heat.

It is important to design wet exhaust systems correctlyto make sure water cannot force its way into theengine.

IMPORTANT!The exhaust system must be designed and installed toallow the passage of exhaust gases without backpres-sure levels harmful to the engine, and without anyadjacent components being exposed to the risk ofoverheating. The requirement for silencing must alsobe met and the system must be arranged such thatexhaust gases do not enter the boat. All exhaust sys-tems must be installed in such a way that water cannotforce its way back into the engine when it is switchedoff.

NOTICE! Backpressure may not exceed the values inthe table in the Back Pressure page 127 section whenthe exhaust system is built and tested.

Dry exhaust systems for inboard diesels are usedchiefly on slower vessels in commercial traffic. Drysystems are necessary in cold climates with tempera-tures below 0 °C (32 °F). Dry systems generally requireless maintenance and have longer service lives. Sys-tem insulation is often required as temperatures canbe dangerously high and heat radiation in the enginecompartment affects the engine negatively.

Volvo Penta does not sell complete wet or dryexhaust systems, but does supply some key com-ponents.

Dry Exhaust Line

Wet Exhaust Line

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IMPORTANT!Vessel manufacturers must note that U.S. federal reg-ulations applicable to vessels require the installation ofa port in the exhaust system for connection to a meas-uring device for exhaust analysis. This applies toengines certified according to U.S. EPA 40 CFR part94 regulations.

In cases where Volvo Penta has not installed a sampleport, for example when an insufficient extent of theexhaust system is supplied to make such an installa-tion practical, the vessel manufacturer is responsiblefor ensuring that the required sample port is installed.Failure to comply with this requirement may be in vio-lation of federal law and the vessel manufacturer maythus be subject to penalties.

Vessel manufacturers must ensure that they carefullyfollow instructions concerning exhaust sample ports asrequired by federal regulations. Failure to do so is aviolation of the prohibited acts set forth in 40 CFR94.1103, potentially subjecting the vessel manufac-turer to federal penalties, and may make it unlawful tosell or put the vessel into service.

Upon request, Volvo Penta can provide instructionsregarding compliance with this requirement.

BackdraughtingAs long as we continue to use internal combustionengines as power sources we will be presented withthe problem of exhaust emissions. Even thoughexhaust emission levels have been minimized in mod-ern combustion engines, smoke and fumes are stillemitted when fuel is burned.

When we also have angular objects in motion otherproblems arise. One of them is a phenomenon called“backdraughting”.

On boats with broad, high transoms and high super-structures, backdraughting causes exhaust gases tobe drawn up to the aft deck, smutting up the helm sta-tion and other spaces and creating unpleasant condi-tions for those on board. The problem arises from recir-culating air. When the boat moves forward in an aftmoving airstream, a low pressure area is createdbehind the boat into which exhaust gasses are drawn.

It is of the utmost importance that the exhaust systemis designed and located correctly in order to avoid thisproblem.

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Wet Exhaust Line

GeneralThe term “wet exhaust system” means that coolingwater that has passed through the engine is fed intothe exhaust system to cool the gases and silenceengine noise.

Complete wet exhaust elbows are offered for mostVolvo Penta engines. In other cases, elbows can bespecially made.

A wet exhaust line is particularly suitable in combina-tion with a flexibly mounted engine since it can bemade largely of oil and heat-resistant rubber exhausthoses. It is thus the most comfortable exhaust systemregarding silencing.

Vessel and engine compartment design can vary fromgenerous spaces to extremely compact, tailored sys-tems.

Marine engine manufacturers do not usually supplycomplete wet exhaust systems. Instead it is equipmentmanufacturers, wharves, and boat builders, etc. thatdesign, select components and carry out trials todevelop finalized exhaust systems that fulfill allrequirements.

The recommendations in this section must be seen asan empirical framework; they apply to complete sys-tems with a maximum length of 10 meters and a max-imum of 4 x 90° bends.

All systems with silencers, especially Aqualift, contrib-ute to total system backpressure. Each silencer's con-tribution must be assessed and carefully calculated,and measurements must be taken during sea trials.

NOTICE! Federal regulations in the USA require thatvessels be fitted with an exhaust sampling port in theexhaust system. Refer to the Installation page 105chapter.

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Exhaust Line, DimensioningExhaust systems must be dimensioned to avoid harm-ful backpressure levels. This is especially important forturbocharged engines. Excess backpressure will leadto power loss and may cause malfunctions such asincreased smoke levels and shorter service life. Referto the graph in the Back Pressure page 127 sectionfor recommendations.

Exhaust elbow diameterThe table below specifies standard connection diam-eters for wet exhaust systems. Note that a completeexhaust system may require a larger diameter depend-ing on length, silencers and outlet configuration.

Engine Volvo Penta standardexhaust elbow diameter

D5D7D9/D11D13

68 mm (2.7")107 mm (4.2")150 mm (5.9")200 mm (7.9")

The silencer must be installed in a suitable place asclose to the engine as possible. The silencer mustalways be located lower than the exhaust elbow.

Exhaust elbow angle (α) in relation to the waterline;fig. A must be at least:D5D7D9/D11D13

15°10°Fixed exhaust elbow angle15°

The exhaust elbow angle is important for maintainingwater spray all around the outlet. This is to avoid over-heating of the top of the exhaust hose.

It is very important to install a flexible hose to theexhaust elbow; the hose must be flexible enough toallow engine movement without creating stress on theelbow or its connection.

The hose must be run with a continual drop and con-stant, uniform angle or radius toward the silencer alongits entire length; see figure A.

If the hose between the exhaust bend and the silenceris of such a length or run that it risks hanging, it mustbe supported (1); see figure A.

A

A

1

P0011486

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Inclination angle (β) figure B from exhaust elbowto silencer must be min:Longitudinal inclination 4° (as illustrated in figure B)

Longitudinal inclination,systems without silencers 10°Transverse inclination 10° (as illustrated in figure C)

Transverse inclination (β) figure C:The inclination must be minimum 10°.This presupposes that coolant can be collected in thesilencer inlet. See figure C, position (1).

Exhaust systems without silencers must have an aver-age inclination of 10°.

Inclination angle (γ) figure C, longitudinal exhaustline from silencer to exhaust outlet:The minimum permissible fore-and-aft inclination (γ)between the silencer and the exhaust outlet in the hullis 50-70 mm/m (0.60–0.84 in./ft.), 3°-4°. See figure C.

For sailboats, see figure D on the following page.

D5 water by-passA water by-pass hose (1) must always be installed onD5 engines to achieve permissible exhaust backpres-sure. The hose must be installed on the exhaust elbowand the water outlet through the hull.

NOTICE! D5 and D7 engines are sensitive to exhaustsystem backpressure.

B

β

P0005983

C

βγ

P0011487

1

1

P0011488

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Main system for sailboats

Min 350 mm(13.8”)

C Min

D Min

WL

1

D

P0011489

Outline system diagram, figure DThe last part of the exhaust line must be run in a bend(gooseneck) to prevent water entering from the stern.The bend must be at least 350 mm (13.8") above thewaterline when the boat is loaded.

Use stainless steel hose clamps. If the hose passesthrough a bulkhead or similar it must be protectedagainst chafing.

Anti-siphon valve (1)Dimensions C min and D min:Exhaust elbow height above the waterline (WL) (Cmin.) must be at least 200 mm (7.9"); see figure D. Ifheight is less an anti-siphon valve is required in thecooling system to avoid siphon action that may resultin water entry through the exhaust system.

The anti-siphon valve must be located at least 500 mm(19.7") above the waterline (D min).

A suitable location for the valve is as close to boat cen-terline as possible.

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SilencerThere are different types of silencer depending on theinstallation. Two very common types are:

• Aqualift silencers

• Straight silencers

Aqualift silencers, outline diagrams ofdifferent types

1

1

2

2

P0011491

Single chamber

Twin chamber

1 Inlet

2 Alternative inlet

NOTICE! Check that the silencer has room for the vol-ume of water that drains to it without there being a riskof water forcing its way up to the engine exhaust outlet(with a generous margin for a fully laden boat).

Exhaust systems with Aqualift silencers,wet exhaust systems in motorboatsThe illustration shows an example of an engine with anAqualift silencer system. The silencer must have suf-ficient capacity to handle engine power and it must fitin the space available. Exhaust hose inner diameters(ØA and ØB) must be selected to handle engine powerand provide low exhaust system backpressure.

Refer to the table in this chapter when dimensioninghoses forward and aft of the silencer.

The distance between the bottom of the silencer outletand the waterline (WL) must be at least 350 mm(13.8"). See illustration to left.

A

B

C

D

A

B

WL350 mm(13.8”)

P0011492

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Straight silencers

P0011493

Round silencer P0011494

Oval silencer

Exhaust system with straight silencer, wetexhaust lineA straight silencer is most suitable when the exhaustoutlet is located so high in relation to the waterline (WL)that an acceptable down angle cannot be achieved. Itis important that the system drains when the engine isswitched off.

Refer to the table on the following page for recom-mended hose diameters (internal diameters) ØA andØB.

NOTICE! A system with straight silencers is not rec-ommended when the exhaust elbow – waterline height(C min) is less than 350 mm (13.8").

Recommended hose diametersExhaust elbow – silencer (ØA) and silencer – outlet (ØB), Aqualift and straight systems

Engine Exhaust hose internal diameter (ØA) Exhaust hose internal diameter (ØB)D5 4"/102 mm 5"/127 mmD7 5"/127 mm 6"/152 mmD9/D11 6"/150 mm 8"/200 mmD13 8"/200 mm 8"/200 mm

NOTICE! Rule of thumb: multiply ØA x 1.4 in order toestimate ØB. Round off to the nearest standard hosediameter.

Wet exhaust elbow, D9/D11 enginesThe exhaust elbow angle is fixed. It is possible to makesmall adjustments to the exhaust outlet position byrotating the fixed elbow.

NOTICE! It is extremely important that the exhaustoutlet not point upwards, otherwise there is a great riskof water flowing back into the exhaust elbow andreaching the turbocharger.

P0011495

C min

WL A

B

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Exhaust Riser

A

P0011496

P0011498

B

WL

1

3

Figures A and C show a Volvo Penta multi-purposeriser fitted to a D12 engine. This type of riser can beused on the port or starboard engine in a twin engineinstallation. The riser is rotatable in the vertical andhorizontal planes to suit all installation requirements.

A riser is also available for D9/D11 engines. It is of drytype shown in figure C (1) together with the wetexhaust elbow (2).

Figure D shows a riser installed on a D13 engine.Minimum riser angle at the exhaust elbow in relationto the waterline is 15°.

NOTICE! The dry part of the riser – see figures B, Cand D (1) – must be insulated with the proper heatinsulating material; refer to figure B (3).

Minimum exhaust elbow angle (α) in relation to thewaterline depends on engine type. Refer to the figureand table in the Wet Exhaust Line page 107 chapter.

P0011497

12

C

P0011500

Min 151

D

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Exhaust Outlet

Hull fittingsHull fittings must be located in a suitable place abovethe waterline of a laden boat. If hull fittings end upbelow the waterline, a shut-off valve must be installedat the outlet, or a pipe connected to it. This must extendat least 350 mm (13.8") above the waterline of a ladenboat.

A bypass hole must be drilled in the hull fitting in alocation with an adequate margin above the water line.The hole must be 5–7 mm (0.2–0.3") in diameter. Intwin installations the hole is drilled on the inside of theexhaust boots (holes facing each other) with an ade-quate margin above the water line on a fully laden boat.

Suggestion for the installation of exhaustboots

1

P0011502

1 Example of where a bypass hole may be drilled.

25-3

0 m

m

0-5

mm

P0015666

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This type of outlet is a standard component and mustnot be placed on flat transoms. Refer to the Back-draughting section in the Installation page 105 chapter.

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Exhaust outlet through the hull bottom –outline designOutline diagram, exhaust outlet through hullbottomIn certain installations, an exhaust outlet through thehull bottom is preferable.

In such installations a substantial pipe (metal, plasticor similar) runs from the hull up to a level above thestatic waterline to avoid the necessity of a shut-offvalve.

Angle the pipe backwards somewhat and fit the outletthrough the bottom of the hull such that water does notpass up into the pipe when the boat is towed or is onlydriven on one engine.

Locate the outlet in the bottom such that exhaust gasesdo not create negative turbulence in the water flow tothe propeller or trim tab, not even during turns, as thiswill impair boat performance. The shape of the outletmay not create a pressure drop at full speed as this willcause turbocharger failure.

A mixer outlet must be run from a point in the exhaustpipe, ideally above the waterline, and installed at apoint in the hull above the waterline. The mixer outletis installed to avoid high back pressure when theengine is started. A silencer can be fitted to the pipe tothe mixer outlet as necessary (4).

A riser is often necessary to achieve the correct dis-tance (350 mm = 13.8") to the waterline; refer to theExhaust Riser page 113 section.

1 Exhaust hose

2 Exhaust pipe (substantial pipe)

3 Exhaust outlet

4 Shunt outlet

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Air turbulence behind the boat – exhaustbootOutline diagram showing system with exhaustbootWhen the boat moves forward an aft moving airstreamand a low pressure area is created behind the boat.The low pressure area is especially strong on boatswith abrupt, high transoms and high superstructuresand causes exhaust gases to be drawn in.

In order to minimize this problem, the flow of water aftof the propeller may be used to release exhaust gasesfurther away from the transom. Ideally, exhaust bootoutlets must be placed in line with the propeller shaftconcerned immediately behind the propeller and rud-der. In this way exhaust gases are introduced into theflow of water behind the propeller. Refer to Back-draughting section in the Installation page 105 chapter.

The system can be designed to meet individual boat-builder requirements.

Volvo Penta has considerable experience in the appli-cation of specially built exhaust boots and is able tosupply outline solutions of hydromechanically devel-oped exhaust boots for local manufacture at differentlocations.

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Dry Exhaust Line

IntroductionThe exhaust system may be outlined as early as theinstallation planning stage. The main objectives are to:

• ensure that backpressure throughout the system isbelow the max limit specified by the engine manu-facturer.

• reduce strain on the manifold and turbocharger bysupporting the system.

• permit thermal expansion and contraction.

• provide flexibility if the engine is installed on flexiblemounts.

• reduce exhaust noise.

The illustration to the left shows an example of how adry exhaust line may be designed and installed. Ide-ally, the line must be made of acid-proof stainless steel,but satisfactory service life may also be achieved usingpiping of other types of stainless steel. Copper pipingmay not be used for diesel engines. Because of thehigh temperatures – 400-500 °C (752–932 °F) – thatoccur in dry exhaust systems, exhaust pipes must beinsulated to prevent the risks of fire and personal injury.

The system must also be equipped with a flexible com-pensator (1) to absorb heat expansion and enginevibrations. The flexible compensator is fitted close tothe engine exhaust pipe flange as straight and free ofload as possible.

The exhaust line must be insulated throughout. Notethat compensator movement may not be obstructed.After the compensator the exhaust system, includingthe silencer (4) must be suspended by flexible brackets(2, 3) so that movement due to heat expansion is nothindered.

The exhaust outlet must be located in a suitable posi-tion, with a good margin to the waterline when the boatis laden; additionally, the outlet must be insulatedagainst the hull to prevent heat damage.

A device for draining condensation water must beinstalled at the lowest point in the line as close to theengine as possible.

When dimensioning the exhaust system, note thatbackpressure may not exceed the values in the tablein the Backpressure chapter.

NOTICE! Federal regulations in the USA require thatvessels be fitted with an exhaust sampling port in theexhaust system. Refer to the General section in theInstallation page 105 chapter.

1 Flexible compensator

2 Flexible bracket

3 Flexible brackets

4 Silencer

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Condensation Water CollectorExhaust gases from internal combustion enginesalways contain water vapor. This water vapor maycondense into water and in the worst cases run into theengine when it is switched off.

Rainwater or condensate that gets into the engine cancause great damage. Long exhaust systems musttherefore be equipped with water drainage located asclose to the engine as possible.

A condensate collector (2 and 3) must always be instal-led where the exhaust line is inclined downwardstowards the engine. It must be located at the lowestpoint in the completed system.

The condensate collector must be equipped with avalve or drain plug at the bottom.

p0011503

1

2

1 Exhaust elbow

2 Condensate collector for D5/D7/D9 engines.

P00115043

Example: Installation of a condensate collector (3) on a D16 engine.

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Insulated Exhaust SystemsBecause of the high temperatures that occur in dryexhaust pipes – 400–500 °C = 752–932 °F – it is some-times necessary to insulate them. In this way the tem-perature in the engine compartment can be kept lowand injuries avoided. The insulation also contributestoward keeping noise levels low.

Insulation of long exhaust systems affects exhaustbackpressure and exhaust pipe diameter must there-fore be increased.

Exhaust Outlet PositionThe exhaust pipe outlet must be designed such thatrainwater cannot get into the exhaust system. Install abend, cover or self-closing cap at the end. The exhaustoutlet must be located such that there is no possibilityof hot gases getting into any air inlet to the cabin.

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Flexible Exhaust CompensatorExhaust pipes are usually isolated from engine move-ments via a flexible compensator.

The compensator must be fitted to the exhaust elbow.In special cases the compensator may be installed atmax 1 m (3.3 ft.) from the engine exhaust outlet.One or more compensators are recommended for longpipe runs, depending on the design and length of thepipe.

IMPORTANT!The compensator must be installed in an unstressedstate with the flanges parallel.

Flexible exhaust compensators have threefunctions:

• Isolating vibrations and exhaust pipe weight fromthe engine.

• Compensating exhaust pipe thermal expansion.

• Compensating sideways motion when the enginestarts or stops when the engine is on flexiblemounts.

The flexible pipe is able to take up large axial move-ments, small radial movements but no twisting move-ments.

It may not be bent. The flexible compensator may befitted in different positions, but should ideally be instal-led vertically.

Exhaust line attachments must be designed to preventradial movements generated by pressure pulses in theline from being transferred to the compensator.

Thermal expansion in the exhaust piping must be plan-ned to avoid excessive loads on supports and attach-ment fittings. For every temperature increase of 100 °C(212 °F) one meter of steel pipe will expand around 1.2mm (0.047"). It is therefore important to locate theholders such that the pipe is able to expand away fromthe engine to avoid straining and twisting connectedequipment. Furthermore, equipment must be remova-ble without the need for additional support.

Long pipes are divided into sections using expansionjoints. Each section is fixed at one end and is able toexpand at the other.

P0011505P001150

Max1 m(3.3 ft)

The arrows show the direction of expansion.

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Measurements in mm (in)

Pos. in fig Description Compensator type3" (straight) 3" (curved) 4" (straight) 4" (curved) 7"

A Hose length 105 (4.1) 105 (4.1) 135 (5.3) 135 (5.3) 250 (9.8)B Total nominal length 192 (7.6) 200 (7.9) 240 (9.4) 250 (9.8) 280 (11.0)C Bend diameter 110 (4.3) 110 (4.3) 160 (6.3) 160 (6.3) 261 (10.3)D Outer dia., flange 138 (5.4) 138 (5.4) 196 (7.7) 196 (7.7) 305 (12.0)- Number of holes in flange 4 4 8 8 8E Dia., holes in flange 14 (0.55) 14 (0.55) 14 (0.55) 14 (0.55) 18 (0.71)F Flange thickness 15 (0.59) 15 (0.59) 15 (0.59) 15 (0.59) 14 (0.59)G Internal diameter 68 (2.7) 68 (2.7) 107 (4.2) 107 (4.2) 195 (7.7)H Length exhaust elbow–

compensator elbow- 118 (4.6) - 160 (6.3) -

Compensator 3" (D5, curved)

P0011866

CD

F

E

GH

A B

Compensator 4" (D7, curved)

P0011868

CD

F

E

GH

A B

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Compensator 3" (D5, straight)B

CD

G

EF

A

p0011867

Compensator 4" (D7, straight)B

CD

G

E

F

A

p0012231

Compensator 7" (D9/D11/D13/D16)

P0011508

AB

CG

DF

E

Installation data

Compensator type Total nominal length Flexibility in mm (in)B Radial Axial

3" (straight) 192 (7.6) missing missing3" (curved) 200 (7.9) missing missing4" (straight) 240 (9.4) missing missing4" (curved) 250 (9.8) missing missing7" 280 mm (11.0") ±15 (±0.60) +24 (0.94)

SilencerGenerally speaking there are two types of silencer:absorbing and reactive.

Absorbing silencers

These silencers work according to the principal ofabsorbing sound with the aid of an absorbent lininginside the silencer. They usually provide silencing overa broad frequency range.

Absorbing silencers are generally of straight-throughdesign and only offer a marginally higher backpressurethan a straight pipe of the same length.

13

4

5 2

66

P0011509

2

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Expansion silencers (reactive)

These silencers work according to the principal ofreflecting sound and thereby retaining it inside thesilencer. The silencer has internal baffle plates thatdivide it up into sections that can be adjusted individ-ually to a given frequency. A reactive silencer createsa relatively high backpressure owing to the serpentineroute of the gas flow, i.e. past the baffles that redirectthe flow.

Volvo Penta HD silencers combine reactive andabsorbing silencing.

Exhaust line

1 Compensator

2 Insulation

3 Fiber glass on outside of insulation

4 Three-point attachment fitting

5 Silencer

6 Flexible attachment fitting

P0011510

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124 47704151 06-2013 © AB VOLVO PENTA

Calculation of Back Pressure

Calculating exhaust pipe backpressureDetermine flow resistance in a straight exhaustpipe by using the exhaust flow value to calculatethe backpressure in a given silencer (HD).

The following formula is recommended:

L x Q2 1P = 6.32 –––––– x ––––––– D5 (T + 273)

P = backpressure through exhaust pipe in PaL = total equivalent length for a straight pipe inmetersQ= exhaust flow (m3/s)D= pipe diameter in metersT = exhaust temperature °C

NOTICE! Where there are bends in an exhaustsystem, the pressure loss is expressed as theequivalent length of straight pipe.

Refer to the table below for the equivalent straightlength:

Example:EnginePowerSilencer

D12MH294 kW / 1800 rpm7" HD

Calculating pressure loss through the silencer Q (m3/min)Flow speed (m/s) = ––––––––––––– Pipe surface (m2) x 60

2952 m3/hQ = 2952 m3/h = ––––––––– = 0.82 m3/s 3600 s

- this value was extracted from Technical data in theSales guide, marine diesel engines, propulsion.

π x D2

Pipe surface = ––––– (m2) 4

D = 7" = 175 mm = 0.175 m

Pipe surface will be A = 0.0240 m2 (0.258 ft.2)Flow speed ≈ 34,1 m/s (111.9 ft./s)

The resistance in mm water column can be found in the“Velocity/Resistance graph...” on the previous page.The resistance is approx 99 mm (3.9") water column.

The pressure loss is calculated according to the followingformula:

Pressure loss (mm water column) =

Resistance from graph (mm water column) + 673––––––––––––––––––––––––––––––––––– (T °C + 273)

T = Exhaust gas temperature (refer to Technical data inthe Sales guide, marine diesel engines, propulsion)T = 485 °C (905 °F)

The pressure loss will be:

P = 118 mm (4.6") water column = 1.157 kPa (0.168 psi)

The pressure loss through the silencer is 1.873 kPa(0.272 psi).

NOTICE! Check that the total backpressure (silencerbackpressure and pipe backpressures) are within the lim-its in the Back Pressure page 127 section.

Pipe diameter(inches)

Bend 45°(m/bend)

Bend 90°(m/bend)

3.54567

0.570.650.810.981.22

1.331.521.902.282.70

The total exhaust system backpressure isobtained by adding the pressure losses throughthe silencer to the losses through the pipes. Thisfigure may not exceed the figure specified in theSales guide, marine diesel engines, propul-sion for the engine and category concerned.

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Exhaust ElbowRefer to the Sales guide, marine diesel engines,propulsion for exhaust elbow dimensions.

Multiple Exhaust OutletsIf more than one engine is installed the engine exhaustgasses may not be led through the same exhaust duct.

The reason for this is that if one engine is at rest whilethe other is running, exhaust gases, condensate andsoot will be forced into the resting engine's exhaustsystem and on into the cylinders, which may causecorrosion.

If a good quality butterfly valve is installed in eachexhaust system close to the duct, shared exhaust sys-tems may sometimes be approved.

Use the following formula for calculating the total diam-eter of the shared exhaust pipe:

Dtotal = D x K

where:D is exhaust pipe diameter for one engineK is a factor

Number of engines Factor K2 1.323 1.554 1.745 1.906 2.05

Factor K = 5√ (number of engines)2

Standard System Size

P0011514

D13/D16

P0011515

Engine Dry exhaust lineD5 3"/68 mmD7 4"/107 mmD9/D11/D13/D16 7"/175 mm

P0011513

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126 47704151 06-2013 © AB VOLVO PENTA

Back PressureThe exhaust system will give a certain resistance toexhaust gas flow. This resistance, or backpressure,must be kept within given limits. Excessive backpres-sure may cause damage and lead to:

• Loss of power

• Poor fuel economy

• High exhaust temperature

Such conditions will cause overheating and excessiveengine smoke, and will reduce valve and turbochargerservice life.

Max permissible backpressure in exhaust pipe at rated rpm, kPa*(kPa) 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 25D5 X X X XD7 X X X X

D9/D11 — X XD13 — X XD16 — X X

* 1 kPa = 100 mm water column

No performance losses.(In relation to technical data. Maximum permissible backpressure for emission-certifiedengines).

— Small performance losses.(Non-approved backpressure for emission-certified engines).

X Not permitted.

Measuring Exhaust Back PressureBack pressure must always be checked after theexhaust line has been installed. This is easily done withthe aid of a transparent plastic hose connected to ameasuring point (refer to Installation Tools and Docu-mentation page 10) temporarily installed in the exhaustsystem.The back pressure can also be checked with the aid ofa suitable pressure gauge.

When the test is done, the engine must be run underfull load long enough to provide a stable value.

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47704151 06-2013 © AB VOLVO PENTA 127

Measuring procedure

Wet exhaust systems

• Remove the exhaust pipe from the turbochargerexhaust outlet. Clean the contact surface.

• Install the measuring point (1) on the turbochargerhousing flange (only if a measuring point is neces-sary).

• Install the elbow (2) on the measuring point flangeor nipple. Use hose clamps or bolts depending onthe engine and exhaust system types.

• Connect a transparent plastic tube (3) to the meas-uring point flange or nipple as illustrated.Alternatively, connect a pressure gauge (4) cali-brated to 24 kPa (3.5 psi, 2440 mm water column)using a pressure hose and suitable nipple (as nec-essary) to the measuring point flange or nipple.The difference between the water pillars (A) showsthe exhaust system back pressure in mm water pil-lar.

• Run the engine at full load and max rpm for severalminutes and check that the back pressure is nothigher than the permissible value.

Refer to the table Max permissible back pressure atspecific rpm, kPa in the Back Pressure page 127 sec-tion for maximum permissible exhaust system backpressures.

D9 – Wet exhaust system (figure with riser)

A

4

3

2

1

P0011519

1 Hose connection nipple

2 Exhaust elbow

3 Transparent plastic hose, partly water filled

4 Pressure gauge. Alternative to plastic hose

A Exhaust system back pressure in mm water column

D13 – Wet exhaust system

A

21

3

4

P0011522

1 Hose connection nipple

2 Exhaust elbow

3 Transparent plastic hose, partly water filled

4 Pressure gauge. Alternative to plastic hose

A Exhaust system back pressure in mm water column

D5/D7 – Wet exhaust line

A

4

32

1

P0011520

1 Adapter with connection point

2 Exhaust elbow

3 Transparent plastic hose, partly water filled

4 Pressure gauge. Alternative to plastic hose

A Exhaust system back pressure in mm water column

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128 47704151 06-2013 © AB VOLVO PENTA

Dry exhaust system

1 Connect a pressure gauge calibrated to 24 kPa (3.5psi, 2440 mm water column) using a pressure hoseand a suitable nipple to the exhaust elbow.Alternatively, connect a transparent plastic hose tothe exhaust elbow using a suitable nipple.

2 Run the engine at full load and max rpm for severalminutes and check that the back pressure is nothigher than the permissible value.Refer to the table Max permissible back pressureat specific rpm, kPa in the Back Pressure page 127section for maximum permissible exhaust systemback pressures.

D9/D11 – Dry exhaust line

1

2

P0011527

1 Exhaust elbow

2 Nipple for connecting a pressure gauge or hose.Transparent plastic hose partially filled with water (refer tothe previous page pos. 3). Exhaust system back pressure inmm water column (A). Refer to illustrations for wet exhaustsystems.

D13/D16 – Dry exhaust systems

P0011528

1

2

1 Exhaust elbow

2 Nipple for connecting a pressure gauge or hose.Transparent plastic hose partially filled with water (refer tothe previous page pos. 3). Exhaust system back pressure inmm water column (A). Refer to illustrations for wet exhaustsystems.

P0011526

12

2mm(0.08”)

1 Hose connection nipple for pressure gauge 1/8" NPTF.

2 Pressure gauge

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Measuring Exhaust TemperatureDry and wet exhaust systemsExhaust temperature checks are sometimes neces-sary to ensure the thermal conditions of the installationand in some cases the engine. It is important that themeasurements are accurate. One important factorwhen taking these measurements is correct probeposition in the gas flow. See illustration.

Accurate measurements (± 2%), allow comparisons tobe made with technical data for verification, providedthat compensation is made for atmospheric conditions.Exhaust analysis gauges are usually less accurate.

A Dry exhaust system

B Wet exhaust systems

NOTICE! If the above method of measuring exhausttemperature is not suitable for the engine concerned,use one of the nipples in the dry exhaust elbow down-stream of the turbocharger. Refer to the previous page:Dry exhaust system.There is a PT-100 sensor fitted as standard in the D13exhaust pipe. This sensor may be used to measureexhaust temperature.

0.7 D1

P0011529

A

B

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Crankcase VentilationGeneral descriptionConnect the crankcase ventilation pipe to the engineconnection point; refer to the installation drawing forthe engine concerned.

NOTICE! Some engines have closed crankcase ven-tilation as standard, others as an accessory.

The pipe must always slope upwards at least 5°. Pipediameter ØB after the drainage tank (1) must alwaysbe at least 50 mm (2"). It must also have a diameter50% greater than the flexible hose (4) diameter ØA upto a length of 10 m (32.8 ft.).If the pipe exceeds 10 m (32.8 ft.), the diameterØBafter 10 m (32.8 ft.) must be at least 100% greaterthan ØA.

WARNING!Crankcase ventilation piping shall not be connected toany other piping system.If connected to the exhaust system there will be a greatrisk of explosion.There should always be one ventilation system foreach engine.

NOTICE! The ventilation pipe should always be insu-lated for operations in cold (arctic) temperature condi-tions where there is a risk of condensation freezing.

NOTICE! Crankcase ventilation varies somewhat withengine size, but is around 35 l/min (1.24 ft3/min) percylinder at 100% load. This will increase with operatinghours owing to piston ring wear.

If the piping is not sufficiently large exhaust gases willbuild up pressure in the engine. This excess pressurewill increase stress and wear on the crankshaft, sealsand engine gaskets. The engine may also begin to leakoil.

Engine and crankcase ventilation system conditioncan be checked by measuring crankcase pressure. Agood method is to measure the pressure during seatrials when the engine is new and broken in to establisha reference value for future checks. Refer to Technicaldata in the Sales guide, marine diesel engines, pro-pulsion for maximum permissible crankcase pres-sure. If information is lacking, use a general referencevalue of max 0.1 kPa (10 mm (3.8") water column).

1 74

2

3

6

5

100mm(3.9”) 5 - 10mm

(0.2 - 0.4”) Min. 5

A

B

17

4

23

P0011532

1 Drainage tank

2 Drain valve, normally closed

3 Drainage pipe

4 Flexible hose

5 Spark arrestor

6 Exhaust gas trap

7 Connection for measuring crankcase pressure

NOTICE!If a drainage pipe is used the valve (3) may remain open.

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WARNING!Only start the engine in a well-ventilated area. If oper-ating the engine in a closed area ensure that there isexhaust ventilation leading out of the work area toremove exhaust gases and crankcase ventilationemissions.

IMPORTANT!If the crankcase ventilation gases are led into theengine compartment they will first block the air filter.Damage to the turbocharger and the engine will follow.

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Cooling SystemGeneral

P0010789

The cooling system installer is responsible for ensur-ing the cooling system functions in accordance withthese installation instructions.

The cooling system must be dimensioned generouslyenough to guarantee that cooling performance is notaffected by fouling and repainting even after a longperiod of operations.

Use genuine Volvo Penta accessories and spareparts whenever necessary. Make sure that parts notsupplied by Volvo Penta do not reduce or impedepressures and flows in the engine. Lines that haveinsufficient diameters, unsuitable runs, incorrect con-nections, etc. will cause a reduction in flow and leadto abnormal engine temperatures.

Pipe and hose diameters specified in the installationinstructions must be regarded as recommendations.The only way to determine if the installation is correctis by checking pressures, temperatures and flow withthe engine running. Contact Volvo Penta in the caseof doubt.

In order to reduce corrosion to a minimum the correctcombinations of materials must be used in pipes andvalves, etc. and a correctly dimensioned, pressurizedexpansion tank.

Electrolytic corrosion may occur when two differentmaterial surfaces in close proximity to one anotherbecome connected by water or moisture.

When the engine is connected to an external coolingsystem such as a central cooling system, keel coolingor a heat exchanger, coolant pH value is extremelyimportant for the protection of the cooling system'sdifferent materials.

Always use Volvo Penta coolant mixed with anti-freeze or corrosion protection. Coolant choice affectsengine cooling performance.

NOTICE! Refer to the Coolant, Mixing page 140 sec-tion for more information about the cooling system.

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Raw Water SystemClosed cooling systems with fresh water circulatingthrough engine cooling ducts and heat exchanger(s)are standard on Volvo Penta diesel engines. Enginecoolant is cooled by seawater in the heat exchangers.

Seawater circuitThe seawater is circulated through the system by arubber impeller in the seawater pump.

Seawater intake, seawater inlet valve,filter and seawater circuitThe seawater intake must be located such that theseawater line to the pump is as short as possible. Fur-thermore, the intake must be located so that air is notdrawn into the system at boat planing threshold whenrolling in heavy seas.

NOTICE! The maximum permitted pump suctionheight is 2 m (6.6") for D5/D7 engines and 3 m (9.8 ft.)for all other engines. If this height is exceeded a boos-ter pump is necessary.

The seawater intake, valve and bottom strainer musthave sufficiently large flow cross sections. An oblongwater intake is recommended on planing craft.

The intake may be designed as illustrated to avoid iceblockages.

The seawater inlet valve must be easily accessible,and in certain cases it is a requirement that it can beclosed from outside the engine compartment.

In highly contaminated water and coastal areas wherelarge quantities of sand and silt are present in thewater, these substances are drawn into the seawaterpump and reduce the life of the pump and the impeller.Fouling and clogging of the seawater system lead toreduced cooling performance and thus damage to theengine. A seawater filter extends pump life andreduces fouling in the heat exchanger, oil cooler andaftercooler.

P0010790

P0010791

1 2

1 Seawater intake valve.

2 Valve for hot water flushing.

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134 47704151 06-2013 © AB VOLVO PENTA

Seawater inlet cross section

The seawater filter illustrated is located such that it iseasily accessible for servicing, and far enough abovethe waterline to ensure that water cannot flow in, evenif the seawater intake valve is open.

Refer to the Sales guide, marine diesel engines,propulsion for information regarding required seawa-ter flow for the engine type concerned.

Any bends in the suction line must have large radii andthe line must be correctly dimensioned to avoid unnec-essary flow restrictions. Recommended suction linematerials are rubber hoses, copper pipes or acid-resistant stainless steel pipes.

Connections above the waterline must be made withhigh-quality rubber hose with several layers of materialto prevent hose collapse under suction. Double stain-less steel hose clamps must be used at both hoseends.

Hose dimensionsRefer to the drawings for the engine type concerned fordimensions of seawater hoses and pipes to and from theengine.

Anti-siphon valve

An anti-siphon valve must be installed in cases wherethe engine is mounted so far down in the boat that thedistance between the exhaust pipe flange (lower edge)and the waterline (1) is less than 200 mm (7.87"). If thevalve is correctly installed it will prevent the siphoneffect – it will stop water forcing its way into the engine.The anti-siphon valve must be located at least 500 mm(19.7") above the waterline. Also refer to the WetExhaust Line page 107 section in the Exhaust sys-tem chapter.

1

2

P0010792

P0010793

Seawater filter

1 Inlet via seawater intake valve.

2 Outlet to seawater pump.

3 Clearance for removal of filter housing, about 550 mm (21.7").

1

500 mm(19.7”)

200 mm(7.9”)

200 mm(7.9”)

P0010794

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D5/D7

4

C

P max = 1 bar (14.5 psi)T max = 32 °C (89.6 °F)

B

B

P min = -0,2 bar (-2.9 psi)P max = 1,0 bar (14.5 psi)

A

A

ΔT B-E 10

5

3

2

1

ETE

9

6 7

B

5

A

8

P0010795

C Seawater temperature max 32 °C (89.6 °F)

1 Strainer

2 Seacock

3 Seawater filter

4 Auxiliary seawaterpump

5 Seawater pump

6 Charge air cooler,D5/D7 TA

7 Heat exchanger

8 Oil cooler, reversegear

9 Exhaust elbow

10 Overflow valve, D5only

D9/D11

P max = 1,5 bar (22 psi)T max = 32 °C (89.6 °F)

B

B

P min = -0,3 bar (-4.4 psi)P max = 1,0 bar (14.5 psi)

A

A

ΔT B-E

E

9

8 7

B

5

6

A5

3

4

2

1CP0010796

C Seawater temperature max 32 °C (89.6 °F)

1 Strainer

2 Seacock

3 Seawater filter

4 Auxiliary seawaterpump

5 Seawater pump

6 Oil cooler, reversegear

7 Charge air cooler

8 Heat exchanger

9 Exhaust elbow

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136 47704151 06-2013 © AB VOLVO PENTA

D13P max = 1,5 bar (22 psi)T max = 32 °C (89.6 °F)

B

B

P min = -0,3 bar (- 4.4 psi)P max = 1,0 bar (14.5 psi)

A

A

ΔT B-E

33

2

11

E

6

B

5

5 A

7

4

C

P0012056

C Seawater temperature max 32 °C (89.6 °F)

1 Strainer

2 Seacock

3 Seawater filter

4 Auxiliary seawaterpump

5 Seawater pump

6 Heat exchanger withoil cooler

7 Exhaust elbow

D16P max = 1,5 bar (22 psi)T max = 32 °C (89.6 °F)

B

B

P min = -0,3 bar (-4.4 psi)P max = 1,0 bar (14.5 psi)

A

A

ΔT B-E

33

2

11

E

6

B

5

5A

7

4

C

P0010798

C Seawater temperature max 32 °C (89.6 °F)

1 Strainer

2 Seacock

3 Seawater filter

4 Auxiliary seawaterpump

5 Seawater pump

6 Heat exchanger

7 Oil cooler, reversegear

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IMPORTANT!Carry out a pressure test before putting the installationinto service to ensure there are no leaks in the coolingsystem.

The pressure conditions described in theillustrations on the previous page must be met asfollows:

A Low pressure on the seawater suction side of thepump (PA) must be measured immediatelyupstream of the pump, with the engine running atmax rpm. The pressure may not be lower than-20 kPa (-2.9 psi) on D5/D7 engines and -30 kPa(-4.4 psi) on other engines. If an auxiliary seawaterpump is installed, the feed pressure downstream ofit may not exceed 100 kPa (14.5 psi).

B The pressure downstream of the seawater pump(PBmax) may not exceed 100 kPa (14.5 psi) on D5/D7 engines or 150 kPa (22 psi) on other engines.

C An auxiliary seawater pump must be fitted if theengine is installed above maximum pump suctionheight, 3 m (9.8 ft.). NOTE, check the pressuresaccording to items A and B.

D The seawater intake, valve, strainer, hoses and pip-ing must have flow cross sections sufficient to pre-vent flow losses. Any bends in the line must havelarge radii to obviate unnecessary flow restrictions.Copper piping is recommended. A U-bend must beinstalled to reduce the load; it must be connectedusing reinforced rubber hoses to prevent their col-lapse due to pump suction or pinching. Note: alwaysuse twin stainless steel hose clamps at all connec-tions.

E The seawater temperature increase ΔtB-E and pres-sure increase ΔPA provide a good insight into sys-tem function. Refer to the table on the following pagefor temperature increases.

Flow must be measured if a genuine Volvo Penta sea-water pump is replaced with a different type of pump.

A flow meter must be installed in the seawater dis-charge line downstream of the reverse gear oil coolerand seawater flow must be checked with the enginerunning at max rpm.

Refer to the Sales guide, marine diesel engines,propulsion for information regarding recommendedseawater flow at different rpm for the engine type con-cerned.

Volvo Penta standard cooling systems are designedfor seawater temperatures of maximum 32 °C(89.6 °F).

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Temperature increase (ΔTB – E ) across the engine seawater circuit including reverse gear oil cooler atnominal power.

Engine Classification ΔTB-E as illustrated°C (°F)

D5A T, 1900 rpm2300 rpm1900 rpm2300 rpm

1122

8-107–910-129-11

(46.4–50)(44.6-48.2)(50-53.6)(48.2-51.8)

D5A TA, 1900 rpm2300 rpm1900 rpm2300 rpm

1122

9-119-1110-1210-12

(48.2-51.8)(48.2-51.8)(50-53.6)(50-53.6)

D7A T, 1900 rpm2300 rpm1900 rpm2300 rpm

1122

11-1311-1312-1411-13

(51.8-55.4)(51.8-55.4)(53.6-57.2)(51.8-55.4)

D7A TA, 1900 rpm2300 rpm1900 rpm2300 rpm

1122

12-1413-1514-1615-18

(53.6-57.2)(55.4-59)(57.2-60.8)(59-64.4)

D7C TA, 1900 rpm2300 rpm1900 rpm2300 rpm

1122

14-1613-1516-1916-19

(57.2-60.8)(55.4-59)(60.8-66.2)(60.8-66.2)

D9 (221 kW)D9 (261 kW), 1800 rpmD9 (261 kW), 2200 rpmD9 (313 kW)D9 (368 kW)D9 (425 kW)

1112-345

10-1213-1512-1415-1817-1920-24

(50-53.6)(55.4-59)(53.6-57.2)(59-64.4)(62.6-66.2)(68-75.2)

D11 (493 kW) 5 25 (77)D13 (294 kW)D13 (331 kW)D13 (368 kW)D13 (404 kW)D13 (441 kW)

11122

89101011

46.448.2505051.8

D13 (662 kW) 5 18(1) (64.4)

D16 (363 kW)D16 (404 kW)D16 (441 kW)D16 (478 kW)D16 (551 kW)

11112

8-139-1410-1511-1613-17

(46.4-55.4)(48.2-57.2)(50-59)(51.8-60.8)(55.4-62.6)

Minimum seawater flow at different engine rpm• Lower than recommended flow will result in insufficient cooling performance.

• Higher than recommended flow will result in cavitation in heat exchangers and pipes.

Refer to the Sales guide, marine diesel engines, propulsion for information regarding engine types and rpm.

1) The value refers to ΔTB-E excl reverse gear oil cooler. With reverse gear oil cooler the value is 19 °C (35 °F).

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Freshwater SystemFreshwater circulates through the engine cooling ductsand heat exchanger with the aid of a centrifugal pump.

The charge air cooler is integrated in the freshwatercircuit on the D16 engine.

As long as the coolant is cold the thermostat(s) is (are)closed, which prevents coolant from passing throughthe heat exchangers. The coolant passes insteadthrough a bypass line back to the suction side of thepump. This means the engine quickly reaches its work-ing temperature. The thermostat also prevents enginetemperature from falling at low loads and in coldweather.

Coolant, Mixing

WARNING!All coolant is hazardous and harmful to the environ-ment. Do not consume. Coolant is flammable.

IMPORTANT! (D5/D7/D9/D11/D13/D16)Volvo Coolant VCS (yellow) must be used for allD5/D7/D9/D11/D13/D16 engines today.

IMPORTANT!Volvo Coolant (green) may no longer be used in newengines. Never mix different kinds of coolant.

Volvo Penta recommends ready mix coolant ahead ofthe concentrated alternative.

Mix: 40% conc. Volvo Penta coolant and 60% water

NOTICE! D9 KC CAC system: 20% conc. VolvoPenta coolant and 80%water.

This mixture protects against internal corrosion, cavi-tation and freeze bursting down to –28°C (–18°F). A60% glycol admix lowers the freezing point to -54 °C(-65 °F).Never mix more than 60% Volvo Penta concentrate inthe coolant. A greater concentration provides reducedcooling effect with the risk for overheating and reducedanti-freeze protection.

The coolant must be mixed with distilled, deionizedwater. The water must fulfill the requirements specifiedby Volvo Penta; refer to Water Quality page 141. It isextremely important that the system be filled with thecorrect coolant concentration. Mix in a separate cleanvessel before filling the cooling system. Make sure thatthe liquids mix.

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Water Quality

ASTM D4985:

Total solid particles <340 ppmTotal hardness <9,5° dHChloride <40 ppmSulfate <100 ppmpH value 5.5–9Silica (acc. ASTM D859) <20 mg SiO2/l

Iron (acc. ASTM D1068) <0.10 ppmManganese (acc. ASTM D858) <0.05 ppmConductivity (acc. ASTM D1125) <500 µS/cmOrganic content, CODMn (acc.ISO8467)

<15 mg KMnO4/l

Coolant, FillingNOTICE! Coolant must be checked and topped off asrequired when the engine stopped and the coolant iscold.

External systems: If external systems are connectedto the engine cooling system, system valves must beopen and system units vented during filling.

NOTICE! Adjust the coolant level according to thepressure in the system. Measure pressure in theexpansion tank below the coolant level. Test outlet (1)or the alternative test point (2).

Cold engine: 0 kPa (0 psi)Hot engine: Approx 10 kPa (1.45 psi) below

pressure cap (3) release pressure.

P0002094

3

2

1

P0010799

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47704151 06-2013 © AB VOLVO PENTA 141

P0010800

D5/D7: The coolant level must must reach the fillerpipe lower rim. The level must be visible from top ofthe expansion tank.

D9/D11/D13/D16: The coolant level must must reachthe filler pipe lower rim. All D9, D13 and D16 enginesare equipped with low coolant level alarms.

D5/D7/D9/D11/D13/D16: The cooling systems haveno venting nipples; they are automatically vented.Fill the system until it is completely full, including theexpansion tank.Start the engine and let it run without load at 1000–1500 rpm for around 15-20 minutes. Check the cool-ant level.

IMPORTANT!Do not start the engine until the system is vented andcompletely filled with coolant.

WARNING!Do not open the coolant filler cap when the engine iswarm. Steam or hot fluid could spray out, causingsevere burns.

Bleeding Nipples

D5/D7/D9/D11/D13/D16D5/D7/D9/D13/D16 engines have no venting nipples;their cooling systems are automatically vented.

NOTICE! Refer to the Operator's Manual for theengine concerned regarding coolant filling..

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External Cooling

GeneralIt is advisable to fit a closed cooling system (keel cool-ing system) when the boat operates in waters wherethere is a lot of sand, silt or ice.

There are several possible cooling systemarrangements:

• hull cooling (profiles against the hull)

• pipe assemblies (cooling coil and box cooling)

• double bottom (hull cooling)

• external cooling tanks (tank cooling)

The underlying principle in an external cooling instal-lation is that the standard engine circulation pump alsocirculates coolant in the external cooler.

It is important to use the correct substances in thecoolers. Use Volvo Penta coolant, an antifreeze mix-ture.

A number of factors must be taken into account whendesigning an external cooling system.

• Volvo Penta does not supply external cooling sys-tems or components for such systems.

• Volvo Penta does supply engines suitable for con-nection to external cooling systems. This chapterdescribes coolant systems and lists pressures andflows in tables that must be taken into account whencalculating a system.

• It is essential to choose the correct pipe diametersand lengths (with few bends) for tube coolers, andthe correct tank height and width for double-bottomcoolers with regard to backpressure, flows and heatdissipation.

• The system may not include any sharp bends ortanks that end abruptly.

• Volvo Penta strongly recommends the use of shut-off valves at box cooler/cooling coil inlets and out-lets.

• External cooling systems should always be dimen-sioned by qualified personnel in order to achieve agood, functional installation.

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• When pipe length and cooling area are calculatedthe following factors must be considered:

1 Engine technical data

2 Power and rpm

3 Type of operation

4 Minimum hull speed at rated full power

5 Maximum seawater temperature

6 Cooler size and the pressure drop across the cir-cuit

7 Piping and the number of pipe bends

8 Cooler materials

9 Thickness of paint on cooler

10 If power take-off is used below 0 knots, at whatpower and rpm will the engine be under load?

11 The concentration of antifreeze and its effect oncooling capacity are specified in the Coolant,Mixing page 140 chapter.

12 For extended service life, the installation of afreshwater filter between the external circuit andthe engine is recommended.

• If the engine's regular expansion tank is too small,an auxiliary expansion tank must be installed.Locate the tank at the highest point of the enginecooling system. Expansion tank volume must cor-respond to around 15% of total keel cooling systemvolume. Refer to the Extra expansiontank page 165 chapter for further information.

• The auxiliary expansion tank must be connected tothe suction side of the circulation pump via a staticpressure line.It must be possible to vent between the standardexpansion tank and the auxiliary expansion tank,and between the keel cooler and the expansiontank. Refer to the Extra expansion tank page 165chapter for further information.

• If a Volvo Penta engine fitted with a charge air cooleris to be connected to a cooling circuit, the keel cool-ing system is usually divided into two circuits. Theengine’s seawater pump is utilized to circulate cool-ant in the charge air cooler circuit and the enginecirculation pump may then be used to circulate cool-ant in the engine circuit.

• Order the engine as a KC engine

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144 47704151 06-2013 © AB VOLVO PENTA

Central Cooling SystemThe principle for connecting engines to a central cool-ing system is the same as for a keel cooling system.Refer to the Function diagrams, externalcooling page 156 chapter.The parameters specified for Volvo Penta marineengines under the heading External cooling also applyto engines connected to central cooling systems.High static and dynamic pressures may occur depend-ing on the design of the central cooling system.

Central cooling system pressure limitsPressure upstream of coolant circulation pumpMax pressure = 100 kPa (14.5 psi)

NOTICE!

• Max pressure upstream of circulation pump is = 100kPa (14.5 psi).

• Minimum pressure upstream of circulation pumpwhen engine is cold = 0 kPa (0 psi).

• Minimum pressure upstream of circulation pumpwhen engine is hot = 30 kPa (4.4 psi). Refer toExpansion tank, function diagram page 163.

• Pressure upstream of seawater pump, Max pres-sure = 100 kPa (14.5 psi).

• In cases where seawater pump is excluded, maxpermitted pressure (incl. pressure shocks)upstream of the charge air cooler = 250 kPa(36.3 psi).

• If maximum engine coolant pressure is exceeded, aheat exchanger capable of handling the higher pres-sure must be connected between the engine and thecentral cooling system.

An auxiliary expansion tank for the engine must alsobe connected to the system. Refer to the Extra expan-sion tank page 165 chapter for further information.Depending on temperatures in the central cooling sys-tem, it may be possible to use the seawater-cooledversion of an engine. However, installation parametersspecified for Volvo Penta seawater cooled enginesmust be observed.In central cooling systems with several engines, eachengine must be fitted with coolant inlet and outletvalves for service reasons.

IMPORTANT!The composition of the coolant and its pH value areextremely important in engines connected to a centralcooling system. Refer to the Coolant, Mixing page 140chapter.

NOTICE! Always use Volvo Penta antifreeze, which isavailable ready-mixed or in concentrated form. Mixingwith other makes of coolants may not take place.

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Box cooling

P0010804

Keel cooling (tube cooling system)

P0010805Tube cooling system(detail)

Keel cooling (hull cooling system)

P0010806

Hull cooling (detail)

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146 47704151 06-2013 © AB VOLVO PENTA

Coolant flow and connections forengines adapted for externalcooling

Engines modified for external cooling differ from sea-water cooled engines.The heat exchanger is removed from keel-cooledengines. The seawater pump is used as an LT pump(low temperature circuit pump). In the case of single-circuit engines the seawater pump is removed (appliesto some D5/D7 engine versions).The engines are equipped with connections for theexternal cooling system.

The following illustrations show engine connectionsand internal hose diameters.

NOTICE! Volvo Penta twin circuit keel-cooled enginesare supplied without an LT expansion tank and T-con-nector to the LT pump.The recommended T-connector dimension from thetank is Ø 20 mm (0.78") pressurized. Proposal for T-connector: refer to illustration on left. A = to LT expan-sion tank.

D5/D7Single circuit, keel cooled

P0010807

2.

1.

50 mm

50 mm (1.97”)

(1.97”)

1 From engine, water connection (Ø 50 mm(1.97"))

2 To engine, water connection (Ø 50 mm (1.97"))

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D5/D7Twin circuit system with single keel cooler

2

138 mm (1.50”)

42 mm (1.65”)P0010808

1 To engine, (Ø 38 mm (1.50"))

2 From engine, (Ø 42 mm (1.65"))

D5/D7Twin circuit system with twin keel coolers

2.

4.

3.1.

38 mm (1.50”)

50 mm

50 mm (1.97”)40 mm (1.57”)

(1.97”)

P0010809

1 From engine charge air cooler circuit (Ø 40 mm(1.57"))

2 To engine charge air cooler circuit (Ø 38 mm(1.50"))

3 From engine coolant circuit (Ø 50 mm (1.97"))

4 To engine coolant circuit (Ø 50 mm (1.97"))

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148 47704151 06-2013 © AB VOLVO PENTA

D9Twin circuit, keel cooled

1.50 mm

(1.97”)

P0010810

2.50 mm

(1.97”)

3.4.

50 mm50 mm

(1.97”)(1.97”)

P0010811

1 From engine charge air cooler circuit (Ø 50 mm(1.97"))

2 To engine charge air cooler circuit (Ø 50 mm(1.97"))

3 From engine coolant circuit (Ø 50 mm (1.97"))

4 To engine coolant circuit (Ø 50 mm (1.97"))

D13Twin circuit, keel cooled

1 2

3 4P0015664

1 From engine charge air cooler circuit LT(Ø 41 mm (1.61"))

2 From engine, water connection HT (Ø 42 mm(1.65"))

3 To engine coolant circuit LT (Ø 60 mm (2.36"))

4 To engine charge air circuit LT (Ø 38 mm(1.50"))

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D16Twin circuit, keel cooled

Port side

1.45 mm (1.77”)

P0010814

Starboard side

3.4.

2.42 mm

50 mm (1.97”)38 mm

(1.65”) (1.50”)P0010815

1 From engine charge air cooler circuit (Ø 45 mm(1.77"))

2 To engine charge air cooler circuit (Ø 38 mm(1.50"))

3 From engine coolant circuit (Ø 42 mm (1.65"))

4 To engine coolant circuit (Ø 50 mm (1.97"))

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Engine Engine volume Total system volume Maximum capacity, freshwater system,keel-cooled enginesThis table shows engine volume excluding heatexchanger and the max permitted cooling system vol-ume with standard expansion tank, including keelcooler and other circuits such as engine heater orcabin heater circuits.

NOTICE! A larger expansion tank must be installed ifthese values are exceeded.

D5A T 11 l (2.9 US gal.) 63 l (16.6 US gal.)D5A TA 11 l (2.9 US gal.) 63 l (16.6 US gal.)D7A T 11 l (2.9 US gal.) 63 l (16.6 US gal.)D7A TA 14 l (3.7 US gal.) 63 l (16.6 US gal.)D7C TA 14 l (3.7 US gal.) 63 l (16.6 US gal.)D9(1) 33 l (8.7 US gal.) 73 l (19.3 US gal.)D13 45 l (12 US gal.) 65 l (17 US gal.)D16(1) 39 l (10.3 US gal.) 59 l (15.6 US gal.)(2)

Dimensioning of external cooling systems.

Freshwater system heat rejection in kWRefer to Technical data for the engine concerned in Sales guide, marine diesel engines, propulsion for tem-perature, pressure and coolant flow data. The table below only shows indicative values.

NOTICE! For all systems: If reverse gear is used, add 4% heat rejection for reverse gear oil cooler.

D5/D7 -T. Single circuit with keel cooler.

D5/D7 -TA. Twin circuit system with single keel cooler.

D5/D7 -TA. Twin circuit system with twin keel coolers

Parameters, kW Classifica-tion

D5A T D5A TA D7A T D7A TA D7C TA

Total heat rejection(engine/charge air cooler)

1900 rpm 1 64/– 74 (63/11) 89/– 101 (85/16) 111 (92/19)2 76/– 84 (71/13) 98/– 116 (96/20) 128 (103/25)

2300 rpm 1 70/– 85 (67/18) 105/– 125 (98/27) 135 (103/32)2 75/– 98 (77/21) 111/– 146 (113/33) 164 (125/39)

D9/D13/D16Refer to Sales guide, marine diesel engines, propulsion.

1. Volumes only for engine circuit.2. An auxiliary expansion tank must always be used on D16 engines.

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Max temperature increase, ΔTmax

- across engine circuit, T1–T2

- across charge air cooler circuit, T3–T4

Also refer to the Function diagrams, external cooling page 156 chapter for each engine type.

Engine Classification ΔTmax engine circuitT1–T2 (T5–T6 D12)

ΔTmax charge air cooler cir-cuitT3–T4

°C (°F) °C (°F)D5A T, 1900 rpmD5A T, 2300 rpmD5A T, 1900 rpmD5A T, 2300 rpm

1122

≤≤≤≤

88109

(46.4)(46.4)(50)(48.2)

----

----

D5A TA, 1900 rpmD5A TA, 2300 rpmD5A TA, 1900 rpmD5A TA, 2300 rpm

1122

≤≤≤≤

8798

(46.4)(44.6)(48.2)(46.4)

≤≤≤≤

2323

(35.6)(37.4)(35.6)(37.4)

D7A T, 1900 rpmD7A T, 2300 rpmD7A T, 1900 rpmD7A T, 2300 rpm

1122

≤≤≤≤

12111312

(53.6)(51.8)(55.4)(53.6)

----

----

D7A TA, 1900 rpmD7A TA, 2300 rpmD7A TA, 1900 rpmD7A TA, 2300 rpm

1122

≤≤≤≤

11101212

(51.8)(50)(53.6)(53.6)

≤≤≤≤

2323

(35.6)(37.4)(35.6)(37.4)

D7C TA, 1900 rpmD7C TA, 2300 rpmD7C TA, 1900 rpmD7C TA, 2300 rpm

1122

≤≤≤≤

12111313

(53.6)(51.8)(55.4)(55.4)

≤≤≤≤

2323

(35.6)(37.4)(35.6)(37.4)

D9 Refer to Sales guide, marine diesel engines, propulsion.D13 (294 kW)D13 (331 kW)D13 (368 kW)D13 (404 kW)D13 (441 kW)

11122

≤≤≤≤≤

1918191819

(66.2)(64.4)(66.2)(64.4)(66.2)

≤≤≤≤≤

1314161415

(55.4)(57.2)(60.8)(57.2)(59)

D16 Refer to Sales guide, marine diesel engines, propulsion.

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152 47704151 06-2013 © AB VOLVO PENTA

Measuring pressure in keel coolingsystems

Gauge connections

T-nipple for measuring pressure and temperatureThe T-nipple is used for measuring both temperatureand pressure in the coolant circuit. The tool is not car-ried by Volvo Penta.

NOTICE! It is important to place the probe correctly inthe coolant flow. See illustration to left.

1/4”R

1

2

4

3P0010816

0.75 x DD

3

P0010817

1 Temperature measurement

2 Pressure measurement

3 Temperature probe

4 Threaded as required

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D5/D7/D9/D13/D16Pressure upstream and downstream of engineConnections for measuring pressure in cooling circuitson D5/D7/D9/D13/D16 engines must be integrated intothe boat circuit close to the engine connections.

Use the drain nipple thread as a connection.

Cut the hose and install a piece of pipe in between. Fita connection with a 1/4" NPTF internal thread on thepipe for connecting a manometer.

Pressure upstream of engine

1/4” NPTF

1

P0010818

Pressure downstream of engine

1/4” NPTF

2

3

P0010819

1 Reverse gear oil cooler

2 Thermostat housing

3 Locally made adapter pipe for measuring

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154 47704151 06-2013 © AB VOLVO PENTA

Measuring temperature in keelcooling systems

Gauge connections

NOTICE! Before installation is begun, the internalfreshwater temperature to and from the engine mustbe checked. Engine temperature gauge connectionsare illustrated below.

D5/D7/D9/D13/D16Temperature upstream and downstream of theengineConnections for measuring the temperature in coolingcircuits on D5/D7/D9/D13/D16 engines must be inte-grated into the boat circuit close to the engine connec-tions.

Coolant temperature from engine

1/4” NPTF

2

3

P0010819

Coolant temperature to engine

1/4” NPTF

1

P0010818

1 Reverse gear oil cooler

2 Thermostat housing

3 Locally made adapter pipe for measuring

Cut the hose and install a piece of pipe in between. Fita connection with a 1/4" NPTF internal thread on thepipe for connecting a temperature gauge.

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Function diagrams, external coolingComponents such as reverse gear oil coolers, expan-sion tanks, etc. are not always supplied by VolvoPenta. These components are not the responsibility ofVolvo Penta.

The limit of Volvo Penta supplier responsibility isdemarcated in the diagram by:— - — - —

Refer to the table in the Coolant flows and connectionsfor engines adapted to external cooling chapter forinternal temperature increases across engine circuits(keel cooler 1, T1-T2) and charge air cooler circuits(keel cooler 2, T3-T4).

D5/D7 -T

External cooling. Single circuit systemEngine oil cooler

Charge air cooler

Reverse gear oil cooler

Connection flange or thread forvalve

Thermostat valve

HT Circulating pump

LT Circulating pump

Venting nipple

Orifice

Cooler

Turbo

Shut-off valve

1 Engine

2 Expansion tank

3 Keel cooler, engine coolant circuit

A External systems

B Volvo Penta internal systemVolvo Penta supplier responsibility

Refer to Technical data, Sales guide, marine diesel engines, propulsion for temperature, maximum pressuredrop and coolant flow.

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156 47704151 06-2013 © AB VOLVO PENTA

D5/D7 -TA

External cooling. Twin circuit system with single keelcooler Engine oil cooler

Charge air cooler

Reverse gear oil cooler

Connection flange orthread for valve

Thermostat valve

HT Circulating pump

LT Circulating pump

Venting nipple

Orifice

Cooler

Turbo

Shut-off valve

1 Engine

2 Expansion tank

3 Keel cooler, engine coolant circuit

A External systems

B Volvo Penta internal systemVolvo Penta supplier responsibility

Refer to Technical data, Sales guide, marine diesel engines, propulsion for temperature, maximum pressuredrop and coolant flow.

Installation, Inboard Applications

47704151 06-2013 © AB VOLVO PENTA 157

D5/D7 -TA

External cooling. Twin circuit system with twin keelcoolers Engine oil cooler

Charge air cooler

Reverse gear oil cooler

Connection flange or thread forvalve

Thermostat valve

HT Circulating pump

LT Circulating pump

Venting nipple

Orifice

Cooler

Turbo

Shut-off valve

1 Engine

2 Expansion tank

3 Keel cooler, engine coolant circuit

4 Keel cooler, charge air cooler circuit

A External systems

B Volvo Penta internal systemVolvo Penta supplier responsibility

Refer to Technical data, Sales guide, marine diesel engines, propulsion for temperature, maximum pressuredrop and coolant flow.

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158 47704151 06-2013 © AB VOLVO PENTA

D9

External cooling. Twin circuit system with twin keelcoolers Engine oil cooler

Charge air cooler

Reverse gear oil cooler

Connection flange or thread forvalve

Thermostat valve

HT Circulating pump

LT Circulating pump

Venting nipple

Orifice

Cooler

Turbo

Shut-off valve

1 Engine

2 Expansion tank

3 Keel cooler, engine coolant circuit

4 Expansion tank, charge air cooler circuit(accessory)

5 Keel cooler, charge air cooler circuit

A External systems

B Volvo Penta internal systemVolvo Penta supplier responsibility

NOTICE! Engine circuit: 40% coolant/ 60% water. CAC circuit: 20% coolant/ 80% water.

Refer to Technical data, Sales guide, marine diesel engines, propulsion for temperature, maximum pressuredrop and coolant flow.

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D13

External cooling. Single stage turbochargerProposed installation of an auxiliary HT expansion tank

1 Engine

2 HT Expansion tank

3 Keel cooler, HT cooler circuit

4 Keel cooler, LT cooler circuit

5 Orifice

6 Exhaust manifold

7 HT auxiliary expansion tank

8 LT expansion tank

9 Oil cooler, reverse gear

10 Cold start valve

A External systems

B Volvo Penta internalsystemVolvo Penta supplierresponsibility

C NOTICE! The ventingconnection must betransferred to the highauxiliary expansiontank; refer to diagram.

Charge air cooler

Engine oil cooler

Thermostat valve

HT Circulating pump

LT Circulating pump

Orifice

Cooler

Turbo

Venting

Shut-off valve

Refer to Technical data, Sales guide, marine diesel engines, propulsion for temperature, maximum pressuredrop and coolant flow.

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D16

External cooling. Twin circuit system

1 Engine

2 HT Expansion tank (engine mounted)

3 Keel cooler, engine coolant circuit

4 Keel cooler, charge air cooler circuit

5 Orifice

6 Exhaust manifold

7 High temperature tank(auxiliary expansion tank)*

8 LT Low temperature tank(auxiliary expansion tank)**

9 Oil cooler, reverse gear

A External systems

B Volvo Penta internal sys-temVolvo Penta supplierresponsibility

C NOTICE! The ventingconnection must be trans-ferred to the high auxiliaryexpansion tank; refer todiagram.

Charge air cooler

Engine oil cooler

Thermostat valve

HT Circulating pump

LT Circulating pump

Orifice

Cooler

Turbo

Venting

Shut-off valve

* An auxiliary high temperature tank must be installed if the system exceeds 20 liter (5.3 US gallon). Not includedin scope of supply. Size must be adapted to circuit volume.

** Low temperature tank not included in scope of supply. Size must be adapted to circuit volume.

NOTICE! The venting connection must be transferred to the auxiliary expansion tank; refer to diagram.

Refer to Technical data, Sales guide, marine diesel engines, propulsion for temperature, maximum pressuredrop and coolant flow.

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Thermostats, external coolingTwo different types of thermostats are used in VolvoPenta marine engines - disc thermostats and pistonthermostats.D5/D7, D9, D11, D13 and D16 engines use pistonthermostats.

NOTICE! If an engine is connected to a central coolingsystem which requires full flow through the engine andthe system has its own thermostat, the engine ther-mostat(s) must be forced open.

The following table shows opening temperatures fordifferent thermostats and the size of the aperture whenfully open.

IMPORTANT!Do not run an engine without a thermostat.

Engine D5/D7 D9 D11 D13 D16Number of thermo-stats

1 1 1 1 1

Opening temperature 83 °C (181.4 °F) 82 °C (179.6 °F) 76 °C (168.8 °F) 82 °C (179.6 °F) 86 °C (186.8 °F)Fully open 95 °C (203 °F) 92 °C (197.6 °F) 86 °C (186.8 °F) 92 °C (197.6 °F) 96 °C (204.8 °F)

84 °C(1) (183.2 °F)Aperture with fullyopen thermostat

8 mm (0.31") 16 mm (0.63") 16 mm (0.63") 16 mm (0.63") 16 mm (0.63")

P0010845

1. Two thermostats (marked blue) begin to open at 76 °C (168.8 °F)and are fully open at 90 °C (194 °F). The third thermostat (markedred) begins to open at 70°C (158 °F) and is fully open at 84 °C(183.2 °F).

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Expansion tank, function diagram

A Coolant before start. Max fill level for cold engine.Coolant level may not fall below the MIN mark withcold engine.Coolant level may not exceed the MAX mark withhot engine.

B Connection for hose from thermostat housing.

C Relief valve, low pressure. See next page.

D Pressure cap, 75 kPa (10.9 psi). Refer to the Extraexpansion tank page 165 chapter.

E Expansion volume.

F Venting from engine/radiator.

G Connected seawater/coolant pump suction side.

• It is advisable not to exceed the middle level whenengine is cold. This minimizes the risk of splash-over if an undesired quick stop occurs.In a correctly designed cooling system the pressurecap prevents venting. Avoid opening the pressurecap. If absolutely necessary, open the pressure capwhen the engine is cold.

• Connection (B) must be connected before the ther-mostat with a continuously upward sloping hose inorder to ensure venting when filling coolant after thesystem has been drained.Where a manual drain cock is fitted the hose mustbe connected to the bottom of the tank and connec-tion (B) closed (sealed).

NOTICE! A 2.5-3.0 mm (0.098–0.118") orifice mustbe fitted in each venting hose. Locate the orifice inan upwardly sloping part of the hose.

Correctly designed system

F

GH

MAX

MIN

B

D

A

E

C

P0010846

H Cold engine:Min. 0 kPa (0 psi)Hot engine:Min. 30-100 kPa (4.4–14.5 psi)

Correctly connected expansion tank

MAX

MIN

B J

K

EC

75 kPa (10.9 psi)I

P0010847

I Open system

J Hot engine:Min. 40-70 kPa (5.8–10.2 psi)Cold engine:Min. 0 kPa (0 psi)

K Drain cock

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IMPORTANT!

• If there is insufficient expansion volume (E) a lowpressure will be created when starting after a periodof rest, which will in turn cause the circulating pumpto cavitate.

• During idling the thermostat closes, coolant losesheat and contracts. The pressure cap has a lowpressure relief valve (C) which opens at around-15 kPa (-2.2 psi). It is not good for a circulatingpump to operate with an inlet pressure of 0 kPa (0psi) and below, since cavitation is likely to occur.

Incorrectly connected expansion tank.Unacceptable system, fatal for the engine

B

EC

75 kPa (11 psi)0-75 kPa (0-11 psi)

-15 -> 70 kPa(-2.2 -> 10.2 psi)

P0010848

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164 47704151 06-2013 © AB VOLVO PENTA

Extra expansion tank

All engines

115 mm (4.5”)

220 mm (8.7”)

H

MAX

MIN

P0010849

Type of pressure cap and openingpressures depending on heightHeight (H)engine valve cover – MINmarking

Type of pressurecap

-2.0 m (2.480")2.0-5.0 m (6.6-16.4 ft.)5.0-7.0 m (16.4-23.0 ft.)7.0-10.0 m (23.0-32.8 ft.)

75 kPa (10.9 psi)50 kPa (7.3 psi)30 kPa (4.4 psi)Open system

NOTICE! If a Volvo Penta expansion tank is selected,a Volvo Penta pressure cap must also be used. Selectthe type of cap according to the table above.

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Permissible volumes with standardexpansion tank:

Heat exchanger cooled engines.Capacity, freshwater system (standard)and auxiliary circuitsAuxiliary circuits, such as hot water circuits and cabinheaters, may be added to the freshwater system.Refer to the table for maximum freshwater systemincrease from an auxiliary circuit.

IMPORTANT!If the volume is increased further, the cooling systemmust be equipped with a larger expansion tank. Con-tact Volvo Penta for further information.

Engine incl.heatexchanger

Enginevolume, l (USgal.)

Auxiliary circuitvolume, l (USgal.)

D5D7D9/D11D13D16

21 (5.5)26 (6.9)39 (10.3)60 (15.9)56 (14.8)

≥15 %*≥15 %*40 (10.6)5 (1.3)20 (5.3)

* Must be at least 15% of the total cooling system vol-ume.

When an auxiliary expansion tank is installed theengine expansion tank must be completely filled withcoolant.

NOTICE! The keel-cooled D9 version must alwayshave an auxiliary expansion tank on the LT circuit.

Expansion tank volume must be 15% of total coolingsystem capacity.Of this volume:

5% is intended for coolant expansion when it is hot(expansion volume),

5% is intended for the difference between the MAXand MIN levels,

5% is reserve volume.

A baffle may be used to improve expansion tank vent-ing.

5%

5%

5%

MAX

MIN

34 1

2P0010850

1 Expansion volume, 5%

2 Reserve volume, 5%

3 Bulkhead

4 Pressure cap

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166 47704151 06-2013 © AB VOLVO PENTA

The engine expansion tank must have a separate vent-ing line (3) to the auxiliary tank connected below theMIN level.

NOTICE! If there are no manual venting nipples, thehose (3) must incline upwards continually.

The hoses must withstand temperatures of up to115 °C (239 °F).

The engine pressure cap must be replaced with asealed cap. The regular engine venting hose from thethermostat housing may be connected to the auxiliaryexpansion tank below the MIN level to facilitate ventingwhen coolant is filled.

It is recommended that the expansion tank tempera-ture be kept high to improve cooling system pressuri-zation. If the tank is located in a cold place, the tankmust be in a sheltered position and insulated.

MAXMIN

1

3

2

P0010851

1 Engine expansion tank

2 Auxiliary expansion tank

3 Separate venting hose

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Only the HP circuit is able to pressurize the coolingsystem by means of hot coolant and water vapor. TheLT circuit only has thermal expansion by the coolantsystem.

IMPORTANT!The LP circuit must also have a pressure cap installedon the expansion tank to prevent contamination or oxi-dation.

IMPORTANT!If both engine expansion tanks are raised so much thatthe pressure caps must be replaced with a lower pres-sure category, both pressure caps must be replacedwith the same pressure category. This is done to pre-vent pressure caps from being mixed up by mistake.

WARNING!Do not open the coolant filler cap when the engine iswarm. Steam or hot fluid could spray out, causingsevere burns.

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Engine HeaterCold starts are one of the most important determiningfactors regarding the service life of an engine. Fre-quent cold starts followed by extended periods of idlingsignificantly increase wear on the engine. An engineheater extends the service life of the engine and bat-teries. A heater lowers emissions during start and pre-vents hunting.

The engine heater heats and circulates coolantthrough the engine block. It is important that the engineheater is of the right type, is correctly connected andmaintains the engine coolant at the right temperature.

The heater must have its own circulation pump and belocated in a protected place.

The illustrations on the following pages show the con-nection points for remotely mounted heaters for eachengine model.

Engine mounted heaters are available for D5/D7engines. Remotely mounted heaters may not be used.

NOTICE! Engine heater output must be chosen so thatcoolant temperature to the engine does not exceed70 °C (158 °F).

NOTICE! It is very important that the engine heater iscorrectly protected in order to avoid galvanic corrosion.Refer to the Protection against galvanic corrosionchapter.

D5/D7Engine mounted heaters can be provided for D5 andD7 engines.

4

5

1

2

3

P0010852

Components:

1 Engine heater

2 Outlet

3 Inlet

4 Connector with protective cap

5 Plug with protective cap

P0010853

Installation, Inboard Applications

47704151 06-2013 © AB VOLVO PENTA 169

D9/D11Engine heater connections

D16Engine heater connections

1

2

P0010854

19.5mm(0.77”)

M16 1.5

1 From engine heater

2 To engine heater

1 2

1/2” 1/2”RRP0010856

1 From engine heater

2 To engine heater

Installation, Inboard Applications

170 47704151 06-2013 © AB VOLVO PENTA

D13Connection to engine heater

P0015665

Installation, Inboard Applications

47704151 06-2013 © AB VOLVO PENTA 171

Hot water connections

General

A cabin heater and/or a hot water heater may be con-nected to the engine freshwater circuit. When a cabinheater is installed it must always have a manual vent-ing nipple (4) at its highest point. The system is ventedwhen pressurized.In large heating systems, a hose thermostat (5) mustbe mounted in line in the hot water circuit. This meansthe engine quickly reaches its working temperature.Volvo Penta carries suitable thermostats.

The illustrations on the following two pages showwhere coolant may be tapped for the hot water circuiton each type of engine.

Max freshwater capacityRefer to the information in the Extra expansiontank page 165 chapter for freshwater capacities.

Shut-off valvesVolvo Penta recommends that shut-off valves (2, 3) beinstalled in the auxiliary cooling circuit on both the supplyand return sides for closure during service, repairs orduring warm seasons.Locate the valves as close to the engine as possible witha hose between.

InstallationHot water heaters, cabin heaters, etc. may be installedmax 2.5 m (8.2 ft.) above the expansion tank MIN level.

D5/D7 - Hot water connections

When dimensioning the heat exchanger for heating,note that the engine coolant outlet only allows a limitedwater flow and temperature drop.

Max permitted water flow: 18 l/min (4.8 US gals/min)Max permitted temperature drop: 30 °C (86 °F)

The external circuit must be designed to reduce flowso as not to exceed the permissible limit. The externalcircuit bypasses the engine cooling circuit and toogreat a flow may cause engine overheating.

If the heating system is designed such that it is ablegive off more heat than is available in the quantity ofcoolant, the engine will be unable to reach its properworking temperature despite a closed thermostat. Thismust be avoided by dimensioning the heating systemcorrectly.

1

2

5

36

7

4

P0010857

Components:

1 Cabin heater with defroster unit

2 Outlet cock

3 Inlet cock

4 Venting nipple

5 Hose thermostat

6 Hot water heater

7 Heating element

2

1

M30 x 2 M26 x 1.5P0010858

1 Hot water inlet

2 Hot water outlet

Installation, Inboard Applications

172 47704151 06-2013 © AB VOLVO PENTA

D9/D11 - Hot water connections

1

2

P0010859

1 1/2"R, inlet

2 1/2"R, outlet

D16 - Hot water connections

1 Outlet - to hot water circuit

2 Inlet - from hot water circuit

D13 - Hot water connections

12P0011490

1 1/2"R, inlet

2 1/2"R, outlet

Installation, Inboard Applications

47704151 06-2013 © AB VOLVO PENTA 173

Helm stationIn order for a boat to be steered in a comfortable andsafe manner, the helm station must be arranged suchthat levers, steering, instruments, navigation equip-ment and alarm systems are located in a practical way.This applies to every helm station.

Controls can be either of single lever or twin levertypes. Shifting and throttle are operated by the samelever on single lever controls. Twin lever controls haveone lever for shifting and another for the throttle.

1 2

3 4

P0011703

Examples showing different control systems

1 Single lever control – mechanical

2 Single lever control – two helm stations – mechan-ical – DS unit

3 Twin lever control - two helm stations - mechanical- series connected

4 Single lever control - electrical to mechanical

Refer to the Installation, Electronic Vessel Control EVCinstallation manual for wiring information.

Installation, Inboard Applications

174 47704151 06-2013 © AB VOLVO PENTA

There are several types of control systemsavailable:

Mechanical control systemsIn mechanical control systems communicationbetween the engine/reverse gear is carried out withBowden cables. This type of system often requiresmore effort and is less precise, especially with longcable lengths and more than one helm station.This installation manual mainly covers this type ofinstallation.

Electronic control systemsIn fully electronic systems, controls communicatewith the engine by means of electrical signals aloneand can only be used on electronically controlledengines, such as Volvo Penta EVC engines.This type of control offers very simple installationand smooth control action despite long cables andseveral helm stations. For further information aboutinstalling EVC control systems, refer to the Installa-tion, Electronic Vessel Control EVC-C3 installationmanual.

Electronic to mechanical control systemsIn electronic to mechanical control systems, controlscommunicate electronically via cables with actua-tors located in the engine compartment. The actua-tors transform electronic signals to mechanicalactions. A Bowden cable runs from the actuator tothe engine/reverse gear where it is attached in thesame way as in a mechanical control system.

Hydraulic and pneumatic controlsThe principle entails communication between con-trols and the engine/reverse gear via hoses or pipesusing hydraulic fluid or air. Hydraulic and pneumaticcontrol systems provide advantages similar to thoseof electrical control systems. They are quite easy toinstall in boats with several helm stations. They alsorequire very little effort to use in installations withseveral helm stations or over long distances.

Alternative helm stationsThere must be controls at each helm station. Ifmechanical controls are used it is possible to automat-ically switch between controls at different helm stationsif two helm stations are installed.The throttle cable from the two controls is connectedto the fuel injection pump by means of a throttle kit.Refer to Connecting the throttle cable in theConnection page 178 section.

Installation, Inboard Applications

47704151 06-2013 © AB VOLVO PENTA 175

Controls

Single engine, single lever control,EVC

Twin installation, twin lever con-trol, EVC

These controls are for top mounting. There are alsoside mounted controls but these are not so commonin vessels of this size.

The engine can only be started if the control lever isin the NEUTRAL position (upright).

EVC-D

The illustration to the left show the new EVC-D con-trols.

P0015613

Installation, Inboard Applications

176 47704151 06-2013 © AB VOLVO PENTA

Location of controlsWhen selecting the control location it is important toconsider whether there is sufficient space for controllever movement and sufficient space for the controlmechanism underneath the panel.

There must be sufficient space for a full stroke of thecontrol lever FORWARD (1) and sufficient space tomove it to REVERSE (3).

The lower part of the control may not be so close to thehelm or other components that the latter are affectedin any way.

There must be sufficient space under the control topermit installation of the control cables to the engineand reverse gear with as few, and as smooth, bendsas possible.

D11A-D

P0011704

1

2

3

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47704151 06-2013 © AB VOLVO PENTA 177

Connection

Connecting the throttle cable

The throttle cable must have a pulling action toincrease engine rpm on all engines.

The throttle cable is connected to the fuel injectionpump as illustrated below. Connections must be madeto obtain the largest possible stroke on the controlcable to provide the smoothest control action. The fuelpump lever, however, must always be in contact withthe full speed stop at full throttle.

When double cables are connected as illustrated, thecables run freely through their attachments on thepump lever.

NOTICE! The nuts at the ends of the cables must lockagainst each other when the pump lever and controllevers are simultaneously at their idle and neutral posi-tions.

Connecting the shift cable

Always connect the cable to the reverse gear shift leverso that the reverse gear neutral position is maintainedwhen the control lever is in the NEUTRAL position.

Install the shift cable and check that the cable is con-nected to the control according to the desired directionof propeller shaft rotation. Refer to the table.

Connecting the neutral switch

It is possible to install a neutral switch in most controls.The engine can then only be started when the controlis in the neutral position.

Install the switch on the yellow/red wire to terminal #50 on the ignition switch. The circuit must be closed inthe neutral position.

There may be local legislation that makes neutralswitches mandatory.

P0011706

2mm(0,08”)

1

1

2

3

4

Throttle cable connection for two helm stations.

1 Lever on fuel injection pump

2 Throttle cable from upper helm station

3 Throttle cable from lower helm station

4 Cable clamps

P0011707

1

2

3

N

1 Connection

2 Bracket

3 Control cable

Installation, Inboard Applications

178 47704151 06-2013 © AB VOLVO PENTA

Install the shift cable and check that the cable is con-nected according to the desired direction of propellershaft rotation. Refer to the table below. Change theposition of the cable connection at the control tochange the direction of cable movement.

Shift cable movement at reverse gear with standardbracket.Pulling (1), pushing (2). See illustration to left.

Direction in brackets (refer to table) is the direction inwhich the reverse gear shift arm (A) rotates.

Reverse gear Left rotating propeller: Right rotating propeller:ZF45 Pulling (Clockwise) Pushing (Counterclockwise)ZF220/ZF220AZF220IVZF280/ZF280AZF280IVZF301AZF302IV

PullingPushingPushingPullingPullingPushing

(Clockwise)(Counterclockwise)(Counterclockwise)(Clockwise)(Counterclockwise)(Counterclockwise)

PushingPullingPullingPushingPushingPulling

(Counterclockwise)(Clockwise)(Clockwise)(Counterclockwise)(Clockwise)(Clockwise)

ZF350A Pulling (Clockwise) Pushing (Counterclockwise)MG5061MG5062VMG507MG5091MG5111MG5114MG514MG516

PushingPushingPushingPullingPullingPushingPullingPushing

(Clockwise)(Clockwise)(Counterclockwise)(Counterclockwise)(Counterclockwise)(Counterclockwise)(Counterclockwise)(Clockwise)

PullingPullingPullingPushingPushingPullingPushingPulling

(Counterclockwise)(Counterclockwise)(Clockwise)(Clockwise)(Clockwise)(Clockwise)(Clockwise)(Counterclockwise)

2 1

A

P0011728

Installation, Inboard Applications

47704151 06-2013 © AB VOLVO PENTA 179

DS unit, shiftingA DS unit or similar must be installed if two single levercontrols are connected in parallel to a reverse gear ina mechanical control system.

Choose a suitable place for the DS unit as close to thereverse gear as possible in a dry and easily accessiblelocation. The DS unit can be mounted vertically, hori-zontally or upside down. Horizontal is preferable.

No DS unit is needed when two controls are installedin series.

Final checkBefore starting the engine check the control cable con-nection one final time with the lever in the NEUTRALposition, and check that the fuel injection pump leveris in the idle position and that the reverse gear lever isin the neutral position.

Then move the control lever to full speed FORWARD.Check that the fuel injection pump lever is against thefull speed stop and that the reverse gear arm is in theFORWARD position. Also check the REVERSE posi-tion.

1

2

3

P0011729

Installation, Inboard Applications

180 47704151 06-2013 © AB VOLVO PENTA

Slip ValveTrolling valves can be fitted on most reverse gears asaccessories.

The trolling valve reduces oil pressure on the discpack, which allows it to slip in a controlled way. Pro-peller shaft rpm can be reduced by up to 80% com-pared with a non-trolling gear. There is usually anengine rpm limit below which the trolling valve may beused. A larger oil cooler is sometimes fitted to keep theoil temperature stable. The use of a thermostat on thetransmission oil cooler is highly recommended.

The advantages of the trolling valve include a reductionof boat's lowest speed or the ability to increase enginerpm at low speed, e.g. in order to use pumps etc. whilefishing.

Install the control cable in the same way as the shiftcable. Mark the control TROLLING VALVE, and thepositions DISENGAGED and ENGAGED.

When operating with the trolling valve engaged, speedmust be kept low in accordance with manufacturerinstructions.

Check that the required travel (C) is achieved.

Consult Volvo Penta or the gearbox manufacturer forthe correct measurements.

P0011730

A single-acting control with a pushing action is used to activate thetrolling valve.

1

2P0011731

1 Shift lever

2 Trolling lever

B

A

C

P0011732

A Maximum trolling

B Trolling function disengaged

Installation, Inboard Applications

47704151 06-2013 © AB VOLVO PENTA 181

Fuel System

GeneralThe installation of fuel system components – fuel tank,valves, fuel pipes and auxiliary fuel filters etc., must becarried out very carefully in order to ensure sufficientfuel to the engine and that the requirements for perfectsealing and fire safety are met.

Plan the locations of the tanks carefully before startingwork. Use quality valves to avoid leakage. A leakingfuel system always entails great risk of operational dis-ruptions and fire. Use first class materials and qualitycomponents. Ideally, the valves must be installed onthe outside of the engine compartment, or be remotelyoperable.

Fuel may be divided up between several tanks in orderto keep the center of gravity low and also to allow somehull trimming capability. If the tanks are to be built in,the surrounding space must have good ventilation.

NOTICE! There may be local legislation that alwayssets aside engine manufacturer literature and recom-mendations.

Take especial care not to bend the high pressure pipesbetween the injection pump and the injectors.

Do not stand on the engine; there is a risk of bendingthe high pressure pipes. Do not fix any of the highpressure pipes and keep the original clamp ring on theengine. otherwise there is a risk that the delivery pipeswill break with a fire as the result.

When working on the fuel system, it is important tokeep it clean and free from dirt.

Return fuel may have a temperature of up to 100°C(212 °F). If a thermoplastic tank is used, check howheat resistant the material is.

D9, D11, D13 and D16These engines have a return fuel flow controlled by anorifice in the engine venting nipple. At full rated enginepower fuel is returned to the tank at around 25–30 lit-ers/minute. At a return fuel temperature of approx70-80 °C heat emitted to the tank will be around 300W.Note that when there is only a small quantity in the tankduring prolonged operations at maximum power thetemperature can rise further.

Fuel temperatures and flows must be taken intoaccount by the boatbuilder when selecting the fueltank.

Installation, Fuel System

182 47704151 06-2013 © AB VOLVO PENTA

Fuel Tanks

Fuel TanksIf possible, the tanks must be located so that they areon the same level as, or a little higher than, the engine.If they are placed lower, consideration must be givento the maximum feed pump suction height of 1.5 m(4.9 ft.) on D5/D7 engines and 2 m (6.6 ft.) on all otherengines. Note that the suction height must be meas-ured from the suction line lower opening, i.e. 25 mm(1") above the tank bottom.

The return pipe must be installed about 10 mm (0.4")above tank bottom and a minimum of 300 mm (11.8")away from the suction pipe to prevent air from enteringwhen the engine is switched off.

If the tanks are located lower than the level permittedby the feed pump suction height, fuel must first bepumped up to a day tank using a hand pump or electricpump. In this case, return fuel must be led back to theday tank.

Shut-off valves must be fitted on the fuel line and returnline if the fuel tank's maximum level is higher than 2.5 m(8.2 ft.) above the fuel injection pump on D5/D7engines.The level may not be higher than the cylinder head onD9/D11 engines. The level may not be higher than1.5 m (4.9 ft.) above the cylinder head on D13/D16engines. Otherwise the engine must be equipped withshut-off valves; it will then cope with a 2 m (6.6 ft.)pressure above the cylinder head.

If necessary, electrical or mechanical automatic valvescan be installed on both the inlet and return fuel lines.

The valves must be closed during long standstills. Oth-erwise there is a risk that fuel will leak through theinjection pump into the lubricating system.

Example of fuel system, D5/D7

P0010568

1 Feed pump, belt driven

2 Fuel injection pump

3 Fuel tank

4 Shut-off valve(accessory; refer to previous page)

5 Primary filter and water separator

6 Fuel fine filter

7 Injector

8 Leak off pipe

9 Overflow valve

10 Return to tank

11 Engine stop valve

Installation, Fuel System

47704151 06-2013 © AB VOLVO PENTA 183

Example of fuel system, D9/D11/D16

P0010569

1 Feed pump

2 Unit injectors (6 pcs)

3 Fuel tank

4 Shut-off valve(accessory; refer to previous page)

5 Primary filter, water separator andhand feed pump

6 Fuel fine filter and water separator

7 Venting line (return to tank)

8 ECM(Engine Control Module)

Example of fuel system, D13

2 (x6)

3

1

4

8

7

6

5P0011530

1 Fuel pump

2 Unit injectors (6 pcs)

3 Fuel tank

4 Primer pump

5 Fuel pre-filter

6 Fuel filter housing

7 Venting valve

8 EMS cooler

Installation, Fuel System

184 47704151 06-2013 © AB VOLVO PENTA

Twin fuel tanks

P0010571

1 Fuel tank

2 Fuel filler

3 Ventilation line

4 Suction line

5 Return line

6 Cross connection pipe between tanks

7 Twin fuel pre-filters

8 Single fuel pre-filter

9 Remotely operated fuel shut-off valve

10 Drain cock

11 Fuel shut-off valve, engine (accessory)

12 Feed pump

13 Inspection cover

14 Fuel level gauge

Twin tanks like those illustrated must be cross-con-nected at the bottom by a pipe fitted with shut-offvalves. The lower cross-connection pipe must havean inner diameter of at least 25 mm (1") so that thetanks can be filled from one side of the boat. It isacceptable to use alternative fuel tank shapes if theseare adapted to the installation geometry. Regardlessof the shape chosen it is important to design the tanksuch that there is a lower section from which waterand sludge can be drained.

NOTICE! An auxiliary fuel filter with water separatormust be installed for use with all Volvo Penta engines.

If a day tank is installed, it is advisable to connect thereturn line to this tank.

A shut-off valve must be installed in the feed line,between the tank and the filter. It must be possible toclose this valve from the outside of the engine com-partment.

Installation, Fuel System

47704151 06-2013 © AB VOLVO PENTA 185

Suitable materials for fuel tanks are stainless steel andaluminum sheet.

NOTICE! All tanks must be equipped with at least oneslosh baffle per 150 liters (40 US gallon) volume.Check to see if there are special restrictions regardingvolumes and slosh baffles.

Filling and ventilation connections may not be locatedon the sides of the tank.

The fuel tanks have filling, ventilation, suction line,return line, and fuel level sensor connections, and aninspection opening with cover. The suction line and thereturn line must be separated as illustrated to preventair and hot fuel from the return line from being drawnback into the engine.

A shut-off valve must be fitted to the suction line asclose to the tank as possible. The shut-off valve maybe remotely controlled by cable or similar. Some mar-kets require electrically controlled shut-off valves.

Diesel engine return lines must be run back to the bot-tom of the tank in order to prevent air entering whenthe engine is stopped.

Mount the tank on a soft base. Do not mount the tankon wooden blocks or other type of uneven base. as thismay cause uneven loading with an attendant risk offatigue cracks in the tank.

Install the tank in the boat. Secure the tank with clampsto prevent it from moving in heavy seas. The fuel tankmust be located by itself in a cool space in order toavoid fuel being heated or spreading to other parts ofthe boat in the event of a leak.

In boats where space is limited, the tank may beshaped in order to fit under the aft deck or similarspace. Shape the tank such that its extra weight doesnot affect boat trim angle negatively.

P0004675

ALTALT

min 300 mm (11.8”)

P0010572

P0004677

Installation, Fuel System

186 47704151 06-2013 © AB VOLVO PENTA

The tank must be well ventilated. The tank ventilationline (1) must have an minimum internal diameter of12 mm (0.47"). Raise the hose internally to create awater trap.

The filler (2) must be adapted for a minimum hoseunion of 50 mm (1.97"). The hose between the fillerand the tank must overlap the pipes at either end by atleast 75 mm (2.95") and be secured with two hoseclamps. The hose clamps must be made of corrosionresistant material.

No shared ground strap for the fuel tank, fuel filler etc.is normally required for diesel installations. However,regional authorities may require this for all boats.

NOTICE! Install the filler and ventilation hoses so thatno traps (3) are formed where fuel is able to collect.

NOTICE! The fuel filler and ventilation must be instal-led such that overfilling is prevented and that fuel can-not enter the air inlets.

P0004678

Installation, Fuel System

47704151 06-2013 © AB VOLVO PENTA 187

PipingAll fuel lines must be installed and fastened correctlyclose to the bottom of the boat in order to avoid heatabsorption.

NOTICE! D5 and D7 engines have high fuel flows andtheir fuel lines must therefore have large diameters.Piping that is too narrow will reduce engine power.

IMPORTANT!Pipes should be of material that is corrosion resistantin a marine environment.

Rubber hoses

The illustration shows the most common type of fuelpipe connections. Check that correctly sized approvedhoses are used.

Refer to the table below for required minimum internalrubber hose diameter.

From tank to fuel line connection point

<6 m (19.7 ft.) >6 m (19.7 ft.)D5/D7D9/D11/D12/D13/D16

12 mm (0.47")10 mm (0.39")

14 mm (0.55")10 mm (0.39")

Dimensions, fuel return lines

D5/D7D9/D11/D12/D13/D16

12 mm (0.47")10 mm (0.39")

12 mm (0.47")10 mm (0.39")

NOTICE! Some classification societies and otherauthorities do not allow rubber hoses as fuel lines, orrequire such hoses to meet certain specifications.Check to see if the boat will be used in such areas.

Fasten the fuel lines using clamps. The distancebetween clamps must be around 300 mm (11.8").

P0010573

P0010574

Installation, Fuel System

188 47704151 06-2013 © AB VOLVO PENTA

Copper pipes

The illustration shows the transition from flexible fuelhose (1) to copper pipe (2). Thread M18x1.5.

Refer to the table below for required minimum externalcopper pipe diameter.

From tank to fuel line connection point

<6 m (19.7 ft.) >6 m (19.7 ft.)D5/D7D9/D11/D12/D13/D16

12 mm (0.47")10 mm (0.39")

16 mm (0.63")12 mm (0.47")

Dimensions, fuel return lines

D5/D7D9/D11/D12/D13/D16

12 mm (0.47")10 mm (0.39")

12 mm (0.47")10 mm (0.39")

Priming Pump

D5/D7 only

D5/D7 engines have no engine-mounted primer pump.If the tank is located below the engine, a primer pumpmust be installed on a bulkhead or similar between thefuel tank and primary filter in order to be able to ventthe fuel system.The fuel shut-off valve (SDU) will not work togetherwith the auxiliary primer pump.

NOTICE! It is important to install the pump with thearrow pointing upwards as illustrated.

1

2

P0010575

P0010572

TOP

P0010575

Installation, Fuel System

47704151 06-2013 © AB VOLVO PENTA 189

Suggested installation of a two-way valveto D5 and D7 engines

An ability to change over to the primer pump is neces-sary for SDU to function and fulfill its classificationrequirements. In order for the fuel shut-off valve tofunction the installation of a two-way valve is sug-gested, as illustrated to the left.Position A; fuel is led to the primer pump and theengine fuel system can be purged.Position B; fuel bypasses the primer pump and goesdirectly to the engine fuel system. The valve mustalways be in position B while the engine is running.

NOTICE! The SDU will not function if the valve is inposition A.

Fuel pre-filter

Single or double filters

The filter must be installed on the feed pump suctionside, between the feed pump and the fuel tank. It mustbe placed vertically between the fuel tank bottom andthe feed pump in order to reduce resistance in the feedline.

Install the filter vertically on a bulkhead or bracketwhere it is not affected by engine revolutions and suchthat it is protected as far as possible from an enginecompartment fire. The location must also facilitateinspections and filter insert changes.

IMPORTANT!Always select fuel filters with the correct flow capacity.D5/D7 engines have high fuel flows.

NOTICE! Depending on filter type, free space abovethe filter of at least 130–260 mm (0.43–0.85") isrequired for filter insert changes.

Classified installations and sometimes local authoritiesdemand fire resistant material in the fuel filters.Sightglasses in glass or plastic may not always beapproved.

A B

P0015710

p0010578

Installation, Fuel System

190 47704151 06-2013 © AB VOLVO PENTA

Filtration

There are three sequential stages – separation, coag-ulation and filtration – that guarantee fuel is entirelyfree from contaminants when it reaches the engine.Water and other impurities are collected in the bowlsat the bottom, where they can be easily drained withthe aid of a tap. The recommended filter insert is 10microns. Regular replacement intervals between theengine mounted filter and primary filter are recom-mended.

The double filter has a pressure gauge that showspressure-drop. Flow may be directed through the left,right or both filters, which enables filter insert replace-ment while the engine is running.

The filter fulfills thus classification society standards forpropulsion engine fuel systems.

NOTICE! When a fuel filter is used together with a fuelshut-off valve (1), the primary filter check valve (2)must be removed (where fitted). See illustration.

NOTICE! If this is not done, the stop function will bedisabled as there will be an insufficient pressure dropin the injection pump. The same type of mistake canbe made on D5/D7 engines when installing an externalprimer pump.

IMPORTANT!Do not connect more than one engine to the same fuelpre-filter. This will cause undesirable pressure drops.

One engine - one filter

Two engines - two filters

FP

T

P0004235

12

A Engine 1

B Engine 2

C Fuel pre-filter - water separator

D Fuel tank

Installation, Fuel System

47704151 06-2013 © AB VOLVO PENTA 191

Fuel PressurePressure is measured after fuel has passed the filterinsert.

When checking, first increase engine revolutions thenreduce them so that the pressure is read at low idle.The pressure measured may not be lower than:

• D5/D7 280 kPa (40.6 psi)

• D9/D11 300 kPa (43.5 psi)

• D13 180 kPa (26 psi)

• D16 300 kPa (40.6 psi)

Low feed pressure may be the result of a blocked fuelfilter, a defective overflow valve or a defective feedpump. Make sure the components fulfill recommenda-tions and do not cause excessive pressure.

NOTICE! The overflow valve may not be adjusted.Replace the valve if necessary.

D5/D7Measure the feed pressure at the fuel inlet banjo at thefront of the engine block (P) using 9996398 Manome-terwith 9996066 Nipple and a long banjo bolt(44 mm (1.73")) and a new copper washer (969011).

NOTICE! Feed pressure must be min 280 kPa (40.6psi).

P

P0010579

Installation, Fuel System

192 47704151 06-2013 © AB VOLVO PENTA

P0010580

P0010581

D9/D11/D12/D13/D169998494 Hose and 9998339 Manometer are con-nected to the vent outlet (1) on the filter cover.

NOTICE! Single filters not available for D16.

IMPORTANT!If the fuel tank maximum level is higher than theengine cylinder head, shut-off valves must be fitted onthe fuel line and return line.Valves must be installed on D13 engines if the maxi-mum level is 1.5 m (4.9 ft.) above the cylinder head.

The valves must be closed during long standstills.Otherwise there is a risk that fuel will leak through theinjection pump/injectors into the lubricating system.

D13

1

P0011415

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47704151 06-2013 © AB VOLVO PENTA 193

Fuel Cooler

D5/D7 onlyIncreasing the fuel temperature above 40 °C (104 °F)(measured at the injection pump inlet) leads to adecrease in power of around 1.5% per 5 °C (41 °F),and vapor bubble formation and backfiring at highertemperatures. The maximum permissible continuousfuel temperature is 75 °C (167 °F), whereas a fuel tem-perature of up to 90 °C (194 °F) may be permitted atthe feed pump in special cases for short periods. Thisdepends on engine power settings and whetherexhaust values are met.

Today, modern engines with high-pressure injectionrequire lower fuel temperature levels. Fuel tempera-ture characteristics can be influenced by good fuel tankdesign and selection of materials, and through tanklocation (good ventilation, avoidance of additionalheating). Safe, localized heat dissipation can also beensured by a suitably dimensioned fuel cooler (1).

This type of fuel cooler is integrated into the enginecooling system (air side) and cools return fuel. Flowresistance in the fuel cooler may not be higher than 15kPa (2.18 psi).Total return system resistance including the fuel coolermay not exceed 50 kPa (7.25 psi).Cooler size must be around 2-4 kW.

P0010582

Installation, Fuel System

194 47704151 06-2013 © AB VOLVO PENTA

Lubrication System

Viscosity

Select the viscosity according to the table.

The temperature values refer to stable ambient tem-peratures.

* SAE 5W/30 refers to synthetic or semi-synthetic oils.

Installation, Lubrication System

47704151 06-2013 © AB VOLVO PENTA 195

Electrical System

GeneralThe electrical installation must be planned very care-fully and carried with the greatest of care. Strive forsimplicity when designing the electrical system.

Cables and connectors used in the installation must beapproved for marine use. The cables must be run inconduits and securely fastened.

NOTICE! Be careful not to run cables too close toengine hot spots or close to other heat sources. Thecables must not be subjected to mechanical wear.Where necessary, cables must be run through con-duits.

Minimize the number of joints in the system. Make surethat the cables and particularly the joints are accessi-ble for inspection and repair.

We recommend that the boat be delivered with a circuitdiagram covering the entire electrical system. This willconsiderably simplify fault tracing and the installationof further equipment.

NOTICE! Take care to ensure that no joints in theengine compartment are located deep. All joints mustbe located higher than the alternator.

Installation, Electrical System

196 47704151 06-2013 © AB VOLVO PENTA

Batteries

Battery terminologyCapacityCapacity is measured in ampere hours (Ah). Start bat-tery capacity (Ah) is normally specified as the battery20-hour capacity, i.e. the battery will be discharged bya constant current over 20 hours until it reaches a finalvoltage of 1.75 V per cell. For example: If a battery isable to produce 3 A over 20 hours, its capacity is 60Ah.

The ampere value at cold start (CCA) measures bat-tery start capacity. The SAE (Society of AutomotiveEngineers) specifies the following test: A battery at atemperature of -18 °C (0 °F) must be able to providecurrent equivalent to the ampere value during a 30-second cold start with a constant voltage level above1.2 V per cell or 7.2 V for a 12 V battery. There areother CCA tests defined by DIN, JIS, and ETN, etc.These tests give other CCA values than the SAE test.

Battery capacity is influenced by temperature. Batterycapacity is specified at +20 °C (68 °F). Cold signifi-cantly reduces a battery's ability to release energy. Thefollowing table shows capacity differences at +20 °C(68 °F) and -18 °C (0 °F).

Temperature +20 °C (68 °F) -18 °C (0 °F)Capacity 100 %

70 %40 %

50 %35 %25 %

Installation, Electrical System

47704151 06-2013 © AB VOLVO PENTA 197

Connecting batteriesIf the boat has several batteries, the following connec-tion method must be used:

Parallel connection:Two (or more) 12 V batteries are connected in parallelto increase capacity. Boat system voltage is the sameas battery voltage.

• The batteries must have the same nominal voltage.

• The batteries may have different capacities.

• The batteries do not need to be of equal age.

When two batteries are connected in parallel the volt-age remains same, but capacity is the sum of therespective battery capacities. During charging eachbattery receives a charging current lower than thatspecified on the charger. Measure the charging currentat each battery using an ammeter in order to assesscharge current to each battery.

If one of the batteries in a parallel connection has ashorted cell, the nominal system voltage will be around10 V.

Series connection:When two 12 V batteries are connected in series, boatsystem voltage will be 24 V.

IMPORTANT!Always check boat system voltage before connection.Engines may be in 12 V or 24 V configurations.

• The batteries must be the same (have the samecapacity and voltage).

• The batteries must be of equal age as the chargecurrent required for a given voltage changes withbattery age.

• Different loads may not occur (the equipment mustburden both batteries, not just one). A small powerconsumer, such as a radio connected to only onebattery can quickly destroy both batteries.

Two batteries connected in series provide the samecapacity, but double the voltage. During charging,each battery takes current from the charger. The totalbattery voltage may not exceed the battery voltagestated on the charger.

When two 12 V batteries are connected in series andone of the batteries has a shorted cell, the voltage ofthe two batteries will be around 23 V.

P0004709

Example: When two 12 V batteries, each with a capacity of 88 Ah,are connected in parallel, the voltage will be 12 V and the totalcapacity 176 Ah.

P0004708

Example: When two 12 V batteries, each with a capacity of 88 Ah,are connected in series, voltage will be 24 V and the total capacity88 Ah.

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198 47704151 06-2013 © AB VOLVO PENTA

Battery DimensioningStart currentEngine start current at +5 °C (41 °F).

12 V systemD5/D7D9

650 A680 A

24 V systemD5/D7D9/D11D12/D13D16

320 A340 A400 A450 A

Start current data dependent on cable cross-section,cable length and battery type. The figures should beseen as approximate values.

As a guideline, short-circuit current is calculated asbeing 2-2.5 times greater than start current.

Selecting Battery SizeWhen selecting battery size it is crucial to consider bothinstantaneous and continuous capacity.

Continuous capacity (batteries marked with Ah) is clas-sified using the C20 standard.

C20 involves the amount of current that can be takenfrom the battery over 20 hours.

Example 1: 60 Ah = 20 h. X 3 AExample 2: 100 Ah = 20 h. X 5 A

The battery size specified below is recommended forVolvo Penta engines at temperatures down to +5 °C(41 °F). Battery voltage is 12 V.

Engine Voltage Capacity, min Ah, maxD5/D7D5/D7D9D9/D11D12/D13D16

12 V24 V12 V24 V24 V24 V

882 X 661402 X 1052 X 1402 X 140

1702 X 1152 X 1802 X 1802 X 2202 X 220

Battery capacity is reduced by around 1% per degreefrom +20 °C down, which must be taken into accountin extreme temperature conditions.

NOTICE! The list above specifies the number of bat-teries. E.g., a total of four 105 Ah batteries must beinstalled for a twin D9 24 V installation.

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47704151 06-2013 © AB VOLVO PENTA 199

Batteries, Installation

P0004705

1

Install the batteries in a box with a tight-fitting lid. Ven-tilate the box with 25 mm (1”) hoses (1). The ventila-tion hoses must lead to the outside of the boat in orderto release the flammable gas the batteries produce.

The batteries must be secured and may only movemax. 10 mm (3/8").

WARNING!Risk of fire and explosion. Never allow an open flameor electric sparks near the battery or batteries.

Batteries that are not sealed may only be installed inthe engine compartment if they are in a separate,sealed and well-ventilated battery box. Battery gas ishighly inflammable and extremely volatile.

Accessory BatteryThe use of a separate battery array for service powerconsumption is mandatory.

Volvo Penta recommends the use of a charge distrib-utor to charge the service batteries.

Cross-over SwitchThe use of a battery changeover switch between theservice battery and the start battery is recommended.

1 Start battery

2 Service battery

3 Battery changeover switch

4 Start motor+ +

+

- -

- 4

1

3

2

P0015381

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200 47704151 06-2013 © AB VOLVO PENTA

Starting Battery Cable AreaVolvo Penta recommends cable cross-sectionsaccording to the table below in order to provide suffi-cient power from the battery to the starter motor.

NOTICE! The list applies to both 12 V and 24 V sys-tems.

Measure the total cable length from the battery pos-itive terminal (+) via the main switch to the starter motorpositive connection (+), and from the starter motornegative connection (-) back to the battery negativeterminal (-).

Then select the recommended cable cross-sectionaccording to the table below for both the negativecable (-) and the positive cable (+).

NOTICE! If the vessel will be operated in climatescolder than +5 °C (41 °F), cable size must beincreased.

Start battery total cable length and cable cross sectionCable core cross section, mm2 50 70 95 120

Cable core cross section, AWG(1) 1/0 2/0 3/0 4/0

Engine Electrical Sys-tem

Total cable length, m (ft.)

D5/D7 12 V 0–6.6(0–21.6)

6.6–9(21.6–29.5

9–11.4(29.5–37.4)

D5/D7 24 V 0–7,7(0–25.3)

7.7–10.9(25.3–35.7)

10.9–14.8(35.7–48.5)

14.8–18.7(48.5–61.3)

D9 12 V 0–5.8(0–19)

5.8–8(19–26.3)

8–1026.3–33)

D9/D11 24 V 0–6.3(0–21)

6.3–8.9(21–27)

8.9–12.1(27–37.5)

12.1–15.3(39.7–50.2)

D12/D13(2) 24 V 0–8.2(0–27)

8.2–11.1(27–36)

11.1–14.0(36–46

D16 24 V 0–8(0–27)

8–10.6(27–35)

10.6–13.5(35–44.3)

Comparison cable cross section (mm²) – diameter (mm) according to Volvo standardCross section, mm² (AWG) 50 (0) 70 (00) 95 (000) 120 (0000)Core diameter approx., mm (in.)Cable diameter approx., mm (in.)

12 (0.47)15 (0.59)

14 (0.55)17 (0.67)

16 (0.63)19 (0.75)

18 (0.71)21 (0.83)

+

- 2

1

3+ -

P0004711

1 Main switch

2 Start motor

3 Battery

1. (American Wire Gauge)2. Values based on 140 Ah battery capacity

Installation, Electrical System

47704151 06-2013 © AB VOLVO PENTA 201

Battery ChargingIMPORTANT!Always connect the battery charger directly to the bat-tery positive (+) and negative (-) terminals.

For charge voltages and charging times, refer to thebattery manufacturer instructions.

When a battery charger is used in a 12 V system bat-tery voltage increases to around 13.8–14.4 V. Charg-ing at high speed with high gas generation may resultin the following:

• Battery service life is reduced

• Capacity is reduced

• There is a risk of shorting in the battery

• There is an explosion risk

The following parameters govern charging time dura-tion:

• How discharged the battery was at commencementof charging

• Charger capacity (how much current a charger isable to supply)

• Battery size (capacity in Ah)

• Battery temperature. A longer charging time isrequired when a battery is cold. A battery is not ableto receive a high charge current at low tempera-tures.

It is better to charge at 10 A for 5 hours than at 50 Afor 1 hour, even though the total charge is 50 Ah in bothcases. The battery may have difficulty in accepting ahigh charge current.

WARNING!Explosion hazard. Batteries contain and give off anexplosive gas which is highly flammable and explosive.A short circuit, open flame or spark could cause a vio-lent explosion. Ventilate well.

IMPORTANT!Never switch off power to the battery charger beforethe connections are removed.

P0002111

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202 47704151 06-2013 © AB VOLVO PENTA

Charge stateCharge state is the level to which the battery ischarged. This state can be measured either by meas-uring the specific gravity of the battery acid in each cell,or by measuring the voltage in each cell without a load.The latter cannot be done on modern batteries as thecell electrical connections are sealed and not accessi-ble for measuring.

Measuring the voltage across the terminals providesentirely incorrect information if one of the cells is defec-tive. Instead, battery acid specific gravity must bemeasured using a battery acid hydrometer. Specificgravity differs with temperature. The lower the temper-ature the higher the specific gravity.

Extra AlternatorsRefer to Sales guide, marine diesel engines, pro-pulsion and the General page 218 chapter in thismanual.

Installation, Electrical System

47704151 06-2013 © AB VOLVO PENTA 203

Voltage SupplyAll engines covered by this manual have two-pole elec-trical systems. This means that each electrical com-ponent on the engine has an insulated DC negativereturn. The alternator, starter motor and all sensors areelectrically insulated from the engine block and thepositive and negative battery terminals must be con-nected to the starter motor terminals.

Charge distributor, 12 V and 24 V, engine and boat.The charge distributor automatically provides chargingfor two battery circuits, independent of each other. Onecircuit is used to start the engine and the other circuitfor other electrical equipment. This means that if theservice battery is discharged, it will still be possible tostart the engine with the start battery.

The calculation of cable cross section is described inthe installation instructions included in the chargingdistributor kit.

Recommended single installation

- NOTICE! No equipment is connected to the startbattery array.

- Two separate service battery arrays.Navigation equipment is connected to service bat-tery I.

- Bow and stern thrusters, capstans and other largepower consumers are connected to service batteryII. This prevents voltage drop in equipment con-nected to service battery I, such as navigationinstruments.

NOTICE! Large power consumers must have a sep-arate switch connected directly to the service batterypositive terminal (+).

- All other equipment such as lamps, fans, fridgesetc., (navigation equipment excepted) may be con-nected to service battery I or II.

- On D9, D11, D13 and D16 engines the sensor cableis factory mounted on the starter motor. If servicebatteries are used, re-route the cable as illustrated.

1 2

3

4

55

6 7 8

9

10

P0008310

1 Alternator

2 Sensor cable

3 3-way charge distributor (not Volvo Penta accessory)

4 Cross-over Switch

5 Optional

6 Start battery

7 Service battery I

8 Bow thrusters, capstans etc. (major power consumers)

9 Starter motor

10 Service battery II

Installation, Electrical System

204 47704151 06-2013 © AB VOLVO PENTA

Recommended twin installation

Two service battery arrays (single faulttolerant system)

- Separate start battery arrays for each engine (driv-etrain).

NOTICE! No equipment connected to start batteryarray.

- Two separate service battery arrays.Navigation equipment is connected to the port sideservice battery.

NOTICE! Navigation equipment must not be con-nected to the start battery array.

- Bow and stern thrusters, capstans and other majorpower consumers are connected to the starboardside service battery (II). This prevents voltage dropin equipment connected to the port service battery,such as navigation instruments.

- Connect the sensor cables to the alternators for theservice battery arrays.

NOTICE! Large power consumers must have a sep-arate switch connected directly to the service batterypositive terminal (+).

- All other equipment such as lamps, fans, fridgesetc., (navigation equipment excepted) may be con-nected to the port or starboard service battery.

- On D9, D11, D13 and D16 engines the sensor cableis factory mounted on the starter motor. If servicebatteries are used, re-route the cable as illustrated.

The system is tolerant of single faultsIf a short circuit occurs in one of the drivetrains, this willnot affect the other drivetrain.

1 12 2

3 3

4 4

5a 5b

6 6

7a 7b8

9 9P0011537

Port Starboard

1 Alternator

2 Sensor cable

3 Charge distributor

4 Cross-over Switch

5 a Service battery Navigation equipment, other types of consumersb Accessories (normal consumers), except navigation equip-ment

6 Start battery

7 a Service battery Ib Service battery II

8 Bow thruster, capstan etc.(large consumers)

9 Starter motor

Installation, Electrical System

47704151 06-2013 © AB VOLVO PENTA 205

Power Module

D9/D11/D13/D16The power module monitors power supply to the con-trol unit, the EVC system.

If the power module is connected to a stand-by batteryarray, the unit will automatically select the battery arraywith the highest voltage. The unit is equipped with fullyautomatic circuit breaker protection, which cuts currentin overload situations.

NOTICE! If the engine is stopped the starter motordoes not automatically switch over to the stand-by bat-tery array.

The stand-by battery connection is a two-pole connec-tion marked “1” and “2” where “1” is positive and “2” isnegative. The wires to the connection are red andblack, where red is positive and black is negative.

Main switchA main switch must be installed on the positive side.When the cables are run through bulkheads both thepositive and negative cables must be fitted with rubberbushings. Locate the main switch on the outside of theengine compartment, but as close to the engine aspossible in order to reduce cable length.

Requirements, main switchNormalvoltage

Nominal capacity Working temperatureand storage

Spade con-nector size

Standard Protectioncategory IEC529 standardcontinuous for 5 sec. Min Max

≤48 V 300 A 3000 A -40 °C(-40 °F)

+85 °C(185 °F)

M10 SAE J1171 IP 68

P0004714

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206 47704151 06-2013 © AB VOLVO PENTA

Connection

External accessories

P0004723

1 Ground cable junction box (-)

2 Fuse box (+)

3 Junction box, lanterns

Before auxiliary equipment such as navigation equip-ment, auxiliary lighting, radio, echo sounders etc., areinstalled, their total power consumption must be accu-rately calculated in order to ensure that boat chargingcapacity is sufficient.

The above schematic shows how equipment may beinstalled in the boat. Fasten the cables to brackets atshort intervals and mark the cables at fuse boxes andjunction boxes (1-3) with each cable consumer suchas communication radio, fridge, lanterns etc.

Install the electrical system control panel close to theinstrument panel, in an easily accessible place that isnot exposed to moisture.

If a 230 V system is installed, this part of the electricalpanel must be clearly marked.

NOTICE! Make sure that all components used aresuitable for marine environments. Spray all electricalequipment with water repellent spray.

Installation, Electrical System

47704151 06-2013 © AB VOLVO PENTA 207

Calculating the supply cable crosssection

Note that power supply cable length and cross sec-tional area (A+, A-) depend on the number of acces-sories connected.

• Add all the accessories (power consumers).

• Measure the total length of the supply cable (A+,A-) on the positive (+) and negative (-) sides.

• Refer to the chart on the next page. The chart showssupply cable cross section.

Calculating the cable cross section forpower consumers• Measure the distance from the terminal block to the

accessory.

• Multiply the distance by two.

• Then calculate the cable cross section according tothe chart on the following page.

P0004724

+-P0004723

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208 47704151 06-2013 © AB VOLVO PENTA

Calculating cable cross section

0,8 0,8

1,5 1,5

2

0,5150

200

300

400

500

600

800

1000

1500

2000

3000

4000

1

4

6

10

16

25

35

50

70

95120

1,5

2,5

0,75

20

30

40

50

60

80

100

150

200

300

400

500

600700

3

4

5

6

8

10

15

20

30

40

50 150

100

80

60

50

40

30

20

15

10

8

6

5

0,5

1

1,5

2,5

4

6

10

16

25

35

50

70

0,75

3 3

4 4

5 5

6 6

8 8

10 10

15 15

20 20

25 25

30 30

2 2

1 1

A A

12V 24V

B BC CD D1 1

P0004726

1 Load

A Length (m)

B Cross-sectional area(mm²)

C Current (A)

D Output (W)

AWG – American Wire Gauge Example: If a 12 V fridge consumes 70 W and thedistance between the terminal block and the fridge isfour meters, draw a straight line between the number8 (4 x 2) on the meter scale and the number 70 on theconsumer scale.

The line dissects the cross sectional area scale in the2.5 interval; 2.5 corresponds to the cross sectionalarea required (2.5 mm2).

The calculation is based on the maximum permissiblevoltage drop in all cables between the positive termi-nal to the consumer and back to the negative terminal.

Total voltage drop when applying the abovetable:

12 V system 0.4 V

24 V system 0.6 V

AWG Ø, mm Ø,inches

mm² sq. in

222120191817161514131211109876543210 (1/0)00 (2/0)000 (3/0)0000 (4/0)

0,64380,72290,81180,91161,0241,1501,2911,4501,6281,8282,0532,3052,5882,9063,2643,6654,1154,6215,1895,8276,5447,3488.2519.26610,4011,68

0.02530.02850.0320.0360.0400.0450.0510.0570.0640.0720.0810.0910.1020.1140.1290.1440.1620.1820.2040.2290.2580.2890.3250.3650.410.46

0,32550,41040,51760,65270,82311,0391,3091,6512,0822,6243,3104,1735,2606,6338,36710,5413,2916,7621,1426,6533,6142,4153,4667,4084,97107,16

0.000500.000630.000800.001010.001280.001610.002030.002560.003230.004060.005130.006470.008150.01030.0130.0160.0210.0260.0330.0410.0520.0660.0830.1040.1320.166

Installation, Electrical System

47704151 06-2013 © AB VOLVO PENTA 209

Instruments, non EVC Engines

D5/D7 onlyThis installation manual covers normal instruments.Some installations e.g. classified systems, may requirespecial instruments and sensors.

Select an unobstructed location where the instrumentswill be easily readable.

NOTICE! The safe distance for the compass locationto avoid magnetic interference from the tachometer is0.3 m (1 ft). If the compass is placed closer, compen-sation must be made. Also refer to the compass instal-lation instructions.

Check that there is sufficient space underneath for thegauge and cables. Attach the template (if needed) inthe chosen location.

Make sure the panel is accessible for inspections andrepairs.

The instruments may be installed horizontally (supine)or vertically (upright). Other angles will lead to reducedaccuracy and the risk of greater instrument wear(shorter life span).

Refer to the following installation instructions for instal-lation kits:

• Publ. # 7739871, Panel kit, wheelhouse(Instrument kit – ignition switch)

• Publ. # 7735798, Panel kit, flybridge(Instrument kit – Flybridge – start/stop buttons)

P0011538

Installation, Electrical System

210 47704151 06-2013 © AB VOLVO PENTA

Complete instrument panels for one or two helmstations

A

B

C

P0011539

A FlybridgeTachometer

B Main helm stationFull instrumentation

C Y-connector

NOTICE! When two panels with full instrumenta-tion are used, make sure that the electrical systemhas oil pressure and coolant temperature sensorsfor two instruments.

P0011540

From engine

Power supplyAuxiliary outlet: Connect additional outlets on rear ofalarm panel. These outlets can be used for additionalgauges, audio equipment, etc.

NOTICE! Maximum current take-off (1) for both instru-ment panels together: 5 Ah.

1

P0011541

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47704151 06-2013 © AB VOLVO PENTA 211

A

B

C

D

P0011542

A Flybridge, start/stop buttonsTachometer or full instrumentation(not two oil pressure and temperature gauges)

B Flybridge, ignition switchTachometer or full instrumentation(not two oil pressure and temperature gauges)

C Main helm station, ignition switchFull instrumentation

D Y-connector

NOTICE! When two panels with full instrumenta-tion are used, make sure that the electrical systemhas oil pressure and coolant temperature sensorsfor two instruments.

P0011540

From engine

Power supplyAuxiliary outlet: Connect additional outlets on rear ofalarmpanel. These outlets can be used for additionalgauges, audio equipment, etc.

NOTICE! Maximum current take-off (1) for both instru-ment panels together: 5 Ah.

1

P0011541

Installation, Electrical System

212 47704151 06-2013 © AB VOLVO PENTA

Universal tachometer, 12 V/24 V

Instructions - how to set code

The correct code for the engine concerned must be setbefore the tachometer is used.

Setting steps Shown on display A DescriptionsConnected to system volt-age.

0 S

P0011546

COdEP0011550

NOTICE! For tachome-ters that are alreadycoded pin B must bepushed in when thepower is turned on.

Press in pin B and releasepin B.

Pin B is not included in thetachometer kit. 0 S

P0011547 B

Cd1P0011551

Press in pin B.

P0011548

Cd3Cd4

Cd5P0011552

Codes are scrolled at 1second intervals.

Remove pin B when thecorrect code is dis-played*.

P00115489

Cd3P0011553

This is your code. Com-pare with code table.

* Wait for 10 seconds with the unit connected to systemvoltage to confirm the code setting. 0.0

P0011554

Switches to operatinghours.

Code tableCode Code shown on display Signal sensor Engine24 Cd24 Inductive D5/D7

A

B

P0011545

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47704151 06-2013 © AB VOLVO PENTA 213

Extra InstrumentsAdditional instruments are available for monitoringengine boost pressure (1) and gearbox oil pressure (2).

Harness kits for these instruments are included in theinstrument panels and panel kits for individually instal-led instruments.

Sensors for D5/D7 engines must be ordered sepa-rately for installation on the engine.

Other instruments, such as water and fuel tank gaugesand sensors, etc. are also available as accessories.

Water in Fuel Filter AlarmVolvo Penta offers the option of installing a water-in-fuel indicator in the fuel pre-filter. The sensor can beconnected to an indicator or to a second alarm panel.

P0011548

0

0

psi

psi

0

0

5 10 1520

30

321

75

14

150 225

28

300

42

100kps

100kps

TURBO

2

1

P00011557

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214 47704151 06-2013 © AB VOLVO PENTA

External Stop RelayD9/D11/D13/D16D9, D11, D13 and D16 engines are equipped withrelays that can be remotely controlled by third partyequipment, e.g. fire extinguishing systems. The engineshuts down when the relay is energized.

NOTICE! Do not connect the external stop connectorif this function is not to be used.

Connecting the external stop relay

• Locate the two-pole connector on the right side ofthe engine.

• Connect the accessory cable kit.

When the external stop relay is energized (D9, D11,D13 and D16) the following fault codes are shown inVodia:

MID128, PPID 6, FMI 11

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Fire Extinguishing SystemBefore the fire extinguishing system deploys, it mustshut down the engine(s). The engine can be shut downin case of fire by connecting the fire extinguishing sys-tem engine shut down function to the external stoprelay.

Recommended installation(Factory-set function on D9/D11//D13/D16 engines)

Active (+) at stop (energized to stop)

1 Pin 1 R (+)

2 Pin 2 SB (-)

3 Accessory cable kit, 10 m (32.8 ft.)

4 Fire extinguishing system

5 Main switch (+)Do not use EVC accessory relay.

Alternative installationInactive (+) when closed (energized to run)

NOTICE! If there is a requirement for a pause functionon the relay with an active positive (+) from the fireshut-off system when the engine is running, and noactive positive (+) to switch off the system, the cablesmust be connected in the relay base as illustrated.

Terminal 85 is connected to the battery (-) and terminal+86 to the fire alarm unit.

The illustration shows a circuit diagram of an energizedcircuit.

87a30

87

(+)86 (-) 85

12

3

4 5P0011567

85

87a

30

+ 8687P0011569

87 not used.

Installation, Fire Extinguishing System

216 47704151 06-2013 © AB VOLVO PENTA

1 Pin 1 R (+)

2 Pin 2 SB (-)

3 Accessory cable kit, 10 m (32.8 ft.)

4 Fire shut-off unit

5 Main switch (+)Do not use EVC accessory relay.

Classified installations(Factory-set function on D9-D16 engines)

Active (+) at stop (energized to stop)

1 Accessory cable kit, 10 m (32.8 ft.)

2 Fire extinguishing system

NOTICE! For alternative function – Inactive (+) whenclosed (energized to run); use VODIA to change theconfiguration.

87a

3087

(+)86 (-) 85

12

3

4 5P0011568

P0011558

+24 V

2

1

Installation, Fire Extinguishing System

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Power Take-off

General

5

1

24

3

P0011733

1 Front end power take-off

2 In-line power take-off

3 Extra V-belt pulley

4 Side mounted power take-off

5 Auxiliary pumps

There is the option of installing power take-offs on thetiming gear covers of some engines or as a side-mounted power take-off for various small auxiliaryapparatuses. Some reverse gears have power take-offconnections as accessories.

If more power is required, a mechanical power take-offcan be installed on the front of the crankshaft either viaa common standard clutch or an auxiliary shaft con-nection (in-line).

Various PTO configurations can be built. The mostcommon are described in this chapter.

Always refer to the current Sales Guide for PTOsoffered as accessories by Volvo Penta for each enginesize and power output.

permissible power take-off outputs are described laterin this chapter.

Installation, Power Take-off

218 47704151 06-2013 © AB VOLVO PENTA

Disconnectable Power Take-off,Crankshaft

Front-mounted, de-clutchable PTO

The clutch is of the declutchable type intended for driv-ing winches, bilge pumps or other auxiliary equipment.

NOTICE! The clutch is available for D9 MH butrequires modifications to engine details.

PTO clutchflange size

Clutch,make and type

Output Max torque,Nm

SAE3 Twin Disc, SP 211-11.5" Stub-shaft (1) 1000 (738)

P0011738

1

Installation, Power Take-off

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Flywheel and Flywheel Housing,SAE Standard

SAE1SAE0

A

B

C

P0011924

Engine Standard Options Accesso-ries*

D5D7A TD7A/C TAD9 R1-R2D9 R3-R5D11D13D16

SAE 3SAE 3SAE 2SAE 1SAE 2SAE 2SAE 1SAE 1

SAE 1, 2SAE 1, 2SAE 1, 3–––––

–––SAE 0–––SAE 0

* Accessory SAE 0 is an adapter (part # 889837)which is connected to SAE 1.

SAE # A B C # Bolt hole, diameter0001/2

787.4 mm (31.00")647.7 mm (25.75")584.2 mm (23.00")

850.9 mm (33.50")679.5 mm (26.75")619.1 mm (24.38")

882.7 mm (34.75")711.2 mm (28.00")647.7 mm (25.50")

161612

13.5 mm (17/32")13.5 mm (17/32")13.5 mm (17/32")

123

511.2 mm (20.12")447.7 mm (17.62")409.6 mm (16.12")

530.2 mm (20.87")466.7 mm (18.38")428.6 mm (16.87")

552.5 mm (21.75")488.9 mm (19.25")450.8 mm (17.75")

121212

11.9 mm (15/32")10.3 mm (13/32")10.3 mm (13/32")

456

361.9 mm (14.25")314.3 mm (12.38")266.7 mm (10.50")

381.0 mm (15.00")333.4 mm (13.12")285.7 mm (11.25")

403.2 mm (15.87")355.6 mm (14.00")308.0 mm (12.12")

1288

10.3 mm (13/32")10.3 mm (13/32")10.3 mm (13/32")

NOTICE! Refer to the Sales guide, marine dieselengines, propulsion for complete information regard-ing flywheel housing dimensions.

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PTO Facilities

P.T.O. PositionsAccessories such as water pumps and steering servopumps etc. can be driven from different power take-offlocations on the engine. These locations vary depend-ing on engine type, but generally the accessories canbe:

a installed on the engine and driven by belts from thecrankshaft pulley. If the accessory is installed a longway from the engine, engine movement must betaken into consideration e.g. by the use of a spring-loaded guide roller.

b installed on the timing cover front or rear, gear-wheel driven from the camshaft drive.

c Some reverse gears can be ordered with integralPTOs for driving various accessories such ashydraulic pumps.

The accessories should not be installed fixed in thevessel and driven by a flexibly mounted engine. Thisis only permitted for small operational power require-ments.

Belt Driven P.T.O.The amount of power available at the crankshaft beltpulley depends on power take-off belt pulley distancefrom the crankshaft and the directions of the vectorforces that affect the belt pulley.It is also dependent on belt pulley diameter and enginerpm.

Crankshaft belt pulleys are available for every enginetype. Some have an integral power take-off groove,while others can be fitted with a bolt-on power take-offdisc.

Tightening torqueIf the crankshaft belt pulley is changed, the new pulleymust be installed with the correct tightening torque.Tightening torques are specified in the service manualfor each engine type.

F F

P0012174

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Belt TensionAll belt-driven power take-off connections must havethe correct belt tension, as insufficient belt tension maycause the belts to slip at high loads and high rpm,which will shorten belt life etc.

If the power take-off is driven by the crankshaft, over-tight belt tension will cause higher side loads than nec-essary, which may cause damage to the crankshaftbearing.

Belt tension can be tested by applying pressure to themiddle on the greatest belt distance between two beltpulleys and adjusting the tension until the belt onlyyields to a given value; refer to the illustration.

On installations with several belts where there are twoor more belts between two belt pulleys, the belts musthave the same length in order for the load to be dis-tributed evenly and for the belts to last as long as pos-sible.

Idler PulleysIdler wheels used to tension V-belts must belocated on the slack side of the belt and may notbe narrower than the minimum diameterrecommended by the belt manufacturer.Belt pulleys that are too small will shorten belt life con-siderably.

A spring-loaded belt pulley is preferable to one that isadjusted and fixed, as a spring-loaded pulley ensuresbelt tension is maintained. This becomes more impor-tant the greater power take-off values are, as tauterbelt tension is required to avoid slippage, and thiscauses greater side loads/bending moment on thecrankshaft and its bearings.

NOTICE! It is also important to use a spring-loadedidler pulley where internal movement may occurbetween a flexibly mounted engine and driven equip-ment installed on a separate chassis.

AD

1

2

P0011949

D = 0.015 x A 1 Engine

2 Optional

A = Distance between belt pulleys in mm.D = Yield in mm.

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V-Belt TransmissionsV-belt transmissions can easily be adapted to differentgear ratios (by using different drive pulley sizes). Thistype of transmission provides flexible power transferwith a low noise level and requires relatively little main-tenance.

However, alignment must be accurate and belt tensionmust be easy to adjust.

Extra V-belt PulleysIn order to calculate speed and diameter, the followingformula may be used:

RD × N = rd × n

RD = Driving belt pulley pitch diameterrd = Driven belt pulley pitch diameterN = Driving shaft speedn = Driven shaft speed

Pitch diameters are specified in belt pulley suppliercatalogs.

Front end V-belt pulleys

Belt pulley on crankshaftExtra belt pulleys are available for bolting to the frontend of the crankshaft. Information regarding VolvoPenta standard front end pulleys is published with itsdimensions in the Sales guide, marine diesel engines,propulsion.

Direction of the Side LoadingsIf two or more belt drives are required and it is possibleto install them in opposite directions, their effects willcancel each other out and minimize total side load onthe crankshaft bearings.

The engine will usually handle horizontal forces (F)well and vertical forces reasonably well. Refer to indi-vidual diagrams in the Stub Shafts and V-beltPulleys page 228 section for each individual enginefamily.

P0011747

F F

P0012174

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In-line Power Take-off

The illustration on the left shows one concept of howto utilize crankshaft power in-line when all side loadsare taken up by the bearings (1). Torque values aremaximum levels. The flexible coupling (2) must becalculated by Volvo Penta.

P0011750

1

1

2

3

9

A C

E

D

1 Bearing

2 Flexible coupling

3 Belt pulley

D5/D7

B

P0011749

D9/D11/D13/D16E

F A B C

D 12P0011750

Engine Max torque A B C D E FNm (lbf.ft) mm (in.)

D5A T 464 (342) 95 (3.74) 118 (4.65) 140 (5.51) 11.2 x 9 (0.44 x 9) 8.0 (0.32) - (-)D5A TA 573 (422) 95 (3.74) 118 (4.65) 140 (5.51) 11.2 x 9 (0.44 x 9) 8.0 (0.32) - (-)D7A T 697 (514) 95 (3.74) 118 (4.65) 140 (5.51) 11.2 x 9 (0.44 x 9) 8.0 (0.32) - (-)D7A TA 847 (624) 95 (3.74) 118 (4.65) 140 (5.51) 11.2 x 9 (0.44 x 9) 8.0 (0.32) - (-)D7C TA 946 (697) 95 (3.74) 118 (4.65) 140 (5.51) 11.2 x 9 (0.44 x 9) 8.0 (0.32) - (-)

D9/D11(1) 1000 (738) 84 (3.31) 114 (4.49) 138 (5.43) 12.6 x 9 (0.50 x 9) 20 (0.79) 74 (2.91)

D13(2)(3) 1000 (738) 84 (3.31) 114 (4.49) 136 (5.35) 12.6 x 9 (0.50 x 9) 10 (0.39) 70 (2.76)

D16(3)(4) 1100 (811) 84 (3.31) 114 (4.49) 140 (5.51) 12.6 x 9 (0.50 x 9) 6.5 (0.26) 65 (2.56)

1) The outer pulley must be installed on the crankshaft.2) Bolt length may not exceed 22 mm (0.87") from contact surface.3) For higher torques, contact Volvo Penta.4) Data for flexible clutch VKE 3414.

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224 47704151 06-2013 © AB VOLVO PENTA

PTO including flexible clutchD9The PTO system includes a flexible coupling whichunder normal circumstances allows the use of maxi-mum torque at the engine's front end. Vibration torquelimits are determined by values dependent on fasten-ers and these are satisfactory in this PTO system. Bothdynamic and static parts of torque peaks can be trans-ferred via the fasteners.

The flexible clutch analyzed (VKE 3414) can be over-loaded thermally if the engine misfires. Vibration tor-que for the flexible clutch is also sufficiently above thelimit if the engine misfires. Torque is limited to 1000 Nm(738 lbf.ft.) which is equivalent to outputs of 190 kW at1800 rpm and 230 kW at 2200 rpm.

Contact Volvo Penta for verification of PTOs that useflexible clutches other than VKE 3414.

D16Contact Volvo Penta for verification of PTOs that useflexible clutches other than VKE 3414.

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Power output from Front End ofCrankshaftPower may be taken from the front of the crankshaft.The limitation for such power is the bolted connectionbetween the damper/belt pulley and the crankshaft.The max permissible torques for your engine programare listed in Sales guide, marine diesel engines,propulsion. There are however several factors to beconsidered before installation is begun. Side forcesmust be especially avoided.

Engine AlignmentIt is absolutely essential to align the engine with thedriven unit.

Loads on the crankshaft, engine mounts, drive shaftsand the clutch may otherwise be large enough to causeoperational disruption. Check that the drive shaft isstraight before commencing alignment work.

Imbalance in the driven unit, the drive shaft and cou-pling can cause noise and vibrations. These compo-nents must therefore be balanced. Alignment work willbe easier if adjuster bolts are installed on the enginesupports.

After alignment, the distances between the frame andeach bracket must be measured.Steel shims of the correct size must then be installed.

Crankshaft End ThrustIf anything is installed on the engine that exposes thecrankshaft to an axial force, check that said force doesnot exceed the maximum permissible values for theengine type concerned.

If this information is unknown, contact the manufac-turer for details regarding the axial force their equip-ment contributes.

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226 47704151 06-2013 © AB VOLVO PENTA

Torsional VibrationsThe diesel engine and the equipment it drives (from thefront or rear ends) comprise rotating masses con-nected by a series of shafts. This unit makes up a tor-sionally elastic system that vibrates at its own naturalfrequency when it is influenced by an impulse torque.

When the impulse torque frequency is the same as thenatural system frequency, or one of its harmonics, res-onance conditions arise.These conditions cause great vibrational stress thatmay lead to damage to the crankshaft or driven shafts.It is therefore necessary that the entire system, i.e.engine and the driven equipment (including the powertake-off at the front end where fitted), has such char-acteristics that excessive torsional oscillations cannotoccur.

As a general rule all axially driven inertia must be assmall as possible to minimize vibrational torqueeffects. Driven equipment that causes damping in thesystem has an advantageous effect on torsional oscil-lation characteristics.

The use of a flexible coupling in the system has a sim-ilar advantageous effect and the coupling manufac-turer is usually able to provide advice on this issue.

D5/D7 Moment of inertiaIt is important not to exceed the permissible momentof inertia for additional components installed at thefront of the crankshaft on D5/D7 engines.

Max permissible moment of inertiaEngine 1900 rpm 2300 rpmD5A T 0.53 kgm2 0.24 kgm2

D5A TA 0.51 kgm2 0.22 kgm2

D7A T 0.64 kgm2 0.64 kgm2

D7A TA 0.54 kgm2 0.44 kgm2

D7C TA 0.26 kgm2 0.19 kgm2

Below are moment of inertia guidelines for certain aux-iliary equipment.

Belt pulley for 140 A auxiliary alternator 0.1514 kgm2

Pulley for 3 pcs wedge belts 0.0334 kgm2

Pulley on stub-shaft (1) 0.0400 kgm2

1) Estimated weight 8 kg

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Stub Shafts and V-belt Pulleys

Shaft system D5/D7Before a flexible clutch is used a calculation of the tor-sional oscillations must first be carried out by VolvoPenta.

1 Bolt in stub-shaft

2 Cover

3 Intermediate sleeve. Cut to the correct length.

4 Crankshaft bolts

5 PTO shaft

Stub-shaft, D5/D7

141

5 5

10695.5

68.5 27

40H13

14H

7

10H

7

50H

832

H8

28H13

+0.060 +0.06

0

(1)(2)

(mm)

P0011756

180

135

90

45

0

F

F

F1

2

MAX

A

P(kW) = F(N) d(m) (rpm)

3.2 104

P0011757

A Stub shaft

F(N) x Ød (m) x (rpm)P(kW) = —————————— 3.2 x 104

Fmax (N)Angle Pos. 1 Pos. 20°45°90°135°180°

59003100310031005400

52002800280028004800

1

2

34

5

P0011755

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Stub shaft, D9175 mm (2)

125.5 mm (1)

P0011759

180

135

90

45

0

F

F

F1

2

MAX

A

P(kW) = F(N) d(m) (rpm)

3.2 104

P0011757

A Stub shaft

F(N) x Ød (m) x (rpm)P(kW) = —————————— 3.2 x 104

D9-300 R1221 kW/1800 rpm

D9A-355 R1261 kW/1800 rpm

D9A-355 R1261 kW/2200 rpm

D9A-425 R2/R3313 kW/2200 rpm

D9-500 R4368 kW/2600 rpm

Fmax (N) Fmax (N) Fmax (N) Fmax (N) Fmax (N)Angle Pos. 1 Pos. 2 Pos. 1 Pos. 2 Pos. 1 Pos. 2 Pos. 1 Pos. 2 Pos. 1 Pos. 2

0°45°90°135°180°

25901740138017003210

20501370109013502540

25901740138017003210

20501370109013502540

34201680125014803160

2710133099011702500

34201680125014803160

2710133099011702500

31208205106902270

2480650410550

1800

PTO with stub shaftTorque peaks are limited in relation to the increasedintegral inertia J1 at the front of the engine in systemswith stub shafts. The equivalent output capable of sup-ply from the front of the engine is limited to values thatare below the engine's full load curve for some of thevalues for J1 (J1 = 0.2-0.8).

Engines working according the propeller load excita-tion curve.

J1 [kgm2] P[kW], R1261 kW @ 1800 rpm

P[kW], R2313 kW @ 2200 rpm

P[kW], R1261 kW @ 2200 rpm

P[kW], R1221 kW @ 1800 rpm

0.10.20.40.60.8

2612251388324

309281241224187

261261261247196

22122116913187

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Stub shaft, D16164 mm (2)

96.5 mm (1)

P0011760

180

135

90

45

0

F

F

F1

2

MAX

A

P(kW) = F(N) d(m) (rpm)

3.2 104

P0011757

A Stub shaft

F(N) x Ød (m) x (rpm)P(kW) = —————————— 3.2 x 104

D16-500–750368–559 kW

Fmax (N)Angle Pos. 1 Pos. 20–180° 3100 2500

PTO with stub shaftTorque peaks are limited in relation to the increasedintegral inertia J1 at the front of the engine in systemswith stub shafts. The equivalent output capable of sup-ply from the front of the engine is limited to values thatare below the engine's full load curve for some of thevalues for J1 (J1 = 0.1-0.6).

Engines working according the propeller load excita-tion curve.

J1 [kgm2] P[kW], R1368-479 kW/1800 rpm

P[kW], R2551 kW/1900 rpm

0.10.20.30.40.50.6

551551551548516-*

551551551548516-*

* Crankshaft damper heat load is above permissible levels.

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Stub-shaft, D13

180

135

90

45

0

F

F

F1

2

MAX

A

P(kW) = F(N) d(m) (rpm)

3.2 104

P0011757

A Stub shaft

F(N) x Ød (m) x (rpm)P(kW) = —————————— 3.2 x 104

PTO with stub shaftTorque peaks are limited in relation to the increasedintegral inertia J1 at the front of the engine in systemswith stub shafts. The equivalent output capable of sup-ply from the front of the engine is limited to values thatare below the engine's full load curve for some of thevalues for J1 (J1 = 0.2-1.0).

Engines working according the propeller load excita-tion curve.

J1 [kgm2] P[kW], R1294 kW @ 1800

rpm

P[kW], R1331 kW @ 1800

rpm

P[kW], R1368kW @ 1800

rpm

P[kW], R2404kW @ 1900

rpm

P[kW], R2441kW @ 1900

rpm0.20.40.60.81.0

294294294252161

331331322219126

36836828117061

40436325013117

4413512371258

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Auxilary Drives

PTO, gear driven from engine timingThe engine specifications must be suitable for the PTOequipment to be installed.

WeightConsideration must be given to how much the equip-ment to be bolted to the timing covers weighs. A sup-port bracket on the engine block must be used forheavy equipment.

Cyclical torqueCertain equipment, e.g. hydraulic pumps, cause largecyclical torque variations on the timing gears. Thismeans that the maximum torque according to the datain the Sales guide, marine diesel engines may notbe used.

MiscellaneousIn cases where single-circuit keel-cooled D5/D7 orkeel-cooled D12 are installed, the seawater pump PTOwill be free. This may be used e.g. for a hydraulicpump.

Check that the output requirement does not exceed themaximum permissible output according to the specifi-cations in the sales literature.

IMPORTANT!All power take-off equipment that is to be connected tothe timing cover must be approved by Volvo Penta.

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232 47704151 06-2013 © AB VOLVO PENTA

Things to remember concerning timinggear PTOs• The factor that determines drive lifetime is torque.

• If higher than specified torque is used, drive lifetimewill be shortened.

• Remember the formula:

P = M x vP = output in WM = torque in Nm

π x nv = angle speed = ——— in RAD/s 30

n = Driven apparatus speed in rpm

This means that if the same output (P) is utilized at alower engine speed, the torque will be higher thusresulting in shorter gear life.

Example:P = 15.3 kWM = 73 Nmn = 2000 rpm.

If the same output is used at 1800 rpm, the torque iscalculated as described below.

First, compressor rpm must be calculated.Crankshaft gear (Z = 30)/compressor gear (Z = 33)30/33 = 0.909 (compressor gear ratio)1800 x 0.909 = 1636 rpm

π x 163615300 = M x ———— 30

M = 89.3 Nm

Example:The max permissible power for the servo pump gearat 1500 rpm (engine speed) for a 7-liter engine is cal-culated as described below.

Max torque M = 38 Nm

According to Sales guide:The servo pump rpm ratio = 1.58:11500 x 1.58 = 2370 rpm

π x 2370P = 38 = ———— 30

P = 9431 W = 9.4 kW

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A–B A–C A–D A–EEngine Gear

ratioMax torque Gear

ratioMax torque Gear

ratioMax torque Gear

ratioMax torque

D5/D7 1:1.297 64.5 Nm(47.6 lbf.ft.)

1:1.297 64.5 Nm(47.6 lbf.ft.)

1:1.116 187.5 Nm(138.3 lbf.ft.)

* *

* PTO in use or not applicable.

NOTICE! Applications with PTOs connected to the tim-ing gear require proper materials combinations for thegearwheels. Use only Volvo Penta approved gear-wheels.

Gear ratioExample:

Gear ratio: 1:1.4Engine 1 = PTO 1.4Engine speed = 1800 rpm.

1800 x 1.4 = PTO 2600 rpm

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234 47704151 06-2013 © AB VOLVO PENTA

D5/D7

Timing gear positions

Gearwheel positions seen from flywheel side.

A Crankshaft gear

B Gear for seawater pump (impeller type) or PTO.Is in use for LT pump when engine is cooled via atwin circuit keel cooling system.

C PTO not in combination with B.

D Gear free for connection to PTO.

Flush and Bilge PumpsDifferent types of pumps can be fitted for bilges andflushing. It may also be convenient to have an electri-cally powered oil scavenging pump when changing oilin the reverse gear and engine.

Disengageable 2" bilge pumps and 2" flushing pumpscan be installed on the engines. The pumps are instal-led on a PTO in back of the timing gear casing.

The pumps are of the impeller type with rubber impel-lers. Power is transferred through an electromagneticclutch.

Bilge pump connection time is monitored by a vacuumswitch. The switch is held down for approx 20 secondsto start. The vacuum switch breaks the current to themagnetic coupling once the pumped medium runs dry.

The flushing pump is used for many service purposessuch as deck flushing, fish washing etc.

B

D

C

AP00011812

1

23

4

P0011816

Bilge and flushing pump (2"). Switched on and off electrically. Vac-uum gauge for automatic disconnection.

1 Bilge pump

2 Flushing pump

3 Power take-off

4 Vacuum switch

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Refer to Sales guide, marine diesel engines, pro-pulsion for a description of rpm, dimensions andcapacities.

Hydraulic pumpA hydraulic pump (tandem pump) may be installed inthe same fitting as the fuel pump (behind). Thehydraulic pump can be ordered as an accessory to D9,D13 and D16 engines. However, pump capacity (pres-sure/flow) has limited power take-off capabilities.

1 Hydraulic pump housing

2 Fuel pump

3 Fuel hoses

P0011815

Bilge pump (2"). Switched on and off electrically. Vacuum gauge forautomatic disconnection.

123P0015702

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Compressed Air and HydraulicSystem

Air starter motor

The design of an air start system is governed by reg-ulations from the classification society.

1 Connection to steel pipe, diameter 28mm

2 Kit (fits all models)

3 Hose length 825mm

4 Air starter motor

The kit contains: an air valve, a strainer and a com-bined start and relief valve. (the valve assembly can beturned in several directions)

Running pipes

Once the complete pipe system has been assembledit must be cleaned internally. The pipe system must befitted to the engine without without tensional forces.High pressure safety valves must be installed outsidethe engine compartment.

NOTICE! Great care must be taken when blowingthrough the system. Extremely high forces arereleased at a pressure of 30 bar. There is great risk ofaccidents or death if components are not securely fas-tened when blowing through.

Starter system air bottles

The air bottles must be dimensioned for a nominalpressure of 30 bar.

Oil and water separator

The system must be served with dry air. The compres-sor system must be equipped with an oil and waterseparator. Piping must be installed with a distinctincline and it must be possible to drain it at its lowestpoint (manually or with some form of automation).

Air compressor start capacity

The airflow requirement is 0.354 m3/second. It is nec-essary to follow classification society regulations inorder to calculate the exact start capacity. The recom-mendation is for the tank to be capable of filling tomaximum pressure within 15 to 30 minutes.

1

2

3 4

P0015691

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Schematic diagram of an air start system

1 Compressor

2 Air bottle

3 Valve

4 Manometer

5 Flexible hose

6 Strainer/filter

7 Air starter motor

8 Start solenoid

9 Drain valve

10 Check valve

11 Air filter

12 Shut-off valve

13 Oil and water separator

-

+

+

+

+

+

1

11

1

1110

10

5

5

22

3 3

4 4

8

7

4

6

5

12 12

99

13P0015701

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Launching and Sea TrialLaunching and Starting

Control before launching:

• Install the batteries in their compartment andconnect the battery leads.

• Check that all valves and taps at hull fittings areclosed.

• Check that the fitted propeller has the correctdiameter and pitch before launch. Also checkthat the propeller has the correct direction ofrotation (left or right).

• Launch the boat.

Before starting the engine:

• Open hull fitting valves one by one.

• Check for leakages in hull and hull fittings.

• Open external system valves, keel cooling, hotwater circuit etc.

• Check that all drain taps are closed and all drainplugs installed.

• Engine oil.Oil quantity, oil grade and viscosity. Refer to theOperator's Manual.Take engine installation angle into account;adjust volume as necessary. Refer to EngineInclination page 47.

• Reverse gear oil.Oil capacity, oil grade and viscosity. Refer to theOperator's Manual.

NOTICE! Because the oil dipstick markingsapply at operating temperature with the engineat idle and controls in neutral, the correct levelprior to start must be judged based on experi-ence.

• Coolant level.Fill coolant; refer to the Coolant, Mix-ing page 140 section and Coolant, Fill-ing page 141 in theCooling system chapter.

• Fill fuel.Remove the fuel pre-filter cover and fill the filterwith clean diesel. Replace the cover and tightenby hand. Wipe dry any diesel that has collectedon the heat shield. Check that the tap handle isin the open position (all on) if a twin filter isinstalled.

• Open fuel cocks and purge the fuel system. Oillevel in hydraulic steering system or PTO equip-ment (where fitted).

• Engine alignment after the boat is rigged andready (ideally after 12 hours afloat). Also refer tothe Alignment page 100 section in the Engineinstallation chapter.

Start the engine

• Start procedures.Refer to the Operator's Manual for the engineconcerned.

Check the following when the engine is idling:

• For leaks in the fuel and cooling systems. Hosesand pipes. Refer to the Operator's Manual.

• That instruments and gauges are functioningand showing the correct values. Refer to theOperator's Manual.

• Check the reverse gear oil level once the enginehas reached operating temperature. Refer to theOperator's Manual.

• Check that all equipment such as lanterns,instruments etc. is functioning normally. Refer tothe Operator's Manual.

Stop the engine. Check:

• Engine oil level.

• Coolant level.

• Water level in wet exhaust systems.The level must be well below the lower edge ofthe silencer inlet so that there is no risk of waterentering the engine. Note the limit specified bythe manufacturer.

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Sea Trail

Check during boat test run:

• Gauges.Check engine rpm, oil pressure, coolant tempera-ture and battery charging. Refer to the Operator'sManual.

• Check for any occurrence of water, coolant, oil orfuel leaks in the engine installation.

• Check that max rpm can be reached; refer to theOperator's Manual. If it is not possible to run theengine at maximum rpm, the wrong propeller sizemay have been installed. It may also be because theboat is loaded such that it has the wrong trim anglein the water.

• Exhaust system backpressure. Refer to the BackPressure page 127 section in the Exhaust systemchapter.

• Keel cooling system for leakages and coolant circu-lation (temperature and pressure, inlet and outlet).Refer to the External Cooling page 143 section inthe Cooling system chapter.

• Grease propeller shaft bearings and seals: Thesemust maintain a low temperature and not leak.

Check across the entire speed range:

• That engine temperature maintains an acceptablelevel.

• That no abnormal noise or vibrations occur.

• Check that steering and controls are correctly con-nected and correspond to boat movements.

Launching and Sea Trial

240 47704151 06-2013 © AB VOLVO PENTA

AAccessibility for Maintenance................................... 49Accessory Battery.................................................. 200Air starter motor ..................................................... 237Alignment............................................................... 100Anodes to use.......................................................... 68Arrangement and Planning....................................... 33Auxilary Drives....................................................... 232BBack Pressure........................................................ 127Batteries................................................................. 197Batteries, Installation.............................................. 200Battery Charging.................................................... 202Battery Dimensioning............................................. 199Belt Driven P.T.O................................................... 221Belt Guards and Protections.................................. 104Belt Tension........................................................... 222Bleeding Nipples.................................................... 142CCalculation of Back Pressure................................. 125Central Cooling System.......................................... 145Checking electrochemical corrosion......................... 78Checking for leakage from the electrical system...... 76Chemicals................................................................... 9Choice of Engine...................................................... 33Classification............................................................ 23Classified Electrical Systems................................... 15Compressed Air and Hydraulic System.................. 237Condensation Water Collector............................... 119Connection..................................................... 178, 207Controls.................................................................. 176Coolant flow and connections for enginesadapted for external cooling................................... 147Coolant, Filling........................................................ 141Coolant, Mixing....................................................... 140Cooling System...................................................... 133Corrosion protection................................................. 66Corrosion theory....................................................... 61Crankcase Ventilation............................................ 131Cross-over Switch.................................................. 200DDefinitions................................................................. 69Dimensioning of air intake and ducts....................... 53Direction of the Side Loadings............................... 223Disconnectable Power Take-off, Crankshaft.......... 219Dry Exhaust Line.................................................... 118EElectrical System.................................................... 196Electrochemical Corrosion....................................... 61Engine Application Ratings...................................... 20Engine Center Distance........................................... 48Engine Characteristics............................................. 20Engine Foundation............................................. 80, 86Engine Heater........................................................ 169Engine Inclination..................................................... 47Engine Installation.................................................... 91Engine Performance................................................. 25

Engine Placement.................................................... 47Engine Room............................................................ 49Engine Room Ventilation.......................................... 50EVC.......................................................................... 15Exhaust Elbow........................................................ 126Exhaust Line, Dimensioning................................... 108Exhaust Outlet........................................................ 114Exhaust Outlet Position.......................................... 120Exhaust Riser......................................................... 113Exhaust System..................................................... 105Expansion tank, function diagram.......................... 163External accessories.............................................. 207External Cooling..................................................... 143External Stop Relay................................................ 215Extra Alternators..................................................... 203Extra expansion tank.............................................. 165Extra Instruments................................................... 214Extra V-belt Pulleys................................................ 223FFire Extinguishing System...................................... 216Flexible Exhaust Compensator.............................. 121Flush and Bilge Pumps.......................................... 235Flywheel and Flywheel Housing, SAE Standard.... 220Freshwater System................................................ 140Fuel Cooler............................................................. 194Fuel Pressure......................................................... 192Fuel System........................................................... 182Fuel Tanks.............................................................. 183Function diagrams, external cooling....................... 156GGeneral............................................. 61, 182, 196, 218General Information.................................................... 5HHelm station........................................................... 174Hot water connections............................................ 172Hydraulic pump...................................................... 236IIdler Pulleys............................................................ 222Inboard Applications................................................. 80In-line Power Take-off............................................ 224Installation................................................................ 80Installation Tools and Documentation........................ 8Instruments, non EVC Engines.............................. 210Insulated Exhaust Systems.................................... 120LLaunching and Sea Trial........................................ 239Launching and Starting.......................................... 239Location of Ventilators and Air Intakes..................... 57Lubrication System................................................. 195MMCC......................................................................... 15MCC system, Overview............................................ 17Measuring Exhaust Back Pressure........................ 127Measuring Exhaust Temperature........................... 130Measuring pressure in keel cooling systems.......... 153Measuring temperature in keel cooling systems.... 155Metric Conversion Chart............................................. 7

Alphabetical index

47704151 06-2013 © AB VOLVO PENTA 241

Multiple Exhaust Outlets......................................... 126OOil and Coolant Drain Systems.............................. 103PP.T.O. Positions..................................................... 221Piping..................................................................... 188Power Module........................................................ 206Power output from Front End of Crankshaft........... 226Power Take-off....................................................... 218Priming Pump......................................................... 189Propeller Selection................................................... 39Propeller Shaft Systems..................................... 42, 84Propeller Theory....................................................... 37Protection against electrochemical corrosion........... 70Protection against electrostatic discharge andlightning.................................................................... 71PTO Facilities......................................................... 221Publications................................................................ 8RRaw Water System................................................. 134SSafety Information...................................................... 2Sea Trail................................................................. 240Selecting Battery Size............................................ 199Selecting the engine mounting................................. 80Silencer.......................................................... 111, 123Slip Valve............................................................... 181Sound Absorption..................................................... 58Special Tools............................................................ 10Standard System Size............................................ 126Starting Battery Cable Area.................................... 201Stub Shafts and V-belt Pulleys............................... 228System Information.................................................. 15TTechnical Data......................................................... 18Thermostats, external cooling................................ 162Torsional Vibrations.......................................... 30, 227VV-Belt Transmissions............................................. 223Viscosity................................................................. 195Voltage Supply....................................................... 204WWater in Fuel Filter Alarm....................................... 214Water Quality.......................................................... 141Weight Distribution................................................... 48Wet Exhaust Line................................................... 107

242

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AB Volvo PentaTechnical Information

Dept. 42200SE-405 08 Göteborg

Sweden

4770

4151

Eng

lish

08-

2013