Marine Genset

  D5-D16

Installation1(1)

E

Contents

Safety ....................................................................... 4

General information .................................................. 7Installation tools and literature .............................. 11

Accessibility ............................................................ 14Service space  ...................................................... 14Instructions for lifting complete genset ................. 15

Genset Installation .................................................. 16Foundation ............................................................ 16Flexible mounting ................................................. 16

Generator connection ............................................. 18

Lubricating oil system ............................................. 19General ................................................................. 19

Fuel system ............................................................ 20General ................................................................. 20Fuel tanks ............................................................. 21Fuel shut-off valves .............................................. 21Fuel pre-filters - water separators ......................... 25

Cooling system ....................................................... 28General ................................................................. 28Freshwater system ............................................... 29Raw water system ................................................ 29Engine mounted heat exchanger .......................... 30Radiator cooling (Emergency set) ........................ 30Without engine mounted heat exchanger  ............ 30Keel cooling (external cooling) ............................. 31

Exhaust system ...................................................... 39Example, exhaust system ..................................... 39Exhaust elbows .................................................... 41Flexible exhaust compensator .............................. 42Silencer................................................................. 44Backpressure ........................................................ 45

Engine room ventilation and soundproofing ........... 48Engine room layout - Emergency set.................... 49Soundproofing ...................................................... 50Structural noise .................................................... 50

Starting systems ..................................................... 51Air starter - typical system .................................... 51Starter motor ........................................................ 51Starting air compressor ........................................ 51Class requirements............................................... 51

Electrical system..................................................... 53Batteries ............................................................... 54Power supply and starter connection ................... 56External stop relay ................................................ 58Fire extinguishing system ..................................... 59

Classified Control System - MCC ........................... 60Shutdown system overview .................................. 62Sensor list ............................................................. 64

Technical Data ........................................................ 68Engine .................................................................. 68Engine conservation ............................................. 69Recommendations on load conditions.................. 71Technical Data Generator ..................................... 72MCU ..................................................................... 73Electrical System .................................................. 75Engine oil recommendations ................................ 76Fuel specification .................................................. 78Coolant specification ............................................ 79

Report form ............................................................ 83

SafetyRead this Installation Manual carefully before installation. Improper installation may result in personal injury or damage to property or the engine itself.

If you do not understand or are uncertain about any operation or information in this Installation Manual, please contact Volvo Penta.

Installation WARNING! This Installation Manual is produced for professional use only.

Volvo Penta will not assume any liability whatsoever for damage to materials or personal injury, which may result if the installation instructions are not followed or if the work is carried out by non-professional personnel.

The installer is responsible for ensuring that the system operates in accordance with this Installation Manual. 

WorkProceduresRefer to the specific documentation for relevant information where necessary.

Installation work must be performed by Volvo Penta personnel, boat builders or other authorized and suitably equipped workshops with personnel who have appropriate qualifications and experience.

ImportantThe following special warning symbols are found in this manual and on the engine.

WARNING! Danger of personal injury, damage to property or mechanical malfunction if the in-structions are not followed.

  IMPORTANT! Possible damage or mechanical malfunction in products or property.

NOTE! Important information to facilitate work pro-cesses or operation.

Below is a list of the risks that you must always be aware of and the safety measures you must al-ways carry out.

  Plan in advance so that you have enough room for safe installation and (future) dismant-ling. Plan the engine compartment (and other compartments such as the battery compart-ment) so that all service points are accessible. Make sure it is not possible to come into con-tact with rotating components, hot surfaces or sharp edges when servicing and inspecting the engine. Ensure that all equipment (pump drives, compressors for example) has protective covers. 

  Make sure the engine is immobilized by not con-necting the electrical system or turning off the power supply to the engine at the main switch (breakers), and locking the switch (breakers) in the OFF position for as long as work continues. Set up a warning notice at the engine control point or helm.

  As a rule, no work should be done on a running engine. However, some work e. g. adjustments, requires a running engine. Approaching an engi-ne that is running is a safety risk. Loose clothing or long hair can fasten in rotating parts and cause serious personal injury. If working in pro-ximity of a running engine, careless movements or a dropped tool can result in personal injury. Take precautions to avoid hot surfaces (exhaust pipes, turbochargers, charge air manifolds, starting elements etc.) and hot liquids in supply lines and hoses in engines that are running or have just been turned off. Reinstall all protective parts removed during service operations before starting work on the engine. 

Safety

4

  Ensure that the warning or information decals on the product are always visible. Replace de-cals which are damaged or painted over.

  Turbocharged engines: Never start the engine without installing the air cleaner (ACL). The ro-tating compressor parts in the turbocharger can cause serious personal injury. Foreign objects entering the intake ducts can also cause me-chanical damage.

  Never use starting spray in the air intake. Use of such products could result in an explosion in the air intake pipe. There is a danger of personal injury.

  Do not open the filler cap for the engine coolant (freshwater cooled engines) when the engine is hot. Steam or hot engine coolant can be ejec-ted and any pressure in the system will be lost. Open the filler cap slowly and release coolant system pressure (freshwater cooled engines), if the filler cap or drain cock must be opened, or if a plug or engine coolant line must be removed on a hot engine. Steam or hot coolant can be ejected.

  Hot oil can cause burns. Avoid skin contact with hot oil. Ensure that the oil system is depressu-rised before starting work on it. Never start or run the engine without the oil filler cap in place because of the risk of oil being ejected.

  Always wear protective goggles if there is a risk of splinters, grinding sparks and splashes from acid or other chemicals. Your eyes are extremely sensitive and an injury to them can result in loss of sight!

  Avoid skin contact with oil! Long term or repea-ted skin contact with oil can lead to the loss of natural oils from the skin. This leads to irritation, dry skin, eczema and other skin problems. Old oil is more dangerous to your health than new. Use protective gloves and avoid oil-soaked clo-thes and rags. Wash regularly, especially before meals. Use special skin creams to help clean and to stop your skin drying out.

  Most chemicals intended for the product (engine and reverse gear oils, glycol, gasoline and die-sel), or chemicals intended for the workshop (degreasing agent, paints and solvents) are harmful to your health. Read the instructions on the packaging carefully! Always follow protective measures (using a protective mask, goggles, gloves etc.). Make sure that other personnel are not unknowingly exposed to harmful substan-ces, in the air that they breathe for example. En-sure that ventilation is good. Deal with used and excess chemicals as directed.

  Be extremely careful when tracing leaks in the fuel system and when testing injectors. Wear protective goggles. The jet from an injector is under very high pressure and fuel can penetrate deep into tissue, causing serious injury with a risk of blood poisoning.

  All fuels and many chemicals are inflamma-ble. Keep away from naked flames or sparks. Gasoline, some solvents and hydrogen from batteries in the correct proportions with air are very inflammable and explosive. Do not smoke! Maintain good ventilation and take the neces-sary safety measures before welding or grinding in the vicinity. Always keep a fire extinguisher accessible in the workplace.

  Store oil and fuel-soaked rags and old fuel and oil filters properly. Oil-soaked rags can, in cer-tain circumstances, ignite spontaneously. Old fuel and oil filters are environmentally harmful and should be delivered, with used lubrication oil, contaminated fuel, paint, solvents and de-greasing agents, to a proper refuse station for environmentally harmful material for destruction.

  Ensure that the battery compartment is de-signed according to current safety standards. Never allow an open flame or electric sparks near the battery area. Never smoke in proximity of the batteries. The batteries give off hydrogen gas during charging which when mixed with air can form an explosive gas. This gas is easily ig-nited and highly volatile. Incorrect connection of the battery can cause sparks sufficient to cause an explosion with resulting damage. Do not shift the connections when attempting to start the engine (spark risk) and do not lean over any of the batteries. 

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   Always ensure that the Plus (positive) and Mi-nus (negative) battery leads are correctly instal-led on the corresponding terminal posts on the battery. Incorrect installation can result in seri-ous damage to the electrical equipment. Refer to wiring diagrams.

  Always use protective goggles when charging and handling the batteries. The battery electro-lyte contains extremely corrosive sulphuric acid. If this should come in contact with the skin, im-mediately wash with soap and plenty of water. If battery acid comes in contact with the eyes, flush immediately with water and obtain medical assistance.

  Use the lifting eyes fitted on the genset frame when lifting a complete genset. Always check that the lifting equipment used is in good condi-tion and has the load capacity to lift the engine (engine weight including generator and any ex-tra equipment installed).

  To ensure safe lifting and avoid damage to com-ponents installed on the top of the engine use an adjustable lifting beam. All chains and cables must run parallel to each other and as perpendi-cular as possible to the upper side of the engine.

  If extra equipment is installed on the engine which alters its centre of gravity a special lifting device is required to obtain the correct balance for safe handling.

  Never carry out work on an engine suspended on a hoist.

  Never work alone when installing heavy compo-nents. Most lifting devices require two people, one to see to the lifting device and one to en-sure that the components do not get caught and damaged. 

  The components in the electrical system and in the fuel system on Volvo Penta products are designed and manufactured to minimise risks of fire and explosion. Engines should not run in environments containing explosive media.

  Always use fuels recommended by Volvo Penta. Use of fuels that are of a lower quality can da-mage the engine. On a diesel engine poor qua-lity fuel can cause the fuel control rack to stick causing the engine to overspeed with resulting risk of damage to the engine and personal injury. Poor fuel quality can also lead to higher maintenance costs.

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Generalinformation

AbouttheInstallationManualThis publication is intended as a guide for the instal-lation of Volvo Penta Marine genset. The publication is not comprehensive and does not cover every pos-sible installation, but is to be regarded as recom-mendations and guidelines applying to Volvo Penta standards..

These recommendations are the result of many years practical experience of installations from all over the world. Departures from recommended procedures etc. can however be necessary or desirable, in which case the Volvo Penta organisation will be glad to of-fer assistance in finding a solution for your particular installation.

It is the sole responsibility of the installer to ensure that  the installation work is carried out in a satisfac-tory manner, is operationally in good order, the ap-proved materials and accessories are used and the installation meets all applicable rules and regulations.

This Installation Manual has been published for pro-fessionals and qualified personnel. It is therefore as-sumed that persons using this book have knowledge of marine power generating systems and are able to carry out related mechanical and electrical work.

Volvo Penta continuously upgrades its products and reserves the right to make changes. All the informa-tion contained in this manual is based on product data available at the time of going to print. Notification of any important modifications to the product causing changes to installation methods after this date will be made in Service Bulletins.

PlaninstallationswithcareGreat care must be taken in the installation of en-gines and their components if they are to operate satisfactorily. Always make absolutely sure that the correct specifications, drawings and any other data are available before starting work. This will allow for correct planning and installation right from the start.

Plan the engine room so that it is easy to carry out routine service operations involving the replacement of components. Compare the engine’s Service Manu-al with the original drawings showing the dimensions.

It is very important when installing engines that no dirt or other foreign matter gets into the fuel, cooling, intake or turbocharger systems, as this can lead to faults or engine seizure. For this reason,, the systems must be sealed. Clean supply lines and hoses before connecting them to the engine. Remove protective engine plugs only when making a connection to an external system.  

General information

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CertifiedenginesThe manufacturer of engines certified for national and local environmental legislation (Lake Constance for example) pledges that this legislation is met by both new and currently operational engines. The product must compare with the example approved for certification purposes. So that Volvo Penta, as a manufacturer, can pledge that currently operational engines meet environmental regulations, the follow-ing must be observed during installation:

•  Servicing of injector pumps, pump settings and fuel injectors must always be carried out by an au-thorised Volvo Penta workshop. 

•  The engine must not be modified in any way ex-cept with accessories and service kits developed for it by Volvo Penta. 

•  Installation of exhaust pipes and air intake ducts for the engine compartment (ventilation ducts) must be carefully planned as its design may affect exhaust emissions. 

•  Seals may only be broken by authorised person-nel.

  IMPORTANT! Use only Volvo Penta Genuine 

Parts. 

Usingnon-genuinepartswillmeanthatABVolvoPentawillnolongertakeresponsibil-ityfortheenginemeetingthecertifiedde-sign. 

  All damage and costs caused by the use of non-genuine replacement parts will not be cov-ered by Volvo Penta.

JointliabilityEach engine consists of many components working together.  One component deviating from its technical specification can cause a dramatic increase in the environmental impact of an engine. It is therefore vital that systems that can be adjusted are adjusted prop-erly and that Volvo Penta Genuine Parts as used. 

Certain systems (components in the fuel system for example) may require special expertise and special testing equipment. Some components are sealed at the factory for environmental reasons.  No work should be carried out on sealed components except by authorised personnel.

Remember that most chemical products damage the environment if used incorrectly. Volvo Penta recom-mends the use of biodegradable degreasing agents for cleaning engine components, unless otherwise indicated in a Workshop Manual. Take special care to ensure that oil and waste are taken for destruction and not accidentally are pumped into the environ-ment with bilgewater.

General information

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ApplicationEnvironment

EngineperformanceEngine output is affected by a number of different factors. Among the more essential are barometric pressure, ambient temperature, humidity, fuel thermal value, fuel temperature and backpressure.

Diesel engines use a large amount of air for combus-tion. If the mass flow of the air is reduced, the first sign is an increase in black smoke. The effect of this is especially noticeable in operation situations where the engine must produce maximum torque.

If the deviation from normal mass flow is substantial, the diesel engine will lose power.

OtherfactorsaffectingperformanceIt is important to keep the exhaust backpressure at a low level. The power losses caused by backpressure are directly proportional to the increase of backpres-sure, which also increases the exhaust temperature. Thermal values differ between markets and influence engine output. Environmental fuel, which is com-pulsory in some markets, has a low thermal value. Engine output may be reduced up to 8% compared with fuel specified in the ISO standard.

EnginePowerStandardsEngine power ratings are based on operations at ISO 3046 power standards. The standard is identical to BS 5514, DIN 6271 and in general, SAE J 1349. Engine performance data has been adjusted to the standard reference condition.

EnginePowerRatingsMarine Genset engines have different power ratings depending on the type of service in which the engine will be employed. The aim being to limit the maximum power output in order to achieve the required service life of the engine. 

Ratings are based on ISO 8528.

RatingGuidelines

PrimePower:Ratings corresponding to ISO Standard Power for continuous operation. This relates to the supplying of electrical power at variable load with 70% load factor for an unlimited number of hours as opposed to com-mercially purchased power. A 10% overload capabi-lity is available with this rating.

PowerstandardsandengineperformanceMarine engines, like engines for cars and trucks, are rated according to one or more power norms. The output is indicated in kW, usually at maximum engine speed.

Most engines will produce their rated power provided they have been tested under the conditions specified by the power norm and have been properly run in. Tolerances according to ISO standards are usually ± 5%, which is a reality that must be accepted for line produced engines.

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GeneralinformationaboutclassificationTheclassificationproceduresoutlinedbelowaregeneralandcanbechangedfromtimetotimebytheClassificationSocieties.

The classification procedure was originated for the purpose of introducing similar and comparable rules and regulations for, among other things, production and maintenance of ships and their machinery and equipment. As a result of these rules and regulations “safety at sea” could be improved and better docu-mentation could be introduced for insurance matters.

The government authorities in most countries con-cerned with shipping have authorized the Classifica-tionSocietiesto handle these rules and make sure they are followed.

NOTE!This installation manual does not give full information concerning classification. Please contact an authorised classification society for complete in-formation.

Classifiedengine,rangeofuseAn engine with equipment that is used in a classified vessel must be approved by the Classification Soci-ety, which handles matters relating to ships’ seawor-thiness. The rules apply for instance to the propulsion engine, auxiliary engine, power take off, reverse gear, shaft and propeller.

This means that if an installation needs to be classi-fied it must be stated clearly when addressing inquir-ies and quotation requests to AB Volvo Penta.

SpecialrulesfordifferentoperationalconditionsThe Classification Societies have, in general, differ-ent rules relating to the following:

Varyingshippingconditions

Typeofload

Typeofmanning

 These rules are adapted so that each vessel can be assumed to function faultlessly in the area or type of operation for which it is approved.

TypeapprovalTo be able to classify an engine, the type of engine must first be type approved. In such cases, where Volvo Penta is concerned, an application for type approval is sent to the Classification Society in ques-tion, followed by the required drawings, data and calculations.

After certain tests, checks and possible demands for supplementary information, the engine is type-ap-proved. This type approval must not however be con-sidered as a classification; it is only a certificate that states that the engine type with specified power can be classified. Final classification can only be given when all components are approved and the instal-lation and test run in the vessel are completed and found to be in order by the local surveyor.

ProcedureforclassificationTo earn a classification certificate, the engine, its components,theinstallationandthetestrunmustbeapprovedbyasurveyorfromtheClassificationSocietyinquestion. The surveyor can, after final inspection and with certificates from the built-in ma-chinery, issue the final certificate for the vessel.

Usually the procedure is initiated as a result of a re-quest from a customer or dealer who has to deliver an engine in a classified installation. For these orders Volvo Penta normally starts with a “type approved engine”.

Separatecertificatesareissuedforthefollowingcomponents:

Crankshaft, connecting rods,

heat exchanger, oil cooler,

turbocharger, coupling,

reverse gear, propeller and shaft,

generator, alternator.

The surveyor then checks the pressure testing and test running of the engine, after which a certificate for the engine itself is issued.

TorsionalVibrationCalculations(TVC)must be carried out for the complete installation of the engine in the vessel and approved by the Classification So-ciety.

General information

10

Specialtools

Installationtoolsandliterature

885151Box with gauges and connections. For meas-uring  pressures and exhaust temerature.

885309Flange D5.For measuring exhaust backpres-sure and temperature.

885164Flange D7. For measuring exhaust backpres-sure and temperature.

9812519 Multimeter.

9988452 Digital probe tester.

Fluke787Multimeter. For checking signals 4–10 mA from senders etc.

9996065Manometer. For measuring fuel feed pres-sure, not D9/D12.

9996398 Manometer D9/D12/D16. For measuring fuel feed pressure.

9996666Connection D9/D12/D16. For measuring fuel feed pressure. 

9998494Hose and nipple D9/D12/D16. For measur-ing fuel feed pressure.

D12senders&switchessimulator.Replaces en-gine signals when checking monitoring panel. Con-tact Volvo Penta sales engineering dept. for ordering.

Rpm&temperaturesimulator.Test box generating test signals for PT100, temperature signals and simu-lating engine speed (rpm) pulses. Replaces engine signals when checking monitoring panel. Contact Volvo Penta sales engineering dept. for ordering.

PressuresendertestkitFor testing pressure send-ers. Contact Volvo Penta sales engineering dept. for ordering.

885151 9988452

9996065 9996666

9812519

9998494

9996398

885164&885309

Fluke787

Temp.&rpmsimulator Press.sendertestkit

Installation tools and literature

11

DocumentationFor installation the following list of documentation is necessarry:

-  Dimension drawings

-  Technical data

-  Schematic drawings 

-  Installation Manuals Classifiable Control System MCC

-  Workshop Manuals

-  Operators’s Manuals

NOTE! All documentation are available at Volvo Penta Partner Network

ChemicalsA wide range of chemical products are available from Volvo Penta. Some examples are:

Oil and coolant

Sealant and grease

Touch-up paint

(Refer to Volvo Penta Partner Network)

Installation tools and literature

12

EngineroomlayoutA Volvo Penta Genset is mounted on a base frame. The frame is made of rigid type steel. The genset is aligned and tested at Volvo Penta production.

Dimensions,centerofgravityandweightFor genset specific values, refer to Dimension Dra-wings.

GensetangularitylimitsTo ensure that the genset is sufficiently lubricated and cooled, it is important that the maximum engine angularity limits are not exceeded.

For engine specific values, refer to Technical Data.

GensetsuspensionThe genset is installed on flexible mounts to minimize transport of vibrations. During installation make sure also to minimize vibrations transmitted through e.g. exhaust, coolant and other pipes.

Refer to section ”Genset Suspension”.

FuelsystemDetermine the type of fuel system. Consider classifi-cation rules.

Decide where to place extra water separating fuel filters and plan for the routing of fuel pipes, fuel filler and venting hoses, shut off devices etc. Fuel feed and return pipes should be placed low in the engine room so as not to transmit extra heat to the fuel.

Refer to section ”Fuel System”.

CoolingsystemDetermine the type of cooling system. Chose where to place seawater intakes and seawater filters. Plan the routing of pipes and/or hoses. Refer to section ”Cooling System”.

ExhaustsystemPlan the installation of the exhaust line components, such as silencer and pipes. Refer to section ”Exhaust System”.

ElectricalsystemPlan the routing of cabling and check the length of instrument cable harnesses. Decide where to place fuse boxes and main switches.

Avoid joints and cable connections where there is risk of moisture or water. Do not place joints or connec-tions where they are difficult to reach.

Refer to section ”Electrical System”.

ElectrochemicalcorrosionThe potential problem of galvanic and stray current corrosion must be considered when planning electri-cal installation.

Airsupply,ventilationandsoundproofingPlan installation of air ducts for engine air consump-tion. Try to optimise both design and routing of ducts so they don´t impede on serviceability of the genset.

For further information concerning air supply, venti-lation and soundproofing, refer to sections ”Inlet air” and ”Soundproofing”.

General arrangement and planning

13

Accessibilityforchecking,maintenanceandrepairsWhen designing the engine room always pay attention to the accessibility needed to allow proper service and overhaul to the engine.

Accessibilityformaintenanceandrepairs•  Oil change and refill

•  Change of filters (oil, fuel, air)

•  Check/change drive belts

•  Removal of valve cover 

•  Change of seawater impeller

•  Cleaning of water filter

•  Lower crank case inspection covers (if fitted)

•  Removal of injectors

•  Removal of cylinder head

•  Removal of coolers (CAC, oil)

•  Removal or change of electrical components

•  Removal of flywheel and vibration damper

•  Removal of propeller shaft

•  Engine/generator removal

NOTE! For dimensions refer to project drawings.

Enginedistance,multi-installationFor multi-installations, consideration must be given to the minimum distance between the engines to allow accessibility for service work. Larger distance also gives better manoeuvring capacities.

The following minimum measurements between the engine’s centre-lines (A) are recommended:

D5/D7 ...............................................1050 mm (41”)

D9 .....................................................1200 mm (47”)

D12 ...................................................1250 mm (49”)

D16 ...................................................1300 mm (51”)

A

ServicespacerequiredforVolvoPentagensets

D5-D16 A.  About 500mm B.  Min. height lifting piston/conn.rod assembly   1300 mm C.  CL F.  Required to support engine or generator weight 

A A

F

C

B

General arrangement and planning

14

Instructionsforliftingcompletegenset

GeneralliftinginstructionsD5-D16HE,KCA.  Refer to installation drawing B.  Refer to installation drawing 

C.  Refer to installation drawing a. 30°

GeneralliftinginstructionsD5-D16RC

Useonlyliftingeyesongensetframetoliftcom-pletegenset.

  WARNING! Do not use engine lifting eyes to lift complete genset.

  WARNING! Make sure lifting devices are suf-ficiently dimensioned.

  WARNING! Make sure lifting devices are se-cured before lifting the genset.

Designspreadersoasnottodamagetheengine.

  IMPORTANT! Make sure lifting device is not in contact with protruding engine components when lifting.

General arrangement and planning

15

GensetInstallation

FoundationThe foundation for the genset frame must be rigid enough to carry the load of the genset. It must also be parallel to genset frame to avoid tensions being built into the genset suspension.

Thegensetfoundationistheresponsibilityoftheshipyard.Butthefollowingrecommendationsmustnotbeexceeded:

Max. permissible height diff. between connection surfaces (conn. for flex. mounts)  +/- 1 mm (+/- 0.04 in)

Max. permissible parallel misalignment between connection surfaces  1 mm/m ( 0.04 in/ft)

NOTE! Installations in the engine room for the cooling system, exhaust system, electrical system etc. should be as complete as possible before the engine is installed.

NOTE!All engines are delivered from Volvo Penta without engine oil and coolant. Check that oil plugs and drain cocks for coolant, etc. are closedbefore filling oil and coolant. Check for leakages.

FlexiblemountingFlexible engine mounts provide good insulation from vibration between the genset and the ship structure, thus contributing to a low noise level. The flexible mounts also protects the genset bearings from fretting caused by hull vibrations.

Always follow the Volvo Penta recommendations when installing the genset. Incorrect installation of flexible mounts can result in abnormal vibrations, which may cause damage to engine components and an increase of uncomfortable vibrations transmitted to the ship structure.

NOTE! The elasticity of the rubber mounts must never be utilised to compensate for an inclined bed.

NOTE! The mounts have a fixed height. Misalignment or uneven genset foundation must be shimmed to keep  alignment and height difference within limits.

IMPORTANT! All the genset connections for fuel lines, exhaust and coolant must also be flexible.

GensetinstallationOn delivery the flexible mounts of the genset comes complete with (pre-drilled/pre-threaded) welding plates that should be welded to the genset foundation.

 IMPORTANT!SomeclassificationsocietiesrequiresThe AVR must be disconnected before welding on the frame.

 IMPORTANT!Beforeweldingremove the positive and negative cables from the batteries. Then disconnect all cables connected to the alternator.  Also undo the connector for the control system from the control unit. Al-ways connect the welder earth clamp to the component to be welded, and as close as possible to the weld site. The clamp must never be connected to the engine or in such a way that current can pass through a bearing.

1.  Lift the genset into the engine room and on to the foundation. Adjust genset position (the lifting device should also be available when making the adjustments to the genset mounting).

2.  Tack weld welding plates to the foundation.

3.  Lift genset (to separate flexible mounts from welding plates).

NOTE!Excessive heat from welding may damage the flexible rubber mounts.

4.  Weld plates to foundation permanently.

5.  Place genset frame on welding plates and tighten screws according to standard torque (8.8 bolt).

Genset installation

16

AdjustmentsBefore adjustments can be made, the genset must rest on the flexible mounts for at least twelve hours but pre-ferrably more than two days.

NOTE!Make sure that the flexible mounts are installed so that no pre-load or side forces occur after the engine has been installed.

The load on all mounts must be equal. Measure the compression (B) of all mounts. The height difference must not exceed 1 mm (0.04”). Lateral adjustment is carried out using the slip-shaped holes in the base of the mounts. These can be turned facing forward or backwards, whichever allows the best accessibility. The basic po-sition of the flexible mounts is at the intermediate position with the base plate holes in the bed’s longitudinal line.

B2

The difference between rubber pads must not exceed 1.0 mm (0.04”) for dimensions C1 and C2. Angular misa-lignment between the bed plane connection surface and the genset flexible mount is adjusted by correcting the bed plane with shims.

Genset installation

17

Generatorconnection IMPORTANT! Electrical installation of the generator must only be carried out by qualified personnel.

The main power cables from the main switch board to the generator are connected in the generator terminal box. Inside there is one copper bar per phase with pre-drilled holes for connection of cables.

 IMPORTANT! Before running the generator check inside generator compartment for foreign objects, e.g. metal, rags, debris.

For details on cable connection, refer to generator documentation supplied with genset.

 IMPORTANT! Before connecting generator to the net/switchboard, phase direction must be checked by yard.

For information on generator features such as generator cooling and heating, generator control etc. refer to ge-nerator documentation and/or contact your Volvo Penta Dealer.

Genset installation

18

GeneralThe requirements of an engine oil vary depending on the type of engine and its conditions of operation.

NOTE! For information on oil recommendations, refer to "Technical Data - engine oil".

NOTE! For engine specific information on oil volumes, etc. refer to ”Technical Data” at Volvo Penta Partner Net-refer to ”Technical Data” at Volvo Penta Partner Net-work or contact Volvo Penta.

Lubricatingoilsystem

  1.  Security valve   2.  Relief valve    3.  Overflow valve for filters   4.  Piston cooling valve  5.  Piston cooling control valve  6.  Reduction valve (oil filter housing)  7.  Pressure sensor

Lubricationoilsystem,example(fordetailedinformation,refertoenginespecificsystemdrawings)

Lubricating oil system

19

Fuelsystem

GeneralInstallation of the fuel system components - fuel tanks, cocks, fuel piping and extra fuel filters, etc., must be car-ried out very carefully to assure the engine has a sufficient supply of fuel and that demands concerning perfect sealing and fire safety are satisfied.

Fuel cocks should preferably be fitted outside the engine room or be remote controlled.

NOTE! Local legislation may apply which in all override  the engine manufacturers literature and recommenda-tions.

Be sure not to bend the high pressure pipes between injection pump and injectors and do not stand on the engi-ne due to risk of bending the high pressure  pipes.

Do not clamp anything to the high pressure pipes, and keep the original clamping intact on the engine. Other-wise there will be a risk of broken pressure line and fire.

When working with the fuel system it is important to keep it free from dirt.

Fuelsystem,example(fordetailedinformation,refertoenginespecificsystemdrawings)

4

2(x6)

3

1.  Feed pump

2.  Injector unit (6pcs)

3.  Fuel tank

4.  Shut-off valve (optional)

5.  Primary filter and water separator

6.  Fuel fine filter and water separator

7.  Deaeration line (Return to tank)

8.  Electronic Control Module (ECM)

8

7

6

5

1

Fuel system

20

FueltanksIf possible, the tanks should be located so that they are at the same level or somewhat higher than the engine.

If they are placed lower, due attention must be paid to the maximum suction height of the feed pump, refer to Technical Data for each engine type respectively.

Note! The suction height must be calculated from the lower end of the suction pipe, i.e. 25 mm (1”) above the bottom of the tank.

The return pipe should be installed about 10 mm (0.4”) above the tank bottom and minimum 300 mm away from the suction pipe, to prevent air from ente-ring when the engine is switched off.

DaytankIf the tanks are located lower than the level permitted by the suction height of the fuel feed pump, then the fuel is to be pumped up to a day tank by means of a hand pump or power pump. If a day tank is installed, then it is advisable to connect the return line to this tank.

1.  Fuel tank

2.  Fuel filler

3.  Venting line

4.  Suction line

5.  Return line, steel/copper  piping, alt. rubber hoses

6.  Remote controlled fuel  shut-off valve

7.  Fuel level gauge

8.  Inspection hatch

9.  Draining

1

5

8

32

4

6

7

9

TankventingThe tank must be properly vented. The tank venting line should have an inner diameter of minimum 12 mm (1/2”). Raise the line internally (3) to prevent wa-ter from entering the fuel tank. 

NOTE!Refer to local legislations, concerning the need for common ground for the fuel tank, filling etc.

NOTE! Install the filler and venting lines, preventing traps being formed. 

NOTE!The fuel filler fitting and venting must be in-stalled in a way that prevents overfilling and fuel ente-ring air intakes.

Fuelshut-offvalves  IMPORTANT! A fuel shut-off valve must be 

installed in the suction line as close to the tank as possible. The shut-off valve should preferably have a remote controlled shut-off function.

Shut off valves should be fitted on the fuel and re-turn line, if the fuel tank's maximum level is higher than 2.5 m (8’3") for D5/D7 above the injection pump of the engine . For D9/D12/D16 engines it must not be higher than the cylinder head of the engine.

The valves should be shut off during permanent en-gine stop. There is otherwise a risk of fuel leakage through the injector to the lubricating system.

Fuel system

21

PrimingpumpforD5/D7D5/D7 has no engine mounted priming pump. To be able to vent the fuel system, if the tank is located be-low the engine, a prime pump must be installed on a bulkhead or similar between fuel tank and prefilter.

Fuel system

22

FuellinesAll fuel lines should be led and properly clamped in such a way that heat radiation is avoided. Distance between clamps should be approx. 300 mm (12”).

NOTE! The D5 and D7 has a high fuel flow and therefore the fuel lines must have a large diameter. Small piping will reduce the power output.

Requiredminimumfuelsupplylinedimensions(Fromtanktofuellineconnectionpoint)Fuellinelength <6m(20’) >6m(20’)

D5/D7 ..................................................12 mm (1/2”)  14 mm

D9/D12/D16 .........................................10 mm (3/8”)  10 mm (3/8”)  

RequiredminimumfuelreturnlinedimensionsAll engines  10 mm (3/8”)  10 mm (3/8”)

NOTE!Classification Societies and some registration bodies (i.e. river authorities) do not permit rubber hoses for fuel lines, or require hoses to conform to certain specifications.

FlexiblehosesThe figures show the most common types of connections for fuel pipes. Make sure to use the correct dimension of approved flexible hose.

Fuel system

23

CopperpipingThe figure shows a transition from flexible fuel hoses (1) to copper pipe (2). Thread M18x1.5.

Requiredminimumfuelsupplylinedimensions(Fromtanktofuellineconnectionpoint)Fuellinelength <6m(20’) >6m(20’)

D5/D7 ........................................................... 14 mm  16 mm D9,D12,D16 .........................................10 mm (3/8”)  12 mm (1/2”)

RequiredminimumfuelreturnlinedimensionsD5/D7 ..................................................12 mm (1/2”)  12 mm (1/2”) D9,D12,D16 .........................................10 mm (3/8”)  10 mm (3/8”)

Æ 3/8”

Æ 3/8” (2)

M18x1,5-6H

1

1

Fuel system

24

Fuelpre-filters-waterseparatorsThe filter shall be installed on the suction side of the feed pump, between the feed pump and the fuel tank, and should be located at a height between the base of the fuel tank and the feed pump, to reduce the resistance in the supply pipe.

Install the filter vertically on a bulkhead or bracketing, where it is not affected by engine vibration and in such a manner that it is protected as much as possible from fire in the engine room.

FuelConnectionsDimension of fuel inlet and outlet connections - 7/8”-14, 37o male flare

  IMPORTANT!Always select a fuel filter for the correct fuel flow.

NOTE! Free space is required above the filter lid to permit the insert to be changed, min. 130 mm (5”) up to 260 mm (10”) depending on type of filter.

ChangingthefilterelementsThe dual filter inserts can be changed while the engine is running as the flow of fuel can be cut off to one filter at a time.

Pressure gauge (P) indicates pressure drop over filter. Drain off water and contaminants through plug (D).

The flow of the fuel is governed by turning the handle (1) in the following positions:

  A: Normal running (both filters connected).

  B: Left filter insert can be changed.

  C: Right filter insert can be changed.

  D: Both filters turned off.

If the engine is not running close the fuel cocks on the tank before changing filters.

25

Fuel System

FiltrationThree progressive stages – separation, coagulation and filtration ensure that fuel arrives at the engine free from contamination. Recommended filter insert, 10 micron, to have an even change interval between engine mounted filter and the pre-filter.

  IMPORTANT! When fuel pre filters are used together with a fuel shut-off valve (1), the non-return valve (2) in the fuel pre filter must be re-moved if fitted. See figure. 

If this is not done, the stop fuction will not work be-cause there will not be sufficient negative pressure in  the injection pump.

  IMPORTANT! Do not connect multiple engines to the same fuel pre-filter. This will cause un-wanted pressure drops.

  One engine - one filter

  Two engines - two filters

 A.  Engine 1

 B.  Engine 2

 C.  Fuel pre-filter - water separator

 D.  Fuel tank

26

Fuel System

FuelfeedpressurePressure is measured after the fuel filter. 

When checking, genset load is first increased, after which the load is reduced so that the pressure can be read off at no load. For information on engine specific fuel feed pressure, refer to Technical Data.

Low feed pressure may be the result of a blocked filter, defective overflow valve or defective feed pump. Ensure that the components follow recommendations and do not cause the excessive pressure level.

NOTE! The overflow valve must not be adjusted.  Re-place the valve if necessary.

D5/D7Measure the feed pressure at the fuel inlet hollow screw on the front of the engine block (P), by using manometer 9996398with nipple 9996066 and a long hollow screw (44 mm) with a new copper washer (969011).

D9/D12/D16The hose and nipple 9994894 and the manometer 9998339are connected to the air vent outlet on the filter cover. 

  IMPORTANT!Valves on fuel supply and return lines should be shut off during permanent eng-ine stop. There is otherwise a risk that fuel may leak through the injection pump/injectors to the lubricating system.

9998339

9998494

FueltemperatureFuel temperature above 40°C leads to a decrease in power of approx. 1.5 % per 5°C. Higher temperatures can cause vapour bubble formation and backfiring. The maximum permissible continuousfueltemperature is 75°C, whereas a short-term fuel temperature of up to 90°C can be tolerated at the feed pump inlet in special cases depending on the power setting of the engine and the fulfilment of emission values.

FuelcoolerD5 and D7 gensets with high pressure injection re-quire a lower fuel temperature. For this purpose a fuel oil cooler can be installed. Fuel coolers are integrated into the cooling system of the engine (air side) and flowed through by returning fuel.

The fuel cooler flow resistance must not be higher than 15 kPa (2.2 psi). The overall resistance of return system including fuel cooler must not exceed 50 kPa (7.2 psi).

The cooler size should be approx. 2 - 4 kW.

Fuel system

27

Coolingsystem

GeneralThe installer of the cooling system is responsible for ensuring that the cooling system operates in accordance with installation requirements.

The cooling system must be dimensioned generously enough to ensure that fouling and repainting do not adver-sely affect its cooling performance even after a long period of service.

Use genuine VOLVO PENTA accessories and spare parts wherever possible.  Make sure that parts not supplied by Volvo Penta do not restrict or reduce pressures and flow in the engine.

The only way to tell whether an installation is correct is to check pressures, temperatures and flows on a running genset. When in doubt, contact Volvo Penta.

To reduce corrosion to a miniumum, use the correct combinations of materials in pipes, valves etc. plus a correc-tly sized and pressurized expansion tank.

Always use Volvo Penta coolant. For coolant recommendations, refer to section ”Technical Data Coolant”.

Cooling system 

28

Freshwatersystem

GeneralThe freshwater system is the internal cooling system of the engine. It is a closed system that is circulated by a centrifugal pump and shall always be filled with coolant that protects the engine from internal corrosion and frost damage if the climate requires it. Anti-corrosive additives become less efficient with age and the coolant must therefore be changed in accordance with the recommendations in the maintenance schedule.

The Volvo Penta Genset comes with an internal freshwater system connected to an engine mounted heat ex-changer, a radiator cooler, or prepared for external cooling, e.g. keel cooling or central cooling.

  WARNING! Never open the pressure cap or drain the cooling system when the engine is warm. Steam or hot fluid may spurt out.

  WARNING! The coolant is dangerous to your health and an environmental hazard. Handle coolant with care and dispose of old coolant in accordance with local regulations.

IMPORTANT! Certain parts of the system are made of light alloy. Chemical additives must therefore not be used when cleaning the system.

RawwatersystemThe raw water system is the engine’s external cooling system circulated in the system by a raw water pump. It is either a seawater system or a central cooling system. It cools the internal cooling system in an engine mounted or externally mounted heat exchanger. .

For genset specific requirements concerning cooling water temperatures, pressures and flows respectively, refer to TechnicalData.

For information on raw water connections, positions and dimensions, refer to genset InstallationDrawings.

WARNING!The raw water system must be closed and drained before commencing work on the system, due to the risk of seawater entering the ship.

IMPORTANT!To ensure there are no leaks in the cooling system, carry out a simple pressure test before bringing the installation into service.

Cooling system

29

Enginemountedheatexchanger–forseawaterorcentralcoolingThe system includes two circuits.

Internal(freshwater)circuitCooling the engine - cylinder liners, cylinder heads, and lubrication oil, the exhaust manifold(D9,D12,D16), the turbocharger(D9,D16) and also the charge air cooler(D12,D16). An engine driven cooling water pump circulate the coolant through the heat exchanger and through the engine.

External(rawwater)circuitThe raw water system is cooling the engine coolant in the engine mounted heat exchanger and in some cases also the charge air (D5,D7,D9). The raw water system is connected to seawater inlet or a central cooling system.

Radiatorcooling(Emergencyset)The engine cooling water is cooled by a radiator in a one-circuit cooling system. Air is forced through the radiator by an engine driven cooling air fan. The charge air is cooled in an air-to-air charge air cooler mounted in front of the radiator and it make use of the air flow from the engines cooling fan before it enters the radiator.

Withoutenginemountedheatexchanger(Externalcooling)The engine coolant is cooled by an external heat exchanger, e.g. keel cooler.

1-circuit keel cooling - The same coolant is cooling the complete engine (charge air, cylinders, etc.).

2-circuit keel cooling - One circuit cools the engine and the other circuit cools the charge air cooler.

Cooling system 

30

Keelcooling(externalcooling)

GeneralThe principle of an external cooling installation is that the raw water pump and the heat exchanger(s) have been removed, and the standard circulation pump of the engine also circulates coolant in the external cooler.The engines have been fitted with connections for the external cooling system.

For information on cooling system connections, positions and dimensions, refer to genset InstallationDra-wings. 

Volvo Penta does not market external cooling systems or components for such systems but Volvo Penta does market engines suitable for connection to external cooling systems. Contact Volvo Penta for assistance when calculating and designing the external cooling system.

NOTE! To extend service life, it is recommended to install a fresh water filter between the external circuit and the engine.

ExtraexpansiontankIf the normal expansion tank of the engine is too small, an extra expansion tank must be installed. Position the tank at the highest point of the engine cooling system.

The extra expansion tank must be connected to the suction side of the circulation pump of the engine via a static pressure line.

Max.capacityofthefreshwatersysteminkeelcooledenginesThis table shows engine volume excluding heat exchanger and the max. permitted total cooling system volume with standard expansion tank.

NOTE! If these values are exceeded, larger expansion tank must be installed.

Engine Enginevolume Totalsystemvolume liter(USgal.) max.liter(USgal.)

D5A T  11 (2.9)    -   

D5A TA  11 (2.9)    - 

D7A T  14 (3.7)    - 

D7A TA  14 (3.7)    - 

D7C TA  14 (3.7)    -

D9*  33 (8.7)    73 (19.3)

D12  30 (8.0)    135 (35.6)

D16  38 (10.0)    67 (17.7)*) Volumes for engine circuit only

Centralcooling

GeneralThe principle for connecting engines to a central cooling system is the same as for a sea water cooled engine.

  IMPORTANT! Depending on the design of the central cooling system, high static and dynamic pressures may occur. For information on pressure limits for central cooling system, refer to Technical Data for each engine respectively.

In central cooling systems with multiple engines, each engine must be fitted with coolant inlet and outlet valves for service reasons.

Cooling system

31

Measuringpressureinkeelcoolingsystems

Gaugeconnections

T-nippleformeasuringpressureandtemperatureThe T-nipple is used when measuring both pressure and temperature in the cooling circuit. The tool is not stocked by Volvo Penta.

NOTE!It is important to place the probe correctly in the coolant flow.

  1.  Temperature measuring

  2.  Pressure measuring

  3.  Temperature probe

  4.  Threaded as required

D5/D7/D9/D16

PressurebeforeandafterkeelcoolerConnections for measuring pressure in the cooling circuit has to be built into the circuit, close to the con-nections to the engine.

1

2

4

3

1/4”R

0.75 x DD

3

Cooling system 

32

Measuringtemperatureinkeelcoolingsystems.

GaugeconnectionsNOTE!Before installation is carried out, the internal freshwater temperature to and from the keel cooler must be checked. The temperature gauge connections of the engines are shown in the illustrations below.

D5/D7/D9/D16

TemperaturebeforeandafterkeelcoolerConnections for measuring temperature in the cooling circuit has to be built into the circuit, close to the con-nections to the engine.

D12

CoolanttemperaturefromkeelcoolerCut the hose and fit a piece of pipe in between. Fit a connection with an internal thread, 1/4” NPTF, on the pipe to connect a temperature meter.

Locally manufactured  adapter pipe for measuring

1/4” NPTF

Thermostat  housing

Cooling system

33

NOTE!If an engine is connected to a centralcoo-lingsystem, which requires full flow through the engine, and the system has its own thermostat, the thermostat(s) of the engine must be forced fully open.

For engine specific data on opening temperatures of thermostats, refer to Technical Data.

Thermostats

Engine: D5/D7 D9 D12 D16

  No. of thermostats        1            1          1          1

Opening temp.  °C (°F)    83 (181)        86 (187)      76 (169)      86 (187)                                  

Fully open     °C (°F)    95 (203)        96 (205)      86 (185)      96 (205)                    84* (183)    

Opening with fully  open therm.   mm (inch)  8 (0.32)        16 (0.63)     16 (0.63)     16 (0.63)

Thermostatdata

Cooling system 

34

Recoverytankcorrectlyconnected

Expansiontank

Correctlydesignedsystem

A  Coolant  level  before start up. Max. filling level with cold engine.  Coolant level is not to pass below the MIN mark with cold engine. Coolant level is not to pass the MAX mark with warm engine.

B Connection for hose from thermostat housing.

C Low pressure relief valve. See next page.

D Pressure cap 75 kPa (11 psi). 

E  Expansion volume.

F  Deaeration from engine/radiator/CAC.

G  Connected to the suction side of the seawater / coolant pump.

MAX

MIN

C

EB

•

A

G

D

F

Coldengine: Min 0 kPa (0 psi)

Warmengine:  Min 30–100 kPa  (5.8–14.5 psi)

NOTE!It is advisable not to surpass the in-between level when engine is cold. This minimises the “throw out” if an undesired quick stop occurs.

NOTE!With a correctly designed cooling system the pressure cap prevents ventilation. Avoid opening the pres-sure cap. If necessary, always open cap when the engine is cold.

NOTE!Connection (B) is to be connected before the thermostat with the hose continuously inclining in order to ensure deairing when filling up coolant after the system has been drained.

NOTE!In the case of an existing manual drain cock the hose is to be connected to the bottom of the tank and connection (B) blanked (sealed off).

NOTE!A restriction of 2.5 – 3.0 mm (0.10 – 0.12”) is to be fitted in each deairing hose. Locate the restriction in an inclining part of the hose.

Cold engine: Min 0 kPa  (0 psi) 

MAX

MIN

Warm engine:   40–70 kPa  (5.8–10.2 psi)

75 kPa (11 psi)Open 

system C

B •

E

Drain cock

Cooling system

35

Recoverytankincorrectlyconnected  IMPORTANT! Unacceptablesystem,fataltotheengine

If there is too little expansion volume (E) an under-pressure will be created when charged after an idling period, thus causing cavitation of the jacket pump.

During idling the thermostats close, the coolant is cooled off and contracting. The pressure cap has a low pressure relief valve (C) which opens up around –15 kPa (–2.2 psi). It is not healthy for a jacket pump to operate with an inlet pressure of 0 kPa (0 psi) and below, since cavitation is likely to occur.

75 kPa (11 psi)

0–75 kPa (0–11 psi)

–15 –> 70 kPa (–2.2 –> 10.2 psi) 

EB

C

•

Cooling system 

36

ExtraexpansiontankTypeofpressurecapandopeningpressuredependonheight:Height(H) Typeofpressurecapenginevalvecover–MINmark

     – 2.0 m ( – 6.5’) ..................................................   75 kPa (10.9 psi) 2.0 – 5.0 m (6.5 – 16.5’) ..........................................   50 kPa (7.3 psi) 5.0 – 7.0 m (16.5 – 23.0’ ) ........................................   30 kPa (4.4 psi) 7.0 – 10.0 m (23.0 – 33.0’) ......................................   Open system

NOTE!If you select an in-house manufactured expansion tank, you should use a Volvo Penta pressure cap. Choose the type of cap in accordance with table above.

Heatexchangercooledengines.Within certain limits it is possible to increase the total volume of the engine freshwater circuit without adding an extra expansion tank. Refer to table below. 

When the volume is further increased, the cooling system has to be equipped with an extra expansion tank. Please contact Volvo Penta for more information.

Permittedvolumeswithstandardexpansiontank:Engine Engine Extracircuitincluding volume volumeheatexchanger lit(USgal.) lit(USgal.)

D5  21 (5.6)  - D7  26 (6.9)  - D9  39 (10.3)  40 (10,6) D12  60 (15.8)  75 (19.8)

D16  38 (10.0)  11 (2.9)

H

115mm (4.5”)

220 mm (8.7”)

Cooling system

37

1.  Expansion volume, 5%

2.  Reserve volume, 5%

3.  Divider

4.  Pressure cap

5.  Vent from engine exp. tank

5%

5%

5%

MIN

3 4 1

2

ExtratankconnectionsThe expansion tank of the engine must have a sepa-rate vent (3) to the extra tank connected below MIN level. 

NOTE!If there are no manual venting nipples, the connection between engine exp. tank and extra exp. tank must be continously inclining.

The hoses must be able to withstand temperatures up to 115°C (240°F).

The engine’s pressure cap is replaced with a sea-led cap. The standard engine venting hose from the thermostat housing can be connected to the extra ex-pansion tank below the MIN level to facilitate venting when topping up with coolant.

To improve pressurisation of the cooling system it is recommended to keep the temperature high in the expansion tank. If the tank is located in a cold place, the tank should be in a sheltered position and insula-ted.

ExtratankvolumeWhen an extra expansion tank is installed the engine’s expansion tank must be completely filled with coolant.

The expansion tank volume in the extra tank should be 15% of the total capacity of the cooling system.

5% is meant for coolant expansion when hot (expan-sion volume),  5% is meant for the difference between MAX and MIN levels 5% is reserve volume.

A divider can be used to improve deairing of the ex-pansion tank. 

5

Cooling system 

38

Exhaustsystem

General  IMPORTANT! The exhaust system should be designed and installed in such a way that the exhausts are 

taken out of the boat without harmful backpressure for the engine and eliminating risk of overheating adja-cent parts of the boat. Silencing must also be considered.

NOTE!When designing the exhaust system the backpressure must not exceed the values in the table in section “Backpressure”. 

Volvo Penta does not market complete exhaust systems but provides some of the key components.

Introduction

Theexhaustsystemshouldbeplannedatthelay-outstageoftheinstallation.Themainobjectivesareto:•  ensure that system backpressure is within limits 

stated by Volvo Penta.

•  keep weight off the engine manifold and turbo-charger by supporting the system.

•  allow for thermal expansion and contraction.

•  provide flexibility if the engine is mounted on flex-ible mounts.

•  reduce exhaust noise. 

The exhaust line  should preferably be made of acid-proof stainless steel pipe, but a satisfactory service life can also be obtained with other stainless steel pipe. Copper pipes must not be used for diesel engi-nes.

The line must also be provided with a flexible com-pensator (refer to section “Flexible compensator”) to absorb heat expansion and vibration from the engine. The compensator is fitted on the engine exhaust pipe flange as straight and stress-relieved as possible.

The exhaust line must be insulated throughout its whole length. Note that the movements of the com-pensator must not be obstructed. The exhaust line, including silencer (refer to section “Silencers”), must be suspended by flexible brackets so that the move-ments caused by heat expansion are not obstructed.

An arrangement for draining condensation water should be fitted at the lowest point of the line (refer to section “condensation water collector”) and as close to the engine as possible.

When dimensioning the exhaust line, note that the backpressure in the complete exhaust system must not exceed the values shown in table in section “Backpressure”.

2

1

4

3

2

1

5

  1.  Fix points  2.  Flexible brackets  3.  Silencer  4.  Draining of condensation water  5.  Rain water protection

4

Example,exhaustsystem

Exhaust system

39

InsulatedexhaustsystemsDue to the high temperatures, 400°C–500°C (842°F–932°F) in the exhaust line, it must be insulated with insulating material to avoid the risk of fire and perso-nal injury.  The insulation also helps to keep the noise level low.

NOTE!Insulation of long lines will affect the exhaust backpressure and therefore the exhaust pipe diame-ter must be increased.

ExhaustoutletpositionThe outlet of the exhaust pipe must be designed so that rain water cannot enter the exhaust system. Fit an elbow, hood or self-closing cover to the end. The exhaust outlet must be in such a position that there is no possibility of hot gas entering any air inlet ope-ning.

Exhaust system

40

D

CondensationwatercollectorThe exhaust gases from a combustion engine always include water vapour. This water vapour can con-dense and form water, which in the worst cases, can enter the engine when it is switched off.

Rain or condensed water that enters the engine can cause severe damage. Long exhaust lines should therefore be fitted with a water drain, which should be located as close to the engine as possible.

When the exhaust line is inclined downwards towards the engine, a condensation water collector must al-ways be fitted. It must be located at the lowest pont of the final installation. 

The condensation water collector must be fitted with a cock or drain plug at the bottom.

D total = D x K

where:

D  is exhaust pipe diameter for one engine

K  is a factor

  Number of engines    Factor K

    2  1.32

    3  1.55

    4  1.74

    5  1.90

    6  2.05

Factor K =   5   (number of engines)²

Exhaustelbows

ExhaustsystemdiameterEngine Dryexhaustline

D5 ..............................................................3”/68mm 

D7 ............................................................4”/107mm

D9 ...........................................................7”/175 mm

D12 .........................................................7”/175 mm

D16 .........................................................8”/203 mm

MultipleexhaustoutletsIf more than one engine is being installed, the ex-haust from the  engines must not be taken into the same flow.

The reason is that if one engine is stopped when oth-ers are running, exhaust gases with condensate and carbon will be forced into the exhaust system of the stopped engine and then into the engine cylinders which can cause corrosion.

If a flap valve of good quality is fitted in each exhaust line near the intersection, multi-engine installations on one exhaust line can sometimes be acceptable.

To calculate the total diameter of a common exhaust pipe use the following formula:

1.  Exhaust elbow

2/3.  Condensation water collector

1

2

D16

Example: Condensation water collector for D16.3

Exhaust system

41

Exhaust system

42

Pos. Description Compensatortype infig. 4”(short) 4”(long) 5” 6” 7”

   A  Hose length  185 (7.3)  500 (19.7)  500 (19.7)  500 (19.7)  250 (9.8)

  B  Total nominal length  145 (5.7)  590 (23.2)  590 (23.2)  590 (23.2)  280 (11.0)

  C  Screw circle diam.  170 (6.7)  170 (6.7)  200 (7.9)  225 (8.7)  261 (10.3)

  D  Outer diam. flange  210 (8.3)  210 (8.3)  254 (10.0)  265 (10.4)  305 (12.0)

  -  No. of holes in flange  4  4  4  4  8

  E  Diam. holes in flange  17 (0.67)  18 (0.71)  18 (0.71)  18 (0.71)  18 (0.71)

  F  Flange thickness  16 (0.63)  14 (0.55)  14 (0.55)  14 (0.55)  15 (0.61)

  G  Inner diameter  100 (4.0)  100 (4.0)  128 (5.0)  150 (6.0)  195 (7.7)

Measurementsmm(in)

FlexibleexhaustcompensatorExhaust pipes are isolated from the engine movements usually via a flexible compensator. Installed close to the engine’s exhaust outlet, flexible exhaust compensators have three functions:

•  Isolate vibrations and weight of exhaust piping from the engine

•  Compensate for thermal expansion of the exhaust piping

•  Compensate for lateral movement when the engine starts and stops, if the engine is on flexible engine mounts.

The flexible pipe is available to take up large axial movements, small radial movements but no twisting movements.

It must not be bent. The flexible compensator can be fitted in different positions, but should preferably be fitted vertically.

The fixture for the exhaust line should be designed to prevent that radial movements, generated by pres-sure pulses in the line are transfered into the com-pensator.

Thermal growth of exhaust piping must be planned to avoid excessive load on supporting structures. The expansion of one meter of steel pipe per rise in temperature of 100 °C (212 °F) is approx. 1.2 mm (0.05”). It is therefore important to place supports to allow  expansion  away from engine, avoid strains or distortions to connected equipment,  and to allow equipment removal without additional support.

Long pipe runs are sectioned with expansion joints. Each section is fixed at one end and allowed to ex-

Exhaust system

43

Installationdata

Compensator4”(short) Compensator4”(long),5”and6”

Compensator7”

Compensatortype Totalnominallength Flexibilitymm(in) B Radial Axially

     4” (short)    185    ±3 (±0.12)  +3, –5 (+0.12, –0.20)

    4” (long)    590    ±5 (±0.20)  +5, –10 (+0.20, –0.40)

    5”    590    ±5 (±0.20)  +5, –10 (+0.20, –0.40)

    6”    590    ±5 (±0.20)  +5, –16 (+0.20, –0.63)

    7”    280    ±15 (±0.6)  +24 (0.94)

A

B

D

GC

F

E

A

B

F

E

D

C

G

F

E

A

B G

C

D

Exhaust system

44

Expansion(reactive)silencers

These work on the principle of reflecting and thus containing sound within the silencer. There are in-ternal baffle plates fitted to divide the silencer into sections, which can be individually tuned to a specific frequency. A reactive silencer creates a relatively high backpressure due to the torturous gas flow path, i.e. through the baffle plates, which reverses flow.

Volvo Penta HD silencers combine reactive and ab-sorptive type of silencing.

SilencerThere are generally two types of silencers described as either absorptive or reactive.

AbsorptivetypeThese work on the principle of absorbing noise by means of an absorbent  lining inside the silencer and normally provide attenuation over a broad frequency range.

An absorptive silencer is generally designed as a straight through and would only create a marginally greater backpressure than similar length of straight pipe.

Exhaust line

1.  Compensator

2.  Flexible exhaust hose

3.  Three point fixture

4.  Insulation (mineral wool)

5.  Silencer

6.  Flexible attachment

7.  Glass fibre fabric

CalculationofHDsilencerbackpressureTo calculate the backpressure for Volvo Penta HD silencers use the following formulas (Refer to Technical Data):

    Resistance from graph (mm Wc) x 673 Backpressure =       (mm Wc)       T + 273

 T = engine exhaust temperature (°C), 1mm Wc = 0.0098 kPa

SilencerlocationThe reactive silencer is fitted as close to the exhaust manifold as is practical to prevent noise break-out through pipe work.

Insulation of long lines will affect the exhaust back-pressure and therefore the exhaust pipe diameter must be increased.

             Exhust gas flow (m3/min) Bore velocity =     (m/s)     Area of pipe (m²) x 60

1

32

4

6

75

Exhaust system

45

Max.allowedbackpressureinexhaustpipeatratedrpm,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  25

D5 D7

D9 D12 D16

*) 1 kPa = 100 mm wc

Noperformancelosses(Relativetotechnicaldata)

Smallperformancelosses

Notacceptable

Backpressure

GeneralThe exhaust system will produce a certain resistance to the exhaust gas flow. This resistance or backpressure must be kept within specified limits. Excessive backpressure can cause damage and will lead to:

•  Loss of power output

•  Poor fuel economy

•  High exhaust temperature

These conditions produce overheating and excessive smoke from the installation, and reduce the service life of the valves and turbocharger.

Exhaust system

46

Velocity/Resistancecurveat400°C

Forequivalentstraightlengthseetablebelow:

 Pipediameter Bend45deg. Bend90deg. (inches) (m/bend) (m/bend)

  3.5  0.57  1.33

  4  0.65  1.52

  5  0.81  1.90

  6  0.98  2.28

  7  1.22  2.70

Backpressure-exhaustpipe-calculationUsing the value of the exhaust gas flow and having calculated the backpressure for a certain silencer (HD) you will be able to determine the resistance to flow in a straight exhaust pipe.

The following formula is recommended:

where:

P =  is backpressure through the exhaust pipe in Pa

L  = is total equivalent length of straight pipe in met-res

Q = is exhaust gas flow in m3/s

D =  is pipe diameter in metres

T =  is exhaust gas temperature °C

NOTE!When the bends are used in the exhaust sys-tem pressure loss is expressed in equivalent straight length of pipe.

P = 6.32      xL x Q2

D5

1(T + 273)

Adding the pressure losses through the silencer to the loss through the pipe work will give the total back-pressure incurred by the exhaust system.

Bo

rev

elo

city

inm

/s

Bo

rev

elo

city

inf

t/s

ResistanceininchesWc

ResistanceinmmWc

MeasueexhaustbackpressureAfter the exhaust line has been installed, the backpressure must always be checked. This can be easily done with the aid of a transparent plastic hose connected to a measuring flange (see chapter Specialtools) occasio-nally installed in the exhaust line.  The back-pressure can also be checked with the aid of a suitable pressure gauge.

When testing is carried out, the engine should be run under full loading a sufficiently long period to obtain a sta-ble value.

1.  Nipple for connection of manometer, 1/8” NPTF

2.  Manometer

1

2

Measuringprocedure•  Connect a manometer calibrated to24 kPa (3.5 

psi, 2440 mm wc) with pressure hose and a sui-table nipple to the exhaust elbow.  Alternatively, connect a transparent plastic hose with a suitable nipple to the exhaust elbow.

•  Run the engine at full load and max. rpm for se-veral minutes and check that the backpressure does not exceed permitted value.

MeasureexhausttemperatureControl measuring of the exhaust temperatue is so-metimes needed to ensure the thermal conditions of the installation and in some cases the engine. It is important that the measurements are accurate. One important factor when taking these measurements is to position the probe correctly in the gas flow. See figure.

With an accurate measurement (± 2%), comparison can be made with the technical data for verification provided that compensation is made for atmospheric conditions. Exhaust monitoring guages are normally less accurate.

0.75 x DD

Exhaust system

47

Crankcaseventilation

Piping shall always be inclined upwards minimum 5°. The piping diameter ∅B  after the drainage tank (1) shall be at least 50% larger than the flexible hose (4)  diameter ∅A  up to a piping length of 10 m.  When piping length exceeds 10 m, diameter ∅B  after 10 m shall be at least 100% larger than diameter ∅A  .

  WARNING!Crankcase ventilation piping shall not be connected to any other piping system.  If connected to the exhaust system there will be a great risk of explosion.  There should always be one ventilation system for each engine.

NOTE! The ventilation pipe should always be insu-lated when working under low temperature (arctic) conditions when there is a risk of freezing of the con-densed water.

NOTE! Blow by is approx. 35 ltrs/min per cylinder at 100% load. This will increase with engine hours due to wear of piston rings.

If the piping system is not large enough the gases will build up a pressure in the engine. This overpressure will increase stresses and wear on crank shaft, seals and gaskets in the engine. The engine also may start to leak oil.

The engine condition and the crankcase ventilation system may be checked by measuring crankcase pressure. A good procedure is to measure pressure during sea trail for reference in future. Crankcase pressure shall not be exceeding max allowed crank-case pressure, refer to "Technical Data".

  WARNING!Never lead the gases out in the en-gine room. Gases from the crankcase ventilation are dangerous to human health because they contain exhaust and lubrication gases. Gases will also be sucked into the turbocharger and damage the turbo.

1.   Drainage tank2.   Drainage valve, normally closed3.  Drain pipe4.   Flexible hose5.   Flame protection6.   Exhaust funnel7.   Connection for measuring   crankcase pressure

4

1

2

100 mm

5–10 mm

Min. 5°

∅A

∅B

7

3

GeneraldescriptionConnect piping to crankcase ventilation connection point on engine, refer to Installation Drawing for each genset respectively.

NOTE! On some gensets closed crankcase ventilation is optional.

5

6

1

4 2

7

3

Exhaust system

48

Engineroomventilationandsoundproofing

General

EngineperformanceEngine power is affected by a number of different factors. Among the most important ones are air pressure, air temperature and exhaust backpressure. Deviations from the normal values affect engine performance and func-tion.

Diesel engines require excess air. Deviations from the normal values show up first of all with an increase in black smoke. 

If the deviations from the normal values are great, the genset will lose power.

For the engine to function properly and give full power, it is absolutely necessary that both the inlet and outlet air ducts are sufficiently dimensioned and installed correctly. 

Twomainconditionsmustbefulfilled:A.  The engine must get enough air to allow for the combustion of the fuel.

B.  The engine room must be ventilated, so that the temperature can be kept down to an acceptable level.

Ventilation is also important to keep the engine’s electrical equipment and fuel system at a  low temperature, and for certain general cooling of the engine.

If personnel are to be present in the engine room, the ventilation installation must be adapted accordingly.

NOTE!All national legislations must be followed. Each classification society also has its own regulations that must be followed when required.

EnginepoweroutputandairtemperatureThe engine’s stated power output applies at an air temperature of +25°C (77°F), air pressure of 750 mm Hg, relative humidity 30%, fuel temperature +40°C (104°F) and seawater temperature of +32°C (90°F). (According to International test standards).

Adequate air supply and ventilation makes it possible to obtain as high a power output as possible together with a long engine life.

In operating conditions where air temperature is constantly at or above 45°C (113°F), diesel engines must be derated, i.e. the injection pump adjusted to a lower injection quantity.

NOTE!This applies only to D5 and D7 gensets. On the D9/D12/D16 gensets this is performed by the engine control system. 

NOTE!To reduce risk of damage to genset whenoperatingtemporarily in hot areas, reduce load.

IMPORTANT!Operation at full load and the injection pump is not adjusted (de-rated) despite high air tem-perature, the result will be very smoky exhaust, increased thermal load and greatly increased engine wear and consequently greatly increased operating costs.

Engine room ventilation

49

Engineroomlayout-Emergencyset

EngineroomlayoutThe hot air from the radiator is ducted outside the engine room and not allowed to recirculate to keep the engine room temperature as low as possible.

The exhaust silencer is supported from the roof, and the support brackets allows for expansion of the piping. The pipe is also fitted with a flexible compensator.

The exhaust system is as short as possible and the number of bends kept to a minimum, to stay within back pressure limits.

As with the exhaust pipe the hot air outlet ducting and any other engine/alternator connections, is of the flexible type, i.e. fuel pipes and electrical connections.

  Vi: Air consumption Combustion (m3/min)

  Vr: Air consumption Cooling (m3/min)

  Ae: Area of air inlet (m2)

  Ar: Area of radiator projection (air outlet) (m2)

  Pr: Air outlet backpressure

IMPORTANT! Inlet air flow (Vi + Vr) must not exceed 5 m/s (≦ 5m/s).

IMPORTANT!Area of air inlet (Ae) must be about 2 x  area of air outlet (Ar).

IMPORTANT! Maximum backpressure at air outlet (Pr) is 0.098 kPa (0.014 PSI)

NOTE!For air temperature requirements, and engine air consumption, refer to Tech-nical Data.

PrVrAr

ViVi+Vr Ae

Engine room ventilation

50

SoundproofingThe drive package must be installed in such a way as to minimise noise and vibration. The noise that occurs is airborne noise and structural noise (vibration).

StructuralnoiseVibration from the engine is transmitted via the engine mountings and the engine bed to the hull. Other routes are via the exhaust pipe, coolant pipes, fuel pipes, electrical cables and control cables.

Shift cables, throttle cables and electrical wires co-ming through bulkheads can perferably be drawn through a tube or a grommet, sealing off properly. At the same time the cables are protected against wear.

Fuel hoses going through a bulkhead should rest in a grommet where they pass through the bulkhead. The grommet seals off and protects the hose against sharp edges, which might cause leakage.

Other cables, electrical wires, battery leads etc can be drawn through a rubber hose or through a special PVC-tube (electrical), being built onto the bulkhead of GRP. Possible clearance between the tubing and the wires can be sealed off with some kind of insulation material or sealing compound.

Sound and noise restrain system

Airstarter-typicalsystem

87

4

6

5

3

4

9

12 12

3

4

5

5

10

5

5

1

1

11

11

10

9

22

13

  1.  Starter compressor

  2.  Air bottle

  3.  Safety valve

  4.  Manometer

  5.  Flexible hose

  6.  Strainer

  7.  Air starter

  8.  Starting solenoid

  9.  Water drainage valve

  10. Non return valve

  11. Air filter

  12. Bottle shut off valve

  13. Oil and water separator

StartingairbottlesThe starting air bottles should be dimensioned for a nominal pressure of 30 bar.

ConnectionsThe starting air supply is connected to the engine via a 25,4 mm (1 inch) steel pipe with a maximum inlet pressure of 30 bar. Refer to drawing for specific data.

StartermotorThe air starter motor is designed for a working pres-sure of 7 - 10 bar with a maximum pressure of 10 bar.

The air flow is approx. 0,354 nm3/s

OilandwaterseparatorThe compressor/pipe should always be equipped with an oil and water separator. The start air pipes should always be laid with a slope and be arranged manual or automatic draining at the lowest point. 

StartingaircompressorIt is recommended that the starting air receiver can be filled up from min. to max. pressure in 15–30 min-utes.

ClassrequirementsNOTE! The design of the air starter system, i.e. tank capacity (number of consecutive starts), etc, is in part determined by the rules of the classification societies.

For specific information on your genset application, contact your Classification Society or Volvo Penta Sales Engineering.

Startingsystems

Starting systems

52

PipingAfter the piping has been bent and welded it must be cleaned internally. The pipes must be fitted free of any bending or tensile stress at the connection to the engine and the auxiliaries. High pressure safety valve blow-off lines must end outside the engine room. The outer ends of the lines must be shielded to protect the valves against the ingress of water. All pipes and components in the start air system must be effec-tively treated with rust inhibitors.

A strainer must be installed as close as possible to the starting device in order to protect pressure regulator, valves and starter. The inside diameter of the pipe should be dimensioned in order to reduce drop of performances if the distance between the air starter receiver and engines exceeds 5 m.

Starting systems

53

ElectricalsystemGeneral

WARNING!Electrical installations must be planned and carried out by qualified personnel.

The electrical installation has to be planned very carefully and carried out with the utmost care. Seek simplicity when designing the electrical system.

The wires and connectors used in the installation have to be of a type approved for marine use. The wires should be routed in a protective sheath and clamped properly. 

Make sure that the wires are not installed too close to heated parts of the engine or close to another source of heat. The wires must not be subject to mechanical wear. If necessary, route the wires through protective tubing.

Minimize the number of joints in the system. Make sure that cables, and joints in particular, are accessible for inspection and repair.

Electrical system

54

BatteriesBatterydimensioning

StartingcurrentCranking current for engines at +5°C (41°F). 

Engine +5°C(41°F)

D5/D7 .............................................................320 A     

D9  ..................................................................340 A   

D12  ................................................................500 A   

D16 .................................................................500 A   

NOTE!Breakaway current is approx. 2–2.5 x cranking current.

SelectingbatterysizeThe battery sizes listed below are recommended for Volvo Penta engines at a temperature down to +5°C. Bat-tery voltage is 12V.

Capacity(Ah)

Engine +5°C(41°F)

min max

D5/D7 ...............................................132  230

D9 .....................................................210  360 

D12 ...................................................280  240   

D16 ...................................................280  240

The battery capacity will decrease with approx. 1% per degree, from +20°C, which has to be considered at ex-treme conditions in temperature.

NOTE! The list above specifies batteries per engine. For multiple installationsbatteries have to be multiplied ack-ordingly.

MainswitchA main battery switch should be installed on the positive side. The bulkhead transitions for both the positive and negative cables must be provided with grommets. Position the main switch outside the engine room but as close to the engine as possible, to reduce cable length.

Requirements,mainswitch

Normal Nominalcapacity Workingtemp Dimension Standard Protectionvoltage Contin- During andstorage terminalspadetags degreeCEI529 uous 5sec. MinMax standard

<48V   300A        3000A  –40°C    +85°C    M10  SAE J1171     IP 68         –40°F  +185°F         

Electrical system

55

ConnectingbatteriesTwo 12 V batteries are connected in series so that the supply voltage is 24 V.

WARNING!Always check the system voltage before connecting.

•  The batteries must be similar (same capacity and voltage).

•  The batteries must be the same age since the charge current required to produce a certain vol-tage changes with the age of the battery.

Two batteries connected in series retain the capacity but double the voltage. During charging, each battery receives the current supplied by the charger. The total battery voltage must not exceed the battery voltage marked on the charger.

When two 12 V batteries are connected in series and one battery has a short-circuited cell, the resting vol-tage across the two batteries will be approx. 23 V.

ChargestateThe charge state is the level to which the battery is charged. This state can be measured either by mea-suring the battery acid specific gravity in each cell or by measuring the off-load voltage of the cell. The latter cannot be done on modern batteries since the cells’ electrical connections are enclosed and there-fore not accessible for measurement. Measuring the off-load voltage across the poles gives entirely wrong information if any cell(s) should be defective. The bat-tery acid’s specific gravity is instead measured with a hydrometer. Specific gravity varies with temperature. The lower the temperature the higher the specific gravity.

The battery is fully charged when the acid density is 1.28 g/cm3 at +25°C (77°F).

A battery filled with tropical acid is fully charged when the acid specific gravity is 1.24 g/cm3 at +25°C (77°F).

Electrical system

56

Powersupplyandstarterconnection

BatteriesPrimary battery (starter battery) should be connected to the starter motor terminal. 

Secondary battery should be connected to designated “back-up battery” connector (depending on engine type). 

IMPORTANT!Secondarybatteryisredundant power supply for the electrical system and is not used for starting.

NOTE!For engine specific information on connection of power supply and starters, refer to “Wiring diagram” for each engine respectively.

PowermoduleD9/D12/D16The power module monitors power supply to the control system. If the power module is connected to a backup battery group, the unit automatically chooses the battery group with the highest voltage. The unit is equipped with a fully automatic circuit breaker function, which cuts the current if overloaded.

NOTE! If the engine is stopped the starter motor does not automatically switch over to backup battery group.  The connection for back-up battery is located on the right hand side of the engine below the starter motor. It is a two-pole connection marked "1"(+)(RED) and "2" (-)(BLACK). 

StarterconnectionVolvo Penta supply three different types of starting systems; electric, air and hydraulic systems, where el. starter is standard. For marine gensets where combinations of different starting systems are required, refer to Volvo Penta Partner Network for available combinations.

For starting battery size, refer to Batterydimensioning.

OptionalstarterIf not factory mounted, the connection for optional starter is located close to (behind) the factory mounted starter (el. starter std.), connector labeled “Opt. starter”.

Electrical system

57

Opt.Starter

Back-upBattery1(+),2(-)

Startermotorterminal

Powersupplyandstarterconnections(D16withel.andairstarter)

Selector-airorel.start

PowersupplyandstarterconnectionsD5A&D7A

AirstarterEl.starter

Primarysupply

Secondarysupply

Dashedlines-Yardsupply

Dashedlines-Yardsupply

Electrical system

58

Externalstoprelay

D9/D16The D9 and D16 engines are equipped with a relay that can be remotely controlled by third party equipment, e.g. a fire extinguishing system. The engine shuts down when the relay is energized.

NOTE!Leave the external stop connector unconnected if the functionality is not to be used.

Fault codes presented on Vodia when external stop relay is activated (D9 and D16):

MID128,PPID6,FMI11

Connectingtheexternalstoprelay•  Locate the two-pole connector on the left hand 

side of the engine.

•  Connect the accessory cable kit.

Electrical system

59

Fireextinguishingsystem

Recommendedinstallation

(DefaultfunctionalityonD12

Active(+)whenshutdown(energizetostop)

Alternativeinstallation

Notactive(+)whenshutdown(energizetorun)

NOTE! When there is a need for a hold function of the relay with active plus (+) from the fire shut down system when engine is running and no active plus (+) to shut down the system, cables have to be con-nected in the relay socket according to figure. Special tool is needed.

Terminal 85 is connected to battery (–) and terminal +86 to the fire extinguishing system.

Before the fire extinguishing system deploys, it should turn off the engine(s). By connecting the engine shut down functionality of the fire extinguishing system to the external stop relay, the engine can be shut down in case of fire.

Pin 1 R (+)Pin 2 SB (–)

30

87a

87

(–)85(+)86

Main switch (+) Do not use EVC aux. relay

Accessory cabel kit, 3 m  (10 ft)

Fireextinguishingsystem

Engine

30

87

87a

(+)86 (–)85

Main switch (+)  Do not use EVC aux. relay

Pin 1 R (+)Pin 2 SB (–)

Accessory cabel kit, 3 m  (10 ft)

Fireextinguishingsystem

Engine

Classifiedinstallations

(DefaultfunctionalityonD9-D16)

Active(+)whenshutdown(energizetostop)

NOTE! For alternative functionality – Notactive(+)whenshutdown(energizetorun), use VODIA to change configuration. 

Fireextinguishing

system

+ 24 V

Accessory cabel kit, 3 m  (10 ft)

Electrical system

60

ClassifiedControlSystem-MCCThis is a general introduction to the Marine Commercial Control (MCC). For detailed installation information, re-fer to MCC Installation Manual for D5/D7 and D9-D16 respectively.

MCCThe Volvo Penta Marine Commercial Control (MCC) is a control & monitoring system for marine applications. The Marine control unit (MCU), Engine Control Unit and Power Module, together with the Shutdown unit (SDU), provides completely redundant enginMCC system overviewTerminology

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

● 6 shutdown channels and an overspeed shutdown

● All channels equipped with broken wire detection

● Broken wire reset button

● Test button for overspeed shutdown test

● DIN 35-rail mounting  

MCUThe MCU communicates with Engine Management System via the CAN (D9,D12,D16) serial line using stan-dard J1939 and J1587 communication protocols and controls and monitors the engine in 4 different applications – Propulsion, 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 standards in 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 outputs and 8 analog inputs

●  Magnetic pick-up speed measurement (+redundant channel)

●  Extension units for more I/O and Remote Display panel  

● Password protection

●  4 operational modes – emergency, auxiliary, harbor and propulsion

●  4 languages selectable on MCU

Communication● RS232 / Modbus RTU 

● J1939, J1587 (D9,D12,D16)

Control system

61

MCCsystemoverview(D9,D12,D16)

TerminologyMCC .......................................................   Marine Commercial Control, name of the over all system.

MCU .......................................................   Marine Control Unit, the central control unit of the system.

SDU ........................................................   Shudown Unit, for engine protection. Activates a fuel shut-off valve to shut down the engine. Separated from the engine control system, all functions hard wired.

COM .......................................................   Communication Module, for J1708/J1587 and CAN2 bus (for RP and other extension modules).

RP ...........................................................   Remote Panel, additional display panel for remote monitoring.

EMS ........................................................   Engine Management Systemmonitors engine status and handles engi-ne speed and torque governing and overall control of fuel injection and emission control algorithms.

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

Control system

62

Shutdownunit(SDU)The SDU has 6 shutdown channels and one over-speed shutdown. 

  S1  Cooling water temp

  S2  Lube oil pressure, Marine Gear

  S3  Lube oil pressure, Engine

  S4  Cooling water pressure

  S5  Oil temp (only D12 MH)

  S6  Exhaust temp (only D12 MH)

S1 - S5 has a ~1 second delay: S6 has no delay. S1 - S6 are enabled or disabled accord. to eng. spec.

ShutdownresetActivated shutdown must be reset before engine can be restarted. Shutdown reset button on engine con-nection box or MCU ACKN. button.

NOTE! Shutdown reset button will still show SD alarm in MCU alarm list as not acknowledged alarm.

Acknowledge button on MCU panel will reset shut-down and clear alarm list.

BrokenwireAll channels are equipped with broken wire detection that activate an alarm if connection is lost or power supply to SDU is lost. Yellow LED indicates broken wire. Reset alarm on Broken wire reset button (A).

NOTE!Use only non-sharp tool for SDU reset.

Overspeedshutdown

The overspeed function shuts down the engine in case of overspeed.

OverspeedtestTo test the overspeed function push the overspeed test button (inside the SDU). When pushed the over-speed limit drops 25%.

Emergencymode(shutdownoverride)The system can be overridden by activating the OR input (the Emergency mode lamp, when installed on output SL, will be activated). Override does not in-clude overspeed. 

RundetectionTo avoid alarms when starting and stopping the eng-ine an interlock for the shutdown pressure switches (run detection) is implemented.

Shutdownsystemoverview

Control system

63

 1.  Green – Power

 2.  Red – Overspeed Alarm

 3.  Yellow – Run detection S4

 4.  Green – Run detection S2, S3

 5.  Red – S6 Shutdown active

 6.  Red – S5 Shutdown active

 7.  Red – S4 Shutdown active

 8.  Red – S3 Shutdown active

 9.  Red – S2 Shutdown active

 10. Red – S1 Shutdown active

A.  Broken wire reset button

B.  Yellow – Fuel valve Broken wire detected

C.  Yellow – Speed sender Broken wire detected

D.  Yellow – S6 Broken wire detected

E.  Yellow – S5 Broken wire detected

F.  Yellow – S4 Broken wire detected

G.  Yellow – S3 Broken wire detected

H.  Yellow – S2 Broken wire detected

I.  Yellow – S1 Broken wire detected

J.  Overspeed shutdown test button

SDUindications

Control system

64

D9GensetSensorlistShutdownsystemSensor Type Channel LimitCoolant temp. S1 120 °C

Lubrication oil press. S3 100 kPa

Cooling water press. S4 20 kPa

Overspeed 1800 rpm OS

D9GensetSensorlistSensor Signal Range Warning Alarm Condition/Delay

Boost pressure 0,5 - 4,5 V 40 - 400 kPa - 325 kPa 5 sec 

Boost temperature 50 - 0 kohm -20 to 120 °C - 80 °C 5 sec 

Coolant level switch Digital - Low instant(no delay)

Coolant temperature 15 - 0 kohm -20 to 120 °C - 98 °C 5 sec 

Crankcase pressure 0,5 - 4,5 V 0 - 15 kPa - NA rapid increase of press.

Engine Speed Camshaft Frequency - lost signal signal loss/abnormal frequency

Engine Speed Crankshaft Frequency - lost signal signal loss/abnormal frequency

Exhaust gas temperature - 600 °C 5 sec 

Eng oil level sensor - < 29,5 l only on stopped engine

Eng oil temperature 15 - 0 kohm -20 to 120 °C - 125 °C 5 sec 

Piston cooling switch Digital - 150 kPa ±20 above 1300rpm

Water in fuel switch Digital - NA instant(no delay)

Coolantpressure

0 rpm 0,5 - 4,5 V 0 - 300 kPa - 0 5 sec

500 rpm -”- -”- - 0 -”-

1000 rpm -”- -”- - 20 -”-

1500 rpm -”- -”- - 50 -”-

1800 rpm -”- -”- - 70 -”-

Fuelpressure

0 rpm 0,5 - 4,5 V 0 - 700 kPa - -50 10 sec

500 rpm -”- -”- - 100 -”-

1000 rpm -”- -”- - 200 -”-

1500 rpm -”- -”- - 300 -”-

1800 rpm -”- -”- - 300 -”-

Engoilpressure

0 rpm 0,5 - 4,5 V 0 - 700 kPa - 0 5 sec

500 rpm -”- -”- - 150 -”-

1000 rpm -”- -”- - 200 -”-

1800 rpm -”- -”- - 225 -”-

2300 rpm -”- -”- - 250 -”-

SeaWaterpressure

0 rpm 0,5 - 4,5 V 0 - 300 kPa - 0 5 sec

600 rpm -”- -”- - 5 -”-

1400 rpm -”- -”- - 10 -”-

1700 rpm -”- -”- - 15 -”-

1900 rpm -”- -”- - 20 -”-

Sensorlist

Control system

65

D12Gensetsensorlist-ShutdownsystemSensor Type Channel Limit

Coolant temp. S1 120 °C

Lubrication oil press. S3 100 kPa

Exhaust temp S6 650 °C

Overspeed OS

D12GensetSensorlistSensor Type /Range “Yellow” alarm set pt. “Red” alarm set pt. Note

Boost press./temp. 95 / 400 98 / 410 °C / kPa

Coolant temp. NA 100 °C

Crankcase press. quick pressure rise

Engine Speed Cam NA signal loss or abnormal frequency

Engine Speed Crank NA signal loss or abnormal frequency

Exhaust gas temp 550 565 °C

Oil temp. 125 128 °C

Piston cooling switch NA 1,5 bar

Sea Water press. NA NA

Coolantpress.

0 rpm -20 -30 kPa

800 rpm 5 -5 kPa

1000 rpm 25 15 kPa

1500 rpm 60 50 kPa

1800 rpm 115 105 kPa

Fuelpress.

0 rpm -50 NA kPa

500 rpm 50 NA kPa

1000 rpm 100 NA kPa

1500 rpm 150 NA kPa

1800 rpm 200 NA kPa

Differentialoilpress.

0 rpm -50 NA kPa

500 rpm  50 NA kPa

1000 rpm 80 NA kPa

1500 rpm 90 NA kPa

1800 rpm 90 NA kPa

Oilpress.

0 rpm 0 -10 kPa

700 rpm 100 90 kPa

1500 rpm 200 210 kPa

1800 rpm 250 240 kPa

2300 rpm 250 240 kPa

SeaWaterpress.

0 rpm -100 -105 kPa

600 rpm  5 0 kPa

1400 rpm 25 20 kPa

1700 rpm 33 28 kPa

1900 rpm 37 32 kPa

Control system

66

D16GensetsensorlistshutdownsystemSensor Type Channel LimitCoolant temp. S1 120 °C

Lubrication oil press. S3 200 kPa

Overspeed 1500 rpm OS 1725

Overspeed 1800 rpm OS 2070

D16GensetSensorlistSensor Signal Range Warning Alarm Condition/DelayBoost pressure 0,5 - 4,5 V 50 - 400 kPa - 410 kPa 30 sec from start

Boost temperature 50 - 0 kohm -40 to 130 °C - 90 °C 90 sec from start

Coolant level switch Digital - Low 30 sec from start

Coolant temperature 50 - 0 kohm -40 to 140 °C - 103 °C 30 sec from start

Crankcase pressure 0,5 - 4,5 V 0 - 15 kPa - NA rapid increase of press. / 5 sec. 

Engine Speed Camshaft Frequency - lost signal signal loss/abnormal frequency

Engine Speed Crankshaft Frequency - lost signal signal loss/abnormal frequency

Exhaust gas temperature - 660 °C 30 sec from start

Eng oil level sensor - < 38 l continuos measuring

Eng oil temperature 50 - 0 kohm -40 to 140 °C - 128 °C 30 sec from start

Piston cooling switch Digital - NA above 1000rpm/20 sec from start

Water in fuel switch Digital - NA instant(no delay)

Coolantpressure0 rpm 0,5 - 4,5 V 0 - 300 kPa 0 -10 30 sec

600 rpm -”- -”- 5 -5 -”-

1000 rpm -”- -”- 55 45 -”-

1500 rpm -”- -”- 100 90 -”-

1900 rpm -”- -”- 130 120 -”-

Fuelpressure0 rpm 0,5 - 4,5 V 0 - 700 kPa -50 - 30 sec

600 rpm -”- -”- 50 - -”-

1000 rpm -”- -”- 100 - -”-

1500 rpm -”- -”- 175 - -”-

1800 rpm -”- -”- 200 - -”-

Engoilpressure0 rpm 0,5 - 4,5 V 0 - 700 kPa -100 -130 20 sec

500 rpm -”- -”- 150 120 -”-

1000 rpm -”- -”- 200 170 -”-

1500 rpm -”- -”- 250 220 -”-

1800 rpm -”- -”- 250 220 -”-

SeaWaterpressure0 rpm 0,5 - 4,5 V 0 - 700 kPa -20 -120 30 sec

600 rpm -”- -”- 5 -95 -”-

1400 rpm -”- -”- 25 -75 -”-

1700 rpm -”- -”- 35 -65 -”-

1900 rpm -”- -”- 40 -60 -”-

Control system

67

SensorlistD7AT,D7ATA,HE,KC&RC1500/1800rpmShutDowns ShutDown Manufacturer Type Ref Signaltype Range Terminals

Coolant temperature 103°C ± 0.5°C Danfoss KPS81 060L4110 NOC 60-150°C 2,S1

Lubrication oil pressure 1.5 Bar ± 0.5 Bar DanfossMBC5000/5100 

1211-1DB04061B000466 NOC -0.2-4 Bar 2,S2

Overspeed 1725 / 2070 rpm GAC MSP6732 AC 65,66

Alarms Alarm Manufacturer Type Ref Signaltype Range Terminals

Lubrication oil pressure < 2.0 Bar DanfossMBS3100 

2011-6BB04060G14654 4-20 mA 0-10 Bar 19,20

Coolant temperataure < 95°C Danfoss MBT5250/5260 084Z8066 4-20 mA 0-200°C 21,22

Coolant pressure < 0.3 Bar DanfossMBS3100 

2011-6BB04060G14654 4-20 mA 0-10 Bar 23,24

Lubrication oil temperature > 125°C Danfoss MBT5250/5260 084Z8066 4-20 mA 0-200°C 25,26

Fuel pressure < 2 Bar DanfossMBS3100 

2011-6BB04060G14654 4-20 mA 0-10 Bar 27,28

Fuel leakage High NCC 2,14

Coolant level Low Bedia 420422 NCC 2,13

SensorlistD5AT,D5ATA,HE,KC&RC1500/1800rpmShutDowns ShutDown Manufacturer Type Ref Signaltype Range Terminals

Coolant temperature 103°C ± 0.5°C Danfoss KPS81 060L4110 NOC 60-150°C

Lubrication oil pressure 1.5 Bar ± 0.5 Bar DanfossMBC5000/5100 

1211-1DB04061B000466 NOC -0.2-4 Bar

Overspeed 1725 / 2070 rpm GAC MSP6732 AC 65,66

Alarms Alarm Manufacturer Type Ref Signaltype Range Terminals

Lubrication oil pressure < 2.0 Bar DanfossMBS3100 

2011-6BB04060G14654 4-20 mA 0-10 Bar 19,20

Coolant temperataure < 95°C Danfoss MBT5250/5260 084Z8066 4-20 mA 0-200°C 21,22

Coolant pressure < 0.3 Bar DanfossMBS3100 

2011-6BB04060G14654 4-20 mA 0-10 Bar 23,24

Lubrication oil temperature > 125°C Danfoss MBT5250/5260 084Z8066 4-20 mA 0-200°C 25,26

Fuel pressure < 2 Bar DanfossMBS3100 

2011-6BB04060G14654 4-20 mA 0-10 Bar 27,28

Fuel leakage NCC 2,14

Coolant level HC & KC Bedia 420422 NCC 2,13

Control system

68

69

Technical Data  

TechnicalData

EngineFor engine technical data, refer to ”Technical Data” at Volvo Penta Partner Network or contact Volvo Penta.

TechnicalData

EngineconservationGeneral

IMPORTANT!Conservation information is valid only for gensets already installed.

To prevent the genset and other equipment from being harmed during long (2 months or more) periods out of service, it must be conserved. It is of utmost importance that the conservation is performed correctly. Therefore we have compiled a checklist of the most important points. Before taking the engine out of service for long peri-ods, it should be checked by a Volvo Penta dealer for possible need of overhaul or repair.

 WARNING!Certain preservatives are flammable. Some are also dangerous to inhale. Provide good ventilation. Use a protective mask.

IMPORTANT!The following must be considered when cleaning with a high-pressure water jet: Never point high-pressure water jets directly at seals, rubber hoses or electrical components. Never use the high-pressure function when washing the engine.

Preparation 1.   Run the engine to normal operating temperature. 

Check that reverse gear oil levelreaches MAX on the dipstick. Stop the engine.

Stopuptoeightmonths:Change oil and oil filter on the engine and then run it warm

Stopovereightmonths:Treat the lubricating and fuel systems with conserva-tion oil. See directions on next page.

 2.  Make sure there is enough anti-freeze in the coo-lant. Add more if necessary. An alternative is to drain the coolant. 

 3.  Drain the rawwater system.

 4.  Remove the impeller from the rawwater pump. Keep the impeller in a cool place in a closed plastic bag.

 5.  Drain off any water and contaminant from the fuel tank. Fill the tank with fuel to avoid condensation.

 6.  Disconnect the battery cables and clean and charge the batteries. Trickle charge during the storage period. A poorly charged battery can freeze and break.

 7.  Clean the engine externally.  Touch up any paint damage with Volvo Penta original paint.

 8.  Spray electric system components with water re-pellant.

 9.  Inspect all control cables and apply anti-corrosion agent.

 10. Cover the air intake , the exhaust  and the engine.

IMPORTANT! Never use vinyl sheets for cove-ring. This can result in condensation and harm the installation.

IMPORTANT!Store the engine in a well-ventila-ted room.

IMPORTANT! Put a label on the engine giving the date, type of conservation and the preserva-tive that was used.

CareduringStorageRecharge the battery at least once a month. 

IMPORTANT!During longer periods out of ope-ration, the preparations must be repeated every 12 months.

 IMPORTANT! Maximum period of time out of service is 24 months. After that the engine must be checked by a Volvo Penta dealer for possible need of overhaul or repair.

70

Technical Data  

ReturntheEnginetoService 1.  Remove any protective covers on the engine, air 

intake and exhaust.

 2.  Top up with engine oil of the correct grade in the engine and reverse gear if necessary.

 3.  Fit new fuel filters and bleed the fuel system.

 4.  Check drive belts.

 5.  Check the condition of rubber hoses and check  hose clamps.

 6.  Close the drain cocks and fit the drain plugs of the rawwater system. Fit the impeller in the raw-water pump. Fill and bleed the rawwater system.

 7.  Check the coolant level and anti-freeze. Top up if necessary.

 8.  Check under and around the engine for such items as loose or missing bolts, oil, fuel or coo-lant leaks and repair if needed.

 9.  Connect fully charged batteries.

 10.  Start the engine and run it at idling speed until it reaches operating temperature before loading it.

 11. Check for oil, fuel or coolant leaks.

 12. When the engine has run long enough to warm up apply the load and bring it to operating speed.

Conservingforstopslongerthaneightmonths:

1.  Drain the oil from the engine and fill with conservationoil* to just over the MIN mark on the dipstick.

2.  Connect supply and return fuel lines to a fuel can filled with 1/3 conservationoil* and 2/3 diesel fuel.

3.  Bleed the fuel system.

4.  Start the engine and run it at fast idling speed until approximately two liters of the fuel/conservation oil mix-ture have been consumed. Stop the engine and connect the ordinary fuel lines.

5.  Drain the conservation oil from the engine.

6.  Follow the directions on the previous page in other respects.

  * Conservation oils are available from oil companies.

71

Technical Data  

Diesel engines are designed for operating conditions close to rated power. The lowest specific fuel con-sumption is at approx. 75% of the rated load.

IncreasedengineoilconsumptionWhen operating at low loads, tolerances in mating parts will increase due to lower engine temperatures. Bigger tolerances allow more engine oil to pass be-tween valve guides and stems, liners and pistons, causing an increase in engine oil consumption.

LowerexhausttemperaturesMay result in condense of sulfuric acids in the ex-haust system, causing corrosive damage. Valves will be covered with soot and partly close the flow of combustion air and exhaust gases.

IncompletecombustionUnburned fuel in the cylinders will fall down into the crankcase and dilute the lubricating oil resulting in increased wear of rotating parts. Carbon deposits will remain on piston tops and in the top of liners and might cause the piston to seize. 

NOTE!Short periods of low load operation is not a problem, as long as it is followed by periods of opera-tion at higher loads.

Theaverageloadonagensetengineshouldbeapproximately75%.

Example:Genset running in “harbour mode”.

Runtime Hours Load

18:00 - 06:00   12 hours  at 20% load

06:00 - 11:00  5 hours  at 30% load

11:00 - 13:00  2 hours  at 50% load,

13:00 - 18:00  5 hours  at 30% load

Total 24hours average27%

IMPORTANT!The engine must be cleaned regularly in cases of extended periods of “low load operation”. Operation at higher loads (above 70%) for at least one hour, will “clean” the engine from unburned resi-dues. 

Enginecleaningintervals:Averageload requiredhours requiredload interval(24hrs) (athighload) (min.) (max.)

10 - 30 %  1    75%    24 hours

30 - 50 %  1    75%    100 hours

50 - 75 %  1    75%    250 hours

TechnicalData

Recommendationsonloadconditions

IMPORTANT!Continuous running at low load will shorten engine service intervals.

72

Technical Data  

73

Technical Data  

TechnicalDataGeneratorVolvo Penta generators are 4-pole brushless AC marine generators with tropical insulation H. They come as one- or two-bearing generators with a voltage range up to 600 V. The stator winding is shorted 2/3 pitch winding, ideal for non linear load (thyristor load).

Volvo Penta generators are equipped with automatic voltage regulator (AVR) for accurate voltage regulation and a permanent magnet is mounted for independent power supply to AVR.

NOTE! For generator technical data, refer to information supplied by generator manufacturer, Newage Stamford.

MCUGeneralPower supply

Voltage range ..........................................................   8-36V DC

Consumption  ..........................................................   0,34A at 8VDC .................................................................................   0,12A at 24VDC 

.................................................................................   0,09A at 36VDC

Battery voltage measurement tolerance  .................   2 % at 24V

Real Time Clock (RTC) battery life-cycle     .............   10 years

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

Operatingconditions

Operating temperature ............................................   -20 ¸ +70 °C

Storage temperature ................................................   -30 ¸ +80 °C

Humidity ...................................................................   95% without condensation

Flash memory data retention time  ..........................   10 years

Protection front panel  .............................................   IP65

Dimensionsandweight

Dimensions  .............................................................   180x120x50mm

Weight  ....................................................................   800g

Binaryinputs

Number of inputs .....................................................   14

Input resistance .......................................................   4.7 kohm

Input range ..............................................................   0-36 VDC

Switching voltage, closed contact indication............   0-2 V

Max voltage for open contact indication ..................   8-36 V

Binaryopencollectoroutputs

Number of outputs ...................................................   14

Maximum current (outputs BO1, BO2) ....................   1A     

Maximum current (outputs BO3 - BO14) .................   0,5 A 

Maximum switching voltage .....................................   36 VDC 

TechnicalData

74

Technical Data  

Group1AI1–AI4

Number of inputs .....................................................   4 unipolar

Resolution ................................................................   10 bits

Jumper selectable range .........................................   V, ohm, mA

Maximal resistance range ........................................   2500 ohm

Maximal voltage range ............................................   4,0 V

Maximal current range .............................................   0 – 20 mA

Resistance measurement tolerance ........................     ± 2 % ± 2 ohm out of measured value

Voltage measurement tolerance ..............................   ± 1 % ± 1mV out of measured value

Current measurement tolerance ..............................   ± 1 % ± 0,5mA out of measured value

Group2AI5–AI8

Number of inputs .....................................................   4 bipolar 

Resolution ................................................................   (up to 16) bits

Jumper selectable range .........................................   V, ohm, mA, thermocoupler

Maximal resistance range ........................................   2500 ohm 

Maximal voltage range ............................................   ± 1000 mV or 100mV 

Maximal current range .............................................   ± 0 - 20 mA active, 0 - 20 mA passive

Resistance measurement tolerance ........................   ± 0,5 % ± 2 ohm out of measured value

Voltage measurement tolerance ..............................   ± 0,5 % ± 1mV out of measured value

Current measurement tolerance ..............................   ± 0,5 % ± 0,5mA out of measured value

RS232interface

Maximal distance .....................................................   10m

Speed ......................................................................   19.2kbps

75

Technical Data  

76

Technical Data  

ElectricalSystemFor technical data on the electrical system, refer to ”Technical Data”, ”General Arrangement” and ”Wiring Dia-grams” on Volvo Penta Partner Network or contact Volvo Penta. 

TechnicalData

VolvoPentaOilQualityTypes1) 

 

Type 1  API: CI-4, CH-4, CG-4, CF-4 or CF   or    ACEA E7, E5, E3 or E2 Type 2:  VDS andACEA E3 2)

  or VDS andAPI CG-4 3)

 

Type 3:  VDS-2 andACEA E7 4)

  or VDS-2 andGlobal DHD-1  or VDS-2 andAPI CH-4  or VDS-2 andAPI CI-4 Type 4:  VDS-3

1)  When oil quality specifications are joined by “or”(Type 1, 2 and 3), eitherengine oil specification can be used.      When oil quality specifications are joined by “and”(Type 2 and 3), the engine oil must fulfill both                                    requirements.

2)  ACEA E3 can be replaced by ACEA E4, E5 or E7. 3)  API CG-4 can be replaced by API CI-4.   4)  ACEA E7 has replaced ACEA E5, but if available ACEA E5 can be used.

VDS=VolvoDrainSpecificationACEA=AssociationdesConstructeursEuropéenned’Automobiles API=AmericanPetroleumInstituteGlobalDHD=GlobalDieselHeavyDutyTBN=TotalBaseNumber

NOTE! Mineral based oil, either fully or semi-synthetic, can be used on condition that it complies with the quality requirements.

Engineoilrecommendations

NOTE! Oil filter must be changed with every oil change.

TechnicalData

77

Technical Data  

Oilchangeinterval,reachedfirstinoperation2)

  Sulfurcontentinfuel,byweightEngine Oilgrade1) <0,5%  0,5–1,0%  >1,0%2)

D5/D7  Oil Type 2  500 h/12 months  250 h/12 months  125 h/12 months     Oil Type 3  200 h/12 months  100 h/12 months  50 h/12 months

  Oil Type 2  100 h/12 months  50 h/12 months  25 h/12 months 

D9/D12/D16  Oil Type 4  500 h/12 months  250 h/12 months  125 h/12 months

  Oil Type 3  500 h/12 months  200 h/12 months  100 h/12 months

  Oil Type 2  300 h/12 months  150 h/12 months  75 h/12 months

D25 - D65  Oil Type 1    250 h/12 months

1) Lowest recommended oil type, engine oil of a higher type can always be used.

2) If sulphur content is > 1.0% by weight, use oil with TBN > 15. 

NOTE! In genset applications (D25 - D65), when running at low loads, there is a risk of engine oil being diluted with fuel due to combustion gas leakage through piston rings. This will be detected in oil tests as lowered flame point and viscosity. To avoid this, increase load factor or adjust oil change interval accordingly. 

78

Technical Data    

FuelspecificationFuel must comply with national and international standards for commercially supplied fuels, e.g.:

JIS KK 2204. ............................Type1, Type2, Type3

ASTM, D975  ...................................No.1-D, No.2-D

EN590 ............................. with national environment

and cold requirements

SulfurcontentComplying with legal requirements in each country. If the sulfur content exceeds 0.5 wt%, service intervals must be changed, refer to Operator’s Manual.

Fuels with low density (urban diesel in Sweden and city diesel in Finland) can result in a loss of power by ap-prox. 5% and an increase in fuel consumption of approx. 2–3 %.

TechnicalData

79

Technical data  

80

Technical Data  

CoolantspecificationAlways use Volvo Penta Coolant in the freshwater cooling circuit. Volvo Penta Coolant acts both as anti-freeze agent and provides corrosion protection for the metal parts of the cooling system. It also lubricates the coolant pump seals and reduce the risk of cavitation. Future claims might be rejected should Volvo Penta Coolant not have been used.

 IMPORTANT! Mixing other types of concentrated coolant with Volvo Penta Coolant, may decrease cor-rosion protection and may damage the engine or block the cooling system.

 IMPORTANT! Coolant must be mixed withclean water, use distilled-de-ionizedwater. The water must comply with the requirements in ASTM D4985, refer to “Water quality”.

WaterqualityAlways use clean water that complies with the requirements in ASTM D4985. If these requirements are not com-plied with, corrosion may occur, which would result in impaired cooling performance.

Total solid content ....................................................    < 340 ppm

Total hardness  ........................................................   < 9,5 °dH

Chloride  ..................................................................   < 40 ppm

Sulphate ..................................................................    < 100 ppm

pH value  .................................................................   < 5,5 – 9

Silica ........................................................................    < 20 mg SiO2/l

Iron  .........................................................................   < 0.10 ppm

Manganese  .............................................................   < 0.05 ppm

Conductivity  ............................................................   < 500 µS/cm

Organic content, CODMn  .........................................   <15 mg KMnO4/L

VolvoPentaCoolantIs a concentrated coolant that is to be mixed with water. It has been developed to function optimally with Volvo Penta engines and provides excellent protection against corrosion, cavitation and frost damage.

VolvoPentaCoolant,ReadyMixedA ready-mixed coolant, 40% “Volvo Penta Coolant” and 60% water. This concentration protects the engine against corrosion, cavitation damage and freezing conditions down to -28 °C (18°F).

MixingratioMix 40% Volvo Penta Coolant (conc. coolant) and 60% water. This mixture protects the engine against internal corrosion, cavitation and frost damage down to -28 °C (18°F). (Using 60 % glycol lowers the freezing point to -54 °C (65°F)).

If the coolant contains less than 40% Volvo Penta Coolant, the cooling galleries in the engine or radiator may be blocked by contamination. If the coolant contains more than 60% Volvo Penta Coolant the cooling ability of the coolant mixture is impaired, this may cause the engine to overheat. Too high concentration of Volvo Penta Coo-lant also impairs the frost protection.

 IMPORTANT! It is extremely important that the correct concentration of coolant is added to the system. Mix in a separate, clean vessel before adding into the cooling system. Ensure that the liquids mix pro-perly.

TechnicalData

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Reportform

Do you have any complaints or other comments about this manual? Please make a copy of this page, write your comments down and post it to us. The address is at the bottom of the page. We would prefer you to write in English or Swedish.

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Refers to publication: ...............................................................................................................................................

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AB Volvo PentaTechnical InformationSE-405 08 Göteborg

Sweden

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