Volvo D5 series, D7 series, D11 series, D12 series, D9 series Installation Manual
...
Marine Propulsion
Diesel Engines
Installation
1(1)
D E
D5 - D16 series
1
Safety precautions ..............................................3
General information ............................................6
Engine application ratings .................................. 9
Marine engine environment .............................. 12
General information about classification ........ 16
Installation tools and literature ........................ 18
Design concepts of propulsion systems ........20
Reverse gear, various types ........................... 20
V-drive, various types ..................................... 22
Twin engine package - Twin gear .................... 23
Multi-belt transmission .................................... 23
Controllable pitch ............................................ 24
Water Jet ........................................................ 24
Surface drive .................................................. 24
Torsional vibrations and TVC calculations ..... 25
Torsional vibrations ......................................... 25
Routines for handling TVC .............................. 26
General arrangement and planning .................27
Choice of engine ............................................ 27
Installation example ........................................ 28
Propeller theory .............................................. 31
Propeller selection .......................................... 33
Engine inclination ........................................... 36
Weight distribution .......................................... 37
Engine centre distance, twin installation......... 37
Accessibility for maintenance and repairs ...... 38
Selection of engine suspension ...................... 39
Engine foundation ............................................. 44
Aligning the boat ............................................. 44
General ........................................................... 44
Building the engine bed .................................. 47
Propeller shaft systems .................................... 50
Propeller shafts .............................................. 50
Flexible propeller shaft coupling ..................... 51
Shaft seals ...................................................... 51
Shaft bearings ................................................ 53
Installation of stern tube and shaft bearing .... 54
Engine installation ............................................. 56
Preparing the engine ...................................... 56
Flexible engine mounting ................................ 58
Rigid engine mounting .................................... 62
Alignment ....................................................... 64
Fuel system ........................................................ 66
General ........................................................... 66
Fuel tanks ....................................................... 66
Piping ............................................................. 70
Priming pump for D5/D7 ................................. 71
Fuel pre-filters ................................................ 72
Checking feed pressure .................................. 73
Fuel cooler for D5/D7 ..................................... 74
Cooling system .................................................. 75
General ........................................................... 75
Seawater system ............................................ 76
Freshwater system ......................................... 82
Coolant mixture .............................................. 82
Filling with coolant .......................................... 83
Venting nipples ............................................... 84
External cooling .............................................. 85
Central cooling system ................................... 86
Engines adapted for external cooling ............. 88
Measuring pressure in KC systems ................ 95
Gauge connections ........................................ 95
Measuring temperature in KC systems .......... 96
Function diagrams, external cooling ............... 97
Thermostats, external cooling ...................... 103
Expansion tank, function diagram ................ 104
Extra expansion tank .................................... 106
Engine heater ............................................... 108
Hot water connections .................................. 111
Exhaust system ............................................... 114
General ......................................................... 114
Wet exhaust line ........................................... 116
Dry exhaust line ............................................ 124
Backpressure................................................ 132
Measuring exhaust backpressure ................. 132
Measuring exhaust temperature .................... 135
Installation
Marine Propulsion Diesel Engines
D5, D7, D9, D11, D12, D16
Contents
2
Electrical system ............................................. 136
Electrical installation ..................................... 136
Batteries ....................................................... 136
Accessory battery ......................................... 139
Cross-over switch ......................................... 139
Starting battery cable area ........................... 140
Power supply ................................................ 141
Power module D9/D11/D12/D16 ................. 143
Accessories .................................................. 144
Extra alternators ........................................... 146
EVC–Electronic Vessel Control .................... 146
Battery charging ........................................... 146
Instruments Non EVC engines ..................... 147
Fire extinguishing system .............................. 154
Classified electrical systems, MCC................155
Electrochemical corrosion ..............................159
General ......................................................... 159
Definitions ..................................................... 160
Protection electrochemical corrosion ........... 161
Protection electro-static discharge ............... 162
Stray current and shore power corrosion ..... 162
Shore power and generator installation ........ 163
Shore power and battery charging ............... 164
Prev. of stray currents during installation ...... 165
Checking electrochemical corrosion ............. 166
Eng. room, ventilation and soundproofing ...168
Introduction ................................................... 168
Dimension of air intakes and ducts............... 170
Location of ventilators and air intakes .......... 174
Soundproofing .............................................. 175
Belt guards and protections ........................... 178
Controls ............................................................ 179
General ......................................................... 179
Alternative operating stations ....................... 180
Controls ........................................................ 181
Location of the controls ................................ 181
Connecting ................................................... 182
Final check ................................................... 184
Trolling valve ................................................. 185
Power take-off .................................................. 186
General ......................................................... 186
Disconnectable power take-off, crankshaft ... 187
Flywheel and housing, SAE standard .......... 189
Power take-off positions ............................... 190
Belt tension ................................................... 191
Extra V-belt pulleys ....................................... 193
Direction of the side loads ............................ 193
In-line power take-off .................................... 194
Stub shafts and V-belt pulleys ..................... 196
Auxiliary drives ............................................. 199
Flush and bilge pumps ................................. 202
Oil and coolant drain systems .......................203
General ......................................................... 203
Launching the boat .........................................204
Sea trial ............................................................. 205
References to Service Bulletins ..................... 206
Notes ................................................................. 207
© 2007 AB VOLVO PENTA
All rights to changes or modifications reserved.
Printed on environmentally-friendly paper
3
Safety precautions
Introduction
This Installation Manual contains the information you
will need to install your Volvo Penta product correctly.
Check that you have the correct Installation Manual.
Read theSafety precautions and the General information in the installation manual carefully be-
fore servicing or operating the engine.
Important
The 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 instructions are not followed.
IMPORTANT! Possible damage or mechanical
malfunction in products or property.
NOTE! Important information to facilitate work processes or operation.
Below is a list of the risks that you must always be
aware of and the safety measures you must always
carry out.
Plan in advance so that you have enough room
for safe installation and (future) dismantling.
Plan the engine compartment (and other compartments such as the battery compartment)
so that all service points are accessible. Make
sure it is not possible to come into contact 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
connecting 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
engine 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
proximity 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.
Ensure that the warning or information decals
on the product are always visible. Replace decals which are damaged or painted over.
Turbocharged engines: Never start the engine
without installing the air cleaner (ACL). The rotating compressor parts in the turbocharger can
cause serious personal injury. Foreign objects
entering the intake ducts can also cause mechanical 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 ejected 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 depressurised 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.
If the boat is in the water, stop the engine and
close the bottom valve before carrying out operations on the cooling system.
Only start the engine in an area that is well
ventilated. Beware, the gases are poisonous
to breathe in. When operating in an enclosed
space, use exhaust extraction to lead the exhaust and crankcase gases away from the
place of work.
Safety precautions
4
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 re-
peated 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
clothes 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 (en-
gine and reverse gear oils, glycol, gasoline and
diesel), 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 substances, in the air that they breathe for
example. Ensure 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
necessary 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 certain circumstances, ignite spontaneously. Old
fuel and oil filters are environmentally harmful
and should be delivered, with used lubrication
oil, contaminated fuel, paint, solvents and degreasing 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
to the batteries. The batteries give off hydrogen
gas during charging which when mixed with air
can form an explosive gas. This gas is easily ignited 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.
Always ensure that the Plus (positive) and
Minus (negative) battery leads are correctly
installed on the corresponding terminal posts
on the battery. Incorrect installation can result
in serious damage to the electrical equipment.
Refer to the wiring diagrams.
Always use protective goggles when charging
and handling the batteries. The battery electrolyte contains extremely corrosive sulphuric acid.
If this should come in contact with the skin, immediately wash with soap and plenty of water.
If battery acid comes in contact with the eyes,
flush immediately with water and obtain medical assistance.
Turn the engine off and turn off the power at the
main switches (breakers) before carrying out
work on the electrical system.
Clutch adjustments must be carried out with the
engine turned off.
Use the lifting eyes fitted on the engine/reverse
gear when lifting the drive unit. Always check
that the lifting equipment used is in good condition and has the load capacity to lift the engine
(engine weight including reverse gear and any
extra equipment installed).
To ensure safe lifting and avoid damage to
components installed on the top of the engine
use an adjustable lifting beam. All chains and
cables must run parallel to each other and as
perpendicular 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.
Safety precautions
5
Never work alone when installing heavy com-
ponents, even when using secure lifting equipment such as a lockable block and tackle. Most
lifting devices require two people, one to see
to the lifting device and one to ensure that the
components do not get caught and damaged.
The components in the electrical system, the
ignition system (gasoline/petrol engines) 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.
Refer to the Operators’s Manual. Use of fuels
that are of a lower quality can damage the engine. On a diesel engine poor quality 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.
6
General information
About the Installation Manual
This publication is intended as a guide for the installation of Volvo Penta marine diesel engines for inboard use. The publication is not comprehensive and
does not cover every possible installation, but is to be
regarded as recommendations and guidelines applying to Volvo Penta standards. Detailed Installation Instructions are included in most of the accessory kits.
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 offer 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 satisfactory manner, it is operationally in good order, the approved materials and accessories are used and the
installation meets all applicable rules and regulations.
This Installation Manual has been published for
professionals and qualified personnel. It is therefore
assumed that persons using this book have basic
knowledge of marine drive 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 information 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.
Plan installations with care
Great care must be taken in the installation of engines 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 Manual 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.
Certified engines
The 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 following must be observed during installation:
• Servicing of ignition, timing and fuel injection systems (gasoline) or injector pumps, pump settings
and injectors (diesel) must always be carried out
by an authorised Volvo Penta workshop.
• The engine must not be modified in any way except 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 personnel.
IMPORTANT! Use only by Volvo Penta ap-
proved parts.
Using non-approved parts will mean that
AB Volvo Penta will no longer take responsibility for the engine meeting the certified
design.
All damage and costs caused by the use of
non-approved replacement parts will not be
covered by Volvo Penta.
General information
7
Seaworthiness
It is the boat builder’s duty to check that the security
requirements applying to the market in which the
boat is sold are met. In the USA for example, these
are the US Federal Regulations for pleasure boats
described in Title 46. The requirements described
below apply to the EU principles. For information and
detailed descriptions of the safety requirements that
apply to other markets, contact the authority for the
country concerned.
From 16 June 1998, pleasure boats and certain associated equipment marketed and used within the
EU must bear CE labels to confirm that they meet the
safety requirements stipulated by the European Parliament and Council of Europe’s directive for pleasure
boats. The normative requirements can be found in
the standards drawn up to support the directive’s
objective of uniform safety requirements for pleasure
boats in EU countries.
Certificates that grant the right for CE label use and
confirm that boats and equipment meet safety requirements are issued by approved notified bodies.
In many Member States the classification societies
have become the notified bodies for pleasure boats,
e.g. Lloyd’s Register, Bureau Veritas, Registro Italiano Navale, Germanischer Lloyd, etc. In many cases
completely new institutions have been approved as
notified bodies. The directive also allows boat builders and component manufacturers to issue assurances of compliance with the requirements of the
directive. This requires the manufacturer to store the
prescribed product documentation in a place that is
accessible to the monitoring authority for at least ten
years after the last product is produced.
Life boats and boats for commercial activities are approved by classification societies or by the navigation
authority for the boat’s registered country.
Joint liability
Each 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 properly and that Volvo Penta approved 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 recommends the use of biodegradable degreasing agents
for cleaning engine components, unless otherwise
indicated in a Workshop Manual. Take special care
when working on board boats to ensure that oil and
waste are taken for destruction and not accidentally
are pumped into the environment with bilgewater.
General information
8
Conversion factors
Metric to U.S. or IMP. conversion factors: U.S. or IMP. to metric conversion factors:
To convert To convert
from To Multiply by from To Multiply by
Length mm inch 0.03937 inch mm 25.40
cm inch 0.3937 inch cm 2.540
m foot 3.2808 foot m 0.3048
Area mm² sq.in. 0.00155 sq. in. mm² 645.2
m² sq. ft. 10.76 sq. ft. m² 0.093
Volume cm³ cu. in. 0.06102 cu. in. cm³ 16.388
litre, dm³ cu. ft. 0.03531 cu. ft. litre, dm³ 28.320
litre, dm³ cu. in. 61.023 cu. in. litre, dm³ 0.01639
litre, dm³ imp. gallon 0.220 imp. gallon litre, dm³ 4.545
litre, dm³ U.S. gallon 0.2642 U.S. gallon litre, dm³ 3.785
m³ cu. ft. 35.315 cu.ft. m³ 0.0283
Force N lbf 0.2248 lbf N 4.448
Weight kg lb. 2.205 lb. kg 0.454
Power kW hp (metric) 1) 1.36 hp (metric) 1) kW 0.735
kW bhp 1.341 bhp kW 0.7457
kW BTU/min 56.87 BTU/min kW 0.0176
Torque Nm lbf ft 0.738 lbf ft Nm 1.356
Pressure Bar psi 14.5038 psi Bar 0.06895
MPa psi 145.038 psi MPa 0.006895
Pa mm Wc 0.102 mm Wc Pa 9.807
Pa in Wc 0.004 in Wc Pa 249.098
KPa in Wc 4.0 in Wc KPa 0.24908
mWg in Wc 39.37 in Wc mWg 0.0254
Energy kJ/kWh BTU/hph 0.697 BTU/hph kJ/kWh 1.435
Work kJ/kg BTU/lb 0.430 BTU/lb kJ/kg 2.326
MJ/kg BTU/lb 430 BTU/lb MJ/kg 0.00233
kJ/kg kcal/kg 0.239 kcal/kg kJ/kg 4.184
Fuel g/kWh g/hph 0.736 g/hph g/kWh 1.36
consump. g/kWh lb/hph 0.00162 lb/hph g/kWh 616.78
Inertia kgm² lbft² 23.734 lbft² kgm² 0.042
Flow, gas m³/h cu.ft./min. 0.5886 cu.ft./min. m³/h 1.699
Flow, liquid m³/h US gal/min 4.403 US gal/min m³/h 0.2271
Speed m/s ft./s 3.281 ft./s m/s 0.3048
mph knots 0.869 knots mph 1.1508
Temp. °F=9/5 x °C + 32 °C=5/9 x (°F – 32)
1)
All hp figures stated in the catalogue are metric.
9
Engine application ratings
The engines covered by this manual are mainly used
for five different operating conditions, Rating 1 – Rat-
ing 5, as described below.
Even at a very early stage, the output requirements
and operating conditions for the installation concerned should be carefully specified so that a suitable
engine with the right setting and convenient equipment can be ordered. This can avoid time concerning
modifications at a later stage.
The rating on each product states the toughest application allowed. Of course, the product can also be
used in an application with a higher rating.
Rating 1
Heavy duty commercial
For commercial vessels with displacement hulls in
heavy operation. Unlimited number of running hours
per year.
Typical boats: Bigger trawlers, ferries, freighters, tugboats, passenger vessels with longer journeys.
Load and speed could be constant, and full power
can be used without interruption.
Rating 2
Medium Duty Commercial
For commercial vessels with semi planing or displacement hulls in cyclical operation. Running hours
less than 3000 h per year.
Typical boats: Most patrol and pilot boats, coastal
fishing boats in cyclical operation, (gillnetters, purse
seiners, light trawlers), passenger boats and costal
freighters with short trips.
Full power could be utilised max 4 h per 12 h operation period. Between full load operation periods, engine speed should be reduced at least 10% from the
obtained full load engine speed.
Rating 3
Light Duty Commercial
For commercial boats with high demands on speed
and acceleration, planing or semi planing hulls in cyclical operation. Running hours less than 2000 h per
year.
Typical boats: Fast patrol, rescue, police, light fishing,
fast passenger and taxi boats etc.
Full power could be utilised maximum 2 h per 12 h
operation period.
Between full load operation periods, engine speed
should be reduced at least 10% from the obtained full
load engine speed.
Rating 4
Special Light Duty Commercial
For light planing crafts in commercial operation. Running hours less than 800 h per year.
Typical boats: High speed patrol, rescue, navy, and
special high speed fishing boats. Recommended
speed at cruising = 25 knots.
Full power could be utilised max 1 h per 12 h operation period. Between full load operation periods, engine speed should be reduced at least 10% from the
obtained full load engine speed.
Rating 5
Pleasure Duty
For pleasure craft applications only, which presumes
operation by the owner for his/ her recreation. Running hours less than 300 h per year.
Full power could be utilised maximum 1 h per 12 h
operation period.
Between full load operation periods, engine speed
should be reduced at least 10% from the obtained full
load engine speed.
Engine application ratings
10
Examples of boats for medium and heavy duty commercial operation, Rating 1–2.
Examples of boats for light and medium duty commercial operation, Rating 2–3.
Engine application ratings
11
Examples of boats for light duty and special light duty commercial operation, Rating 3–4.
Examples of pleasure crafts, Rating 5.
12
Marine engine environment
Power losses due to atmospheric conditions
Losses due to large propeller
Critical
area
Rated
rpm
rpm
A
Power
B
C
The marine engine and its environment
Marine 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.
Measuring output
Engine manufacturers normally assign an engine’s
output to the flywheel, but before the power reaches
the propeller, losses occur in the transmission and in
the propeller shaft bearings. The amounts of these
losses are 4-6%.
All major marine engine manufacturers indicate
engine power according to ISO 8665 (supplement
to ISO 3046 for leisure boats), based on ISO 3046,
which means that the propeller shaft power will be
given. If an exhaust system is optional, engine tests
are conducted with a backpressure of 10 kPa. If all
engine manufacturers followed the same test procedure it would be easier for a boat producer to compare products from various suppliers.
Engine performance
Engine output is affected by a number of different
factors. Among the more essential are barometric
pressure, ambient temperature, humidity, fuel thermal
value, fuel temperature (not EDC engines) and backpressure. Deviation from normal values affects diesel
and petrol engines differently.
Diesel engines use a large amount of air for combustion. 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 at planing threshold speed,
where the engine must produce maximum torque.
If the deviation from normal mass flow is substantial,
even a diesel engine will lose power. In the worse
case the reduction could be so large that the torque
is not sufficient to overcome the planing threshold.
The above figure illustrates the consequences of climate variation.
Point A is where rated power from the engine is equal
with the power absorbed by the propeller. Selection
of the propeller size at this point is correctly located
for utilising max. rated power at a certain weather
and load condition.
If atmospheric conditions cause the power to drop
to point B, the propeller curve will cross the output
curve from the engine at point C. A secondary performance loss has occurred because the propeller
is too large. The propeller reduces the rpm from the
engine.
By replacing the propeller with a smaller one, the
power curve of the engine will cross at point B, making it possible to regain previous rpm, but at reduced
power.
For planing or semi-planing boats, the planing threshold ("hump" speed), which mostly occurs at 50 - 60%
of max. speed, is the critical area. In this section it is
important that the distance between the engine max.
power curve and the propeller curve is large enough.
Marine engine environment
13
Other factors affecting performance
It is important to keep the exhaust backpressure at a
low level. The power losses caused by backpressure
are directly proportional to the increase of backpressure, which also increases the exhaust temperature.
Thermal values differ between markets and influence
engine output. Environmental fuel, which is compulsory in some markets, has a low thermal value. Engine output may be reduced up to 8% compared with
fuel specified in the ISO standard.
The weight of the boat is another important factor
affecting boat speed. Increased boat weight has a
major effect on boat speed, especially on planing and
semi-planing hulls. A new boat tested with half filled
fuel and water tanks and without a payload easily
drops 2-3 knots in speed when tested fully loaded
with fuel, water and equipment for travelling comfort.
This situation arises because the propeller is often
selected to give maximum speed when the boat is
tested at the factory. It is therefore advisable to reduce propeller pitch by one or more inches when encountering hot climate and user load conditions. The
top speed will be somewhat reduced but the overall
conditions will improve and provide better acceleration, even with a heavily loaded boat.
With this in mind it is important to remember that fibreglass boats absorb water when they rest in water,
making the boat heavier over time. Marine growth, an
often overlooked problem, also has a serious effect
on boat performance.
Propeller selection
Naval architects, marine engineers or other qualified
people should choose the propeller. The required engine performance data to make the proper propeller
selection is available in technical literature.
With regard to the propeller selection it is important
to achieve correct engine RPM. For this purpose we
recommend Full Throttle Operating Range.
In order to achieve good all-round performance the
propeller should be selected within this range.
When the prototype and first production boat is built,
a Volvo Penta representative and a boat manufacturer should undertake a fully loaded trial of the vessel
as near as possible to the conditions that the boat will
meet in the field. The most important conditions are:
• Full fuel and water on board
• Ballast evenly distributed throughout the boat to
represent the owners’s equipment including such
things as outboards, inflatable dinghies etc.
• Genset/air conditioning equipment and all domes-
tic appliances fitted.
• Adequate number of people onboard.
Once the vessel is subjected to these conditions a
full engine/propeller trial should be undertaken where
all engine parameters are checked, i.e. engine rpm,
fuel consumption, rel. load, ref. rpm (EDC) boost
pressure, exhaust temperatures, engine space temperatures etc.
When the correct propeller has been established
based on the tests, the engine rpm should be within
the " Full Throttle Operating Range" at full load.
However, it is advisable to reduce pitch some more
to handle varying weather conditions and marine
growth. For this reason boat manufacturers must follow the actual situation of their differing markets.
Propeller (too big)
Propeller (OK)
Propeller (too small)
Rated
Governor
cut out
100% of full
output.
Full throttle
operating
range
Engine output, kW
rpm
Marine engine environment
14
Full throttle operating range
The performance of any marine engine is largely
dependent upon the correct matching of the propeller to the horsepower available from the engine. All
Volvo Penta engines have an operating speed range
where the engine develops its rated horsepower, this
is titled "Full Throttle Operating Range". A propeller
that has been sized to demand the rated horsepower
of the engine will allow the engine to operate at its
rated speed. Should the propeller load be less than
the rated horsepower the engine will operate above
the specified range. A propeller load that is greater
than the engines rated horsepower will result in the
engine not being able to reach the rated rpm and will
therefore overload the engine.
An engine in a newly launched vessel is likely to be
exposed to the lightest loads. This is because the total displacement of the vessel has yet to be reached,
the hull has not become fouled and all onboard systems are running at optimal efficiency. It is therefore
important that after launching and on sea trials the
engine be able to achieve slightly more than the rated
rpm under normal conditions.
Marine engine environment
15
Typical sample of a planing hull and how displacement and engine output tolerances effects
performance
Nominal engine output
Engine output ±3%
Propeller precision
tolerances ±3%
Nominal displacement 13 tons
Displacement ± 3%
Thrust/
power
Speed
Knots
20 22 24 26 28 30 32 34 36 38 40
20
22
24
26
28
30
40
38
36
34
32
Max. tolerance
range
Displacement / hull
resistance
C
Engine output / Thrust
A
B
C)
A)
B)
Production tolerances
In order to ensure optimal performance of the vessel and long engine life, correct propeller size is essential. Selecting the correct propeller will enable the
engine to develop its full power and provide the performance that is expected.
There are a number of factors with their tolerances
that can greatly affect the performance of the vessel.
These must be recognised for correct engine/propeller selection. These factors are:
A) Engine power can vary within international power
standard tolerances.
B) The calculated hull resistance/displacement may
vary within certain limits.
C) The power absorbed by the propeller with regard
to propeller manufacture precision tolerances generally affects engine rpm.
16
General information about classification
The classification procedures outlined below are
general and can be changed from time to time by
the Classification Societies.
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 documentation could be introduced for insurance matters.
The government authorities in most countries concerned with shipping have authorized the Classifica-
tion Societies to handle these rules and make sure
they are followed. The classification procedure dates
from long ago. It can be noted that Lloyd’s Register of
Shipping, London, was founded as early as 1760.
The major Classification Societies are:
• Det norske Veritas (DnV)
• Lloyd’s Register of Shipping (LR)
• Bureau Veritas (BV)
• American Bureau of Shipping (ABS)
• Germanischer Lloyd (GL)
• Registro Italiano Navale (RINA)
• Russian Maritime Register of Shipping, (RMRS)
• China Classification Society (ZC)
• Korean Register of Shipping (KR)
• Nippon Kaiji Kyokai (NK)
As examples of government authorities responsible
for ships’ seaworthiness we can note the following:
Sjöfartsverket, Sweden (National Maritime Administration), Sjöfartsdirektoratet, Norway, Statens Skibtilsyn, Danmark, Department of Transport, England.
The Classification Societies have established their
rules so that the authorities’ requirements are covered. The authorities, however, have requirements
for lifeboats that are not included in the rules of the
Classification Society.
In 1974 an International Convention for the Safety of
life at sea (SOLAS) was adopted by the International
Maritime Organisation (IMO). This document ratifies
uniform rules for life saving equipment on board lifeboats and rescue boats.
NOTE! This installation manual does not give full
information concerning classification. Please contact
an authorised classification society for complete information.
Classified engine, range of use
An engine with equipment that is used in a classified
vessel must be approved by the Classification Society, which handles matters relating to ships’ seaworthiness. 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 classified it must be stated clearly when addressing inquiries and quotation requests to AB Volvo Penta.
Special rules for different operational
conditions
The Classification Societies have, in general, different rules relating to the following:
Varying shipping conditions e.g:
• Shipping in tropical water
• Coastal shipping
• Ocean shipping
• Operation in ice (several different classes)
Type of load e.g:
• Passenger shipping
• Tanker shipping
• Reefer shipping
Type of manning e.g:
• Unmanned machine room
• Manned machine room
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.
General information about classification
17
Type approval
To 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 question, followed by the required drawings, data and
calculations.
After certain tests, checks and possible demands for
supplementary information, the engine is type-approved for a specified maximum power at a given
rated speed. This type approval must not however be
considered as a classification; it is only a certificate
that states that the engine type with specified power
can be classified. Final classification can only be
given when all components are approved and the
installation and test run in the vessel are completed
and found to be in order by the local surveyor.
Procedure for classification
(Product orientated)
To earn a classification certificate, the engine, its
components, the installation and the test run must
be approved by a surveyor from the Classification Society in question. The surveyor can, after
final inspection and with certificates from the built-in
machinery, issue the final certificate for the vessel.
(Thus the final certificate cannot be issued by AB
Volvo Penta).
Usually the procedure is initiated as a result of a request from a customer or dealer who has to deliver
an engine in a classified installation. For these orders
Volvo Penta normally starts with a "type approved
engine". During production of such an engine the
surveyor checks the production if there is no quality
assurance system agreement.
Separate certificates are issued for the following
components:
• 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.
Torsional Vibration Calculations (TVC) must be
carried out for the complete installation of the engine
in the vessel and approved by the Classification Society.
These calculations are carried out to check that no
critical torsional vibrations occur in the speed range
in which the engine is operated.
The procedure can differ somewhat depending on
the Classification Society in question.
Simplified rules for engines produced in
series (Process orientated classification)
Most Classification Societies can use simplified classification procedures based on a well implemented
Quality Assurance System at the Engine Manufacturer.
As Volvo Penta fulfills Quality Assurance based on
Swedish standard SS-ISO 9001, AB Volvo Penta has
been approved by the Classification Societies below:
• Lloyd’s Register of Shipping (LR)
• Registro Italiano Navale (RINA).
18
Special tools
Installation tools and literature
Dimension drawings
Drawings for current program, leisure and commercial applications are available at:
http://www.volvopenta.com
885151 Box with gauges and connections. For measuring pressures and exhaust temerature.
885156 Calomel electrode. For measuring galvanic
and stray current (use in combination with multimeter
P/N 9812519).
885309 Flange D5. For measuring exhaust backpressure and temperature.
885164 Flange D7. For measuring exhaust backpressure and temperature.
9812519 Multimeter.
9988452 Digital probe tester.
9996065 Manometer. For measuring fuel feed pres-
sure, not D9/D11/D12.
9996398 Manometer D9/D11/D12/D16. For measuring fuel feed pressure.
9996666 Connection D9/D11/D12/D16. For measuring fuel feed pressure.
9998494 Hose and nipple D9/D11/D12/D16. For
measuring fuel feed pressure.
3838620 VODIA tool*. For reading fault codes in clear
text.
3838621 Docking station for the VODIA tool*. Connects the VODIA tool to the engine.
*Order via VODIA WEB on Volvo Penta Partner Network
885151 885156
9988452 9996065
9996666
9812519
9998494
9996398
885164885309
3838620
3838621
Installation tools and literature
19
Templates
• Instrument panels
• Controls
Installation instructions and templates are included in
the kits.
Chemicals
A wide range of chemical products are available from
Volvo Penta. Some examples are:
• Oil and coolant
• Sealant and grease
• Touch-up paint
• Refer to "Volvo Penta Accessories & Maintenance
Parts"
Publications
• Installation, Electronic Vessel Control EVC
• Installation, Marine Commercial Control MCC
• Marine Electrical Systems, Part 1
• Inboard propellers and speed calculation
• Installation, Water Jet
• Sales Guide Marine Propulsion Diesel Engines
• Volvo Penta Accessories & Maintenance Parts
• Workshop Manuals
• Operator’s Manuals
20
Design concepts of propulsion systems
There are different types of engines, reverse gears and front drive systems, depending on the available space
and other requirements during the installation.
Follow the manufacturer’s instructions when installing components and equipment not supplied by Volvo Penta.
Reverse gear, various types
Coaxial
The engine’s crankshaft and the reverse gear’s output shaft are on the same level. The propeller shaft
and crankshaft are in-line.
The engine and reverse gear form one unit. The compressive forces from the propeller are absorbed by an
axial bearing in the reverse gear.
Drop centre, parallel
The engine’s crankshaft and the reverse gear’s output shaft are parallel. The output shaft is on a lower
level than the crankshaft.
The engine and reverse gear form one unit. The compressive forces from the propeller are absorbed by an
axial bearing in the reverse gear.
Coaxial down angle
The extension of the engine crankshaft centre line is
angled in the reverse gear. The angle of the propeller
shaft deviates from the angle of the crankshaft.
The engine and reverse gear form one unit. The compressive forces from the propeller are absorbed by an
axial bearing in the reverse gear.
Drop centre, down angle
The engine’s crankshaft and the reverse gear’s output shaft are on different levels. The angle of the propeller shaft deviates from the angle of the crankshaft.
The engine and reverse gear form one unit. The compressive forces from the propeller are absorbed by an
axial bearing in the reverse gear.
Design concepts of propulsion systems
21
Remote reverse gear
The reverse gear is separated from the engine and
mounted on the engine bed or on a separate bed.
Torque is transferred via a flexible coupling through
a shaft. The angle of the propeller shaft can deviate
from the angle of the crankshaft.
The remote reverse gear must first be installed and
carefully aligned nominated by the propeller shaft.
Then the couplings are fitted and the engine is
aligned to the reverse gear. For final location and to
prevent possible shock loads, lugs must be welded in
front of and behind the brackets on each side. Wedges are then driven in and secured by welding when
alignment is completely finished.
Design concepts of propulsion systems
22
V-drive, various types
Close coupled V-drive
The engine and reverse gear form one unit. The axial
forces from the propeller are absorbed by an axial
bearing in the reverse gear.
Remote V-drive
The reverse gear is separated from the engine and
mounted on a separate bed. Torque is transferred via
the propeller shaft, as illustrated in the diagram, or
via a flexible coupling.
The axial forces from the propeller are absorbed by
an axial bearing in the reverse gear.
The remote V-drive must first be installed and carefully aligned according to the propeller shaft. Then
the shaft and couplings are fitted and the engine is
aligned to the reverse gear. For final location and to
prevent possible shock loads, lugs must be welded in
front of and behind the brackets on each side. Wedges are then driven in and secured by welding when
alignment is completely finished.
For the application of cardan shafts, follow the installation instructions from the cardan shaft supplier. A
rule of thumb share the joint angle, where A ≈ A.
Design concepts of propulsion systems
23
Twin engine package - Twin gear
Multi-belt transmission
The twin engine package over one marine gear is a
concept used by Volvo Penta over a period of time.
The concept is based of the utilisation of the commonality of two high volume produced high speed
marine diesel engines power over the twin marine
gear to one common propellershaft. The twin gears
are available from a limited number of manufacturers
for fixed and controllable pitch propellers.
Volvo Penta does not market these gears as a marine
engine package. If this application concept is considered attractive, further information and support can
be acquired from Volvo Penta Sales Organisation.
Another transmission concept is the multi- belt utilising a number of diesel engines driving a common
shaft to a remote marine gear. The engines in this application are normally disengagable by a clutch. The
concept is proven very functional to obtain the total
power requirement beyond the conventional single or
twin installation. The system can theoretically operate
a marine gear for either a fixed or a controllable pitch
propeller. Volvo Penta does not market this concept
as a whole but could provide considerable know-how
through the sales organisation if this system solution
is considered.
Design concepts of propulsion systems
24
Controllable pitch
Water Jet
Water Jet drives work according to principles of jet
propulsion. A jet of water is generated whose thrust
sets the vessel in motion.
There are different types of water jets, a direct drive
or one with a marine gearbox enabling clutch in/out
and backflushing the system for cleaning purposes.
See Installation, Water Jet.
Surface drive
Controllable pitch is used as an alternative to a fixed
propeller. The pitch of the propeller blade is normally
regulated by means of a built-in function in the reverse gear.
A number of surface piercing propeller systems are
available on most markets. These systems are aimed
at high speed applications where the systems are
highly efficient. The systems are available with rudder arrangements or steerable drive unit. At planing
speed the propeller operates with half of its diameter
submerged. At lower speed the propeller is usually
submerged and due to its high pitch torque, has
greater absorption in comparison to a conventional
propeller.
25
Torsional vibrations
Torsional vibrations occur due to forces on the crankshaft caused by the piston and connecting rod during
the power stroke. These forces tend to deflect the
crankshaft, including angular displacement of the
shaft.
• The frequency is the time rate of torsional vibra-
tions
• The amplitude is the angular displacement due to
torsional vibrations.
• The critical speed is the speed at which the ampli-
tude of the vibrations in a shaft are maximum and
could result in stresses that exceed the safe limit
of the material.
• Torsional vibrations may also be caused by torque
vibrations at the propeller.
Torsional vibration approvals
The object of a Torsional Vibration Calculation (TVC)
is to locate the critical speed points and to ensure
that these critical speeds are outside the operating
range of the engine.
Disregarding the torsional compatibility of the engine
and driven equipment may fracture the crankshaft
and flywheel bolts and overheat the vibration damper.
Since compatibility of the installation is the system
designer’s responsibility; it is also his responsibility to
obtain the theoretical torsional vibration analysis.
Volvo Penta standard propulsion packages would
generally not require TVCs unless front end PTO is
utilised. TVCs are recommended for all heavy duty
commercial applications. In classified installations, a
TVC must be performed.
Torsional analysis data
Volvo Penta will do a torsional analysis on receipt of
the necessary details from the customer. The following technical data is required to perform a torsional
analysis:
A. Operating speed ranges. Lowest speed to highest
speed.
B. Maximum power output.
C. Detailed drawing of rotating components.
D. Inertia of rotating components and location of
masses.
E. A general layout drawing is needed for more com-
plicated installations.
For the purpose of TVCs, most drive line manufacturers provide shaft drawings, with moment of inertia
and their position on the shaft diameters.
Torsional vibrations and TVC calculations
Torsional vibrations and TVC calculations
26
Example of a complex masselastic system
The Drive package, i.e. engine, flexible coupling,
and reverse gear, supplied by Volvo Penta has as
one unit the lowest possible torsion vibration level
in terms of standard propeller systems. A Torsional
Vibration Calculation (TVC) must be conducted by
Volvo Penta if other combinations are to be used.
Incorrectly selected components in the drive package
can result in abnormally high stress of the engine’s
crankshaft.
Routines for handling TVC
When a Torsional Vibration Calculation is request-
ed, it can be carried out by Volvo Penta.
The following procedure should be followed:
1. All necessary documents should be sent to the
Quality System and Classification Department,
which will issue an order number that will be the
reference number for future communication regarding the matter.
2. All communication in TVC matters should be
directed to the Quality System and Classification Department. The responsibility for internal
handling is on Quality System and Classification
Department at the production unit in Göteborg.
1. Engine
2. Coupling, disengagable
3. Pulley
4. Coupling
5. Pump, compressor etc. with
the same rpm as engine
6. Reduction gear, reverse gear
12
2
11
3
10
5
4
3
2
1 4
6
7 3
8
9
11
3
2
8
9
2
10
7. Flange coupling
8. Alternator, compressor
9. Propeller shaft and propeller
10. Belt
11. Belt tensioner
12. Pump, compressor
3. The cost for TVC will be charged according to the
following principle: If the received documentation
is complete from the beginning a basic calculation
will be charged according to the price list.
Each additional operation, e.g. recalculation due
to missing or wrong information or complex calculations, will be charged at actual cost.
It is therefore of extreme importance that the doc-
uments for the calculation are complete and that
no information is missing.
27
General arrangement and planning
Performance requirements
What are the top speed and cruising speed requirements?
The boat/vessel
Define the category of hull type:
• Displacement
• Semi-planing
• Planing
Consider the boat size and estimate weight, LCG
(Longitudinal Centre of Gravity) etc. Drawing information (line drawings) is requested, in the best case
resistance data from tank tests.
Propulsion system
Search for the most suitable propulsion system and
engine geometry. Think about the characteristics of
different propulsion systems.
Choice of engine
To provide the best performance and characteristics
of an installation it is important to elaborate and iterate the information shown in the illustration below.
Trial and error is often needed to finally find the essential set of "performance" requirements the instal-
BOAT
VESSEL
REVERSE GEAR
AND PROPELLER
PERFORMANCE
LIMITATIONS
PROPULSION
SYSTEM
POWER
REQUIREMENT
ENGINE
lation aims to fulfil. Analysis of each contribution may
vary depending on the dominating priorities such as
top speed, economy, safety, etc. Consult Volvo Penta
literature and computer programs or contact the Volvo
Penta organisation for assistance.
Limitations
Consider possible limitations such as engine and propeller dimensions.
Power requirement
Use the data to define the required power. Do not
forget to consider power losses due to PTOs, climate,
fuel qualities etc.
Engine
Consult Volvo Penta sales literature for the corresponding engine, giving minimum required power at
the correct duty rating. Check the available reverse
gear ratios.
Reverse gear and propeller
Calculate for the optimum gear ratio as well as propeller type and size.
General arrangement and planning
28
The illustration shows an example of a twin instal-
lation with two types of wet exhaust systems, one
"Aqua-lift" system and one installation with riser and
exhaust boot.
The starboard propeller shaft is mounted with a wa-
ter-lubricated stuffing box with water tapped off from
the reverse gear oil cooler. The port propeller shaft
has a grease-lubricated stuffing box.
The control is an electrical to mechanical system.
Installation example
This illustration is also avail-
able as a four-colour poster
(size 500 x 700 mm).
Publ. no. 7738092-1
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