Volvo IPS650, IPS800, IPS950 Installation Manual

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IPS 2

IPS650, IPS800, IPS950

Installation

1(1)

Content

Safety Information ......................................................................................

General Information .................................................................................... 5

Installation Tools and Documentation ...................................................... 8

Special Tools .......................................................................................... 10

System Information .................................................................................. 13

EVC .......................................................................................................... 13

Engine Characteristics ............................................................................. 14

Engine Application Ratings .................................................................. 14

Engine Performance .............................................................................. 15

Arrangement and Planning ...................................................................... 17

Engine Placement .................................................................................. 17

Engine Room .......................................................................................... 19

Sound Absorption .................................................................................. 30

Electrochemical Corrosion ................................................................... 33

Installation ................................................................................................. 51

Volvo Penta IPS ...................................................................................... 51

Fiberglass Hull Constructions ............................................................ 51

Aluminium Hull Constructions ........................................................... 81

Engine Foundation ............................................................................... 82

Propulsion Unit Installation ................................................................ 87

Engine Installation ............................................................................... 92

Extension Shaft .................................................................................... 96

Exhaust System ................................................................................... 98

Cooling System .................................................................................. 100

Fuel System .......................................................................................... 111

General ................................................................................................ 111

Fuel Tanks .......................................................................................... 112

Piping .................................................................................................. 116

Fuel pressure ...................................................................................... 118

Lubrication System .............................................................................. 119

Electrical System ................................................................................. 120

Batteries .............................................................................................. 121

Alternator ............................................................................................ 130

Voltage Supply ................................................................................... 131

Connection ......................................................................................... 132

Fire Extinguishing System .................................................................. 140

Calibration and Settings ......................................................................... 142

IPS Calibration ...................................................................................... 142

Launching and Sea Trial ........................................................................ 148

Alphabetical index .................................................................................. 155

47704162 10-2014 © AB VOLVO PENTA 1

Safety Information

This installation manual contains information required for the correct installation of your Volvo Penta product. Check that you have the correct manual.

Carefully read the chapters Safety precautions and General information in the manual before servicing or running the engine.

The

following types of special warning messages can

be found in this manual and on the engine:

WARNING!

Indicates

a hazardous situation which, if not avoided,

could result in death or serious personal injury.

IMPORTANT!

Indicates a situation which, if not avoided, could result in property damage.

NOTICE! Important information that facilitates the work process or item.

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

Plan ahead so that there is always sufficient

space for safe installation and (future) disassembly. Lay

out the engine compartment (and other compartments such as the battery compartment) so that all service points are accessible. Make sure not to come into contact with rotating components, hot surfaces or sharp edges when checking and servicing the engine. Make sure that all equipment (e.g. pump drives, compressors) has protective covers.

Make sure the engine cannot be started while

work is in progress by not connecting the electrical system or by switching off electrical power to the engine at the main switches and locking them in the OFF

position. Erect a warning sign at the helm station.

Only start the engine in well-ventilated areas.

Remember

that exhaust fumes are toxic and dangerous to inhale. Use an exhaust extractor to lead exhaust fumes away from the exhaust pipe and crankcase ventilator when the engine is run in a confined space.

Always wear protective goggles if there is a risk

of splinters, sparks and splashes from acid or other chemicals. Eyes are extremely sensitive and injury may result in loss of sight!

Avoid getting oil on the skin! Prolonged or

repeated contact with oil may lead to the disappearance

of the skin's natural oils. This will cause irritation, dry skin, eczema and other skin problems. Old oil is more hazardous to health than new. Use protective gloves and avoid oil-soaked clothes and rags. wash regularly, especially before meals. Use special skin creams that facilitate cleaning and prevent the skin from drying out.

Most chemical used in the product (engine and

reverse

gear oil, glycol, gasoline and diesel) or chemicals intended for use in the workshop (degreasing agents, paints and solvents) are health hazards. Read the instructions on the product packaging carefully! Always follow safety instructions (the use of protective masks, protective goggles, gloves etc.). Make sure that other personnel are not inadvertently exposed to hazardous substances, e.g. in the air they breathe. Ensure good ventilation. Hand in used and surplus chemicals to a recycling station.

Take extreme care when searching for fuel sys-

tem leaks and testing injectors. Wear protective goggles. The spray from an injector is at very high pressure and fuel can force its way into tissue and cause a serious risk of blood poisoning (septicemia).

Stop the engine and disconnect the power at the

main switches before working on the electrical system.

2 47704162 10-2014 © AB VOLVO PENTA

Coupling adjustments must be made with the

engine stopped.

Use the lifting eyes installed on the engine/

reverse gear when lifting off the drive. Always check that

the lifting equipment is in good condition and has the capacity to lift the engine (engine weight including reverse gear and any auxiliary equipment installed).

If the engine has auxiliary equipment that has

altered

its center of gravity, special lifting devices may be required to obtain the correct balance for safe handling.

Never work on an engine that is suspended in an

engine hoist.

It is mandatory that no work be carried out on a

running engine. There are however adjustments that require the engine to be run. Approaching a running engine is a safety risk. Loose clothes and long hair can

catch in rotating parts and cause serious injury. A careless movement or a dropped tool may result in injury when working in the vicinity of a running engine. Be careful to avoid hot surfaces (exhaust pipes, turbochargers, charge air manifolds, start elements etc.) and hot liquids in pipes and hoses on engines that are running or recently stopped. Re-install all protective covers that were removed during maintenance work before starting the engine.

Make sure that all warning and information decals

the product are always visible. Change decals that

are damaged or painted over

Turbocharged engines: never start the engine

without the air cleaner installed. The rotating compressor

turbine in the turbocharger can cause severe injury. Foreign objects that enter the inlet ducts can also cause mechanical damage.

Never use start spray in the air intake. The use

of such products may result in an explosion in the inlet manifold. Risk of injury.

Do not open the engine coolant filler cap (fresh-

water

cooled engines) when the engine is hot. Steam or hot coolant may be ejected when system pressure is released. Open the filler cap slowly and release the system pressure carefully (freshwater cooled engines). Hot coolant may spray out if the filler cap or drain tap is opened, or if a plug or coolant pipe is removed from a hot engine.

Hot oil can cause burns. Avoid getting oil on the

skin. Be sure to release the pressure from the lubrication system before starting work on it. Never start or run an engine without the oil filler cap attached. There is a risk of oil being ejected.

If the boat is in the water – stop the engine and

the seawater tap before working on the system.

All fuels, and many chemicals, are flammable.

Make sure they are not exposed to open flames or sparks.

Gasoline, certain solvents and hydrogen from batteries are extremely flammable and explosive in the right concentration in air. No Smoking! Make sure the workplace is well ventilated and take the necessary safety precautions before welding or grinding in the vicinity. Always have a fire extinguisher accessible at the workplace.

Store oil, fuel-soaked rags and old fuel and oil

filters in the correct manner. Oil-soaked rags may ignite spontaneously in certain conditions. Old fuel and

oil filters are harmful to the environment and must

be handed to a recycling station for destruction.

Make sure the battery compartment is built

according to current safety standards. Never allow open flames or electrical sparks in the vicinity of the batteries.

Never smoke in the vicinity of the batteries. Batteries give off hydrogen gas during charging, which may combine with air to form an explosive mixture. The gas mixture is extremely volatile and easily ignited. Incorrect battery connection may cause sparks which in turn may cause an explosion. Do not change the battery connections when attempting to start the engine (risk for sparks) and do not lean over the batteries.

Safety Information

47704162 10-2014 © AB VOLVO PENTA 3

Make sure that the positive (+) and negative (–)

battery cables are correctly connected to the corresponding battery terminals. Wrong connection may cause severe damage to electrical equipment. Refer to the wiring diagram.

Always wear protective goggles when charging

or handling batteries. Battery electrolyte contains highly corrosive sulfuric acid. Wash immediately with soap

and copious amounts of water if battery electrolyte comes into contact with the skin. Flush immediately with water and seek medical attention if battery acid gets in the eyes.

Never work alone when installing heavy compo-

nents, even when using safe lifting equipment e.g. lockable blocks. Most lifting devices require the two people, one to take care of the hoist and the other to make sure no components catch or are damaged.

The components in the electrical system, ignition

system (gasoline engines) and fuel system on Volvo Penta products are designed and manufactured to minimize the risk of fire and explosion. Do not run engines

in areas where there are explosive materials.

Always use fuels recommended by Volvo Penta.

Refer

to the Operator's Manual. Poor quality fuel may damage the engine. Poor fuel quality in a diesel engine may cause the fuel control mechanism to bind which will lead to engine overspeeding with the risk of engine damage and personal injury. Low fuel quality may also lead to higher service costs.

Use an adjustable lifting beam to provide a safe

lift and to avoid damage to components on the top of the engine. All chains and cables must run parallel and

be as square as possible to the top of the engine.

Safety Information

4 47704162 10-2014 © AB VOLVO PENTA

General Information

About this installation manual

This

publication is intended as an installation guide for Volvo Penta marine diesel engines for IPS installations. The publication is not exhaustive and does not cover all conceivable installations, but should be considered as a recommendation and guidance according to Volvo Penta norms. Detailed installation instructions accompany most accessory kits.

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

It is the responsibility of the installer to ensure that installation is carried out in a satisfactory manner, that the installation is in good operable condition, that approved materials and accessories are used and that the installation fulfills all current instructions and regulations.

This installation manual is intended to be used by professionally qualified and skilled personnel. It is therefore assumed that those persons using the manual have fundamental knowledge of marine propulsion systems and are capable of carrying out the associated mechanical and electrical work.

Volvo Penta continually improves it products and reserves the right to make changes. All the information in this manual is based on product specifications available at the time of publication. After this date all important product modifications that change installation methods will be communicated via service bulletins.

Removal of complete engine assembly

In the event of a requirement to remove the entire engine assembly from the vessel, it is the responsibility

of the boat builder to arrange reasonable means

for removal and re-installation.

Reasonable means that the engine assembly can be lifted in and out within a moderate amount of time using normal resources and methods available to the industry. In this way costs and operational down-time are kept to a minimum. For the sake of high demands at high season on yards, the vessel manufacturers instruction should be followed.

It is Volvo Penta policy to avoid unreasonable installations that increase extra costs for boat owners during the lifetime of the boat.

Plan the installation carefully

Great care must be taken when installing engines and their components if they are to function perfectly. Make sure that the correct specifications, drawings and other data are available before work is begun. This facilitates correct planning and installation right from the start.

Plan the engine compartment so that it will be easy to perform routine service that involves changing components. Compare the engine service manual to the original drawings where dimensions are stated.

When installing engines, it is extremely important that no dirt or foreign objects enter the fuel, cooling, inlet or turbo systems, as this may cause faults or the engine to seize. Because of this, systems must be sealed. Clean supply lines and hoses before they are connected to the engine. Remove the protective caps from the engine when an external system is connected.

General Information

47704162 10-2014 © AB VOLVO PENTA 5

Certified engines

A certified engine means that the engine manufacturer guarantees that both new engines and those in operation

fulfill legislation and regulations. The engine must correspond to the unit used for certification. In order for Volvo Penta to be able to declare that engines fulfill environmental legislation, the following must be observed during installation:

• Service on injection pumps, pump settings and injectors must always be carried out by an authorized Volvo Penta workshop.

• The engine may not be modified in any way except with accessories and service kits developed for the purpose by Volvo Penta.

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

• Seals may only be broken by authorized personnel.

IMPORTANT! Only use genuine Volvo Penta parts. If non-Volvo

Penta parts are used it will mean that Volvo Penta is no longer able to take responsibility for the engine fulfilling certification requirements. Volvo

Penta will not reimburse damages and costs arising from the use of non-Volvo Penta spare parts.

Seaworthiness

It is the responsibility of the boat builder to meet all safety requirements applicable in the market where the boat is sold. For example, in the U.S.A. US Fed- eral Regulations for pleasure boats specify requirements. Requirements applicable in the EU are described below. In other markets, contact the competent national authority for information and detailed descriptions of safety requirements.

From June 16 1998, all leisure craft and certain associated

equipment that is marketed and used within the EU must be provided with a CE label confirming fulfillment of safety requirements established by the European Parliament and European commission in the Recreational Craft Directive. These normative standards are reflected in the standards established in support of the directive's objective regarding uniform safety requirements for leisure craft within the EU.

Lifeboats and boats used in commercial navigation are approved by classification societies in the country where the boat is registered.

Mutual responsibility

Every engine consists of a large number of components working in unison. If one component deviates from technical specifications it may lead to the engine having a significantly greater impact on the environment. It is therefore essential that adjustable systems are set correctly and that genuine Volvo Penta parts are used.

Certain systems (e.g. the fuel system) may require special professional expertise and test equipment. For environmental reasons, some components are factory sealed. No work may be performed on sealed parts by unauthorized personnel.

Remember that most chemical products can harm the environment if they are used in the wrong manner. Volvo Penta recommends the use of bio-degradable de-greasing agents for cleaning engine components, unless the service manual states otherwise. When working onboard take especial care to ensure that oil and spills are collected for handing to a re-cycling station and not unintentionally pumped into the environment with bilgewater.

General Information

6 47704162 10-2014 © AB VOLVO PENTA

Metric Conversion Chart

Metric to American or UK units: American or UK to metric units:

To convert Multiply To convert Multiply From To with From To with

Length mm in. 0.03937 in. mm 25.40

cm in. 0.3937 in. cm 2.540 m ft. 3.2808 ft. m 0.3048

Area mm² sq. in. 0.00155 sq. in. mm² 645.3

m² sq.ft. 10.76 sq. ft. m² 0.093

Volume cm³ cu. in. 0.06102 cu. in. cm³ 16.388

l, dm³ cu. ft. 0.03531 cu. ft. l, dm³ 28.317 l, dm³ cu. in. 61.023 cu. in. l, dm³ 0.01639 l, dm³ imp. gallon 0.220 imp. gallon l, dm³ 4.545 l, dm³ U.S. gallon 0.2642 U.S. gallon l, dm³ 3.785 m³ cu. ft. 35.315 cu. ft. cm³ 0.0283

Power N lbf 0.2248 lbf N 4.448 Weight kg kg lb. 2.205 lb. kg 0.454 Output 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

Tightening torques

Nm lbf ft 0.738 lbf ft Nm 1.356

Pressures Bar psi 14.5038 psi Bar 0.06895

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

Energy kJ/kWh BTU/hph 0.697 BTU/hph kJ/kWh 1.435 Labor 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 cons. g/kWh g/hph 0.736 g/hph g/kWh 1.36

g/kWh lb/hph 0.00162 lb/hph g/kWh 616.78

Moment of 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, fluids 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

Temperature Celsius Fahrenheit °F=9/5 x °C

+32

Fahrenheit Celsius °C=5/9 x (°F–

32)

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

General Information

47704162 10-2014 © AB VOLVO PENTA 7

Installation Tools and Documentation

Publications

Installation manuals

Manuals are available for the EVC system, for example.

Installation instructions

There are installation instructions included with most kits.

Drawings

Drawings are included in kits and additional drawings are available electronically from Volvo Penta.

B E

Installation

P0014255

Installation Tools and Documentation

8 47704162 10-2014 © AB VOLVO PENTA

Posters

Refer to posters for the design of hull inserts, laminations,

drive unit installation and the installation and cal-

ibration of the EVC system.

VODIA

The VODIA diagnostic tool is used for reading fault codes in clear text during diagnosis work. It can also be used for setting EVC parameters.

The tool is very practical for fault tracing as it is possible to see the values the EVC nodes are reading and sending.

Refer to VODIA information at Volvo Penta Partner Network or contact Volvo Penta to order.

Chemicals

There is a large range of chemicals available from Volvo Penta.

Some examples:

•

Oil and coolant

•

Sealing compound and grease

•

Touch-up paint

Refer to Volvo Penta Spare Parts & accessories.

EVC-C3

P00008985

VODIA

p0006256

if o

P0004585

Installation Tools and Documentation

47704162 10-2014 © AB VOLVO PENTA 9

Special Tools

P0010517

P0010518

P0010505

3849633 Drill jig 3594503 Drill jig 21110860 Lifting tool

Location of engine bed and engine mount positions (hull inserts)

Lamination of hull inserts and the location of engine beds (complete with molding tools).

Attaching device for propulsion unit when lifting by hoist

P0010506

p0010872

3849664 Lifting tool 3887101 Break-out box 21406897 Calibration tool

Position device when lifting by fork lift

Used together with the VODIA tool for calibrating IPS units

Drive unit alignment (complete pair)

P0001856

3863070 Allen key socket

Torque tightening propeller retainer rings

Installation Tools and Documentation, Special Tools

10 47704162 10-2014 © AB VOLVO PENTA

Other Special Equipment

p0005125

VODIAVODIA

p0008375

P0004580

88890074 Multimeter 88820047 VODIA, diagnostic

tool

9998493 Hose

Used in combination with 9998339 Manometer

PDA only

P0008329

P0004349

21244540 Measuring tool 9998339 Manometer

Measuring engine mount compression

Measuring fuel feed pressure

Installation Tools and Documentation, Special Tools

47704162 10-2014 © AB VOLVO PENTA 11

Chemical products

P0001874

P0001871

828250 Grease alt. 21347121 Grease

(400 gr)

1381065 Corrosion protection

3817243 Rubber lubricant

Installation Tools and Documentation, Special Tools

12 47704162 10-2014 © AB VOLVO PENTA

System Information

EVC

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

System Information, EVC

47704162 10-2014 © AB VOLVO PENTA 13

Engine Characteristics

Engine Application Ratings

The engines covered by this manual are used chiefly in

two different operating conditions: Rating 4 and Rat-

ing 5, as described below.

Rating 4

Special light commercial traffic

For light, planing boats in commercial traffic. Operated for fewer than 800 hours per year.

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

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

Rating 5

Recreational use

Only for pleasure boats operated by owners for their recreation. Operated for fewer than 300 hours per year.

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

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

Engine Characteristics, Engine Application Ratings

14 47704162 10-2014 © AB VOLVO PENTA

Engine Performance

Marine engine power is specified, just like automobile and truck engines, according to one or more power norms. Power is specified in kW or hp, always at a rated rpm.

Most engines provide the power specified on the condition that they have been tested in the conditions the power

norms state, and have been broken in properly. According to ISO standards, tolerances are normally ±5 %, which is a reality that must be accepted for series-produced engines.

Power measurement

Engine manufacturers normally measure engine power at the flywheel, but before power reaches the propeller, losses occur in the drive train and propeller shaft bearings. These losses amount to 4–6 %.

All major marine engine manufacturers determine engine power according to ISO 8665 (supplement to ISO 3046 for pleasure boats). If an exhaust system is not included, engine tests are performed with a back pressure of 10 kPa (1.45 psi).

Engine performance

Engine power is affected by a number of different factors. Among the most important are air pressure, outdoor temperature, humidity, fuel calorific value and exhaust back pressure. Deviations from normal values affect diesel and gasoline engines in different ways.

Diesel engines use large amounts of air for combustion. If the mass of air is reduced, the first sign is an increase in black exhaust smoke. The effects of this are especially noticeable at the planing threshold when the engine must produce maximum torque.

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

Point A is where the indicated engine power is equal to the power acting on the propeller. Volvo Penta IPS drive units have defined propeller sizes that are dimensioned for engine characteristics.

P0004571

Connection between performance-influencing factors in inboard engines

Power

2 rpm

3 Power loss due to atmospheric conditions

4 Loss due to large propeller

5 Critical area

6 Indicated rpm

Engine Characteristics, Engine Performance

47704162 10-2014 © AB VOLVO PENTA 15

Other factors that influence performance

It is important to keep exhaust back pressure low. Power losses caused by back pressure are directly proportional to the increase in back pressure, which also increases exhaust temperature.

Boat

weight is another important factor that influences speed. Increased boat weight has a great influence on speed, especially on planing or semi-planing hulls. A new boat that is tested with half full fuel and water tanks and without a load, may lose 2-3 knots when it is driven fully loaded with fuel, water and equipment for the voyage.

Boats made from fiberglass reinforced plastic absorb water when they are afloat which means they become heavier over time. Marine fouling is an often-overlooked problem that greatly affects boat performance.

Engine Characteristics, Engine Performance

16 47704162 10-2014 © AB VOLVO PENTA

Arrangement and Planning

Engine Placement

Engine Inclination

To ensure the engine receives lubrication and cooling in a satisfactory manner, it is important that maximum engine inclination is not exceeded. Engine inclination must therefore be checked.

careful to avoid the front of the engine's being lower than the flywheel, i.e. an exaggerated negative inclination that may impair engine lubrication and cooling system venting.

Each engine type has a maximum permissible engine inclination while the boat is under way. This inclination includes both the installation angle and the increase in trim angle the boat attains when moving at speed through the water.

A Engine inclination with the boat at rest. B Boat trim angle under way. C Total engine inclination under way, maximum per-

missible inclination (A+B).

A boat's weight distribution is affected by the choice of driveshaft length.

See technical data for limit values.

P0010566

Arrangement and Planning, Engine Placement

47704162 10-2014 © AB VOLVO PENTA 17

Weight Distribution

The location of the longitudinal center of gravity is of great

importance for trim angle at top speed etc. Generally speaking, a fast boat should have its center of gravity further aft than a slower boat.

The center of gravity has great influence on a boat's static and dynamic stability. It is therefore important to consider CoG position both when the boat is loaded and unloaded.

It is important that heavy components such as engines, fuel and water tanks and batteries be located such that the best possible trim is achieved when the boat is in the water, and generally that as low a vertical CoG as possible is attained.

Fuel and water tanks must be located longitudinally as close to the center of gravity as possible in order that the center of gravity is not moved when water and fuel levels change.

It is an advantage not to locate the fuel tanks in the vicinity of the hot engine compartment. If possible, the batteries must be located in a separate, well-ventilated section.

Clearance Around Propulsion Units

Objects that protrude from the hull bottom cause turbulence. If such are present in the vicinity of the drive units, propeller propulsion ability will be impaired. Place no objects inside the dashed lines.

A min. 3000 mm (118") B min. 400 mm (16") C min. 50 mm (2")

Clearance between hull and Ips drive unit is 9 mm (+ 5 mm - 2 mm)

P0005314

Figure A

shows an installation with good weight distribution and trim angle. Figure B shows an incorrect installation with poor trim angle as the result.

P0006153

P0019672

Arrangement and Planning, Engine Placement

18 47704162 10-2014 © AB VOLVO PENTA

Engine Room

Accessibility for Maintenance

When the engine installation is designed, great emphasis must be placed on engine service accessibility.

Also make sure that the complete engine can be

lifted out without damage to the boat.

NOTICE! There must also be sufficient space for sound-dampening materials. The recommended minimum distance for sound-dampening materials is 180 mm (7") (A) and 200 mm (8") (B); see illustration.

Removal of complete engine assembly

If the complete engine assembly must be lifted out of the boat it is the boatbuilder's responsibility to do so using reasonable methods for removal and re-installation. This means: within reasonable time using normal resources and methods available to the industry to limit costs and operational downtime. It is Volvo Penta policy to avoid installations that involve extra costs for boat owners during the lifetime of the boat.

P 1162600

Arrangement and Planning, Engine Room

47704162 10-2014 © AB VOLVO PENTA 19

General maintenance

Items that usually require maintenance accessibility:

•

Coolant

• Oil change and filling (engine, drive)

• Filter changes (oil, fuel, air and crankcase breather)

• Drivebelt change and adjustment/tensioning

• Removal of valve cover

• Changing impeller, seawater pump

• Water filter, cleaning

Repairs

Items that may require maintenance accessibility:

• Removal of injectors, cylinder head, radiator etc.

• Removal or exchange of electrical components

• Removal of flywheel and vibration damper

• Measurement at diagnostic points

Arrangement and Planning, Engine Room

20 47704162 10-2014 © AB VOLVO PENTA

Engine Room Ventilation

Engine performance

Diesel

engines require a surplus of air. Deviations from normal values first present themselves as more black smoke than usual. This may be especially noticeable at the planing threshold when the engine must deliver the highest possible torque.

If deviations from normal values are great, the diesel engine will lose power. The power loss may be so great that a planing boat is unable to overcome the planing threshold.

In order for the engine to function properly and provide full power, it is absolutely essential that both inlet and outlet air ducts are dimensioned and installed correctly.

Two principle conditions must be met:

A The engine must receive sufficient air (oxygen) for

fuel combustion.

B The engine compartment must be ventilated such

that the temperature can be kept at an acceptably low level.

Ventilation is also important to keep the temperature of engine electrical and fuel systems low, and to guarantee normal engine cooling.

Ventilation must also be suitably adapted if crew members will be present in the engine compartment.

NOTICE! Current national safety regulations and legislation must be followed. Each classification society has its own rules that must be followed as required.

Engine power at high altitudes above sea level

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

Operations at high altitudes involve a power loss owing to a drop in air density (and thereby oxygen levels) as altitude increases. This will result in the development of smoke and the turbocharger running at abnormally high rpm with increased wear.

However, power loss is not significant below approx. 500 m (1640 ft) above sea level. At altitudes in excess of 500 m (1640 ft) above sea level, power loss is around 0.1% per 100 m (328 ft).

Volvo Penta IPS 650, 800 and 950 engines are not suitable for operations above 1,500 m (5,000 ft).

Arrangement and Planning, Engine Room

47704162 10-2014 © AB VOLVO PENTA 21

Dimensioning of air intake and ducts

The following basic facts must be considered in calculations when planning an installation.

•

All combustion engines, regardless of manufacture or type, require a certain amount of oxygen (or air) for the combustion process. However, diesel engines work with a somewhat larger air surplus than gasoline engines.

•

Furthermore, all engines emit a certain amount of heat to the surroundings, i.e. engine compartment.

•

Heat radiation is smaller on modern, compact engines

than on older, less compact engines. Mod-

ern engines enjoy a great advantage in this.

Ducts and pipes for inlet and outlet air

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

It is relatively simple to design a system for providing the engine with a sufficient quantity of combustion air, but significantly more difficult to ventilate heat radiation away.

The engine draws in air efficiently and naturally takes it from whatever direction it can. If inlet and outlet ducts are too small, the engine will draw in air from both ducts and no ventilation air will be expelled through the outlet duct. This will create dangerously high temperatures in the engine compartment.

Most of the engine heat radiation must be carried away from the engine compartment. It is a mandatory requirement to keep engine compartment temperature below the maximum permissible limit.

Fans

Normally an extraction (suction) fan must be installed in the outlet duct to ventilate the engine compartment more efficiently and thus keep engine compartment temperature low.

Conversely, fans may never be installed in the inlet duct as this may lead to engine compartment overpressure, with the risk of gases or air leaking into other parts of the boat.

For diesel engines the fan may very well be thermostat controlled; it must start at an engine compartment temperature of around +60 °C (+140 °F), measured in the engine compartment.

NOTICE! Fan hose connections for diesel engines must be located as high in the engine compartment as possible to carry away hot air, while for gasoline engines as low as possible to carry away fumes.

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22 47704162 10-2014 © AB VOLVO PENTA

Engine temperature

is important that inlet temperature be kept as low as possible bearing in mind that engine performance figures apply at a test temperature of +25 °C (+77 °F).

Temperature ≤ 25 °C (77 °F) Full power > 25 °C (77 °F) Power loss approx. 1% per 10

°C

Inlet air temperature at the air filter may not be higher than 25

°C (77 °F) for full power to be achieved. During sea trials the temperature in the air filter must not be higher than 20 °C (68 °F) above the outside temperature.

Engine surface temperature is rather high at certain points. Certain individual engine components such as charge regulators and relays must therefore be installed on bulkheads or at other locations where the temperature is relatively low.

Maximum temperature at electrical component installation locations is 70 °C (158 °F). However, the starter motor and alternator have their given locations.

Engine compartment pressure

Volvo Penta recommends that negative pressure in the engine compartment not fall below 0.5 kPa (0.07 psi) at full speed. A slight negative pressure in the engine compartment is not harmful and it prevents gases from being forced out of the engine compartment into other boat spaces.

Arrangement and Planning, Engine Room

47704162 10-2014 © AB VOLVO PENTA 23

Engine air consumption

The engine consumes a certain amount of air during the

combustion process. This requires the inlet duct to

have a certain internal cross-sectional area.

This area can be calculated using the formula:

A = 1.9 × engine power

A = Area in cm

Engine power in kW

The value applies to inlets, without obstacles, that are up to 1 m (3.3 ft) with only one 90-degree bend. The bend radius must be at least twice the duct diameter.

If longer ducts or more bends are used, the area must be corrected by multiplying by the coefficient in the Coefficient of bends table.

Coefficient of bends

Duct length, m (ft.)

Number bends

1 (3.3) 2 (6.6) 3 (9.8) 4 (13.1) 5 (16.4)

1 1 1.04 1.09 1.13 1.20 2 1.39 1.41 1.43 1.45 1.49 3 – 1.70 1.72 1.74 1.78

Engine compartment ventilation

In addition to its air consumption, the engine radiates heat. Heat radiation must be carried away from the engine compartment in order to keep the temperature down to permissible values.

The same dimensions must be chosen for the outlet and

inlet channels in order to achieve low flow speeds

and low noise levels.

Ventilation inlet/outlet area is calculated according to the following formula:

Area (cm2) = 1.65 × engine power (kW)

These values must be corrected in accordance with the Coefficient of bends table in regard to bends and duct length.

Outdoor temperature is assumed to be +30 °C (86 °F). Correction factors according to the Correction factor table must be used where applicable.

Correction factor

Outside temperature °C (°F)

Correction factor

+20 (68) 0.7 +30 (86) 1.0 +40 (104) 1.4

Arrangement and Planning, Engine Room

24 47704162 10-2014 © AB VOLVO PENTA

Choice of fan

The fan must be dimensioned for airflow according to the following:

Outlet air (m3/min) = 0.07 × engine power (kW)

The

total pressure increase at the fan must be 10 mm

(0.39") water gauge (100 Pa).

These two values, flow and total pressure increase, are sufficient for selecting a fan. If the fan is installed directly on the bulkhead, i.e. without a connecting duct, the total pressure increase value may be reduced by 7 mm (0.28") water gauge (70 Pa). This means that a somewhat smaller fan may be used.

Arrangement and Planning, Engine Room

47704162 10-2014 © AB VOLVO PENTA 25

Calculation of air ducts

Example 1: IPS650, 375kW (510 hp)

Calculation of areas for one 375kW engine with an unlimited

airflow and an outside temperature of +30 °C

(+86°F).

Air consumption:

The following is obtained for each engine: Area for engine air consumption: 1.9 × 375 = 713

cm2 (110.5 sq.in)

No corrections according to the Coefficient of bends and Correction factor tables The area 713 cm² (110.5 sq.in) gives a duct diameter of 267 mm (10.5") for each engine (2√(area/π).

Multiply by the number of engines to calculate the area of the engine compartment inlet duct.

Ventilation:

Air intake: Area = 1.65 × 375 = 619 cm2 (95.4 sq.in). This gives a diameter of 304 mm (12.0") for a single engine.

Air outlet: Area = 1.65 × 375 = 619 cm2 (95.4 sq.in). This gives a diameter of 304 mm (12.0") for a single engine.

3 Extraction fan capacities: 0.07 × 375 = 26.2

m3/min (1091 ft3/min).

4 Multiply each sum by the number of engines to cal-

culate the area and fan capacity for a common engine compartment.

Arrangement and Planning, Engine Room

26 47704162 10-2014 © AB VOLVO PENTA

Calculation of air ducts

Example 2: IPS800, 459 kW (625 hp)

Calculation of areas for one 459 kW engine with an unlimited

airflow and an outside temperature of +30 °C

(+86°F).

Air consumption:

The following is obtained for each engine: Area for engine air consumption: 1.9 × 459 = 872

cm2 (135.5 sq.in)

No corrections according to the Coefficient of bends and Correction factor tables The area 874 cm² (135.5 sq.in) gives a duct diameter of 267 mm (10.5") for each engine (2√(area/π)).

Multiply by the number of engines to calculate the area of the engine compartment inlet duct.

Ventilation:

Air intake: Area = 1.65 × 459 = 757 cm2 (117.6 sq.in). This gives a diameter of 304 mm (12.0") for a single engine.

Air outlet: Area = 1.65 × 459 = 757 cm2 (117.6 sq.in). This gives a diameter of 304 mm (12.0") for a single engine.

3 Extraction fan capacities: 0.07 × 459 = 32.1

m3/min (1091 ft3/min).

4 Multiply each sum by the number of engines to cal-

culate the area and fan capacity for a common engine compartment.

Arrangement and Planning, Engine Room

47704162 10-2014 © AB VOLVO PENTA 27

Calculation of air ducts

Example 3: IPS950, 533 kW (725 hp)

Area

calculations for one engine with a 2 m (6.6 ft) long duct, 2 bends and an outside temperature of +20 °C (+68 °F).

Air consumption:

Area for engine air consumption: 1.9 × 533 = 1012.7 cm2 (156.9 sq.in)

Correction for duct length and bends = 1.41 from the Coefficient of bends table.

This gives 1012.7 × 1.41 = 1428 cm2 (221.3 sq.in). The area 1428 cm2 (213.9 sq.in) corresponds to a duct

diameter of 419 mm (16.5").

Multiply by the number of engines to calculate the area of the engine compartment inlet duct.

Ventilation:

1 Inlet, engine compartment: Area = 1.65 × 533 =

880 cm2 (136.4 sq.in). This corresponds to a duct diameter of 329 mm (13").

2 Outlet, engine compartment: Area = 1.65 × 533

= 880 cm2 (136.4 sq.in). This corresponds to a duct diameter of 329 mm (13").

3 Correction, inlet and outlet: Air temperature = 0.7

from the Correction factor table, plus a correction for duct length and bends = 1.41 from th Coefficient of bends table.

This gives 880 × 0.7 × 1.41 = 868.6 cm2 (134.6 sq.in). This corresponds to a duct diameter of 327 mm (12.9") for each inlet and outlet.

4 Extraction fan capacities: 0.07 × 533 (kW) = 36

m3/min (1271 ft3/min).

5 Multiply each sum by the number of engines to cal-

culate the area and fan capacity for a common engine compartment.

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28 47704162 10-2014 © AB VOLVO PENTA

Location of ventilators and air inlets

NOTICE! Air inlets and outlets may never be located

on the transom. Air in this area mixes with water and exhaust fumes, and must never be allowed into the boat.

Air inlet function

Air inlets and outlets must function well even in bad weather

and must therefore have efficient water traps.

For the most part noise insulation must be built in.

Air inlets and outlets must be located as far away from each other as possible so that an effective through flow is achieved.

If inlets and outlets are too close to each other air is able to recirculate, which will provide inadequate ventilation.

Location of air ducts

Ducts or pipes for engine air supply must be run to a place as close to the air filter as possible, but with a minimum distance of 20–30 cm (8–12") in order to definitely prevent water from entering the engine; refer to the adjacent figure.

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

All ducts and pipes must be run such that there is the least possible flow resistance. Bends may not be sharp, but must be moderately rounded. The minimum radius is double the diameter. Obstacles or constric- tions must always be avoided.

The ducts must be cut obliquely at the ends to provide best flow.

Always take any llocal regulations into consideration.

If it is not possible to arrange drainage, ventilation hoses must be bent upwards somewhat in order to form a gooseneck that prevents seawater forcing its way into the engine compartment. Remember to build the engine compartment as spaciously as possible to facilitate engine service.

P0004733

1 Engine air filter

Inlet duct, engine compartment

3 Outlet

4 Water trap

5 Extraction fan

P0004734

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Sound Absorption

The

drive assembly must be installed so that noise and vibrations are minimized. The noise that occurs is party airborne noise and partly structural noise (vibrations).

Structural noise

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

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

Airborne noise

This section concerns airborne noise from the engine compartment. The most important method of reducing airborne noise from the engine compartment is to seal it properly. Further noise reductions can be achieved by laying sound insulation material and by designing noise baffles in the air inlets.

The engine installation must be noise insulated to provide as low a noise level as possible. Build noise baffles into the engine compartment. There are different types of noise baffles to choose from. The illustration shows a type that also provides drainage.

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

The greatest possible care must be taken to screen the noise source as much as possible. Screen off the entire bulkhead down to the hull, but leave a little gap so that bilge water does not force its way into the insulation material.

Cracks and openings etc. must be carefully sealed with insulation material. In cases where the engine is installed beneath the deck, all bulkheads and decks must be insulated.

P0004735

Engine compartment noise baffles

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30 47704162 10-2014 © AB VOLVO PENTA

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

Examples of insulation material design are shown below. This type of insulation material is glued to the frame.

P0004739

Insulation material installed on wood (plywood):

1 Wood (plywood)

2 Flameproof absorbent layer

3 Flameproof, reflective and noise insulating foil

P0004740

Insulation material installed on GRP:

GRP

2 Iron/PVC, thickness 2.5 mm (0.1”)

3 Flameproof absorbent layer

4 Flameproof, reflective and noise insulating foil

NOTICE! The insulation materials look different depending

on the material the frame is made of - GRP

or wood.

P0006333

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47704162 10-2014 © AB VOLVO PENTA 31

When electrical cables are run through a bulkhead, it is advantageous to run them through a conduit or grommet that can be sealed properly. This also protects the cable against wear.

Fuel hoses that are run through bulkheads must be protected by grommets. The grommet seals and protects the hose against sharp edges that may cause leaks.

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

P0004741

Bulkhead bushings

P0006334

Fuel hose protected by a grommet

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Electrochemical Corrosion

General

NOTICE! Refer to the Service handbook Corrosion

measurement,

DPH/DPR & IPS for further information.

Corrosion theory

Corrosion in water is always electrochemical in nature. This means that a weak electric current occurs at the same time as chemical reactions takes place. Two chemical reactions are required to make a metal corrode, an oxidation reaction (metal dissolving) and a reduction reaction (generally oxygen consuming). Oxidation is referred to as an anode reaction and reduction is referred to as a cathodic reaction. In an oxidation reaction, electrons are freed which are transported in the metal to another point, where they are consumed in a cathodic reaction.

Electrons are thus transported in the metal from the anode to the cathode. This causes a weak DC current in the opposite direction. An electric circuit must be closed. This is achieved by the transport of ions in the water.

Anodic and cathodic reactions must always balance each other, which means that the electrons released at the anode must be consumed at the cathode. If the anodic and cathodic reactions occur evenly distributed across the entire surface, general corrosion occurs. The depth of attack then becomes basically equal across the entire surface. This commonly occurs on steel and bronze.

Fe Fe2+ +2 e-

O2 + H2O + 2 e 2 OH-

ANODE

CATHODE

P0011416

P0011417

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If the anodic and cathodic reactions occur at different points,

local corrosion occurs, i.e. deeper attack at certain points. The attacks on materials which can be passivated, such as stainless steel and aluminum are generally localized. There are different types of local corrosion. The most common types of attack on stainless steels and aluminum are pitting corrosion and crevice corrosion.

In addition to these local attacks, attack can be caused by galvanic corrosion or stray currents. In areas where rapid water flow occurs, damage cause by cavitation can also occur.

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

- General corrosion.

- Pitting.

- Crevice corrosion.

- Galvanic corrosion.

- Stray current corrosion.

- Cavitation.

A brief description of each type of corrosion is given below.

General corrosion

General corrosion is the most common type of corrosion. This results in even attack across all or large parts of the surface.

In seawater, mild steel and bronze are subject to general corrosion, but not stainless steel. In stationary seawater, the corrosion rate of mild steel is about 0.1 mm/year (0.3 mm/year at the waterline) unless the steel is protected by cathodic protection. Bronze is initially attacked at a rate of 0.05 mm/year, but after some time the corrosion rate falls to a low level, since the corrosion products (black, brown) have a protective effect. Green/blue corrosion products are a sign of higher corrosion rates and that the protective layer has not been developed.

Aluminum can be subject to a certain amount of general corrosion in rapidly flowing water, but not in stationary water.

p0011418

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Pitting corrosion

Pitting corrosion can occur on stainless steel and aluminum. The attack is caused by localized breakdown of the passive oxide film on the metal surface. In natural water, it is generally chloride ions that initiate the attack. The risk increases with rising water temperatures. There is a number of aluminum alloys with very good

resistance to corrosion by seawater. If these are connected together with more noble metals, they will be attacked due to galvanic corrosion, however.

Very high levels of chromium and molybdenum are required, above all, to make stainless steel fully resistant to the risk of pitting corrosion. If there is weak cathodic protection (sacrificial anodes), excellent protection against pitting corrosion can be obtained on simpler steels. Alloys of lower grades than 316 should be avoided, however.

Crevice corrosion

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

The cathodic process, which requires access to oxygen, is formed in the gap opening and the anodic process, metal dissolving, takes place inside the gap. Crevice corrosion can occur on most metals, but the risk is greatest on metals that can be passivated, such as aluminum and stainless steel.

Deposit corrosion is closely related to crevice corrosion. It takes place under deposits and marine fouling such as barnacles.

p0011419

p0011420

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Galvanic corrosion

Metals From To

Galvanic corrosion is probably the most common type of corrosion. It occurs when two metals of different nobility are in electric contact and are submerged

in the same body of water at the same time.

The least noble metal is corroded.

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

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

- Area relationship between the anode (less

noble metal) and the cathode (more noble metal). If the anode is small in relation to the cathode, the depth of attack will be greater than if the situation was reversed.

- Conductivity of the water. Seawater conducts

electricity better than fresh water, and corrosion takes place at a greater rate.

- Potential difference between the two metals. A

large potential difference increases the power behind the process.

- Lower corrosion rate can be obtained if the

more noble metal can be passivated. This means that stainless steel is more noble than copper, but the galvanic corrosion will be more severe on aluminum when connected to copper than when connected to stainless steel.

In seawater, total galvanic corrosion counted in grammes of metal, will be greater than in water which is not so salt. The greatest depth of corrosion on a metal can be equally large in brackish or fresh water. The better conductivity of seawater means that the attack will be distributed evenly across the entire surface. In fresh water, there will be more local attack close to the point of contact.

Graphite +0,19 +0.25V Stainless steel 18‑8, Mo,

in passive state *

±0,00 -0.10 V

Stainless steel 18‑8 in passive state *

‑0,05 -0.10 V

Nickel ‑0,10 -0.20 V Nickel-aluminum-bronze -0,13 -0.22 V Lead ‑0,19 -0.25 V Silicon bronze (Cu, Zn, Si,

Mn, Sn)

‑0,26 -0.29 V

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

‑0,27 -0.34 V

Aluminum brass (Cu, Zn, Al)

‑0,28 -0.36 V

Solder (Pb, Sn) ‑0,28 -0.37 V Copper ‑0,30 -0.57 V Tin ‑0,31 -0.33 V Red brass (Cu, Zn) ‑0,30 -0.40 V Yellow brass (Cu, Zn) ‑0,30 -0.40 V Aluminum bronze ‑0,31 -0.42 V Stainless steel 18‑8, Mo,

in active state **

‑0,43 -0.54 V

Stainless steel 18‑8 in active state **

‑0,46 -0.58 V

Cast iron ‑0,60 -0.71 V Steel ‑0,60 -0.71 V Aluminum alloy ‑0,76 -1.00 V Galvanized iron and steel ‑0,98 -1.03 V Zinc ‑0,98 -1.03 V Magnesium and magne-

sium alloy consumed

‑1,60 -1.63 V

* Metals are in a passive state when they have a thin, corrosion inhibiting coating. This coating is not present in the active state.

** Still water.

Arrangement and Planning, Electrochemical Corrosion

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cathode

anode

cathode

P0011421

1 Seawater

Fresh water

The following should be considered, to counteract galvanic corrosion:

Do not connect metals which are far away from

each other in the galvanic potential table.

- Insulate different metals from each other by using plastic or rubber (must not contain graphite).

- Paint the structure. The surface of both metals should be painted. If painting is restricted to only the less noble metal, heavy galvanic corrosion could occur on surfaces where there is paint damage. The reason for this is that the cathode/ anode relationship will be unfavorable.

- Install cathodic protection.

Stray current corrosion

As we learned in the corrosion theory chapter, corrosion occurs when a DC current flows into the water from a metal surface. Similar stray currents from the drive

can occur if there is a fault in the boat’s electrical

system, such as if couplings are exposed to dirt and moisture, components are incorrectly installed or damaged. Stray currents can come from shore current installations or adjacent boats. All metals, except a few noble metals, are corroded by stray currents. Corrosion rates can be very high.

The sacrificial anodes on the drive are not dimensioned to counteract any stray currents. If stray currents occur, the anodes will be consumed very quickly and the drive will be attacked.

Aluminum is particularly vulnerable to stray currents. If the current density on the surface is high, corrosion can also occur when there is a stray inwards current. AC currents can also cause damage. The AC corrosion rate for aluminum is 30% of the rate for DC. The corresponding rates for steel, copper and zinc are much lower, at 1 %. Please refer to the figure to the left.

1200

1000

800

600

400

200

AL DC

AL AC

CU DC

CU AC

FE DC

FE AC

cm3/Ampere

P0011422

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Corrosion protection

Drives are protected from corrosion by a number of measures.

Alloys which are resistant to salt water.

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

- High quality surface treatment.

- Cathodic protection.

- Carefully designed electrical system.

- Recommendations to minimize external interference.

Recommendations from Volvo Penta and anti fouling manufacturers must be followed. In addition, the material must be resistant to the alkali that is formed on cathodically protected surfaces.

Cathodic protection is arranged by supplying a weak DC current from an anode to the protected object. The current which leaks in counteracts the corrosion current. The higher the protection current, the lower is the rate of corrosion.

The current required for protection can be generated in two ways. These are either with sacrificial anodes or by applying a current. If sacrificial anodes are used, the current is generated by connecting the protected object with a less noble metal (anode). The difference in electric potential creates a protective galvanic current. It can be said that corrosion is transferred to the anode, which is why they are referred to as sacrificial anodes.

P0011424

P0011425

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38 47704162 10-2014 © AB VOLVO PENTA

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

The materials used in sacrificial anodes are zinc, aluminum,

magnesium and iron. Please note that special

alloys are used, to meet the following requirements:

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

- Even consumption.

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

- Low self-corrosion.

Only use original anodes. Never paint over the anodes.

Iron anodes can be used to protect stainless steel and bronze objects. Magnesium anodes can be used in fresh water where the current supplied by zinc anodes may not be enough in some cases. Please note that magnesium anodes give overprotection to aluminum in seawater. There is no risk of overprotection of aluminium if zinc or aluminum anodes are used for protection.

P0011426

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Definitions

Single-pole system

In a single-pole system the actual engine block is used

as the negative ground return for all components

on the engine block.

Two-pole system

In a two-pole system each electrical component on the engine has an insulated direct current ground return. The alternator, starter motor and all sensors/ senders are electrically insulated from the engine block and are supplied without a braided ground strap installed between the starter motor and engine block. The engine block is not connected to the battery negative terminal (-). All IPS engines are two pole.

Isolation transformer

A transformer with galvanically separated input and output windings.

The isolation transformer separates galvanic shore power from the boat and reduces the risk for galvanic corrosion and stray current corrosion as described in ABYC circuit diagram 8 and text E-11.7.2.2.1.4 thru

5. Corrosion damage caused by stray currents will not be compensated for under warranty.

Ground fault circuit interrupter (GFCI)

A health and safety protection device, the GFCI cuts the current to a circuit when current to ground exceeds a predetermined value.

Spark generation between live conductors and ground may occur at relatively low currents and will not trip circuit breakers. Moreover, very low currents may also constitute a danger for personnel. A GFCI must be installed on the other side of the isolation transformer as ground fault protection in the boat. GFCI tripping sensitivity and tripping times must meet local standards.

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

Protection against electrochemical corrosion

In order to avoid galvanic corrosion to underwater components

such as hull fittings, swim ladders etc., it is important that they be protected. Volvo Penta recommends connecting all components to a protection anode (normally made of zinc) installed on the transom. Trim tabs may have their own protection.

NOTICE! Normally, the system connecting individual components must not have any contact with the negative circuit in the boat electrical system.

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

IMPORTANT!

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

Volvo Penta IPS drive units are manufactured in a nickel aluminum bronze alloy and are protected against corrosion by two anodes. One is installed in the exhaust system (iron) and the other on the transom (aluminum). The drive unit has an underwa-

ter surface area that exceeds 1 m2 (10.8 ft2).

IMPORTANT!

The anodes must not be painted over.

IMPORTANT!

Do not connect Volvo Penta IPS units to each other.

IMPORTANT!

Do not connect the Volvo Penta IPS units to the engine or any other components on board.

IMPORTANT!

Do not connect any other equipment to the Volvo Penta IPS transom-mounted anode.

NOTICE! The above recommendations do not conflict with ABYC E-11, in particular paragraphs 11.18.1 and

11.17.2.3.

IMPORTANT!

In steel and aluminum installations it is important to ensure good insulation between the Volvo Penta IPS unit and the hull. Volvo Penta disclaims responsibility for any hull corrosion.

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Protection against electrostatic discharges and lightning strikes

For advice regarding the prevention of dangerous situations as a result of electrostatic discharges or lightning, refer to the applicable literature published by national and international standards organizations such as the International Electrotechnical Commis- sion and American Boat and Yacht Council.

Special publications IEC 60092-507:2000 Electrical

installation

in ships Part 507: Pleasure craft, and ABYC

Standards and guidelines H-33 and E-4 may provide

guidance.

Painting a Volvo Penta IPS drive unit

Volvo Penta recommends that drive units be painted in cases where the boat is used in waters where anode consumption is higher than acceptable. This will reduce anode consumption as the bronze surface exposed to water is reduced significantly by external painting. In order for the paint to adhere to the drive unit a suitable base coat is recommended before antifouling paint is applied. Painting drive units is also useful in areas with much marine fouling.

IMPORTANT!

Do not use copper-based paints on the drive unit.

IMPORTANT!

Do not paint the groove (A) between the drive unit and hull (does not apply to metal boats, where the inside of the IPS hole is painted with anti-foulding paint).

IMPORTANT! Do not paint the white plastic part (B).

P0006329

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Shore supply and alternator installation

Example of an installation with isolation transformer

For installation, refer to local regulations.

Single phase, 240 VAC system

1 2

111213

P0004769

1 Phase

Zero

3 Protective ground

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

5 Shore side

6 Boatside

7 Transformer shield

8 Alternator circuit breaker

9 Alternator (accessory)

10 To DC negative buss and ground plate, boat

11 Phase

12 Zero

13 Protective ground

14 240 VAC ground, female socket

15 240 V AC apparatus

16 Separate circuit breaker (typical)

17 GFCI

18 Changeover switch, land / alternator

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

20 Main switch, shore power, with overvoltage protection

21 Power supply (isolated electrically from boat)

22 Connector, shore power cable

23 Shore supply cable

24 Shore connection

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

P0004770

1 Phase

Zero

3 Phase

4 Protective ground

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

6 Shore side

7 Boatside

8 Transformer shield

9 Circuit breaker, alternator

10 Alternator (accessory)

11 To DC negative buss and ground plate, boat

12 Phase

13 Zero

14 Phase

15 Protective ground

16 240 VAC apparatus

17 120 VAC ground, female socket

18 120 VAC apparatus

19 Separate circuit breaker (typical)

20 GFCI

21 Changeover switch, land / alternator

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

23 Main switch, shore power, with overvoltage protection

24 Power supply (isolated electrically from boat)

25 Connector, shore power cable

26 Shore power cable

27 Shore connection

Arrangement and Planning, Electrochemical Corrosion

47704162 10-2014 © AB VOLVO PENTA 43

Recommendations

In regard to personal safety and equipment care, Volvo

Penta provides the following recommendations for the installation of AC shore power: Installations should be carried out according to figures above. Single phase, shows a single-phase installation for 240 VAC or 120 VAC. Two-phase, shows an installation with a 240 VAC input, 120/240 VAC output.

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

The safety-related components are important for the following reasons:

Isolation transformer

Refer to Arrangement and Planning page 40 for further information.

GFCI

Refer to Arrangement and Planning page 40 for further information.

Ground plate

A common ground plate below the waterline must be connected to the AC/DC electrical system in order to guarantee crew safety.

Shore power

When shore power (120/230 V) is connected, shore power

ground protection must not be connected to the engine or any other grounding point in the boat. Shore power ground protection must always be connected to the shore power connection box ground. Shore power ground protection in the boat must be galvanically separated.

WARNING!

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

Battery charging

Battery chargers directly connected to a shore connection must be of the type “Full Transformer” (galvanically separated windings) in order to reduce the risk

for galvanic corrosion and stray current corrosion.

Arrangement and Planning, Electrochemical Corrosion

44 47704162 10-2014 © AB VOLVO PENTA

Prevention of stray current during installation

Correct installation reduces the risk of stray current throughout boat service life.

•

All DC circuits must have an insulated ground return.

•

All

joints in the system such as connectors, connector rails etc., must be installed such that they are not exposed to moisture or bilge water. The same applies to switches and fuse holders etc.

•

Cables must be run as high as possible above bilge water level. If a cable must be run such that it is exposed to water, it must be run in a watertight sheath, and the connectors must also be watertight.

•

Cables that may be exposed to wear must be installed in self-draining conduits, sheaths, cable channels or similar.

•

For information regarding the installation of batteries and main switches, refer to the

Installation page 121 and Alternator connnections page 130 chapters.

•

Engines and drivetrains may not be used as ground connections for radio, navigation or other equipment where separate ground cables are used.

•

All separate ground cables (ground cables for radio, navigation equipment, echo sounders etc.) must be connected to a common grounding point, e.g. a cable that in normal circumstances does not function as a ground return for the equipment.

•

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

•

Converters such as battery chargers connected to shore power, must have ground protection connected on the input side (120/230 V), but the negative connection on the output side (12/24 V) must not be connected to ground protection without being galvanically separated.

WARNING!

Work

on the low voltage circuits in the boats should be done by a person with electrical training or knowledge. Installation or work on land current equipment must only be done by a competent electrician, in accordance with local regulations for mains electricity.

Arrangement and Planning, Electrochemical Corrosion

47704162 10-2014 © AB VOLVO PENTA 45

Checking Protective Anodes

Volvo

Penta IPS drive units are protected against galvanic corrosion by two anodes. One is installed in the exhaust system (iron) and the other on the transom (aluminum).

IMPORTANT!

Make sure the anode has good metallic contact with the drive unit. Never paint the protection anodes.

IMPORTANT!

Do not connect Volvo Penta IPS units to each other. Not valid for ACP, see more about ACP.

IMPORTANT!

Do not connect the Volvo Penta IPS units to the engine or any other components on board.

IMPORTANT!

Do not connect any other equipment to the Volvo Penta IPS transom-mounted anode.

IMPORTANT!

The anode must be insulated from the hull if the latter is made of conductive material such as aluminum or steel.

Propellers

The propellers are made of the same material as the drive units and are electrically connected to them.

Paint the IPS propellers

Volvo Penta recommends the propellers to be painted. This will reduce anode consumption as the bronze surface exposed to water is reduced significantly by external painting. In order for the paint to adhere to the propellers a suitable base coat is recommended before antifouling paint is applied. Any high-speed marine antifouling should be chosen, Prop-Speed recommended.

P0006328

Arrangement and Planning, Electrochemical Corrosion

46 47704162 10-2014 © AB VOLVO PENTA

ACP

Volvo Penta ACP (Active Corrosion Protection) protects

against galvanic corrosion by controlling an elec-

tric current that is monitored by the EVC.

It is preferable to connect the boat to shore supply, if such is available. If shore power is unavailable, ACP utilizes the batteries, as it is connected to the boat's 12 V/24 V system. If the batteries begin to discharge, the ACP switches from primary to secondary protection. The IPS is then protected by the consumption of a sacrificial zinc anode installed in the ACP unit on the transom.

When the primary protection is in use, a small quantity of chlorine gas is produced by the ACP; if desired it can be switched off temporarily. The ACP then switches over to secondary protection. The ACP reverts automatically to normal mode after 4 hours; earlier reversion can be arranged in the settings menu (see below) or when ignition is switched on.

Boats equipped with ACP have a zinc anode integrated into the ACP unit; see illustration.

When ACP is used, the regular anode protection must not be installed on the transom.

NOTICE! The anode (iron) in the exhaust pipe must remain.

P0008993

Arrangement and Planning, Electrochemical Corrosion

47704162 10-2014 © AB VOLVO PENTA 47

Checking electrochemical corrosion

Tools:

88890074 Multimeter 21504294 Reference electrode

Measuring galvanic current and stray current in water

Volvo Penta has developed a method for measuring galvanic

current and stray current in water using a ref-

erence electrode.

21504294 Reference electrode (Ag/AgCl)

(1)

is connected to 88890074 Multimeter. The multimeter is used to measure the difference in potential.

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

Depending on the method used, the results provide an average voltage for the whole measured object, e.g. a shaft, or the voltage an individual component produces.

Examples of such measuring points are rudders and water inlets etc.

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

The process measures the difference in potential between the measured object and the reference electrode. The reference electrode has a known constant electrode potential. Thus the measured difference in potential is always related to a special reference electrode and the same electrolyte, i.e. the same water and water temperature. Water flow must always be the same if the results from different measurements are to be compared.

21504294 Reference electrode

p0005125

88890074 Multimeter

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

Arrangement and Planning, Electrochemical Corrosion

48 47704162 10-2014 © AB VOLVO PENTA

Measurement theory

The protection anode works by emitting an electrical current – protective current – in order to counteract corrosion current. When the protective current increases

and corrosion current is reduced, the potential of the protected object is also reduced. When a given potential is reached, the corrosion current disappears and the object has complete cathodic protection.

Thus a given electrode potential for the metal serves as a guide to when cathodic protection is active and whether it is sufficient. The reference electrode is able to measure whether the protective potential is provided for.

Checking galvanic currents, reference electrode, Volvo Penta IPS

Connect 21504294 Reference electrode to 88890074 Multimeter.

Connect the multimeter to a suitable screw in contact with the drive unit. Set the multimeter for DC current measurement.

Carefully remove the protective sleeve from the reference electrode. The protective sleeve is filled with a saturated salt solution (NaCl). Clean the tip with a clean paper napkin or similar before replacing after measuring.

Dip the electrode in the water near the drive unit. The result is an average value for the drive unit. The result must be lower than -450 mV in seawater/brackish water and -150 mV in freshwater.

If the result exceeds this (i.e. the value is closer to zero than -350 mV and -50 mV respectively), the drive units do not have sufficiently good cathodic protection. Disconnect the connection between the aluminum anode and the drive unit.

If the potential only changes slightly, the aluminum anode is either consumed, or has poor contact. Install a new anode. The iron anode in the exhaust system is not as critical. Check it the next time the boat is taken out of the water. If the potential is has changed a more accurate analysis should be carried out.

Repeat the measurement for the other drive unit.

Arrangement and Planning, Electrochemical Corrosion

47704162 10-2014 © AB VOLVO PENTA 49

Measuring drive unit insulation

First

check that no connections have been made to the drive unit, i.e. that the drive unit has not been connected to the boat's protective system. If this is the case, the connections must be removed. Connect measuring wires to unpainted parts that are in good contact with the drive unit and engine block. Set the multimeter for DC current measurement. Note the value.

Then connect a 9 V battery between the drive unit and the engine block. Remove the battery after around 10 seconds. Read off the multimeter value. If the value is high, >0.2 V, and then falls away quickly, the insulation between the drive unit and engine block is sufficient.

Repeat the measurement for the other drive unit.

Arrangement and Planning, Electrochemical Corrosion

50 47704162 10-2014 © AB VOLVO PENTA

Installation

Volvo Penta IPS

Fiberglass Hull Constructions

General

About Volvo Penta's demands for hull construction

Normal

scantling rules (e.g., ISO 12215) focus on variables such as propeller thrust, steering forces, mass of machinery, etc.

The Volvo Penta IPS hull requirements focus on ensuring an adequate structure to keep the hull intact in a hard grounding where the drives are designed to shear off under certain conditions. Extensive full scale testing and calculations conducted by Volvo Penta show that forces generated in an underwater collision or grounding are more than 10 times higher than protection afforded by following traditional scantling rules.

IMPORTANT!

The Volvo Penta IPS is designed to function as an integrated part of the hull and laminate structure. The strength of the entire system is dependant on the integrated strength of the IPS and the hull and laminate structure. The strength of the hull structure is dependant upon a number of factors including shape, fiberglass quality and strength, type and quality of resin, lamination conditions, laminator skill, etc. The ultimate responsibility to ensure that all Volvo Penta IPS hull are produced consistently with these requirements rests exclusively with the boat builder.

Installation, Volvo Penta IPS

47704162 10-2014 © AB VOLVO PENTA 51

Lamination

Types of fiber glass

Fiber

glass is available in many variations, orientations and weights. There are also many types of resins available. The key to a well-functioning matrix is to choose resin and fiberglass that are suited to one another.

Abbreviations

E L T LT BX A

E-glass Longitudinal (0°) Transverse (90°) 0°/90° biaxial +45°/-45° biaxial or double diagonal Chopped strand mat

Avoiding secondary bonding in the lamination

Secondary bonding occurs when a new layer of fiberglass is added to a fiber glass layer that has already cured. This secondary bonding becomes a weak link in the hull. The new layer will not bond adequately if the cured layer is not first sanded and washed clean from contaminants.

Examples of when secondary bonding may occur

The first half of the total number of layers is laid on a Friday and left to cure over the weekend. There is a heat

wave over the weekend with higher temperatures.

Work continues on Monday with the remaining layers added to those that have almost fully cured. If the existing layer is not sanded and washed clean from contaminants, secondary bonding will occur.

Core material

IMPORTANT!

The core material must have a density of 60 kg/m3 (3.8 lb/ft3) (aka 60H) or more.

IMPORTANT!

The use of hull core materials in general use does not deviate from instructions regarding Volvo Penta IPS reinforcements.

P0009095

E-LTM

P0009094

E-BXM

Installation, Volvo Penta IPS

52 47704162 10-2014 © AB VOLVO PENTA

Premolded Hull Inserts and Hull Mold Plugs

Hull

mold plugs (1) are recommended. Hull penetration inserts (2) for finished molded hulls may be necessary in some cases for technical production reasons. When using hull molding plugs, refer to the Placement and

Mounting of Hull Plug, Twin Installation page 63

chapter. When using hull molding inserts, refer to the

Placement and Mounting of Hull Inserts page 53

chapter.

All necessary drawings regarding the location, calculation and design of inserts, reinforcements and engine beds are supplied by Volvo Penta.

Use the installation posters included in the engine delivery for dimensioning requirements. Other drawings are available electronically from Volvo Penta. For further design guidelines, refer to ISO12215 Hull con- struction and scantlings.

Placement and Mounting of Hull Inserts

Ready-molded hull inserts are used for prototype hulls, one-off manufacture or engine change to IPS. These inserts are not recommended for series production.

P0011945

Installation, Volvo Penta IPS

47704162 10-2014 © AB VOLVO PENTA 53

1 Begin by marking up the hull line (A) as a clear

reference line.

Engine positions

Engines

and drive units must be parallel, regardless of

drive shaft length.

NOTICE! The engine axis must be straight in order to minimize vibrations. Deviations may not exceed ±4°.

2 Mark out a straight line parallel to the keel at dis-

tance (A) , which is governed by hull bottom angle (α).

After installation, the distance between the upper gear case center must be at least 1200 mm (47.2").

a distance of 1400 mm (55.1"), the following applies:

Distance (A) measured from the keel to the insert

centerline at varying bottom angles.

P0004600

Installation, Volvo Penta IPS

54 47704162 10-2014 © AB VOLVO PENTA

Bottom angle Distance

(α) (A) mm (in.)

5° 6° 7° 8° 9° 10° 11° 12° 13° 14° 15° 16° 17° 18° 19° 20° 21° 22° 23° 24°

739 (29.1) 747 (29.4) 756 (29.8) 765 (30.1) 774 (30.5) 784 (30.9) 794 (31.3) 804 (31.6) 814 (32.1) 825 (32.5) 836 (32.9) 847 (33.4) 859 (33.8) 871 (34.3) 883 (34.8) 896 (35.3) 909 (35.8) 923 (36.3) 937 (36.9) 951 (37.4)

The exhaust elbow must have at least 50 mm (2") clearance (A) from the transom.

3 Mark

out a point on the line at a distance from the transom that leaves sufficient space for the exhaust elbow and drill a 6 mm (1/4") guide hole

(D).

NOTICE! Consider the location of reinforcements,

bulkheads etc. It may be necessary to increase the distance to the transom to provide clearance for the exhaust elbow.

P0010870

P0012201

A Min 50 mm

(2")

B 750 mm (30")

C 415 mm (16")

D Hole

Installation, Volvo Penta IPS

47704162 10-2014 © AB VOLVO PENTA 55

4 Drill an additional 6 mm (1/4") hole, 675 mm

(26.6")

further forward on the line running parallel

to the keel.

5 The pre-molded insert will fit in a cutout with a

diameter of: 1300 mm (51.2"). Attach a cord or similar of length 650 mm (25.6") to the aft hole. Attach a pen to the other end and mark out a circle.

6 Mirror the entire procedure on the opposite side

of the hull.

7 Cut out the hull insert hole around the marked

circle.

P0015311

Installation, Volvo Penta IPS

56 47704162 10-2014 © AB VOLVO PENTA

8 Install

temporary support beams from the outside

of the hull.

9 Place the inserts in the cut-outs. Align them so

that the guide hole in the insert coincides with the guide hole in the hull and the marking line. Temporarily install the insert in the hull.

NOTICE! Check that the inserts are correctly aligned with the hull.

P0002348

p0011413

1 Transom

Guide hole in insert

3 Insert

4 Guide hole in hull

5 Guide hole in insert

6 Inside of hull

7 Marking line

Installation, Volvo Penta IPS

47704162 10-2014 © AB VOLVO PENTA 57

Lamination of Hull Inserts

Lamination layers

Layer no. Mats Total density

g/m2(oz/yd2)

Lamination thickness mm (in.)

1 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 2 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 3 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 4 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 5 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 6 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 7 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 8 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 9 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 10 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 11 E-BXM (+45°/-45°) 1075 (31.7) 1,4 (0.055) 12 E-BXM (+45°/-45°) 1075 (31.7) 1,4 (0.055) 13 E-BXM (+45°/-45°) 1075 (31.7) 1,4 (0.055) 14 E-BXM (+45°/-45°) 1075 (31.7) 1,4 (0.055) 15 E-BXM (+45°/-45°) 1075 (31.7) 1,4 (0.055) 16 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 17 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 18 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 19 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 20 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 21 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 22 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 23 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 24 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 25 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035)

Final lamination requirements:

≥ 25 ≥ 26 875 (792.8) ≥ 25 (1)

Installation, Volvo Penta IPS

58 47704162 10-2014 © AB VOLVO PENTA

IMPORTANT!

ensure good mat contour fit, mat density of the first

layers must not exceed 1075 g/m2 (31.7 oz/yd2). Alternative directed fiber mats (not CSM) of density less

than 1500 g/m2(44.3 oz/yd2) may be used in the other layers as long as minimum requirements for number of layers, total density and total mat thickness are met.

IMPORTANT!

Secondary bondings must be avoided for the lamination, see General page 51.

Grinding

Grind a wedge in the hull so that the hull thickness drops off to the insert. Slope, approx: 1:12. Make the lamination fill up the recession, following the steps below.

The bonding surfaces of the pre-molded ring must be lightly grinded (even if it is already grinded when supplied from Volvo Penta) and cleaned from surface contaminates before it is used.

Mat contour fit

Mats must strictly fit the contour of insert. Extend mats up to top of insert.

First layer

Place mats around the inserts, that are extended (A) 100 mm (4”) from insert transition onto the hull. A mat

overlap of minimum 50 mm (2”) on the insert must be applied.

NOTICE! Transom thickness requirement, same as bottom, applies 600 mm (24”) from bottom and up. It can therefore be useful to extend aft insert mats.

P0011587

1 Hull insert

Hull

P0011588

P0012185

Installation, Volvo Penta IPS

47704162 10-2014 © AB VOLVO PENTA 59

Layer no. 2–25

Rotate every new layer to avoid thicker areas. Each layer

must be extended (C) minimum 50 mm (2”) from

the previous layer.

Outside hull lamination

Grind a wedge from outside in hull. Laminate the transition and grind to a smooth area.

P0012013

P0011594

Installation, Volvo Penta IPS

60 47704162 10-2014 © AB VOLVO PENTA

Placement of Reinforcement Rings Around Hull Inserts

Material

Core material must be off a material with density

≥60

kg/m3 (3.8 lb/ft3) or similar.

Dimensions

A Approx. 120 mm (4.7”) B Approx. 100 mm (4.0”) C 4 x 12 mm (0.5”) radius

Placement

Place the ring and adjust it to fit the hull conditions.

NOTICE! The ring core can be made of several segments.

Adjust core dimensions to meet final requirements. A 137 mm (5.7”) B 157 mm (6.2”)

P0011573

P0011595

P0012187

1 Inner lamination, see Lamination of Hull Inserts page

58.

2 Ring core

3 Outer lamination, see Lamination of Reinforcement

Beams page 76

Installation, Volvo Penta IPS

47704162 10-2014 © AB VOLVO PENTA 61

Fill transitions between the ring and hull/insert with putty.

Use putty with high fiberglass content. The filling

radius should be at least 12 mm (0.5”).

Continue from Lamination of Reinforcement Beams page 76.

P0012213

Installation, Volvo Penta IPS

62 47704162 10-2014 © AB VOLVO PENTA

Placement and Mounting of Hull Plug, Twin Installation

NOTICE! The illustration shows a hull mold.

Mark out a straight line parallel to the keel at distance (A) , which is governed by hull bottom angle (α).

After installation, the distance between the upper gear case center must be at least 1200 mm (47.2").

a distance of 1400 mm (55.1"), the following applies:

Distance (A) measured from the keel to the plug centerline at varying bottom angles.

Bottom angle Distance

(β) (A) mm (in.)

5° 6° 7° 8° 9° 10° 11° 12° 13° 14° 15° 16° 17° 18° 19° 20° 21° 22° 23° 24°

p0006134

Installation, Volvo Penta IPS

47704162 10-2014 © AB VOLVO PENTA 63

Mark out a straight line parallel to the transom at a distance

of (C), which depends on the transom angle (α).

The exhaust elbow must have at least 50 mm (2") clearance (A) from the transom. At a height of 415

mm (16") (C) the distance to the transom must be at least 800 mm (31.5").

NOTICE! Consider the location of reinforcements,

bulkheads etc. It may be necessary to increase the distance to the transom to provide clearance for the exhaust elbow.

Drill holes along the lines

Use the template from tool 3594503 Drill jig to drill four

6 mm (0.24") pilot holes on the intersecting lines.

P0006136

P0006126

A Min 50 mm (2")

B 750 mm (30")

C 415 mm (16")

D Marking

P0010559

Installation, Volvo Penta IPS

64 47704162 10-2014 © AB VOLVO PENTA

Mirror the procedure

Mirror the procedure for the port side of the hull form.

Install hull plugs

Place the plugs over the holes. Enlarge the template hole

by breaking away the inner plastic parts. Place the template on the plug and drill 20 mm (0.79") holes. Attach the plugs with four screws.

P0010561

P0010560

P0010565

Installation, Volvo Penta IPS

47704162 10-2014 © AB VOLVO PENTA 65

Placement and Mounting of Hull Plug, Triple Installation

NOTICE! The illustration shows a hull mold.

Mark

out a straight line parallel to the keel at a distance (A), which is governed by hull bottom angle (α=bottom angle)

After installation, the distance between the upper gear case center must be at least 1200 mm (47.2") and max 1900 mm (74.8").

At a distance of 1400 mm (55.1"), the following applies:

Distance (A) from the keel to the plug centerline at varying bottom angles

Bottom angle Distance

(β) (A) mm (in.)

5° 6° 7° 8° 9° 10° 11° 12° 13° 14° 15° 16° 17° 18° 19° 20° 21° 22° 23° 24°

1442 (56.8) 1451 (57.1) 1461 (57.5) 1472 (58.0) 1483 (58.4) 1495 (58.8) 1507 (59.3) 1519 (59.8) 1533 (60.3) 1546 (60.9) 1561 (61.4) 1575 (62.0) 1591 (62.6) 1607 (63.3) 1624 (63.9) 1641 (64.6) 1659 (65.3) 1678 (66.0) 1697 (66.8) 1717 (67.6)

p0006134

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66 47704162 10-2014 © AB VOLVO PENTA

Mark out a straight line parallel to the transom at a distance

of (C), which depends on the transom angle (α). The distance (C) the distance to the transom must be at least 800 mm (31.5").

P0006126

A Min 50 mm (2") B

750 mm (30") C 415 mm (16") D Marking

The exhaust elbow must have at least 50 mm (2") clearance (A) from the transom. At a height of 415

mm (16").

NOTICE!

Consider the location of reinforcements, bulkheads etc. It may be necessary to increase the distance to the transom to provide clearance for the exhaust elbow.

Drill holes along the lines

Use

the template from tool 3594503 Drill jig to drill four

6 mm (0.24") pilot holes on the intersecting lines.

Mirror the procedure on the port side of the hull.

P0006136

P0010559

Installation, Volvo Penta IPS

Build and locate a tunnel plug in the hull.

Mark out the plug center line and drill holes.

Build a hull tunnel plug according to the installation drawings. Mark out a centerline for the plug. Use the template again to drill four holes in the tunnel plug.

Install hull plugs

Place the plugs over the holes. Enlarge the template hole

by breaking away the inner plastic parts. Place the template on the plug and drill 20 mm (0.79") holes. Attach the plugs with four screws.

P0010563

P0010562

P0010565

Installation, Volvo Penta IPS

Placement and Mounting of Hull Plug, Quad Installation

NOTICE! The illustration shows a hull mold.

Mark out a straight line parallel to the keel at the distances (A

and B) which are governed by hull bottom

angle.

After installation, the distance between the upper gear case center must be at least 1200 mm (47.2") and max 1900 mm (74.8").

At a distance of 1400 mm (55.1"), the following applies:

Distances (A and B) measured from the keel to the plug centerline at varying bottom angles.

Bottom angle Distance Distance

(β) (A) mm (in.) (B) mm (in.)

5° 6° 7° 8° 9° 10° 11° 12° 13° 14° 15° 16° 17° 18° 19° 20° 21° 22° 23° 24°

2144 (84.4) 2155 (84.8) 2167 (85.3) 2179 (85.8) 2192 (86.3) 2206 (86.8) 2220 (87.4) 2235 (88.0) 2251 (88.6) 2268 (89.3) 2285 (90.0) 2304 (90.7) 2323 (91.5) 2343 (92.2) 2364 (93.1) 2386 (93.9) 2409 (94.8) 2433 (95.8) 2458 (96.8) 2484 (97.8)

P0006145

Installation, Volvo Penta IPS

Mark out a straight line parallel to the transom at a distance

of (C), which depends on the transom angle (α).

The distance (C) to the transom must be at least 800

mm (31.5").

P0006126

A Min 50 mm (2") B

750 mm (30") C 415 mm (16") D Marking

The exhaust elbow must have at least 50 mm (2") clearance (A) from the transom. At a height of 415

mm (16").

NOTICE!

Consider the location of reinforcements, bulkheads etc. It may be necessary to increase the distance to the transom to provide clearance for the exhaust elbow.

Drill holes along the lines

Use

the template from tool 3594503 Drill jig to drill four

6 mm (0.24") pilot holes on the intersecting lines.

P0006136

P0010559

Installation, Volvo Penta IPS

Mirror the procedure for the port side of the hull form.

Install hull plugs

Place the plugs over the holes. Enlarge the template hole

by breaking away the inner plastic parts. Place the template on the plug and drill 20 mm (0.79") holes. Attach the plugs with four screws.

P0011230

P0010564

P0010565

Installation, Volvo Penta IPS

Lamination of Hull Mold Plugs

Lamination Layers

Layer no. Mats Total density

g/m2(oz/yd2)

Lamination thickness mm (in.)

10.1

(1)

E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035)

11 E-BXM (+45°/-45°) 1075 (31.7) 1,4 (0.055) 12 E-BXM (+45°/-45°) 1075 (31.7) 1,4 (0.055) 13 E-BXM (+45°/-45°) 1075 (31.7) 1,4 (0.055) 14 E-BXM (+45°/-45°) 1075 (31.7) 1,4 (0.055) 15 E-BXM (+45°/-45°) 1075 (31.7) 1,4 (0.055)

15.1

(1)

E-BXM (+45°/-45°) 1075 (31.7) 1,4 (0.055)

15.2

(1)

E-BXM (+45°/-45°) 1075 (31.7) 1,4 (0.055)

16 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 17 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 18 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 19 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 20 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 21 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 22 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 23 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 24 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035) 25 E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035)

25.1

(1)

E-LTM (0°/90°) 1075 (31.7) 0,9 (0.035)

Final lamination requirements:

≥ 25 ≥ 26 875 (792.8) ≥ 25 (1)

≥ 29

(1)

≥ 31 175 (919.7) ≥ 30 (1.2)

1) Quadruple installations only

Installation, Volvo Penta IPS

IMPORTANT!

ensure good mat contour fit, mat density of the first

layers must not exceed 1075 g/m2 (31.7 oz/yd2). Alternative directed fiber mats (not CSM) of density less

than 1500 g/m2(44.3 oz/yd2) may be used in the other layers as long as minimum requirements for number of layers, total density and total mat thickness are met.

IMPORTANT!

Secondary bondings must be avoided for the lamination, see General page 51.

Plug contour fit

Mats must strictly follow the mold plug contour. Extend mats higher than marking on plug.

NOTICE! Transom thickness requirement, same as bottom, applies 600 mm (24”) from bottom and up, refer to drawings and Zones of Requirement page 80.

First layer

Place mats around the inserts, that are extended (A) 100 mm (4”) out from mold plug. A mat overlap of min- imum 50 mm (2”) on the plug must be applied.

P0012012

Installation, Volvo Penta IPS

Layer no. 2–25

Rotate every new layer to avoid thicker areas. Each layer

must be extended (C) minimum 50 mm (2”) from

the previous layer.

Placement of Reinforcement Rings Around Hull Plugs

Material

Core material must be off a material with density ≥60 kg/m3 (3.8 lb/ft3) or similar.

Dimensions

A Approx. 120 mm (4.7”) B Approx. 100 mm (4.0”) C 4 x 12 mm (0.5”) radius

Placement

Before the ring is placed, fill the V-groove in the hull mold plug with putty. Use a putty mix with high fiberglass content.

IMPORTANT!

Putty must not be used in the V-groove before previous lamination steps are completed.

P0012013

P0011573

Installation, Volvo Penta IPS

Place the ring and adjust it to fit the hull conditions.

NOTICE! The ring core can be made of several segments.

Adjust core dimensions to meet final requirements.

Fill transitions between the ring and hull/insert with putty.

Use putty with high glass fiber content. The filling

radius should be at least 12 mm (0.5”). A 137 mm (5.4”) B 157 mm (6.2”)

P0011744

P0011574

1 Inner

lamination, see Lamination of Hull Mold Plugs page 72.

2 Ring core

3 Outer lamination, see Lamination of Reinforcement

Beams page 76

P0011745

Installation, Volvo Penta IPS

Lamination of Reinforcement Beams

Lamination layers

Layer # Mat Total density

g/m2(oz/yd2)

Thickness, hand lamination mm (in.)

1 E-BXM (+45°/-45°) or E-LTM

(0°/90°), or both alternately

Max 1075 (31.7) -

Requirements for completed lamination

≥ 12 ≥ 12,900 (380.6) ≥ 12.0 (0.5)

IMPORTANT!

Mats with alternative fiber directions that have a density lower than 1075 g/m2 (44.3 oz/yd2) may be used

as long as the minimum requirements for the number of layers, total density and total thickness are fulfilled.

IMPORTANT!

Secondary bonding must be avoided during lamination; refer to General page

51.

Fitting against reinforcement ring.

The mats must follow the reinforcement ring contours strictly and reach up beyond the line marked in the figure.

Layer # 1

Lay a layer of mats that extend (A) at least 100 mm (4") out from the ring. Allow each mat to overlap the adjacent mat by at least 50 mm (2").

P0012194

P0012015

Installation, Volvo Penta IPS

Layers 2-12

Stagger each new layer so that the mats overlap the joins in the layer below. Allow the new layer to extend beyond (B)

the layer below by at least 50 mm (2") out

from the ring.

NOTICE! Allow the mats to reach up onto the stern if this is possible.

P0012016

Installation, Volvo Penta IPS

Placement of Reinforcement Beams

NOTICE! For

engine bed construction, refer to Engine

Foundation page 84.

Materials

The core material has a hardness of at least 60 kg/m3 (3.8 lb/ft3) (aka 60H).

Location

Thwartships reinforcement beams against the stern must be 120 mm (4.7") wide. Adapt the height of the beams such that no edge occurs at the joint with the reinforcement ring.

P0012017

Allow the center stern beam run along the ring center line. The beams must slope up 45° to the stern.

120 mm (4.7")

B 45°

P0012023

IMPORTANT!

The beams must be sufficiently long to make contact with both rings and the inside of the hull.

Spackle the joins around the beams to facilitate lamination. Use a spackle mixture with a high fiber glass content.

P0012210

P0011713

Installation, Volvo Penta IPS

Laminating the reinforcement beams

Lamination Layers

Layer no. Mats Total density

g/m2(oz/yd2)

Lamination thickness mm (in.)

1 E-BXM (+45°/-45°) or E-LTM

(0°/90°), or both alternated

Max. 1075 (31.7) -

Final lamination requirements:

≥ 12 ≥ 12 900 (380.6) ≥ 12,0 (0.5)

IMPORTANT!

Alternative directed fiber mats (not CSM) of density less

than 1075 g/m2 (37.1 oz/yd2) may be used as long as minimum requirements for number of layers, total density and total mat thickness are met.

IMPORTANT!

Secondary bondings must be avoided for the lamination, see General page 51.

First layer

Cover the beams with a mat that is extended 100 mm (4”) out from the sides and 50 mm (2”) up from the

ends of beams.

Layers no. 2–12

Place

eleven further layers, each overlapping the previ-

ous with 50 mm (2”) in all directions.

IMPORTANT!

Drainage holes in any reinforcement beam must not have a diameter larger than 25 mm (1”).

P0011714

Installation, Volvo Penta IPS

Zones of Requirement

Zon A

Within zone A, both Volvo Penta requirements found in Lamination

of Hull Inserts page 58 and Lamination

of Hull Mold Plugs page 72 respectively, and general

scantling rules applies. Minimum required hull bottom thickness within this zone is given by the thickest requirement of these.

a 1250 mm (49.2”) b 950 mm (37.4”) c 950 mm (37.4”)

Zon B

Zone B refers to the lamination of the reinforcement rings and the reinforcement beams. See requirements in Lamination of Reinforcement

Beams page 76 and Laminating the reinforcement beams page 79.

P0011849

Installation, Volvo Penta IPS

Aluminium Hull Constructions

Aluminum hull structures for IPS

Drawings and directions on how to fasten the aluminum ring to the hull are included in the installation kit. Contact

the Volvo Penta sales organization for further

documentation and digital information.

Installation, Volvo Penta IPS

Engine Foundation

Maximum Water Level

From Centerline

P0011371

Determine and check the water level in the design study

Distance between the crankshaft center-line and engine top cover (E): 675 mm (26.6"). The distances below may not be exceeded regardless of load conditions.

Distance

to the water level from the crank-

shaft center-line (CL)

A (no riser)

Max. 283 mm (11.1")

(1)

B (riser)

Max. 461 mm (18.2")

(2)

1) A riser is required if the dimension is exceeded.

If this dimension is exceeded a special riser must be made.

NOTICE! The riser provides a 115 mm (4.5”) height increase at the recommended 45° installation angle.

Installation, Volvo Penta IPS

Below Engine Top Cover

P0011372

Water level below engine top cover

A (no riser)

Min. 392 mm (15.4")

(1)

(riser)

Min. 214 mm (8.4")

(2)

1) A riser is required if the dimension is not reache.

2) If this dimension is not reached a special riser must be made.

NOTICE!

The riser provides a 115 mm (4.5”) height

increase at the recommended 45° installation angle.

Checking water level after launch

Distance between the crankshaft center-line and engine top cover (E): 675 mm (26.6").

NOTICE! Risk of water entry. Have a transparent hose ready.

1 Disconnect the water hose at the water inlet. 2 Attach the transparent hose to the connection. 3 Measure from the engine cover down to the water-

line.

Installation, Volvo Penta IPS

Engine Foundation

Installing a drilling jig

Build up the engine bed until it fits along a drilling jig attached to the hull plug/insert.

Refer to the Installation Tools and Documenta-

tion

page 10 chapter for the tool number for each type

of installation.

Hull plugs

Slide the drilling jig stay into the hull plug attachment and secure it with a pin.

Pre-formed hull inserts

Install the special tool by setting its counter piece inside the insert and bolting it to the drilling jig plate. Make very sure that the drilling jig is properly secured in the insert.

Engine bed structure

General

The engine beds must be horizontal athwartships.

IMPORTANT!

The engine axis must be straight in order to minimize vibrations. Deviations may not exceed ±4°.

Build the engine bed up to the following dimensions:

A 120 mm (4.7") B Min 590 mm (23.2") C 700 mm (27.6") D 115 mm (4.5")

P0011753

CLCL

P0011752P0011752

Installation, Volvo Penta IPS

P0011825

P0011362

Engines should have a clearance of at least 20 mm (3/4").

Make sure to leave space for protruding parts. A 303 mm (11.92") B 182 mm (7.16") C Oil level sensor (option): 260 mm (10.24") D 169 mm (6.65") E Flywheel housing: 213 mm (8.39")

Construction

Build up the bed until it touches the drilling jig along the entire length of the stay.

Use a suitable core material and laminate according to current standards (e.g. ISO 12215). Build a galvanized iron strip into the laminate for the engine mounts. Also build in drainage channels so that bilge water is able to run down to the bilge pump.

1 Core material 2 Fiber glass 3 Iron strip

A min 80 mm (3.1") B 10 mm (0.4")

Holes for engine mounts

Fit the pins for the special tool in the forward and aft engine mount holes for the engine model concerned. Slide the drilling jig so that it contacts the pins. Drill 6 mm (1/4") pilot holes through the tool drill bushings into the bed.

The outer holes are for D13 engines, the inner for D11 engines.

P0011754

Installation, Volvo Penta IPS

P0011818

1 Pin for aft engine mounts

Pin for forward engine mounts

3 Drill bushings

NOTICE! Drill through the holes that are marked with the engine model concerned.

Remove the special tool. Drill and tap the engine mount holes with thread size M16 (5/8" UNC).

Drain hole

the drain hole (1) in the molded hull insert is blocked with glass fiber it must be drilled out. Drill equivalent holes if hull plugs have been used. Diameter: 15 mm (0.6").

Also drill drain holes (2) at suitable points in the reinforcement beams. Diameter: 25 mm (1").

P0011758

Installation, Volvo Penta IPS

Propulsion Unit Installation

Propulsion Unit

IMPORTANT!

The

emergency steering toolkit must be delivered with

the boat.

Check chassis number

It is important to check that the power steering unit (SUS) chassis number and engine chassis number are identical. The engine chassis number is located on the engine cover, and the SUS chassis number is on a decal on the outside of the packaging and on the top of the SUS.

NOTICE! Do not assemble the equipment together if the numbers do not correspond; the engine and power steering will not work together.

Installation

1 Dry off the upper rubber seal and apply sealant

part # 3817243. Do this as late as possible before drive unit installation.

IMPORTANT!

Do not use petroleum jelly or grease.

Lay the clamping ring in place on the inside of the IPS ring.

P0007426

p0012230

Installation, Volvo Penta IPS

Lifting the drive unit

Lift the drive unit into the hull with the aid of a fork lift or hoist.

Alternative 1: Lifting by hoist

2 Dry

off the lower seal ring and apply sealant part # 3817243. Position the seal on the drive unit drive leg.

3 Fit 21110860 Lifting tool to the drive unit.

4 Connect the hoist through the hull to the lifting eye

in the tool that gives the drive unit an angle suitable for the hull design.

5 Hoist the drive unit until it is in even contact with

the hull. Maximum lifting force: 20 000 N (4400 lbf).

P0010520

P0010521

Installation, Volvo Penta IPS

Alternative 2: Lifting by fork lift

Connect 3849664 Lifting tool to a fork lift according to the tool instructions. Fit the drive unit into the tool.

7 Make sure the drive unit installation point in the

hull is at least 1100 mm (44") above floor level.

8 Dry off the lower seal ring and apply sealant part

# 3817243. Position the seal on the drive unit drive leg.

9 Tilt the drive unit down and, using the fork lift,

position it immediately below the hull installation point.

10 Tilt the drive unit up to its installation angle and

lift it up slowly through the hull until it is in even contact. Maximum lifting force: 20 000 N (4400 lbf).

Mounting

11 Grease and install all 16 M14 bolts and tighten

each bolt three turns in a clockwise sequence. Then tighten the bolts to 110–120 Nm (81–89 lbf.ft) in the same order.

p0010522

p0010552

P0010523

Installation, Volvo Penta IPS

Propeller

NOTICE!

Propeller appearance may vary between dif-

ferent propeller sizes owing to different suppliers.

Installation

Tools:

3863070 Allen key socket

P0001856

828250

P0010527

1 Clean

and brush waterproof grease, Volvo Penta part # 828250 (also available in tubes, 21347121) onto both propeller shaft splines and threads.

2 Install the aft propeller (1). Then install the aft nut

(2) and tighten it by hand until it bottoms. Turn the nut so that the holes coincide and insert the six bolts. Tighten using special tool 3863070 Allen key socket.

Tightening torque: 24–28 Nm (17.7–20.7 lbf.ft).

3 Fit the forward propeller (3). Install the nut (4) and

tighten it by hand until it bottoms. Turn the nut so that the holes coincide and insert the six bolts. Tighten using special tool 3863070 Allen key socket.

Tightening torque: 24–28 Nm (17.7–20.7 lbf.ft).

24-28 Nm

P0011228

Installation, Volvo Penta IPS

4 Press on the propeller cone (5) by hand. Apply

Volvo Penta locking fluid 1161053 or Loctite 242 to the center bolt and tighten.

Tightening torque: 24–28 Nm (17.7–20.7 lbf.ft).

Loctite 242

24-28 Nm

P0011229

Installation, Volvo Penta IPS

Engine Installation

General

Preparing the engine

NOTICE! Before the engine is installed, installation of

fuel, steering and electrical systems must be as complete as possible.

IMPORTANT!

Always use both lifting eyes when lifting the engine.

Fit

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

NOTICE! All engines and reverse gears are supplied by Volvo Penta without engine oil and coolant. Check that the bottom plugs are in position and that coolant and hot water drain taps etc. are closed.

Fill oil and coolant. Carry out a leakage check.

P0011854

Installation, Volvo Penta IPS

Engine Mountings

Tools:

21244540 Measuring tool

Install the engine mounts on the engine brackets in accordance with the following: Brush Volvo Penta grease part # 828250 onto the threads.

Lift the engine by attaching a lifting device to both engine lifting eyes.

IMPORTANT!

The lifting eyes must be burdened perpendicularly.

p0005943

p0005944

The engine bed must be in one single plane. Check that the engine bed surfaces where the engine mounts are to be installed are parallel to the engine mount bottom plates, and that bed incline is correct (use a graduated angle spirit level).

When

the engine is installed the load on the starboard mounts must be the same as the load on the port mounts. Max. permissible variation between starboard and port engine mounts is ±1.5 mm (±0.06").

P0010907

212445

Check engine mount load by measuring their compression with the aid of

21244540 Measuring tool.

Nominal compression is approx. 5 mm (0.2").

Installation, Volvo Penta IPS

Adjustable engine mount basic position must be centered in the attachment plate holes. The attachment plates have oblong holes for adjustment.

Nominal height (H): 116 mm ±8 mm

(4.6" ±0.3)

Hole width (V): 7 mm (0.3")

IMPORTANT!

The measurement between the engine mount and the lower edge of the center adjuster nut (A) must never exceed 20 mm (0.8"). If this occurs, the threads may strip.

Propulsion Unit

Connecting the drive shaft

1 Install the drive shaft coupling from the engine to

the drive unit by pulling it out and fitting the four bolts and washers to the drive unit shaft.

2 Check the flange-to-flange drive shaft distance as

illustrated. The length of the shaft should be 370 ±15 mm (15"±0.6). Adjust the engine as necessary.

NOTICE! If a longer drive shaft is to be used, refer to General page 96.

IMPORTANT!

Check the direction of the two spline coupling arrows (1).

The illustration shows the correct posi-

tion: the arrows point toward each other.

If the spline coupling is incorrectly installed there is a great risk of vibration problems!

3 Tighten the bolts to 70–80 Nm

(52–60 lbf.ft).

p0005969

p0005972

P0010524

Installation, Volvo Penta IPS

4 Install the drive shaft cover on the drive unit.

Tighten the eight cover bolts to 70–80 Nm (52– 60 lbf.ft).

5 After

checking that the engine bed is parallel and that the load on the engine mounts is correct, tighten the upper nuts on all four engine mounts. Recommended bolt size for flexible engine mounts is M16 (5/8" UNC).

Tightening torque, adjuster nuts: 300 Nm (220 lbf.ft)

Tightening torque, engine bed bolts: 120 ±5

Nm (88.5 ±4 lbf.ft). This requires a flat base with integrated steel plates. Check the bed construction with the boat builder before commencing installation. Also refer to Engine Founda- tion page 84.

Oil cooler

1 Connect the drive unit oil lines to the oil cooler.

Tightening torque: 80 Nm (59 lbf.ft)

P0009908

P0009909

Installation, Volvo Penta IPS

Extension Shaft

General

It can be advantageous in some installations to move the engine forward in the boat e.g. to keep the stern deck

level so that the boat can be used for fishing, etc., or to move the CoG forward. To achieve this a jackshaft may be used between the sterndrive and the engine.

When the jackshaft is installed, the boat must be on dry land with the engine and drive unit in position.

IMPORTANT!

The engine and drive unit must be installed parallel with the keel.

WARNING!

Working with or approaching a running engine is a safety

risk. Watch out for rotating components and hot

surfaces.

Stop the engine before work on the jackshaft is begun. Do not run the engine with safety covers removed.

Installation

The driveshaft can be ordered in various lengths (A); installed lengths as follows:

700–800 mm (27.5–31.5") 1100–1200 mm (43.5–47") 1500–1600 mm (59–63") 1900–2000 mm (75–79") 2400–2500 mm (94.5–98.5")

P0004660

Installation, Volvo Penta IPS

Safety cover

addition to the drive shaft cover installed on the drive unit, it is advisable to install a safety cover on the remaining section of the jackshaft.

Example of jackshaft safety cover

Jackshaft shaft safety covers are not supplied by Volvo Penta. These covers must be made by the boat builder and designed according to local regulations and applicable legislation.

P0006211

Harnesses and hoses

Electrical supply harnesses engine–SUS and oil hoses from the oil cooler to the transmission are included in the jackshaft installation kit.

NOTICE!

Make sure that the oil hoses are installed

correctly; refer to Oil cooler page 95.

Exhaust hoses are available in standard sizes and must be ordered separately according to drive shaft length.

Exhaust hose diameter: 125 mm (5")

Installation instructions

For further information, refer to the installation instructions included in the jackshaft kit.

P0010909

Installation, Volvo Penta IPS

Exhaust System

Exhaust Outlet

Clean the mating surfaces on the gear case and exhaust outlet.

2 Install the exhaust outlet using eight bolts. Use

grease to secure the O-ring in place. Tighten to 70–80 Nm (52–60 lbf.ft).

3 Install the exhaust elbow with a new O-ring. Insert

the six bolts and screw them in a few turns.

IMPORTANT!

Check

that no steel spirals protrude from the hose.

4 Determine

exhaust hose length: measure the distance between the exhaust elbow and the engine exhaust pipe. Add 200 mm (7.87") for end overlaps.

5 Use the hose clamp to mark around the entire

circumference of the hose. Saw off the hose and clip off the steel spirals.

P0007473

P0007513

Installation, Volvo Penta IPS

Volvo IPS650, IPS800, IPS950 Installation Manual

Specifications and Main Features

Frequently Asked Questions

User Manual