Installation DE

Marine Propulsion 1(1)

Diesel Engines

D5 - D16 series
 Table of Content
Safety Information ...................................................................................... 3
General Information .................................................................................... 6
Metric Conversion Chart ........................................................................... 8
Installation Tools and Documentation ...................................................... 9
Chemicals ................................................................................................. 9
Publications ............................................................................................. 10
Special Tools .......................................................................................... 11
Design Concept of Propulsion Systems ................................................. 13
System Information .................................................................................. 17
EVC .......................................................................................................... 17
MCC ......................................................................................................... 17
Classified Electrical Systems ............................................................... 17
MCC system, Overview ....................................................................... 19
Technical Data ..................................................................................... 20
Engine Characteristics ............................................................................. 22
Engine Application Ratings .................................................................. 22
Classification ........................................................................................ 25
Engine Performance .............................................................................. 27
Torsional Vibrations .............................................................................. 32
Arrangement and Planning ...................................................................... 35
General ................................................................................................... 35
Choice of Engine .................................................................................... 36
Propeller Theory .................................................................................. 40
Propeller Selection ............................................................................... 42
Propeller Shaft Systems ...................................................................... 45
Engine Placement .................................................................................. 50
Engine Inclination ................................................................................. 50
Engine Inclination ................................................................................. 51
Weight Distribution ............................................................................... 52
Engine Center Distance ....................................................................... 52
Engine Room .......................................................................................... 53
Accessibility for Maintenance ............................................................... 53
Engine Room Ventilation ..................................................................... 54
Dimensioning of air intake and ducts ................................................... 57
Location of Ventilators and Air Intakes ................................................ 61
Sound Absorption .................................................................................. 62
Electrochemical Corrosion ................................................................... 65
General ................................................................................................ 65
Corrosion theory .................................................................................. 65
Corrosion protection ............................................................................. 70
Anodes to use ...................................................................................... 72
Definitions ............................................................................................ 73
Protection against electrochemical corrosion ...................................... 74
Protection against electrostatic discharge and lightning ...................... 75
Checking for leakage from the electrical system ................................. 80
Checking electrochemical corrosion .................................................... 82
Installation ................................................................................................. 84
Inboard Applications ............................................................................. 84
Engine Foundation ............................................................................... 84
Engine Installation ............................................................................... 95

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 Exhaust System ................................................................................. 110
Cooling System .................................................................................. 140
Helm station ........................................................................................ 183
Fuel System .......................................................................................... 191
General .............................................................................................. 191
Fuel Tanks .......................................................................................... 192
Piping .................................................................................................. 197
Fuel pressure ...................................................................................... 201
Lubrication System .............................................................................. 204
Viscosity ............................................................................................. 204
Electrical System ................................................................................. 205
General .............................................................................................. 205
Batteries .............................................................................................. 206
Voltage Supply ................................................................................... 213
Connection ......................................................................................... 216
Fire Extinguishing System .................................................................. 225
Power Take-off ..................................................................................... 227
General .............................................................................................. 227
Disconnectable Power Take-off, Crankshaft ...................................... 228
Flywheel and Flywheel Housing, SAE Standard ................................ 229
Power output from Front End of Crankshaft ...................................... 230
Stub Shafts and V-belt Pulleys .......................................................... 231
PTO Facilities ..................................................................................... 237
Compressed Air and Hydraulic System ........................................... 248
Launching and Sea Trial ........................................................................ 250
Launching and Starting ......................................................................... 250
Sea Trial ................................................................................................ 251
Index ......................................................................................................... 253

2 47704151 05-2019 © AB VOLVO PENTA

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.
47704151 05-2019 © AB VOLVO PENTA
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
system 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.
3
Safety Information
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
on 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.
4 47704151 05-2019 © AB VOLVO PENTA
Do not open the engine coolant filler cap
(freshwater 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
close 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.

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
components, 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.
47704151 05-2019 © AB VOLVO PENTA
Safety Information
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.
Before electric welding, make sure to disconnect
engine control unit connector and PCU connector.
Only reconnect the engine control unit connector and
PCU connector after welding equipment has been
disconnected.
5
General Information
General Information
About this installation manual
This publication is intended as an installation guide for
Volvo Penta marine diesel engines. The publication is
not exhaustive and does not cover all conceivable
installations, but should be considered as
recommendations and guidance according to Volvo
Penta standards. Detailed installation instructions
accompany most accessory kits.
The recommendations are the result of many years'
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 for use by
professionally qualified, 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 its 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 by
service bulletin.
6 47704151 05-2019 © AB VOLVO PENTA
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 installer (boat builder) to arrange
reasonable means for removal and re-installation.
'Reasonable means' 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. With due regard to
the great demand placed on boatyards etc. during
high season, the boat builder's instructions must 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 replacing
components. Compare the engine workshop manual
to the original drawings where dimensions are
specified.
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 pipes and hoses before they are
connected to the engine. Remove the protective caps
from the engine when an external system is
connected.

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
Federal Regulations for pleasure boats specify
requirements. Requirements applicable in the EU are
described below. Other markets: contact the
competent national authority for information and
detailed descriptions of safety requirements.
47704151 05-2019 © AB VOLVO PENTA
General Information
From June 16 1998, all recreational 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
recreational 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 workshop manual states otherwise. When
working on board 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 bilge water.
7
General Information

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) 1.36 hp (metric) (1) kW 0.735
(1)

kW bhp 1.341 bhp kW 0.7457

kW BTU/min 56.87 BTU/min kW 0.0176
Tightening Nm lbf ft 0.738 lbf ft Nm 1.356
torques
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 kgm² lbft² 23.734 lbft² kgm² 0.042
inertia
Flow, gas m³/h cu.ft./min. 0.5886 cu.ft./min. m³/h 1.699
Flow, fluidsm³/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)
ΔT °C ΔT °F °F=9/5 x °C ΔT °F ΔT °C °C=5/9 x °F
1) All catalog output data specified in horsepower refers to metric horsepower.

8 47704151 05-2019 © AB VOLVO PENTA

 Installation Tools and Documentation

Installation Tools and Documentation

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.
An
t if ouli n g

P0004585

47704151 05-2019 © AB VOLVO PENTA 9

Installation Tools and Documentation

Publications
Installation Manuals
• Installation, Electronic Vessel Control EVC
Instal
lation • Installation, Marine Commercial Control MCC
Electri
c VesselEVC - C3 BE
• Marine Electrical Systems, Part 1
Contr
ol

• Inboard propellers and speed calculation

• Installation, Water Jet
• Sales Guide Marine Propulsion Diesel Engines
• Volvo Penta Accessories & Maintenance Parts
• Workshop Manuals
P00008984
• Operator’s Manuals

Installation Instructions
There are Installation Instructions available for most
kits.

EVC-C
3 Posters
Available for EVC Installation and Calibration.

Dimension drawings
Drawings for current program, leisure and commercial
applications are available at:
http://www.volvopenta.com

P00008985

92 mm (3.622")
Templates for panels and controls
46 mm (1.811")
7 mm
(0.276") Templates are available for all kits.
44 mm (1.732")
88 mm (3.465")

85 mm
(3.346")

P00004541

10 47704151 05-2019 © AB VOLVO PENTA

 Installation Tools and Documentation, Special Tools

VODIA Diagnostic tool

VODIA VODIA is used to read fault codes in clear text during
the diagnostic work. MCU remote panel does not
support Vodia access.

The tool is very useful to fault trace with, since it is

possible to see which values the EMS nodes and
power module are reading and sending.

p0006256 See VODIA information on Volvo Penta Partner

Network or contact Volvo Penta for order.

Special Tools

p0005125
P0004576 P0004576
885309 Flange 885164 Flange 88890074 Multimeter
D5. For measuring exhaust D7. For measuring exhaust
system backpressure and system backpressure and
temperature. temperature.

P0002945
P0002947 P0004349

9996066 Nipple 9996398 Manometer 9998339 Manometer

D5/D7. For measuring fuel feed D5/D7. For measuring fuel feed D9/D11/D12/D13/D16. For
pressure. pressure. measuring fuel feed pressure.

VODIA

P0006818
p0008375

9998494 Hose 88820047 VODIA, diagnostic 21504294 Reference

D9/D11/D12/D13/D16. For tool electrode
measuring fuel feed pressure. For reading off fault codes in Ag/AgCl electrode. Measuring
clear text. galvanic current and stray
current.

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Installation Tools and Documentation, Special Tools

88820054 Sensor simulator Other equipment

For checking sensors. Laptop incl. necessary
software.

12 47704151 05-2019 © AB VOLVO PENTA

 Design Concept of Propulsion Systems

Design Concept of Propulsion Systems

There are different types of engine, reverse gear and drive systems depending on available space and other
requirements at installation. Follow the manufacturer's instructions when installing components and equipment
not supplied by Volvo Penta.

Coaxial
Engine crankshaft and reverse gear output shaft are in
the same plane. The propeller shaft and crankshaft are
in line with each other.

Engine and reverse gear form a single unit. Propeller

thrust is taken up by a thrust bearing in the reverse
gear.

P0009079

Angled down
The line behind the crankshaft is angled down in the
reverse gear. Propeller shaft angle deviates from
crankshaft angle.

Engine and reverse gear form a single unit. Propeller

thrust is taken up by a thrust bearing in the reverse
gear.

P0009080

Drop center
Parallel
Engine crankshaft and reverse gear output shaft are
parallel. The output shaft is located at a lower level to
the crankshaft.

Engine and reverse gear form a single unit. Propeller

thrust is taken up by a thrust bearing in the reverse
gear.
P0007456

Angled down
Engine crankshaft and reverse gear output shaft are in
different planes. Propeller shaft angle deviates from
crankshaft angle.

Engine and reverse gear form a single unit. Propeller

thrust is taken up by a thrust bearing in the reverse
gear.

P0007457

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Design Concept of Propulsion Systems

Freestanding reverse gear

The reverse gear is separate from the engine and
mounted on the engine bed or a separate bed. Torque
is transferred via a flexible coupling and/or shaft.
Propeller shaft angle may deviate from the crankshaft
angle.

The freestanding reverse gear must be installed first

and carefully aligned with the propeller shaft.

The couplings are then installed and the engine is

aligned with the reverse gear. For final positioning, and
to prevent displacement, blocks must be welded
forward and aft of the brackets on each side. Once
alignment is complete wedges are driven in and
welded in place.
P0009081
Check that the reverse gear may be installed free
standing.

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

Freestanding V-reverse gear

The reverse gear is separate from the engine and
mounted on a separate bed. Torque is transferred as
illustrated, or via a flexible coupling.

Propeller thrust is taken up by a thrust bearing in the

reverse gear.

The separate V reverse gear must be installed first and

be carefully aligned with the propeller shaft. The shaft
and couplings are then installed before the engine is
aligned with the reverse gear. For final positioning, and
to prevent displacement, blocks must be welded
forward and aft of the brackets on each side. Once
alignment is complete wedges are driven in and
welded in place.

The shaft supplier's installation instructions must be

followed for applications with driveshafts. A rule of
thumb for calculating driveshaft angles is A ≈ A.

Check that the reverse gear may be installed free

standing. Cages must be used at both ends when
using a driveshaft or similar in order to prevent damage
in the event of a breakdown.

14 47704151 05-2019 © AB VOLVO PENTA

 Design Concept of Propulsion Systems

Twin installation – twin reverse gears

Volvo Penta has been using a concept for a while
whereby two engines drive a single reverse gear. The
concept is based on the use of two series-
manufactured high-speed marine diesel engines that
together drive a single propeller shaft via two reverse
gears. Twin reverse gears are supplied by a limited
number of manufacturers and are available for fixed or
variable pitch propellers.

Volvo Penta does not market such reverse gears in its

existing marine engine assemblies. If such an
application is considered of interest further information
and support can be obtained from the Volvo Penta
sales organization.

Belt drive
Another type of drive is the multi-belt concept that uses
a number of diesel engines to drive a common shaft to
a freestanding reverse gear. The engines in such an
application can usually be disengaged by means of a
clutch on each engine.

The concept has shown itself to work well in meeting

higher power requirements than a conventional single
or twin installation is capable of. Theoretically the
system is able to drive a reverse gear for either a fixed
or variable pitch propeller. Volvo Penta does not
market this concept as a ready made assembly, but
can offer considerable know-how via its sales
organization if such a system is being considered..

Variable pitch
Variable pitch propellers are used as an alternative to
fixed propellers. Propeller blade pitch is usually
controlled through a mechanism incorporated into the
transmission.

This system provides extremely good operating

economy and good maneuvering characteristics plus
the possibility of using great thrust in workboats, but it
also creates major forces in the engine/transmission
mounts. These forces should be calculated before the
choice of engine and reverse gear mounts (rigid or
flexible) is made.

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Design Concept of Propulsion Systems

Water jet
Water jets work on the jet drive principal. The thrust
from a jet of water propels the boat.

There are different types of water jet system; direct

drive, centrifugal clutches or with reverse gears that
P0007459 allow disengagement or flow reversal for water intake
cleaning. The engine installer should consult the water
jet system supplier before installation so that the
appropriate product and characteristics are obtained.
(The water jet system supplier has the appropriate
knowledge and performs calculations).

Surface drives
There are a number of surface piercing propeller
systems available in most markets. These systems are
designed for high speed applications where they are
very efficient. There are systems for rudder devices or
steerable drives.
P0007460 At planing speed half the propeller diameter is
underwater. This provides for low water resistance and
high mechanical efficiency.

High gearing
Drive systems with high gearing and large propellers
create high levels of torque in the reverse gear and
engine mounts. Rigid mounting of engine and reverse
gear is therefore recommended above a certain gear
ratio. All gear ratios greater than 3.5:1 are considered
high. It is necessary to perform a load calculation when
using high gear ratios in order to select the appropriate
engine mount hardness or perhaps rigid mounting.

16 47704151 05-2019 © AB VOLVO PENTA

 System Information, MCC

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

MCC
Classified Electrical Systems
Below is a general introduction to the MCC. For more
information, see Installation Manual Installation MCC
Marine Commercial Control.

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

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

P0011559
• All channels equipped with broken wire detection
• Broken wire reset button
• Test button for overspeed shutdown test
• DIN 35-rail mounting

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System Information, MCC

MCU
The MCU communicates with Engine Management
System via the CAN serial line using standard J1939
and J1587 communication protocols and controls and
monitors the engine in 4 different applications –
Propulsion, emergency, auxiliary and combined.

Equipped with a powerful graphic display with icons,

symbols and bar-graphs for intuitive operation,
together with high functionality this sets new standards
in engine controls.

P0011560
Functions
• On screen alarm list indication
• Event and time driven engine history for back tracing
• Running hours meter, number of starts counter
• Configurable 14 binary inputs and 14 binary outputs
and 8 analog inputs
• Magnetic pick-up speed measurement (+redundant
channel)
• Extension units for more I/O and Remote Display
panel
• Password protection
• 4 operational modes – emergency, auxiliary, harbor
and propulsion
• 4 languages selectable on MCU

Communication
• RS232 / Modbus RTU
• J1939, J1587

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 System Information, MCC

MCC system, Overview

8 9

4
3

5 1 Connection box, engine room

2 Relay board – Rb16 (16 relays)
3 COM
4 MCU
5 SDU
6 External connections: Relay,
Modbus, CAN/J1939
7 Remote panel
8 Remote panel
9 CAN2/RS232
10 CAN2
11 Redundancy bus: J1708/J1587
12 Data bus: CAN/J1939
13 Engine Control System
14 PM
15 EMS
16 Shutdown Senders & Switches
P0010434
a Press. switches
b Temp. switches
c RPM sender

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System Information, MCC

Terminology
MCC Marine Commercial Control, name of the over all system.
MCU Marine Control Unit, the central control unit of the system.
SDU Shutdown Unit, for engine protection. Activates a fuel shut-off valve to shut down
the engine. Separated from the engine control system. All functions hard wired.
COM Communication Module, for J1708/J1587 and CAN2 bus (for RP and other
extension modules).
RP Remote Panel, additional display panel for remote monitoring.
EMS Engine Management System monitors engine status and handles engine speed
and torque governing and overall control of fuel injection and emission control
algorithms.
PM Power Module, handles power distribution and power management. It also
monitors power supply and switches to secondary power.

Technical Data

MCU

General. Power supply

Voltage range 8–36 VDC
Consumption 0,34 at 8 VDC
0,12 at 24 VDC
Battery voltage measurement tolerance 2 % at 24 V
Real Time Clock (RTC) battery life-cycle 10 years

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

Operating conditions
Operating temperature -20 - +70 °C (-4 – 158 °F)
Storage temperature -30 – +80 °C (-22 – 176 °F)
Humidity 95 % without condensation
Flash memory data retention time 10 years
Protection front panel IP65

Dimensions and weight

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

Binary inputs
Number of inputs 14
Input resistance 4,7 kΩ
Input range 0–36 VDC
Switching voltage, closed contact indication 0–2 V
Max voltage for open contact indication 8–36 V

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 System Information, MCC

Binary open collector outputs

Number of outputs 14
Maximum current (outputs BO1, BO2) 1A
Maximum current (outputs BO3 - BO14) 0,5 A
Maximum switching voltage 36 VDC

Group 1, AI1–AI4
Number of inputs 4 unipolar
Resolution 10 bits
Jumper selectable range V, Ω, mA
Maximal resistance range 2500 Ω
Maximal voltage range 4,0 V
Maximal current range 0-20 mA
Resistance measurement tolerance ± 2 % ± 2 Ω out of measured value
Voltage measurement tolerance ± 1 % ± 1 mV out of measured
value
Current measurement tolerance ± 1 % ± 0,5 mA out of measured
value

Group 2, AI5–AI8
Number of inputs 4 bipolar
Resolution (up to 16) bits
Jumper selectable range V, ohm, mA, thermocoupler
Maximal resistance range 2500 Ω
Maximal voltage range ± 1000 mV or 100 mV
Maximal current range ± 0-20 mA active, 0-20 mA passive
Resistance measurement tolerance ± 0,5 % ± 2 Ω out of measured
value
Voltage measurement tolerance ± 0,5 % ± 1 mV out of measured
value
Current measurement tolerance ± 0,5 % ± 0,5 mA out of measured
value

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

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Engine Characteristics, Engine Application Ratings

Engine Characteristics
Engine Application Ratings

The engines covered by this manual are used chiefly Rating 3

in five different operating conditions: ratings 1 to 5,
as described below.
The power requirements and operational conditions
for the installation concerned must be accurately
specified at a very early stage in order to place an
order for a suitable engine with the right settings and
equipment. This can save time that would otherwise
be lost making modifications at a later stage.
The classification for each product specifies the
toughest permissible application. The product can of
course also be used in applications with higher
classifications.
For detailed specifications on utilization of the various
ratings refer to Sales Support Tool.
Rating 1
Heavy Duty Commercial
This power rating is intended for commercial vessels
with displacement hulls in heavy operation.
Typical boats: Coastal fishing boats.
Load and speed could be constant and full power can
be used without interruption.
Rating 2
Medium Duty Commercial
This power rating is intended for commercial vessels
with semiplaning or displacement hulls in cyclical
operation.
Light Duty Commercial
This power rating is intended for commercial boats
with high demands on speed and acceleration,
planing of semiplaning hulls in cyclical operation.
Typical boats: Fast patrol, rescue, police, light fishing,
fast passenger and taxi boats etc.
Rating 4
Special Light Duty Commercial
This power rating is intended for light planing boats in
commercial operation.
Typical boats: High-speed patrol, rescue, navy, and
special high-speed fishing boats. Recommended
minimum speed at cruising: 25 knots.
Rating 5
Pleasure Duty
This power rating is intended for pleasure craft
applications, and can be used for high speed planing
crafts in commercial applications with special limited
warranty, see warrant handbook.
NOTICE! Refer to Volvo Penta Warranty and Service
Book for the specific engine in order to get the correct
warranty information.

Typical boats: Most patrol and pilot boats, coastal

fishing boats in cyclical operation, (gill-netters, purse
seiners, light trawlers), passenger boats and coastal
freighters with short trips.

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 Engine Characteristics, Engine Application Ratings

P0009074

p0011275
P0011344

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

47704151 05-2019 © AB VOLVO PENTA 23

Engine Characteristics, Engine Application Ratings

P0009072

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

P0009073
Examples of boats for light and special light commercial operations, ratings 3 and 4.

P0009074
Examples of pleasure boats, rating 5.

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General Information
The classification procedures summarized below
are general and may be changed from time to time
by the classification society.
The classification procedures have arisen in order to
introduce uniform, comparable rules and regulations
for such things as the production and maintenance of
vessels and their machinery and equipment. Maritime
safety has been improved as a result of these rules
and regulations, and improved documentation has
been introduced for insurance matters.
The authorities in most countries with navigation have
authorized their classification societies to manage
these rules and regulations and ensure their
compliance. The classification procedure is steeped
in tradition, and it's worth mentioning that Lloyd’s
Register of Shipping in London was founded back in
1760.
The major classification societies are:
• Det norske Veritas/Germanischer Lloyd (DNV
GL)
• Lloyd’s Register of Shipping (LR)
• Bureau Veritas (BV)
• American Bureau of Shipping (ABS)
• Registro Italiano Navale (RINA)
• Russian Maritime Register of Shipping, (RMRS)
• China Classification Society (ZC)
• Korean Register of Shipping (KR)
• Nippon Kaiji Kyokai (NK)
Here are some examples of authorities that are
responsible for seaworthiness.
Swedish Maritime Administration, Norwegian
Maritime Directorate, Danish maritime Authority and
the Department of Transport, England.
Classification societies have established their
regulations so that authority requirements are met.
However, the authorities have requirements for
lifeboats that are not included in classification society
regulations.
In 1974 the International Maritime Organisation (IMO)
adopted the International Convention for the Safety of
life at sea (SOLAS). This document establishes
similar regulations for life-saving equipment onboard
lifeboats and search and rescue vessels.
NOTICE! This installation manual does not provide
comprehensive classification information. Contact an
authorized classification society for complete
information.
47704151 05-2019 © AB VOLVO PENTA
Engine Characteristics, Engine Application Ratings
Classification
Classified engine, area of use
An engine with equipment that is used in a classified
vessel must be approved by the classification society
that handles matters regarding the vessel's
seaworthiness. The regulations apply to e.g.
propulsion engines, auxiliary engines, power take-
offs, reverse gears, shafts and propellers.
This means that if an installation requires
classification it must be clearly specified in questions
and requests for quotations to AB Volvo Penta.
Special regulations for different
operational conditions
Classification societies generally have different
regulations regarding the following:
Varying shipping conditions, e.g.
• Navigation in tropical waters
• Coastal navigation
• Ocean navigation
• Ice navigation (several different classes)
Type of load, e.g.
• Passenger ships
• Tankers
• Refrigerator ships
Type of manning, e.g.
• Unmanned machinery spaces
• Manned machinery spaces
These regulations have been adapted such that every
vessel can be assumed to function faultlessly in its
approved area of operation.
Type approval
Before an engined can be classified it must first be
approved. In cases that involve Volvo Penta an
application for type approval is sent to the relevant
classification society, accompanied by the necessary
drawings, data and calculations.
After certain tests, checks and any requests for
additional information the engine is type approved for
a specified maximum power at a given engine speed.
However, this type of approval cannot be regarded as
a classification; it is merely a certificate that states that
the engine type, with the specified power, may be
classified. Final classification may only be carried out
when all components are approved. Furthermore, the
installation must be in order and a test run completed
by the local inspector.
25
Engine Characteristics, Engine Application Ratings

Classification procedure (product

oriented)
In order to obtain a classification certificate, the
engine, its components, the installation and the test
run must be approved by an inspector from the
relevant classification society. The inspector may
issue a final certificate for the vessel following a
critical inspection with a certificate for the machinery
included. The final certificate cannot be issued by AB
Volvo Penta.

The process is normally initiated as a result of a

request from a customer or dealer that will supply an
engine for a classified installation. Volvo Penta
usually starts with a type approved engine for such
orders. Where there is no agreement regarding
quality assurance the inspector checks the engine
during its manufacture.
Separate certificates are issued for the
following components.
• Crankshafts, connecting rods
• Heat exchangers, oil coolers
• Turbochargers, clutches
• Reverse gears, propellers and shafts
• Alternators

The inspector carries out pressure tests and engine

test runs after which a certificate is issued for the
actual engine.

Torsional Vibration Calculations (TVC), must be

carried out regarding the engine's final installation in
the vessel and they must be approved by the
classification society.

These calculations are carried out to check that no

critical torsional vibrations occur in the speed ranges
the engine will run within.

The procedure may vary a little depending on the

classification society concerned.

Simplified regulations for engines in

series production (process oriented
classification)
Most classification societies use simplified
classification procedures based on rigorously applied
quality assurance systems at the manufacturer.

Because AB Volvo Penta meets quality assurance

based on Swedish Standard SS-ISO 9001, the
company has been approved by the following
classification societies:
• Det norske Veritas/Germanischer Lloyd (DNV
GL)
• Lloyd’s Register of Shipping (LR)
• Registro Italiano Navale (RINA)

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 Engine Characteristics, Engine Performance

Engine Performance
Marine engines and their environment
Marine engine power is specified, just like automobile
and truck engines, according to one or more power
norms. Power is expressed in kW, usually at maximum
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 to 6 %.

All larger marine engine manufacturers state engine

power according to ISO 8665 (supplement to ISO 3046
for leisure craft), based on ISO 3046, which means that
shaft power is indicated. If an exhaust system is not
included, engine tests are performed with a back
pressure of 10 kPa (1.45 psi). If all engine
manufacturers used the same test procedure it would
be simpler for boat builders to compare products from
different manufacturers.

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Engine Characteristics, Engine Performance

Engine performance
1 Engine power is affected by a number of different
A factors. Among the most important are air pressure,
outdoor temperature, humidity, fuel calorific value, fuel
3 temperature (not EDC engines) and exhaust back
B pressure. Deviations from normal values affect diesel
4 C 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
5 is an increase in black exhaust smoke. The effects of
6
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 also lose power. In the worst case
the loss may be so great that torque is insufficient for
the boat to overcome the planing threshold.
P0004571
2
Point A is where the indicated engine power is equal
The above graph shows the consequences of variations in climate and propeller size.
to the power acting on the propeller. It is correct to
1 Power
select a propeller where the values at point A are
2 rpm reached in order to utilize indicated power to the
3 Power loss due to atmospheric conditions maximum in a given combination of weather and load.
4 Loss due to large propeller If atmospheric conditions cause power to drop to point
5 Critical area B, the propeller plot will cross the engine power plot at
6 Classified engine speed
point C. A secondary performance loss has occurred
because the propeller is too big. The propeller reduces
engine rpm.

By changing to a smaller propeller, the engine power

plot crosses at point B, which makes it possible to
regain the earlier rpm, but at reduced power.

The critical area is the planing threshold for planing or

semi-planing boats, which usually occurs at around
50-60% of cruising speed. In this case it is important
that there is a sufficiently large distance between the
engine max. power plot and the propeller plot.

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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. Heating values
differ between markets and the affect engine power.
Eco-friendly fuel – which is mandatory in certain
markets – has a low heating value. Engine power can
be reduced by up to 8% compared to fuel with ISO
standard specifications.
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, will easily lose 2-3 knots
when it is driven fully loaded with fuel, water and
equipment for the voyage. This situation arises
because the propeller is often chosen to provide max
speed when the boat is factory tested. It is therefore
advisable to reduce propeller pitch by an inch or two
to compensate for load and a warm climate. Top
speed is reduced somewhat, but overall performance
will improve and provide better acceleration, even
with a heavily loaded boat.
Considering this, it is important to remember that
boats made of GRP absorb water when they are in
the water, which makes the boat heavier over time.
Marine fouling is an often overlooked problem that
greatly affects boat performance.
Full throttle range
Every marine engine's performance depends largely
on the correct matching of the propeller in relation to
available engine power. All Volvo Penta engines have
a speed range in which they develop their specified
power. This range is called the full throttle range A
propeller that is selected with consideration given to
the engine's specified power allows the engine to
work within this range. If propeller load is lower than
the specified power the engine will work above this
range. A propeller load that is higher than an engine's
specified power means that the engine cannot
achieve the specified speed, and is therefore
overloaded.
An engine in a newly launched vessel is probably
exposed to the lightest load. This is because the
vessel's total displacement is yet to be reached, the
hull is not yet fouled and all onboard systems run at
optimum power. It is therefore important that after
launch and sea trials the engine can be run at a
slightly higher speed than specified for normal
conditions.
47704151 05-2019 © AB VOLVO PENTA
Engine Characteristics, Engine Performance
Crash Stop and Crash Back maneuvers
During so-called crash stop and crash back
maneuvers when the skipper tries to stop or steer the
boat at high speed by reversing one or more
propellers, major dynamic loads can occur in the
driveline that may suddenly overload the engine and
cause it to stop.
Every skipper is responsible for controlling his vessels
propulsion, maneuvering and stop characteristics and
identifying the best method of stopping his vessel
without risking safety.
The risk of an engine stopping during extreme
maneuvers is greatest for lightly powered vessels
without planing thresholds such as fast catamarans
and single-hulled boats with high aspect ratios that
are driven by high pitch propellers. There is a risk that
heavy vessels at displacement speeds with large
propellers where the rotational mass moment of
inertia is so great that it becomes difficult for an engine
at idle to reverse the propellers while the vessel is
making good speed ahead.
On request Volvo Penta can offer Crash Stop
Assistance software that is able to a certain extent
ensure that the engine does not stop under suddenly
applied load. Volvo Penta can also offer application
assistance and recommendations regarding propeller
selection. Every boat is unique and there are no
standardized methods for assessing a vessel's
characteristics, but this must be discussed and tested
from case to case.
Adjustable pitch propeller
A number of important things must be considered
when selecting adjustable pitch propellers. It is
important to carry out a load force calculation so that
the appropriate rubber hardness is selected for the
engine mounts. (When running at high rpm and high
loads e.g. while performing a tow, the engine mounts
are submitted to extremely high loads. High exhaust
temperatures also occur easily with high loads and
low engine speeds. This can lead to engine
overheating resulting in breakdown. It is extremely
important to keep a check on engine torque and
exhaust temperature.
29
Engine Characteristics, Engine Performance

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

When it comes to the choice of propeller, it is important

to achieve the correct engine rpm. For this purpose we
recommend the full throttle range (8).

The propeller must be selected for this operational

area in order to provide best all-round performance.

When the prototype and first production boat are built,

the boat builder and a representative from Volvo Penta
carry out a full load trial with the boat under conditions
1 Engine power, kW similar to those the boat will meet with the customer.
2 rpm
3 Propeller (too big) The most important conditions are:
4 Propeller (OK) • Full fuel and water tanks onboard
5 Propeller (too small)
• Ballast evenly distributed to represent the owner's
6 Classified equipment including such things as outboards,
7 Engine speed limitation rubber boats etc.
8 100 % of full power. Full throttle range. • Alternator, air conditioning and all other equipment
installed.
• A suitable number of passengers onboard.
When the boat has been equipped according to the
above, a complete engine/propeller test is carried out.
All engine parameters such as rpm, fuel consumption,
relative loads, reference rpm, (EDC) charge pressure,
exhaust temperature, engine compartment
temperature, etc. are analyzed.

When the right propeller has been selected on the

basis of the tests, engine rpm must be within the “full
throttle range” at full load.

It is however advisable to reduce pitch further in order

to compensate for varying conditions and marine
fouling. Therefore boat builders must check the
relevant situations in their various markets.

A propeller selected for the best speed performance

must not be used for towing since the engine will then
be constantly subjected to its maximum torque. This
can result in engine breakdown.

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 Engine Characteristics, Engine Performance

Relationship between influencing factors

The graph below describes a typical example of a
planing hull and how displacement and deviations in
engine power influence performance.

1 Motive force/power manufacturing tolerances

2 Speed (knots) The correct propeller is crucial for ensuring optimal
3 Engine power/motive force performance and long service life. The correct
propeller selection allows the engine to provide its
4 Displacement / hull resistance entire power and thus the performance anticipated.
5 Max. deviation interval There are a number of factors whose tolerances can
significantly affect boat performance. These must be
Nominal Nominal identified before the correct engine and propeller
power displaceme combination can be selected.
nt 13 tons
These factors are:
Power ±3 % Displaceme
nt ±3 % A Engine power may vary within international
Propeller precision tolerance ±3 % power norm tolerances.
B Calculated hull resistance and displacement
may vary within certain limits.
C Propeller manufacturing tolerances generally
influence engine rpm in that propeller power
varies.

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Engine Characteristics, Torsional Vibrations

Torsional Vibrations
Torsional vibrations occur as a result of crankshaft
forces caused by the pistons and connecting rods
during the power stroke. These forces tend to bend the
crankshaft and cause angular deflections.
• The frequency is the number of torsional vibrations
per unit of time.
• The amplitude is the angular displacement due to
torsional vibrations.
• The critical rpm number is where shaft oscillation is
at its most powerful and able to cause stress that
exceeds the material's safety limit.
• Torsional vibrations can also be caused by the
propeller's torque vibrations.
P0004136

Approval of torsional vibrations

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

Disregarding an engine and its driven equipment's

torsional compatibility can create noise and gear
chatter in the reverse gear/gear case and a
subsequent sheering of the crankshaft and vibration
damper bolts and vibration damper overheating.

Because installation compatibility is a system designer

responsibility, it is also the latter's responsibility to
establish a theoretical torsion analysis.

Volvo Penta's standard drive assembly does not

usually require a TVC unless a front-mounted power
take-off is installed. However, a TVC is recommended
for all applications in heavy commercial duty. A TVC
must be carried out for classified applications.

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 Engine Characteristics, Torsional Vibrations

Torsional analysis data

Volvo Penta carries out torsional analyses once the
necessary information is obtained from the customer.
The following technical data is required to carry out
torsion analysis:
A Operational engine speed range. The lowest engine
speed to the highest.
B Maximum power take-off.
C Detailed drawings of rotating components.
D The inertia and location of mass in rotating
components.
E A general drawing of systems layouts is required for
more complicated installations.

Most driveline suppliers provide shaft drawings that

specify moments of inertia and their locations in the
shaft diameter for the purpose of torsional vibration
calculations.

Example of a composite system with elastic mass

4 1 8
5 3 2 4 6 7 3 2 9

11 11
8
10 9
10

2
12 2 3
P0009086 3

1 Engine The drive assembly, i.e. engine, flexible coupling

and reverse gear, are delivered as a unit by Volvo
2 Clutch, disengageable
Penta and has the lowest possible torsional vibration
3 Belt pulley levels in combination with standard propeller
systems. A torsional vibration calculation (TVC) must
4 Clutch
be carried out by Volvo Penta if other combinations
5 Pump, compressor, etc. with same rpm as are used. Incorrect components in the drive assembly
engine may result in abnormally high loads on the engine's
crankshaft or that flexible couplings in the installation
6 Reduction gearing, reverse gear
break down.
7 Flange coupling
8 Alternator, compressor
9 Propeller shaft and propeller
10 Belt
11 Belt tensioner
12 Pump, compressor

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Engine Characteristics, Torsional Vibrations

Procedures for performing TVCs

When a TVC – torsional vibration calculation is
requested it can be performed by Volvo Penta.

Follow the procedure below:

1 Send all necessary documentation to the Quality
systems and classification department for the issue
of an order number that acts as a reference number
in all future communication in the matter.
2 All communication regarding the TVC must be
directed to the Quality systems and classification
department. The Quality systems and classification
department at the production unit in Gothenburg
has responsibility for internal handling.
3 The cost of the TVC will be invoiced according on
the following basis: If the documentation received
is complete from the beginning the invoice will be
for the basic calculation as per price list.
Each additional work operation, e.g. a new
calculation due to the lack of information, incorrect
information or extensive calculations will be
invoiced according to actual costs.
It is therefore extremely important that
documentation for calculations is complete and that
no information is lacking.

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 Arrangement and Planning

Arrangement and Planning

General
The installation of fuel system components – fuel tank,
valves, fuel pipes and auxiliary fuel filters etc., must be
carried out very carefully in order to ensure sufficient
fuel to the engine and that the requirements for perfect
sealing and fire safety are met.

Plan the locations of the tanks carefully before starting

work. Use quality valves to avoid leakage. A leaking
fuel system always entails great risk of operational
disruptions and fire. Use first class materials and
quality components. Ideally, the valves must be
installed on the outside of the engine compartment, or
be remotely operable.

Fuel may be divided up between several tanks in order

to keep the center of gravity low and also to allow some
hull trimming capability. If the tanks are to be built in,
the surrounding space must have good ventilation.

NOTICE! There may be local legislation that always

sets aside engine manufacturer literature and
recommendations.

Take especial care not to bend the high pressure pipes

between the injection pump and the injectors.

Do not stand on the engine; there is a risk of bending

the high pressure pipes. Do not fix any of the high
pressure pipes and keep the original clamp ring on the
engine. otherwise there is a risk that the delivery pipes
will break with a fire as the result.

When working on the fuel system, it is important to

keep it clean and free from dirt.

Return fuel may have a temperature of up to 100°C

(212 °F). If a thermoplastic tank is used, check how
heat resistant the material is.

D9, D11, D13 and D16

These engines have a return fuel flow controlled by an
orifice in the engine venting nipple. At full rated engine
power fuel is returned to the tank at around 25–30
liters/hour. At a return fuel temperature of approx 70-80
°C heat emitted to the tank will be around 300W. Note
that when there is only a small quantity in the tank
during prolonged operations at maximum power the
temperature can rise further.

Fuel temperatures and flows must be taken into

account by the boatbuilder when selecting the fuel
tank.

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Arrangement and Planning, Choice of Engine

Choice of Engine
It is important to carefully consider the information in Analysis may vary depending on what is prioritized:
the illustration below to achieve the best performance top speed, economy, safety or other. Read the Volvo
and characteristics from an installation. The trial and Penta information material and consult our computer
error method is often necessary to find the final program, or contact Volvo Penta for advice.
combination of performance requirements the
installation must fulfill.

6 2

5 3

p0005807

Performance requirements 3. Limitations

What are the requirements for top speed and cruising Include limitations such as engine and propeller
speed? dimensions in the calculations.

1. Boat/vessel 4. Power requirement

Define the hull category: Use data to determine the power requirement. Do not
forget to include power losses from power take-offs,
• Displacement
climate, and fuel quality etc.
• Semi-planing
5. Engine
• Planing
Look through Volvo Penta sales literature for a
Consider the boat's size and judge the weight and suitable engine that at a minimum provides the power
longitudinal center of gravity, etc. Drawings and, required for proper classification. Check which
ideally, hydrodynamic data from tank tests or similar reverse gears are available.
will be required. 6. Reverse gears and propellers
2. Propulsion system Calculate the optimum gear ratio, as well as propeller
Look for the most suitable propulsion system and size and type.
engine geometry. Consider the characteristics of
different propulsion systems.

36 47704151 05-2019 © AB VOLVO PENTA

 Arrangement and Planning, Choice of Engine

P0005808

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

47704151 05-2019 © AB VOLVO PENTA 37

Arrangement and Planning, Choice of Engine

General

Plan the engine compartment so that maintenance
work can be performed without difficulty. Using the
Operator's Manual, make sure that all filter changes,
oil changes and other service work can be done
normally. Also make sure that it is possible to install
and remove the engine.
Check that the latest current drawings for the engine
and equipment are used before installation work is
begun. The drawings contain all necessary
dimensions for installation, e.g. distances between
crankshaft center and engine mounts (reverse gear
mounts) and to the propeller shaft centerline.
Note that the small outline sketches on information
material and brochures may not be used for this
purpose.
The engine and drivetrain must be installed so that
noise and vibrations, e.g. airborne and structural
noise, are minimized.
Propeller pressure waves are transmitted through the
water to the hull. Propeller vibrations are transferred
to the hull via support brackets, bearings and seals.
If the propeller works at a great angle, the pressure
waves and vibrations can be considerable. If an
incorrect propeller is used, this may result in cavitation
which will cause noise and vibrations.
For further information, refer to the Propeller
selection section in the Engine
Characteristics, page 27chapter.
On the other hand, torsional vibrations from correctly
selected components in the drive assembly are often
insignificant.
NOTICE! Always take national and international
legislation into consideration.

Vibration from engines and propellers are transferred

to the hull via engine mounts and the engine bed.
Other vibration channels are exhaust pipes, coolant
pipes, fuel pipes, the electrical system and control
cables.

38 47704151 05-2019 © AB VOLVO PENTA


Planning items
1. Engine compartment layout
Only use approved, updated drawings. Study the
drawings carefully. Pay attention to noise insulation
material, engine movement under way and
accessibility for service and repair.
In twin installations the distance between the engines
must be sufficient to allow comfortable inspection and
service.
2. Weight distribution
The distribution of weight in the boat is of great
importance. Make sure that weight is evenly
distributed even in the case of different levels in the
fuel and water tanks. Distribute heavy components
such that the boat is balanced around the center of
gravity in accordance with the designer's
recommendations.
NOTICE! Take great care to achieve the best possible
position for the center of gravity. This provides a good
trim angle under way and greatly influences the
performance of planing boats.
3. Selecting the engine mounting
Select a suitable type of engine mount based on
comfort requirements, the type of use and the engine/
reverse gear configuration.
The two main systems are fixed or flexible mounting.
In the fixed system the engine/reverse gear is bolted
directly to the engine bed. In the flexible system the
engine/reverse gear is installed on flexible engine
mounts. Volvo Penta offers flexible mounts for a great
variety of engine/reverse gear combinations.
Select a shaft system depending on the type of clutch
(fixed or flexible), shaft supports, packing boxes, etc.
4. Fuel system
Decide on the type of fuel system. Choose between
using fuel hoses or fuel pipes. Pay attention to
classification requirements.
Determine the location of auxiliary water separators
for the fuel, and plan the running of fuel pipes and
hoses, fuel filler and ventilation hoses, shut-off
devices, etc. Fuel feed and return hoses or pipes must
be located deep down in the engine compartment so
that excess heat is not transferred to the fuel.
5. Cooling system
Select the locations for the seawater inlet and
seawater filter. Plan the hose runs.
In boats where the engines are located low in relation
to the waterline, an anti-siphon valve must be
considered.
47704151 05-2019 © AB VOLVO PENTA
Arrangement and Planning, Choice of Engine
6. Exhaust system
Select between dry or wet exhaust systems. Plan the
installation of the exhaust system components such
as mufflers and hoses.
7. Electrical System
Plan cable runs and check the length of instrument
cable kits. Decide on where circuit breaker boxes and
main switches will be located.
Avoid joints and connections in places where there is
a risk of moisture or water. Do not locate joints or
connections behind fixed bulkheads or similar places
that are difficult to reach when the boat is completed.
8. Electrochemical corrosion
The problems of potential galvanic corrosion and
stray current corrosion must be taken into
consideration when electrical installations are
planned and equipment is selected. Use protection
anodes.
9. Air supply, ventilation and noise insulation
Carefully check that duct dimensions have sufficient
cross sections and place great importance on
optimizing air outlets. Plan how engine ventilation and
inlet air ducts (hoses) are to be run so that moisture,
spray and rainwater cannot enter and that the ducts
do not make the installation of batteries and fuel
tanks, etc. difficult.
Engine compartment noise insulation is of great
importance in keeping noise levels as low as possible.
Leave sufficient space for noise insulating materials.
The best way to achieve good noise insulation is to
build a completely sealed engine compartment whose
only openings are ventilation ducts and pipes.
10. Controls and steering
Plan control cable and steering system runs, twin
helm stations etc. Bear in mind accessibility for
service and replacements.
If mechanical control cables are used, it is of great
importance for smooth function that the runs have as
few bends as possible.
11. Power take-off
It is possible to install power take-offs from additional
pulleys or the reverse gear gear case.
If more power is required, a mechanical power take-
off can be installed on the front of the crankshaft
The sales brochure details permissible PTO outputs.
39
Arrangement and Planning, Choice of Engine
In order to achieve the best performance for the boat
the propeller and gear ratio must be selected to suit
the individual boat, engine and speed range.
Below is a short description of how propeller systems
are constructed. It is not just engine performance that
determines boat speed. It depends equally on the
mechanical efficiency of the reverse gear and the
propeller system. A proper propeller system provides
not only good fuel economy and higher speed, but
also better comfort with lower noise and vibration
levels.
The following description is very general and explains
only superficially how a propeller is designed. The
propeller manual Propellers publ. no. 7739174
provides more detailed information.
Planing boats
In planing boats faster than 20 knots, the size of the
propeller depends on engine power. Approximately
7–8 cm2 (1.1–1.2 sq.in.) of propeller blade surface is
required per kW of shaft output to transfer the power
from the engine to the water. If the shaft is at an angle
in relation to water flow, this requirement may
become considerably greater: 8–15 cm2 (1.2–2.3
sq.in.)/kW is reasonable, depending on the angle of
the shaft and the water flow.
Therefore, given a shaft power of 400 kW the
propeller blade surface may need to be 400 kW x 9
cm2 (1.4 sq.in.)/kW = 3 600 cm2 (558 sq.in.).
This surface needs to be divided among three, four
or five blades.
The efficiency of a propeller blade is reduced if it
becomes far too wide in relation to its length. This
means that if the propeller diameter is limited (as is
often the case), it is better to select several narrower
blades (four or five) rather than three wide ones.
The angle of the propeller shaft must be as small as
possible. Shaft angles of less than 12° seldom cause
any major problems, but shaft angles greater than
14–15° must be avoided.
40
Propeller Theory
The distance between the bottom of the boat and the
propeller blades must be at least 10 % of propeller
diameter.
Once propeller diameter has been selected the pitch
can be determined.
Propeller blades must never move through the water
faster than 60–70 knots at 70 % of maximum propeller
diameter. This means that propeller rpm must be
reduced the greater the engine capacity, which in turn
requires a larger blade surface and therefore a greater
diameter.
The relationship between pitch and diameter must be:
Pitch
P/D = ————
Diameter
0.90–1.15 at 20 knots
1.00–1.30 at 30 knots
1.05–1.35 at 35 knots
Generally speaking, a large propeller with narrow
blades and low revolutions is more efficient than a
small propeller with wide blades that revolves at higher
speeds.
When boat speed exceeds 24–28 knots, the drag from
shafts, rudders and propeller supports increases to a
level where improving propeller efficiency is no longer
beneficial. Propeller system drag can be lowered by
reducing shaft diameter, selecting stronger materials
and reducing the surface areas of rudders and
propeller supports. Lower gear ratios may also mean
thinner shafts. It is necessary to find a balance
between propeller efficiency, and drag on the shaft,
etc.
47704151 05-2019 © AB VOLVO PENTA

Planing and semi-planing boats
Boats that are slower than 15 knots need propellers
that are as large as possible. For example, a trawler
is able to save 20–30 % fuel or to gain 20 % greater
thrust when trawling by increasing propeller diameter
by 50 % and reducing the propeller speed by 40 %.
A propeller blade's surface is designed according to
a minimum of 0.17 m2 (1.83 sq.ft.) per ton of thrust.
A large, slow-moving propeller is preferable
according to the above. At a speed of 12 knots, for
example, a three-bladed propeller with a 50 % blade
area will achieve an efficiency of around 57 % if the
blades cut through the water at 50 knots across 70 %
of their diameter. At a blade speed of 70 knots,
efficiency is only 47 %.
Formula
propeller efficiency x shaft output
(kW) x 1944
T (Newton) =
——————————————
boat speed (knots)
can be used to calculate motive power.
The three-bladed type is often more efficient in large,
slow propellers than four or five-bladed types.
However, four-bladed propellers generate lower
vibrations, which is often an advantage. Generally
speaking there is a tendency to prefer four-bladed
propellers. A suitable pitch ratio at 10 knots is 0.7–0.9
and 0.8–1.05 at 15 knots.
As the best pitch ratio varies according to boat speed,
it is necessary to decide whether the propeller must
be at its best when trawling, e.g. with a pitch ratio of
0.7, or whether it must provide best efficiency with a
slightly higher pitch ratio when not trawling.
47704151 05-2019 © AB VOLVO PENTA
Arrangement and Planning, Choice of Engine
Variable propeller pitch is an excellent solution for
trawlers, tugs and freighters.
A very rough estimate of bollard pull can be calculated
using the formula
Variable pitch propeller (N) 95 – 105 x kW
Fixed propeller (N) 80 – 90 x kW
A variable pitch propeller installed in the “right” boat
(up to 10 knots) may thus save a lot of fuel.
Speed range between 15 and 20 knots
Within this speed range, large slow propellers are
preferable to small, fast ones. The blade surface is
designed as a compromise between kW/cm2 and m2/
ton tractive force.
Computer programs for propellers and
performance
Over the past year Volvo Penta has developed
computer programs for calculating speeds, gear ratios
and propellers. The programs are excellent for the
simple and exact prediction of speed and propellers.
Estimated speed in the different computer programs
is based on experience gained from a large number
of installations.
Propeller calculations
Theoretical calculations of speed and propellers are
made using well-established methods and the
experience from a number of practical tests, but
remain the result of approximations and assessments.
We believe they can provide a reasonable
assessment for standard boats on the condition that
input data is correct and complete. However, Volvo
Penta cannot assume responsibility for the final result,
which can only be established by sea trials.
41
Arrangement and Planning, Choice of Engine

C The combination gear ratio, shaft diameter and
A
B A propeller must be selected with great care. Take the
p0005809
A Boat full load graph
B Propeller load graph (propeller OK)
C Recommended max. operating area
Propeller Selection
propeller size can be calculated using the Volvo Penta
MPS (Marine Propulsion Software). Calculation of
correct propeller size can be carried out by Volvo Penta
if desired. In this case all boat information (ideally
drawings) must be submitted in good time.
distance between the hull and the keel bar into
consideration. Refer to the recommendations for
propellers and propeller shaft angles and the
recommended clearance between propeller and hull.
Refer to the section below.
On planing boats the hull above the propeller is often
fairly flat. The hull may be reinforced on the inside in
order to reduce noise and vibrations caused by
propeller blade pulses.
Best propeller efficiency is achieved with as small an
angle as possible between the propeller shaft and the
waterline. The larger the angle, the lower the
efficiency. If possible, avoid angles in excess of 12°.
This means that when the boat is at rest, the propeller
shaft angle may not exceed 12°. This is especially
important on planing boats. Greater shaft angles may
affect speed, noise and vibrations negatively.

Check the shaft angle. If the shaft angle exceeds 12°,

the use of a smaller propeller should be considered.
This can be compensated by more blades or larger
blade surfaces.

The keel or the propeller shaft support forward of the

propeller must have a profile that provides a minimum
R2
of resistance and turbulence. Propeller tunnel shape is
R1 also extremely important. Poor propeller tunnel design
may create turbulence forward of, and around, the
propeller and reduce boat buoyancy at the stern. It is
crucial that the radius R1 at the beginning of the tunnel
is large enough so that turbulence in the propeller is
avoided.

Make sure there is sufficient clearance between the

propeller, hull, keel, keel bar and rudder. It must be
possible to slide the propeller shaft aft at least 200 mm
(8") to allow removal of the reverse gear or coupling.
Also make sure that no transverse bulkheads hinder
P0005810
removal. There must be sufficient play, approximately
1 x shaft diameter, between the propeller and the stern
bearing to prevent the propeller from pressing against
the stern bearing. There must also be space for line
cutters if such are to be fitted. See illustrations in
section position (E).

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 Arrangement and Planning, Choice of Engine

Minimum distance to hull, keel, keel bar

and rudder

d = Propeller diameter

A A 0.10 x d
E B 0.15 x d
C 0.10 x d
D 0.08 x d
E Approximately 1 x shaft diameter
F Shaft angle. If possible, avoid angles in excess of
12°.
C Example:
Dimension (A) on a boat with a propeller diameter of
D B 762 mm (30") is at least 0.10 x 762 = 76 mm (0.10 x
P0005812 30" = 3").

Dimension (A) may never be less than 50 mm (2").

Classification authority requirements must be followed
when the boat is classified.

Single and twin installations

A single installation is generally the most efficient
d
method of propulsion. If more power is required, two
engines may be installed, each with a separate propeller
shaft.

Twin installations and separate shafts provide better

P0005813
maneuverability as power can be controlled separately
and individually for each engine. For example, one
engine can be run astern and the other ahead when
maneuvering at low speed.

Two or more engines connected to a common drive train

with a single propeller is a third alternative.
B

F
A
E
P0005814 D

47704151 05-2019 © AB VOLVO PENTA 43

Arrangement and Planning, Choice of Engine

Propeller rotation
Right or left rotating propellers may be chosen in single
installations. Direction of rotation is sometimes
dependent of the type of reverse gear used.

In twin installations, the starboard propeller should

always rotate clockwise and the port propeller
counterclockwise seen from aft. Otherwise there is a
risk that air bubbles are drawn down into the water
between the two propellers causing cavitation.
P0004880

Selection of gear ratios

The propeller shaft usually rotates more slowly than
the engine crankshaft. This reduction is normally
achieved in the reverse gear.

As a rule, the greatest possible reduction gearing must

be selected for slow displacement boats. Thus
propeller diameter can also be relatively large with high
thrust within the applicable rpm range. Depending on
hull type and speed range, a lower gear ratio may be
selected for higher speed if required. Refer to the table.
This is in order to achieve the greatest thrust in the
chosen speed range. Thrust may be lower than
calculated optimal thrust if a non-recommended gear
ratio is selected. The boat's top speed may not
necessarily be affected.

Always check that the hull has sufficient clearance for

the propeller; refer to the information earlier in this
chapter.

A calculation must be made to select the optimum gear

ratio. Use the following tables as guidelines.

D5/D7 engine revolution range 1 900–2 300 rpm with conventional shaft/propeller system
Gear ratio,
approx Main type of operation Speed range
4:1–3:1 Work boats, displacement boats, high bollard pull, towing, trawling 4-8 knots
3:1-2.0:1 Work boats, displacement boats, low speed planing boats, in general low 6-10 knots
revolutions
2.5:1-1.5:1 Semi-planing to planing boats, patrol boats, sportfishing and pleasure boats 10–15 knots

D9/D11/D13/D16 engine revolution range 1 900–2 500 rpm with conventional shaft/propeller system
Gear ratio,
approx Main type of operation Speed range
6:1–3:1 Work boats, displacement boats, high bollard pull, towing, trawling 4-12 knots
3:1-2.5:1 Work boats, displacement boats, low speed planing boats, in general low 8-17 knots
revolutions
2.5:1-2:1 Semi-planing to planing boats, patrol boats, sportfishing and pleasure boats 16-26 knots
2:1-1.5:1 Planing boats, patrol boats, sportfishing and pleasure boats 25-35 knots
1.5:1-1:1 High-speed planing boats, high-performance pleasure boats and similar 35-45 knots

44 47704151 05-2019 © AB VOLVO PENTA


P0005923
A Single taper shaft
B Double taper shaft
47704151 05-2019 © AB VOLVO PENTA
Arrangement and Planning, Choice of Engine
Propeller Shaft Systems
Propeller shafts
There are many points to take into account when
selecting a propeller shaft for a given application. Shaft
material and shaft dimensions must suit the individual
vessel design and application.
The shaft material must be strong and corrosion
resistant. Stronger materials have advantages in many
sport boat applications thanks to their smaller diameter
providing lower water resistance and turbulence.
Depending on length, a shaft may require supporting
with bearings. The minimum distance from the shaft
coupling to the first fixed bearing must be 10–14 x shaft
diameter. The distance must be sufficient to allow the
engine to move without exposing the shaft system to
unreasonable stresses. The maximum distance
between bearings is determined by shaft critical speed.
This is calculated on the basis of the installation type
and shaft characteristics.
It is of the utmost importance during installation to
protect the shaft's precision straightness and polished
surface finish. When lifting shafts it is best to use lifting
straps and some kind of load distribution device to
avoid shaft bending.
Always check propeller shaft straightness. Run-out
may not exceed 0.3 mm (0.012") from 100 percent
straightness per meter of shaft.
Shafts that are tapered at both ends, double tapered
shafts, can be machined to be reversible. This
effectively doubles the life of the shaft as it can be
turned around when seals and bearings have worn
grooves in the shaft. Check the fit of the coupling to the
shaft taper before installing the shaft.
Propeller shaft dimensions and distances between
bearings
The propeller shaft must be dimensioned according to
the torsional and bending forces it will be exposed to.
There must also be a certain safety margin. The
maximum distance between bearings has great
influence on shaft dimension calculations.
Use the Volvo Penta computer program or ask the
shaft supplier for advice when determining shaft
dimensions and bearing distances.
45
Arrangement and Planning, Choice of Engine

Flexible propeller shaft coupling

If the engine has flexible mounts and a fixed packing
box, the propeller shaft must be fitted with a flexible
shaft coupling. Se Selecting the engine
mounting, page 84.

NOTICE! Engine alignment is just as important with the

above equipment as it is with fixed couplings. The
flexible packing box and the flexible propeller shaft
coupling are not designed to absorb constant angular
deviations.

The flexible shaft coupling must be installed as

illustrated.
P0005931

Packing boxes
There are different methods of lubricating shaft seals.
The two most common are water and grease-
lubricated packing boxes. Make sure it is easy to
maintain and inspect the packing box. Some packing
boxes require a certain play toward the reverse gear
flange to allow changing without disconnecting the
shaft.

Water-lubricated packing box

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

One method suitable for displacement boats is to use

water intakes in the stern tube. Intake tubes must be
designed so that pressure is built up by boat movement
P0005932 through water.

1 Shaft sealing When a new installation is test driven it is also

important to check that water lubrication functions
2 Water intake tube
satisfactorily at full speed. Check that the tubes (2)
provide sufficient water flow.

46 47704151 05-2019 © AB VOLVO PENTA

 Arrangement and Planning, Choice of Engine

Connection to reverse gear oil cooler

P0009109

1 Alternative connection D12: Another variation common in planing boats is to

Water from heat exchanger, rear end 3/8" provide the packing box with water from the engine
NPTF. cooling system. Make sure to take the water after the
Hose/pipe diameter: 10 mm (0.4"). engine cooling circuit and not bleed off too much
water in boats with wet exhaust systems. If too much
2 All engines, connection except D9/D11/D13:
water is lost through the shaft seal outlet, the exhaust
Water from reverse gear oil cooler.
hose may overheat. As a rule of thumb, install a 10
Hose/pipe diameter: 10 mm (0.4").
mm (0.4") hose from the reverse gear oil cooler.
3 Connection D9/D11:
Water from heat exchanger, rear end 1/2" When a new installation is test driven it is also
NPTF. important to check that water lubrication is also
Hose/pipe diameter: 10 mm (0.4"). sufficient at full speed.
Reduction nipple required.
NOTICE! D16 oil coolers are delivered separately.
4 Connection D13:
Contact Volvo Penta for installation instructions.
Water from heat exchanger, rear end via pipe,
1/4–18 NPSF
Hose/pipe diameter: 10 mm (0.4").

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Arrangement and Planning, Choice of Engine

Grease-lubricated packing box

Grease is fed to the packing box either through a
grease nipple on the packing box, or from a separate
grease packer. The grease packer cover/handle must
not be tightened too hard as this may cause propeller
shaft overheating and wear.

Shaft bearings
P0005934
There are two types of shaft bearings: Select the type
which suits the application and use best. Shaft
bearings must be fitted in a propeller shaft bracket, at
the forward and/or aft end of the stern tube or in a
separate support bearing bracket.

Cutlass bearing
Cutlass bearing are the most common type, especially
for medium fast and fast boats. The bearing is usually
made of rubber with brass sleeve. The bearing design
creates a film of water, upon which the propeller shaft
floats. Normal play between shaft and bearing is 0.1 %
of shaft diameter. Bearings fitted in e.g. propeller shaft
brackets are normally self-lubricated but it is important
to ensure water supply to bearings in stern tubes.
P0009110

Metal bearings
Metal bearings are often oil or grease-lubricated and
mounted internally in the shaft tube or a separate shaft
bracket. They may also be combined with grease-
lubricated shaft seals.

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

Installation of propeller shaft tube and

shaft bearing
The fix point (A) is determined by the required
propeller size etc. The engine may be used as a jig
when deciding the location of the stern tube and
A bearing. The engine must be adjusted to its nominal
position.

P0005935

48 47704151 05-2019 © AB VOLVO PENTA

 Arrangement and Planning, Choice of Engine

In series production, custom-made jigs can often be

used instead of the engine when positioning the stern
tube.

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

• Install the shaft bearing (1).

• Center the shaft (2) in the propeller shaft tube (3)
using wedge-shaped guides (4). The play between
the guides and the shaft must be at least 4 mm
(0.16") for engines on flexible mounts.
P0005936 • Check that the shaft is not bent forward of the tube;
support the shaft as necessary.

Once accurate alignment has been achieved, the

stern tube may be bolted or glued in place.

P0007861
4 mm (0.16") play

If the stern tube is to be bolted into the stern, the

bearing flange contact surface must first be ground flat.
Brush on sealing compound e.g. silicone rubber, and
tighten the bearing retaining bolts.

NOTICE! Check the alignment after gluing.

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Arrangement and Planning, Engine Placement

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.

Be 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.
P0005822
C Total engine inclination under way, maximum
permissible inclination (A+B).

Static (A) Under way (C)

Engine Flywheel Flywheel upward Flywheel Flywheel upward
downward downward
D5/D7, standard sump 10° 0° 15° 0°
D5/D7, low sump 5° 0° 10° 0°

D9, low sump* 6° 0° 12° 5°

D9, V-drive system* 5° 0° 5° 10°
D9, deep sump* 13° 0° 18° 5°

D11/D13, standard sump* 7° 0° 17° 10°

D16, standard sump 11° 0° 18.5° 7.5°

Max. engine inclination IMPORTANT!

The oil volume in the sump must be changed when
the engine is operated on an incline. Use the
Technical data sheet for each type of engine oil sump.

WL * Applies to all D9, D11 and D13 engines.

P0005830

Flywheel downward Flywheel upward

WL = Waterline

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 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.

Be 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.
P0005822
C Total engine inclination under way, maximum
permissible inclination (A+B).

Static (A) Under way (C)

Engine Flywheel Flywheel upward Flywheel Flywheel upward
downward downward
D5/D7, standard sump 10° 0° 15° 0°
D5/D7, low sump 5° 0° 10° 0°

D9, low sump* 6° 0° 12° 5°

D9, V-drive system* 5° 0° 5° 10°
D9, deep sump* 13° 0° 18° 5°

D11/D13, standard sump* 7° 0° 17° 10°

D16, standard sump 11° 0° 18.5° 7.5°

Max. engine inclination IMPORTANT!

The oil volume in the sump must be changed when
the engine is operated on an incline. Use the
Technical data sheet for each type of engine oil sump.

WL * Applies to all D9, D11 and D13 engines.

P0005830

Flywheel downward Flywheel upward

WL = Waterline

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Arrangement and Planning, Engine Placement

Weight Distribution

General
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.

Planing and semi-planing hulls

It is especially important in planing and semi-planing
hulls that heavy components such as engines, fuel and
water tanks and batteries be located so that the best
possible trim is achieved with the boat in the water.

A Consider the weight distribution in the boat so that it is

evenly distributed even with different levels of fuel and
water in the tanks.

It is an advantage if the fuel tanks are not located in

the vicinity of the hot engine compartment. If possible,
the batteries must be located in a separate, well-
ventilated section.
B
P0005831

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.

Engine Center Distance

A Consideration must always be given for the minimum
distance between engine centerlines in twin
installations, in regard to service accessibility.
Moreover, a greater distance provides improved
maneuvering characteristics.

Use the installation drawings to calculate a suitable

distance.

Generally speaking, the minimum recommended

distance (A) between engine centerlines is:

D5/D7 1050 mm (41.3")

D9 1200 mm (47.2")
P0005862 D11 1200 mm (47.2")
D13 1300 mm (51.2")
D16 1350 mm (53.1")

In installation with several engines on one propeller

shaft, the space between the engines is determined by
the gears or belt drives that connect the engines. The
requirement for inspection, service and repair access
still applies.

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 Arrangement and Planning, Engine Room

Engine Room
Accessibility for Maintenance
When designing the engine compartment, place great
emphasis on accessibility necessary for service. Also
ensure that the complete engine can be lifted out
without damage to the boat structure.

Written instructions may be of major help if engine

removal is necessary at a later stage.

NOTICE! There must also be sufficient space for

sound-dampening materials. Carefully study the
installation drawings for the engine concerned.

General maintenance
Items that usually require maintenance accessibility:
• Oil change and refill
• Filter changes (oil, fuel, air)
• Belt checks, changes
• Removal of valve cover
• Priming the fuel system
• Changing impeller, seawater pump
• Water filter, cleaning
• Cooling system, venting

Repairs
Items that usually require maintenance accessibility:
• Removal of injectors, cylinder head, charge air
cooler and oil cooler
• Removal and replacement of electrical
P0009099
components
• Removal of flywheel and vibration damper
• Removal or replacement of reverse gear
• Removal of propeller shaft
• Removal of engine

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Arrangement and Planning, Engine Room

Engine Room Ventilation

Engine performance
Engine power is affected by a number of different
factors. Among the most important are air pressure, air
temperature and exhaust system back pressure.
Deviations from normal values influence engine
performance and function.

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 the deviations from normal values that occur 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 main 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 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 when
so required.

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 Arrangement and Planning, Engine Room

Engine power and air temperature

Specified engine power is measured in the following
conditions: air temperature +25 °C (77 °F),
atmospheric pressure 100 mbar (750 mm Hg), 30 %
relative humidity, fuel temperature +40 °C (104 °F) and
seawater temperature +32 °C (90 °F). (In accordance
with international test standards).

Satisfactory air supply and ventilation make it possible

for the engine to provide the highest possible power
and attain a long service life.

If engine inlet air cannot be kept below +25 °C (77 °F)

power will be reduced by up to 1.5 % for turbocharged
engines and 1.0 % for turbocharged engines with
charge air coolers for each increase in air temperature
of 10 °C (18 °F).

IMPORTANT!
When operating under full throttle with an induction
temperature greater than 45° C there is an increased
thermal load on the engine resulting in increased
engine wear. We recommend reducing engine power
take-off in the case of high engine compartment
temperatures (avoid continuous full throttle operations
in hot operating conditions.

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Arrangement and Planning, Engine Room

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 important 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).

Injection pump adjustment (reduced fuel quantity) for

high altitudes must be carried out according to the
following:

Altitude AMSL Reduced fuel quantity

1000 m ( ft.) 4%
1500 m ( ft.) 8%
2000 m ( ft.) 12 %
2500 m ( ft.) 17 %

NOTICE! Adjustment is not possible on electronically

controlled engines.

NOTICE! Electronically controlled engines are not

suitable for operations at altitudes exceeding:
Rating 5 1500 m (4920 ft.)
Ratings 1–4 2500 m (8200 ft.)

NOTICE! Emission certificates have not been verified

by Volvo Penta for altitudes above 1500 m (4920 ft).

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When planning an installation the following
basic information must be considered in
calculations:
• All combustion engines, regardless of
manufacture or type, require a certain level 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. the engine
compartment.
• Heat radiation is smaller on modern, compact
engines than on older, less compact engines.
Modern 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 absolutely
necessity to keep engine compartment temperature
below the maximum permissible limit.
NOTICE! The total inlet cross-sectional area can be
calculated using the formula:
Total inlet cross-sectional area = engine air
consumption + engine compartment ventilation
Engine temperature
It 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).
There is always a loss of power with increased
temperatures, and if engine inlet air is constantly
above 45 °C (113 °F), the engine must be readjusted.
47704151 05-2019 © AB VOLVO PENTA
Arrangement and Planning, Engine Room
Dimensioning of air intake and
ducts
Engines without charge air coolers
≤25 °C (77 °F) > 25 °C (77 °F) > 45 °C (113 °F)
Full power Loss of power Adjustment
Power 3% / 5 °C (41 °F)
Engines with charge air coolers
≤25 °C (77 °F) > 25 °C (77 °F) > 45 °C (113 °F)
Full power Loss of power Adjustment
Power 1-2% / 10 °C (50 °F)
Inlet air temperature at the air filter may not be higher
than 25 °C (77 °F) for full power. During sea trials the
temperature in the air filter must not be higher than
20 °C (68 °F) above outside temperature.
Actual engine temperature is relatively high in certain
places. Certain individual engine components such
as charge regulators and relays must therefore be
installed on bulkheads or 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.
Engine air consumption
The engine consumes a certain amount of air during
the combustion process. This requires the inlet duct
to have a certain minimum internal cross-sectional
area.
This area can be calculated using the formula:
A = 1.9 × engine power
A = Area in cm2
Engine power in kW
The value applies to inlets, without obstacles, that 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 with the coefficient in the
table on the following page.
57
Arrangement and Planning, Engine Room

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

A large part of the heat radiation must be carried away
from the engine compartment in order to keep the
temperature down to permissible values. In other
words, the heat must be ventilated away.

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 cross-sectional area is

calculated according to the following formula:
Inlet air = 1.65 x engine power
Outlet air = 1.65 x engine power
Cross-sectional area in cm²
Engine power in kW.

These values must be corrected in accordance with the

table in regard to bends and duct length.

Outdoor temperature is assumed to be 30 °C (86 °F).

Correction factors in the table must be used where
applicable.

Correction factor
Ambient temperature Correction factor
20 °C (68 °F) 0,7
30 °C (86 °F). 1,0
40 °C (104 °F) 1,4

Choice of fan
The fan must be dimensioned for airflow according to
the following:
Outlet air = 0.07 x engine power

Airflow volume in m3/min

Engine power in kW.

This flow is corrected using a factor from the table

above.
The total pressure increase at the fan must be 10 mm
(0.394") water column (100 Pa).

These two values, flow and total pressure increase, 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 (0.276") water column (70 Pa). This means that a
somewhat smaller fan may be used.

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Example 1
Two diesel engines, 294 kW (400 hp)
Calculating the area for two engines of 294 kW each
with unhindered air supply and an outdoor
temperature of 30 °C (86 F).
The following is obtained for each engine:
Area for engine air consumption: 1.9 × 294 =
558.6 cm2 (86.6 in2)
According to figures 1 and 2 on the following page, ex
1, this corresponds to a duct with a diameter of
265 mm (10.4") for a single engine.
Ventilation, engine compartment:
1 Inlet, engine compartment: Area = 1.65 × 294
= 485 cm2 (75.2 in2). According to figure 2 on
the following page this gives a diameter of 250
mm (9.8") for a single engine.
2 Outlet, engine compartment: Area =
1.65 × 294 = 485 cm2 (75.2 in2). According to
figure 2 on the following page this gives a
diameter of 250 mm (9.8") for a single engine.
3 Capacity, extraction fan: 0.07 × 294 (kW) =
20.6 m3/min (727.5 ft3/min).
4 NOTICE! The figures must be multiplied by 2 as
this is a twin installation.
47704151 05-2019 © AB VOLVO PENTA
Arrangement and Planning, Engine Room
Calculation of air ducts
Example 2
One diesel engine, 441 kW (600 hp)
Area calculations for one engine with a 2 m (6.6 ft)
long duct, 2 bends and an outside temperature of
20 °C (68 °F).
Area for engine air consumption: 1.9 × 441 =
838 cm2 (129.9 ft2)
Correction for air temperature = 0.7, plus a correction
for duct length and bends of 1.41.
This gives 838 × 0.7 × 1.41 = 827 cm2 (128.2 ft2).
According to fig. 2 on the following page, this is
equivalent to a duct diameter of 330 mm (13.0").
Ventilation, engine compartment:
1 Inlet, engine compartment: Area = 1.65 × 441
= 728 cm2 (112.8 ft2). According to fig. 2 on the
following page, this is equivalent to a duct
diameter of 302 mm (11.9").
2 Outlet, engine compartment: Area =
1.65 × 441 = 728 cm2 (112.8 ft2). According to
fig. 2 on the following page, this is equivalent to
a duct diameter of 302 mm (11.9").
3 Correction, inlet and outlet: Air temperature =
0.7, plus a correction for duct length and bends
of 1.41 from the table on the following page.
This gives 728 × 0.7 × 1.41 = 719 cm2
(111.4 ft2). According to fig. 2 on the following
page this is equivalent to a duct diameter of
300 mm (11.8") for each inlet and outlet.
4 Capacity, extraction fan: 0.07 × 441 (kW) =
31 m3/min (1094.8 ft3/min).
59
Arrangement and Planning, Engine Room

y 1
1400 b
(217)

1200 c
(186)
1 Calculation of area
1000
(155) x kW (hp)
y Area, cm2 (sq. in.)
800
(124)
a Example 1
600 Engine output = 294 kW
(93) (394 hp)
Combustion air duct diameter
400 = 265 mm (10.4")
(62) Ventilation duct diameter =
250 mm (9.8")
200
b Ducts, combustion air
(31)
a c Ventilation air, inlet / outlet
x
0 100 200 300 400 500 600 700
(134) (268) (402) (536) (671) (805) (939)

y 2
1200 2 Conversion of area to
(186) diameter
1000
(155) x Diameter, Ø mm (Ø in.)
y Cross-sectional area, cm2
800 (sq. in.)
(124)

600
(93)

400
(62)

200
(31)
a
x
0 50 100 150 200 250 300 350 400 450 500
(2.0) (3.9) (5.9) (7.9) (9.8) (11.8) (13.8) (15.7) (17.7) (19.7)
P0011572

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 Arrangement and Planning, Engine Room

Location of Ventilators and Air

Intakes
1 Inlet duct, engine compartment
2 Ventilation duct, open end in engine compartment
3 Extraction fan
4 Outlet air duct
5 Partition
6 Water separator
7 Drain hole
8 Engine air filter

NOTICE! Air inlets and outlets may never be located

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

3 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

4 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.

8
2 Location of air ducts

P0011657
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 200-300 mm (7.9–11.8") in order
to definitely prevent water from entering the engine.
Refer to illustrations in this section.

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

In some countries there are regulations concerning this

which must be followed.

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Arrangement and Planning, Sound Absorption

Sound Absorption
The drive assembly must be installed so that noise and
vibrations are minimized. The noise that occurs is
partly 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.

Engine compartment noise baffles

Make sure there is sufficient space for service and

repairs. Make sure all hatches and covers are properly
sealed.

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
P0009098 installed beneath the deck, all bulkheads and decks
must be insulated.

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.

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 Arrangement and Planning, Sound Absorption

1 Examples of insulation material design are shown to

the left. 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

NOTICE! The insulation materials look different

depending on the material the frame is made of - GRP
or wood.

Insulation material installed on GRP:

1 GRP
2 Iron/PVC, thickness 2.5 mm (0.1”)
3 Flameproof absorbent layer
4 Flameproof, reflective and noise insulating foil

When shift cables, throttle cables and electrical are run

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

Bulkhead bushings

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Arrangement and Planning, Sound Absorption

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.

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 Arrangement and Planning, Electrochemical Corrosion

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
Fe Fe2+ +2 e- ANODE in the opposite direction. An electric circuit must be
closed. This is achieved by the transport of ions in the
water.

O2 + H2O + 2 e 2 OH-
CATHODE

P0011416

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.
I The depth of attack then becomes basically equal
across the entire surface. This commonly occurs on
steel and bronze.

P0011417

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Arrangement and Planning, Electrochemical Corrosion

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 caused by cavitation
and erosion 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
p0011418 not been developed.

Aluminum can be subject to a certain amount of

general corrosion in rapidly flowing water, but not in
stationary water.

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 Arrangement and Planning, Electrochemical Corrosion

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

p0011419
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.

p0011420 Deposit corrosion is closely related to crevice

corrosion. It takes place under deposits and marine
fouling such as barnacles.

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Arrangement and Planning, Electrochemical Corrosion

Galvanic corrosion
Metals From To Galvanic corrosion is probably the most common
Graphite +0,19 +0.25V type of corrosion. It occurs when two metals of
different nobility are in electric contact and are
Stainless steel 18‑8, Mo, ±0,00 -0.10 V
submerged in the same body of water at the same
in passive state *
time. The least noble metal is corroded.
Stainless steel 18‑8 in ‑0,05 -0.10 V
passive state *
Information about the nobility of different metals is
Nickel ‑0,10 -0.20 V obtained from galvanic potential tables which have
Nickel-aluminum-bronze -0,13 -0.22 V been prepared in various fluids, such as seawater.
Lead ‑0,19 -0.25 V See table to the left:
Silicon bronze (Cu, Zn, Si, ‑0,26 -0.29 V There are four factors which influence the
Mn, Sn) seriousness of galvanic corrosion in each individual
Manganese bronze (Cu, ‑0,27 -0.34 V case. These are:
Zn, Si, Mn, Sn)
- Area relationship between the anode (less
Aluminum brass (Cu, Zn, ‑0,28 -0.36 V noble metal) and the cathode (more noble
Al) metal). If the anode is small in relation to the
Solder (Pb, Sn) ‑0,28 -0.37 V cathode, the depth of attack will be greater than
Copper ‑0,30 -0.57 V if the situation was reversed.
Tin ‑0,31 -0.33 V - Conductivity of the water. Seawater conducts
Red brass (Cu, Zn) ‑0,30 -0.40 V electricity better than fresh water, and corrosion
takes place at a greater rate.
Yellow brass (Cu, Zn) ‑0,30 -0.40 V
Aluminum bronze ‑0,31 -0.42 V - Potential difference between the two metals. A
large potential difference increases the power
Stainless steel 18‑8, Mo, ‑0,43 -0.54 V
behind the process.
in active state **
Stainless steel 18‑8 in ‑0,46 -0.58 V - Lower corrosion rate can be obtained if the
active state ** more noble metal can be passivated. This
means that stainless steel is more noble than
Cast iron ‑0,60 -0.71 V
copper, but the galvanic corrosion will be more
Steel ‑0,60 -0.71 V severe on aluminum when connected to copper
Aluminum alloy ‑0,76 -1.00 V than when connected to stainless steel.
Galvanized iron and steel ‑0,98 -1.03 V
Zinc ‑0,98 -1.03 V In seawater, total galvanic corrosion counted in
Magnesium and ‑1,60 -1.63 V grammes of metal, will be greater than in water which
magnesium alloy is not so salt. The greatest depth of corrosion on a
consumed 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
* Metals are in a passive state when they have a thin, surface. In fresh water, there will be more local attack
corrosion inhibiting coating. This coating is not close to the point of contact.
present in the active state.
** Still water.

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 Arrangement and Planning, Electrochemical Corrosion

1 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
cathode anode using plastic or rubber (must not contain
graphite).

2 - 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.
cathode anode - Install cathodic protection.
P0011421

1 Seawater
2 Fresh water

Stray current corrosion

1200 As we learned in the corrosion theory chapter,
1000 corrosion occurs when a DC current flows into the
water from a metal surface. Similar stray currents from
cm3/Ampere

800
the drive can occur if there is a fault in the boat’s
600 electrical system, such as if couplings are exposed to
400 dirt and moisture, components are incorrectly installed
or damaged. Stray currents can come from shore
200
current installations or adjacent boats. All metals,
0 except a few noble metals, are corroded by stray
CU AC

FE DC

FE AC
AL DC

CU DC
AL AC

currents. Corrosion rates can be very high.

The sacrificial anodes on the drive are not

P0011422
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.

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Arrangement and Planning, Electrochemical Corrosion

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.

Zn

P0011424

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
Zn the anode, which is why they are referred to as
sacrificial anodes.

P0011425

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 Arrangement and Planning, Electrochemical Corrosion

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.
P0011426 - 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.

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Arrangement and Planning, Electrochemical Corrosion

Anodes to use
Anodes are installed from the factory on all Volvo
Penta drives and transom shield. Anodes are
manufactured for different environments and will react
to those. There are some general recommendations
when choosing anodes. See chart below.

Zink and Aluminium anodes will if used in fresh water

become covered with white crust of oxide which will
stop the anode from working when returned to salt
water. Zinc anodes react the same way in brackish
water while the Aluminium anodes will work effectively
in rivers estuaries and other brackish conditions.

Magnesium anodes are not designed for use in salt

water so if you are taking your boat into salt water for
more then 7 days you should consider changing the
anodes. The same can also be applied for zinc and
aluminium anodes if moving your boat between
different waters.

It is important to inspect the anodes after shifting

waters and if necessary also clean the anodes. The
anodes can also be pacified just by being away from
water. If the drive has been tilted or for example placed
on a trailer for some time make sure to take a look on
the anodes.

If an anode for example looks yellow or is covered in

white crust it has been pacified and needs to be
cleaned or changed to provide protection. This can be
done using sandpaper.

NOTICE! Never use a wire brush with steel bristles.

Use sand paper without iron or iron oxide otherwise the
anode might be pacified.

Make sure to inspect the anodes on a regular basis and

change them if more then 1/3 has been used up by
corrosion. All anodes do not share the same quality!
Always use anodes produced by Volvo Penta since
they have been tested to ensure maximum protection
on stern drives and props.

Anode Material Water condition

Transom shield Zinc Salt water
Sterndrive Zinc Salt water
Transom shield Aluminum Brackish water
Sterndrive Aluminum Brackish water
Transom shield Magnesium Fresh water
Sterndrive Magnesium Fresh water

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 Arrangement and Planning, Electrochemical Corrosion

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.

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.

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Arrangement and Planning, Electrochemical Corrosion

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.

P0008280

Inboard engines

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

If the negative battery terminal is connected to the

galvanic circuit as recommended by ABYC, the risk for
galvanic corrosion and stray currents increases.

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 Arrangement and Planning, Electrochemical Corrosion

Protection against electrostatic

discharge and lightning
For advice on the prevention of hazards due to
electrostatic discharge or lightning, please refer to
relevant publications by national and international
standardization bodies such as the International
Electrotechnical Commission and the American Boat
and Yacht Council.

In particular, the publications IEC 60092-507:2000

Electrical installation in ships Part 507: Pleasure craft,
and ABYC Standards and guidelines H-33 and E-4
may prove helpful.

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Arrangement and Planning, Electrochemical Corrosion

Shore supply and alternator installation

Example of an installation with isolation
transformer
For installation, refer to local regulations.

Single phase, 240 VAC system

16 15

21 19 17
24 23 22 20 18

14

5 6 7
4 8

1 2 3 9
11 12 13
10
P0004769

1 Phase
2 Zero
3 Protective ground
4 2-pole, 3-wire grounded contact and female socket
5 Shore side
6 Boatside
7 Transformer shield
8 Alternator circuit breaker
9 Alternator (accessory)
10 To DC negative buss and ground plate, boat
11 Phase
12 Zero
13 Protective ground
14 240 VAC ground, female socket
15 240 V AC apparatus
16 Separate circuit breaker (typical)
17 GFCI
18 Changeover switch, land / alternator
19 Encapsulated single-phase 1:1 isolated transformer with metal shield
20 Main switch, shore power, with overvoltage protection
21 Power supply (isolated electrically from boat)
22 Connector, shore power cable
23 Shore supply cable
24 Shore connection

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 Arrangement and Planning, Electrochemical Corrosion

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

18
19
27 26 25 24 23
22 21 20

17

6
5 7 8
9

1
2 34 10 12 13 14 15
P0004770 11 16

1 Phase
2 Zero
3 Phase
4 Protective ground
5 3-pole, grounded pin-type connector and 4-conductor socket
6 Shore side
7 Boatside
8 Transformer shield
9 Circuit breaker, alternator
10 Alternator (accessory)
11 To DC negative buss and ground plate, boat
12 Phase
13 Zero
14 Phase
15 Protective ground
16 240 VAC apparatus
17 120 VAC ground, female socket
18 120 VAC apparatus
19 Separate circuit breaker (typical)
20 GFCI
21 Changeover switch, land / alternator
22 Encapsulated single-phase 1:1 isolated transformer with metal shield
23 Main switch, shore power, with overvoltage protection
24 Power supply (isolated electrically from boat)
25 Connector, shore power cable
26 Shore power cable
27 Shore connection

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Arrangement and Planning, Electrochemical Corrosion

Recommendations Shore power

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.
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.

The safety-related components are important for the Battery charging

following reasons:
Battery chargers directly connected to a shore
Isolation transformer connection must be of the type “Full Transformer”
Refer to Definitions, page 73 for further information. (galvanically separated windings) in order to reduce
the risk for galvanic corrosion and stray current
GFCI corrosion.
Refer to Definitions, page 73 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.

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 Arrangement and Planning, Electrochemical Corrosion

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 206 and Alternator 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.

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Arrangement and Planning, Electrochemical Corrosion

Checking for leakage from the

electrical system
A simple way of testing the boat’s electrical integrity is
to employ the following procedure:

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

To check if any current is leaking

1. Disconnect equipment that may consume current
even when switched off (clock or radio).

2. Lift off the positive battery terminal connector.

3. Connect a 12 Volt, 3 W test lamp between the

positive terminal and the loosened connector. You can
also use a Voltmeter for this test.

If there is no leak, the lamp will fail to light. A faint glow

indicates a small leak, and a bright light means that you
P0008281
have a more serious leak.

To check how much current is flowing

1. Use a multimeter, and set it to read “DC Amps”.

2. Connect the red test lead to the battery positive

terminal, and the black lead to the loosened connector.
The meter will now show how much current is leaking.
If you do not get a reading, change to the ’’DC mAmps’’
scale.

P0008282

Double-check to see the resistance in the circuit

1. Set the multimeter to Ohms.
2. Connect the black test lead to the loosened negative
connector, and the red test lead to the loosened
positive connector. You should now see a reading of
the resistance of the circuit.

NOTICE! Certain equipment may also cause a current

drain when shut off, such as a radio, clock or automatic
P0004774
bilge pump. This equipment must be disconnected.

The rough guide below indicates what these

readings means in practical terms:
• 10.000 Ohm up to open circuit A next to perfect
circuit, no problems.
• 5.000 Ohm – There is a small leak.

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 Arrangement and Planning, Electrochemical Corrosion

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

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

A B To find the leak.

With the test lamp connected as step 1 above, loosen
one fuse at a time and put it back again. When you
remove a fuse and the test lamp goes out, then you
have found the circuit that is causing the problem.
Trace the circuit until the fault is found, and repair it.

P0004775

A Charging
B Oil pressure

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Arrangement and Planning, Electrochemical Corrosion

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
21504294 Reference electrode
galvanic current and stray current in water using a
reference electrode.

21504294 Reference electrode (Ag/AgCl)(1) is

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

p0005125 NOTICE! If another multimeter is used, it must have an

accuracy of 1 mV.
88890074 Multimeter
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.

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

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.

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 Arrangement and Planning, Electrochemical Corrosion

to measure whether the protective potential is provided

for.

Checking galvanic electricity, reference

electrode
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 or KCl). Clean the tip
with a clean paper napkin or similar before replacing
after measuring.

Dip the electrode into the water about 30 cm (12") from

the propeller and the propeller shaft. The result is
an average value for the entire propeller shaft. The
result should be between (minus) -900 mV and -1100
mV.

To check individual components, the electrode must

be pointed so that the tip is aimed at the object, about
5 mm (0.2") from the surface where the component is
installed. Here too the measured result must be
between -900 and -1100 mV.

If the result is higher (e.g. a more positive result than

-800) the proportion of “precious” metal in the stainless
steel, bronze etc is too great for the cathodic protection
to overcome the corrosive current. The number of
anodes must therefore be increased.

The result may also depend on stray current caused

by faulty or incorrectly connected positive (+) cables,
or positive (+) cables exposed to bilge water. Flowing
water increases the consumption of anodes.

Over protection is present if the multimeter shows a

value lower than -1100 mV. This may also be caused
by stray current from separate ground cables from a
VHF radio or other equipment fitted with an incorrectly
connected ground cable.

The cause may also be that the anodes are emitting

excessive protection current, e.g. magnesium anodes
in saltwater.

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Installation, Inboard Applications

Installation
Inboard Applications
Engine Foundation

Selecting the engine mounting

There are two types of engine mounts: flexible using
flexible engine cushions and rigid installation. Rigid
engine and reverse gear mounting is recommended for
high gear ratios. Always carry out a propeller force
calculation before choosing engine mounts. Gear
ratios of 3.5:1 and greater are to be considered high.

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 Installation, Inboard Applications

Flexible mounting

Flexible engine mounting may be used in connection

with low gear ratios. With higher gear ratios torsional
forces and propeller thrust are too great for such
engine cushions. It is strongly recommended that rigid
mounting be used for gear ratios higher than 3.5:1.

A sufficiently rigid engine bed is a precondition for

engine mounts to dampen vibration effectively. The
bed must also be parallel with the engine so that
tension is not built up in the engine mounting. Tension
can increase vibration levels and also shorten engine
cushion service life.

NOTICE! Engine cushion flexibility must never be

used to compensate for divergences in the engine
bed.

Flexible engine mounts provide good vibration

damping between the engine and the bed, thus also
reducing noise levels. Refer to the Flexible engine
mounting, page 97 section for flexible mount
dimensions.

Drawings for the current program of pleasure boat and

professional applications are available at:
http://www.volvopenta.com

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Installation, Inboard Applications

There are two types of engine cushions: those that are

adjustable vertically, and fixed height cushions that
must be shimmed to the correct height.

Engine cushions are gradually compressed once

installed, for which reason the engine must rest on the
engine mounts for at least 12 hours before height is
adjusted.

Always follow Volvo Penta recommendations when

selecting engine mountings. The wrong engine
cushions may result in strong vibrations, which in turn
can cause damage to engine components and also
spoil comfort.

NOTICE! If flexible engine mounts are used, all

connections to the engine must also be flexible.

The propeller shaft must also have a flexibly mounted

packing box or a flexible shaft coupling.

Fuel, exhaust and coolant connections must also be

flexible.

IV reverse gear

All installations with propeller shafts inclined

downwards generate a lifting force that is transferred
from the propeller to the shaft. When the engine is
connected to an IV reverse gear, this force may be
greater than the downward force exerted by engine
and reverse gear weight.

This creates a lifting force at the reverse gear engine

mounts. For this reason all engines with integral V
reverse gears must be fitted with aft mounts that are
designed for this type of application.

IMPORTANT!
Check that the engine cushions have the correct
hardness for the application.
1 Vertical force
2 Propeller thrust
3 Horizontal force

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P0009102
1 Support bracket for forward power take-off
2 Steel frame bed (U beam or L beam, material
dimensions 12‑-15 mm (0.47–0.6"))
3 Forward engine bracket
4 Inspection covers
5 Steel shims (approx 10 mm (0.4") thick)
6 Aft engine bracket
7 Adjuster bolts (4 pcs) for vertical engine position.
To be loosened before engine bed bolts are
tightened. Do not expose the adjuster bolts to load.
Can be removed after completed installation
8 Bolts for adjusting engine transverse position
Application of pourable compound.
47704151 05-2019 © AB VOLVO PENTA
Installation, Inboard Applications
Rigid mounting
Rigid mounting is commonly used for commercial
operations and heavy hulls with high gear ratios
(3.5:1). Vibrations from the drive assembly are not
particularly noticeable in a large hull.
It is extremely important that the engine bed is flat
where the engine mounts rest, otherwise there is a
risk that tension is built up in the engine mounts.
A suitable type of pourable compound (e.g.
Chockfast) should be used instead of shims, but only
once the engine has the correct alignment. Read the
product information.
A flexible shaft coupling may be used to absorb
changes to engine/propeller shaft alignment that may
occur during hull deformation.
In rigid installations the engine mounts are bolted to
the engine bed together with 10 mm (0.4") thick shims.
The shims must be machined to the correct dimension
in connection with the final alignment with the
propeller shaft flange.
87
Installation, Inboard Applications

Propeller Shaft Systems

Engine mounting and propeller shafts

NOTICE! A flexible shaft coupling may never be
installed together with a flexible packing box without a
support bearing; it may cause vibration problems.

Stainless steel propeller shafts are available in

different diameters. The choice of shaft dimensions
must be based on engine power, gear ratio and
propeller shaft material.

The following alternative installations and

combinations are recommended:

1. Flexible engine mounts and flexible shaft seal

NOTICE! In this example, a flexible shaft coupling may

L not be installed.

1 1 2 3 1 Flexible engine mounts

4 2 Rigid shaft coupling
P0005896
3 Flexibly mounted shaft seal
4 Water-lubricated stern bearing

L: Maximum distance between support points; refer to

Propeller Shaft Systems, page 45 for calculation.

2. Flexible engine mounts and rigid shaft seal

B 1 Flexible engine mounts

L
2 Flexible shaft coupling
1 1 2 3 Rigid forward stern bearing and shaft seal
3 4 4 Water-lubricated stern bearing
P0005898 L: Maximum distance between support points; refer to
Propeller Shaft Systems, page 45 for calculation.

B: Distance between reverse gear flange and support

point.
Minimum recommended distance B is 6–10 x shaft
diameter.
Max B is calculated in the same way as max L.

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 Installation, Inboard Applications

3. Rigid mounts and fixed shaft seal

C 1 Rigid engine mounts
L
2 Rigid shaft coupling (flexible coupling as an
1 1 alternative).
2
3 3 Rigid forward stern bearing and shaft seal
4
4 Water-lubricated stern bearing
P0005899

L: Distance between support points; refer to Propeller

Shaft Systems, page 45.

C: Distance, reverse gear flange – support point.

Max C is calculated in the same way as max L.

Thrust bearing
All Volvo Penta original reverse gears are fitted with
integral thrust bearings to absorb propeller shaft thrust.
No auxiliary thrust bearings need be installed in normal
circumstances. Additional thrust bearings in the
propeller shaft systems are recommended in the case
of icegoing vessels with large pulsating thrust forces.
In such cases a flexible coupling must always be
installed between the reverse gear and thrust bearing
to eliminate thrust stress between the two thrust
bearings.
P0009104
If the free section of the propeller shaft is too long a
1 Flexible coupling separate support bearing must be used. A support
bearing is not able to absorb thrust loads, but is able
2 Thrust bearing
to accept small axial movements.

Variable pitch propeller

Low revolutions with large pitches create large torque.
If flexible engine cushions are used in an installation
with an variable pitch propeller a calculation of the
forces generated by the engine installation must be
made so that the correct engine mount hardness is
selected.

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Engine Foundation

Leveling the boat

Installation will be easier if the hull is leveled before
work is begun. Chock the boat so that the calculated
WL waterlines, fore-and-aft and athwartships, are parallel
with the horizontal plane. A spirit level is very helpful.

When the bed is built up, check that the upper bed
plane – the level plane – is correctly positioned and
P0005915 parallel in relation to the propeller shaft center line. A
guide sleeve with the same diameter as the propeller
shaft may be used in the stern tube to assist with
aligning the engine bed.

General
The engine bed must be dimensioned such that it is
rigid in all directions in order to distribute as much of
the load to the hull as possible. The largest possible
engine bed and cross beam surface area must be fixed
to the hull in order to provide the best noise and
vibration insulation.

Special engine bed requirements for rigid

P0005916
An example of a well-designed engine bed
installations
It is extremely important that engine beds for rigid-
mounted engines maintain stable dimensions.
Maximum height deviation (movement) between
engine mounting planes must be within 3 mm (0.12").
In other words it is important that the bed be sufficiently
rigid torsionally and longitudinally that flatness
requirements are not exceeded as a result of hull
movements in rough seas, or when the is boat
launched or brought ashore.

Design
The bed must be of a design that is capable, with
sufficient margin, to absorb engine torque, propeller
thrust and the dynamic forces that occur during
movement in rough seas.

When the engine bed is designed it is important that

there be sufficient space beneath the engine to allow
for movement of the engine and access to inspection
covers (certain engine versions).

If possible, the engine bed must be designed so that

the reverse gear and flexible coupling can be
dismantled and lifted out separately.
p0005917 The engine bed may be built separately and fitted and
fastened accurately to the hull later, or it may be built
directly into the hull.

Where possible, boat and engine drawings must be

used to check the space around the engine, and the
height and position of the engine bed relative to the
propeller shaft. The height depends on whether flexible
engine mounting is to be used or whether the engine
is to have rigid mounts; bed inclination must
correspond to propeller shaft inclination. Volvo Penta

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recommends the use of a 10 mm (0.4") spacer to

prevent the bed from becoming too high.

It is important that bilge water around the engine is able

to drain to the bilge pump location.

Fiber glass hulls

Fiber glass engine beds must be designed such that
they are rigid vertically, longitudinally and transversely
in order to distribute loads as widely as possible.
Engine beds are often built as box structures. As much
as possible of the engine bed, including cross beams,
must be fixed to the hull to ensure the best possible
insulation against noise and vibration.

The engine bed may be built separately and fitted and

p0005918 fastened accurately to the hull later, or it may be built
directly into the hull. It is important that bed contact with
the hull be over large arcs comprising several layers of
fiber glass.

Steel, aluminum or wooden hulls

In steel, aluminum or wooden boats, engine beds must
constructed as welded steel structures. Sheet
thickness must be sufficient to provide a stable
structure.

In steel or aluminum boats, the engine bed plane must

be welded to every frame rib along its entire length.

In wooden boats, the bed must be fastened to the ribs

with nuts and bolts.

The bed must be as long as possible to distribute the

load.

If the engine has an auxiliary power take-off at the front

P0009105
that requires extra support, the support must be built
into the bed. There must be space in front of the power
take-off for it to be removed.

Remember to take into account brackets and

fasteners, etc. for e.g. fuel and exhaust systems and
auxiliary equipment.

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Laying out the engine bed

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

Lay out the engine, propeller shaft and stern bearing

in their places. The engine must be attached to the
propeller shaft. The engine must be aligned to the
propeller shaft. The shaft may be installed temporarily
and locked in the correct position.

A
P0005920

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

2 Alternative 2; parallel transmissions

1 Another way to lay out the engine bed without a jig or
use of the actual engine is to run a line from the center
of the aft part (3) of the stern tube (2) to a fixed point
A
(5) forward of the engine bed. Measurement (A) must
be within 0–2 mm (0–0.08") at the rulers (1). See
A illustration.

4 Make sure the rulers are horizontal aft.

5 3
P0011531

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

When building the engine bed, check that the spaces

for the flywheel housing, oil sump bottom and sides,
etc. have the recommended clearances (A) of at least
20 mm (3/4").
P0004618
A

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Fiber glass engine bed

The engine bed must be filled to reduce noise and
vibrations. Make sure the filling material is not water
absorbent. High density material is generally better at
dampening noise.

Build up the engine bed with spacing material (A) so

that the undersides of the engine mounts/rubber
mounts almost rest on the bed. For example, Divinycell
foam may be used as spacer material. Leave space for
the steel strip and fiber glass.

Build in drainage channels so that bilge water is able

to run to the bilge pump.
P0007702

A. Spacing material, ideally high density material

B. Fiber glass, approx. 10-15 mm (0.4–0.6")
C. Galvanized strip or stainless, acid resistant steel, approx
10–12 mm (0.4–0.5") thick
W. Width of strip or stainless, acid resistant steel: min 100 mm
(3")

Galvanized strip or stainless, acid resistant steel (RSF)

approx 10–12 mm (0.4–0.5") thick, at least 100 mm (4")
wide and at least 300 mm (12") long must be built into
the engine bed.

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

Seal the surface with gelcoat.

P0004619

Drilling holes for engine mounting

It is a good idea to drill and tap the bolt holes at an early
construction stage using jigs and accurate
measurements. In series production and other
frequent installations, the use of more sophisticated
methods may be preferable.

NOTICE! If the engine and engine mount is used as a

drill jig, the engine mount holes must be drilled in
connection with engine installation in the boat.

Flexible mounting
Align the engine with the propeller shaft and mark out
the engine mount holes.

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

P0009106

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

Fiber glass engine bed

Align the engine with the propeller shaft and mark out
the engine brackets. Preferably, use a drill bushing for
centering and pre-drilling.

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

P0009107

Steel engine bed

Check that the engine beds are parallel.

Fix the engine in the correct position. Align the engine

with the propeller shaft and mark out the engine
brackets. Preferably, use a drill bushing for centering
and pre-drilling.

Drill the holes in the engine bed.

P0009108

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Engine Installation
Preparing the engine

P0010488

NOTICE! Before the engine is installed, the

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

Fit auxiliary equipment and accessories such as the

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 cocks, etc. are closed.

Fill oil and coolant. Carry out a leakage check.

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Flexible engine mounting

Install the engine mounts on the engine brackets.

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

(2).

Use grease, part # 1141644.

NOTICE! Do not weld close to or on the engine

cushions – the heat will destroy the rubber.

P0010489

Adjust the engine cushions to nominal height (A)

without using tightening tools (see following pages).

A Lift the engine into the boat and onto the bed. The lifting
device will also be required when aligning the propeller
shaft later on.

P0010490

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Rigid engine mounting

Lift the engine into the boat and onto the bed. The lifting
1 device will also be required when aligning the propeller
shaft later on.

Install the vertical adjustment bolts (1) in the engine

brackets. Tighten the bolts until they are in contact with
the bed plane.

Install the lateral adjustment bolts (2).

2
P0011940

Flexible engine mounting

Installing the engine on the engine bed

using type 1 mounts
The engine must rest on the engine mounts for at least
twelve, but ideally more than 48, hours before
alignment is carried out.

Never use engine cushions other than those intended

for each specific engine type.
1 A
This chapter describes the use of mounts that are
laterally adjustable by means of a nut. In principal,
mounts that are adjusted by means of shims follow the
B same procedure, the difference being that shims adjust
engine height.

Height adjustment is achieved with the aid of an

adjuster nut (1).
V
NOTICE! Take care to ensure that mounts are not
P0010492 adjusted too high. Dimension (B) between the large
washer and the adjuster nut (1) may not exceed 20
A = Nominal height mm (0.8").
117 ±8 mm (4.61 ±0.31")
V = Lateral adjustment ±8 mm (0.31") Lateral adjustment is carried out with the aid of the oval
B = Height adjustment verification, 0-16 mm (0–0.62") slots in the engine cushion base plates. These can be
turned forwards or backwards, whichever provides
best accessibility. The initial position is with engine
cushions centered with the baseplate slot parallel fore-
and-aft with the engine bed.

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Check for any deviation from parallel with the engine

bed.

B2 Measure distances B1 and B2. The difference may not

exceed 3 mm (0.12") at any engine mount.

B1
NOTICE! Do not weld close to or on the engine
cushions – the heat will destroy the rubber.

B1 B2

P0010493

Engine mount differences may not exceed 1.5 mm

(0.06") at C1 and C2. Angle displacement between the
engine bed plane and the engine brackets is corrected
C1 by adjusting the bed plane below the engine cushion
foot.

C2

C1 C2

P0010494

Align the engine with the propeller shaft. Refer to the

Alignment, page 105 chapter.

NOTICE! Check that the rubber cushions are installed

such that they are not subject to any preload or side
forces once the engine is installed and aligned with the
propeller shaft.

P0010495

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Once the engine is installed, loads between engine

mount pairs must be the same on both the port and
starboard sides.
C1
Measure engine mount compression (B) on each side.
The difference between port and starboard sides may
not exceed 2 mm (0.08").
B
The different dimensions between the forward and aft
mounts depends on the different reverse gear and
auxiliary engine equipment weights. It is important to
avoid divergent compression diagonally across the
engine.

P0010496
B

Compare the forward and aft mounts as two separate

pairs. Adjust as necessary.

P0010497

Tighten the top nut on each engine mount after

propeller shaft alignment and checking engine bed
parallelity and engine mount loading.

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

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Installing the engine on the engine bed

using type 2 mounts
Check that the engine mounts are level before
installing according to the description in the
appropriate installation manual. The engine must rest
on the engine mounts for at least twelve hours before
adjustments are made.

Use no other type of engine cushions than those

developed especially for the engine type to be
installed.

Adjust the height using the adjuster nut (1).

NOTICE! The maximum height of 125 mm (4.9") may

not be exceeded

Lateral adjustment takes place with the aid of the oval

slots (H) in the engine cushion base plates. Begin by
placing the engine cushions in the center of the hole
with the slots aligned fore-and-aft parallel with the
A = Nominal height (without spacer): 115 ±10 mm (4.5 ±0.4")
engine bed.
V = Lateral adjustment ±7 mm (0.28")
Check for any divergence from engine bed parallelity.

Measure the distances B1 and B2 again. The

difference may not exceed 3 mm (0.12") at any mount.

NOTICE! Do not weld close to or on the engine

cushions – the heat will destroy the rubber.

B1 B2

P0010500

Also measure dimensions C1 and C2 at the engine

cushion sides. The difference may not be greater than
1.5 mm (0.06"). Angle displacement between the
engine bed plane and the engine brackets is corrected
by adjusting the bed planes below the engine cushion
feet.

C1 C2

P0010501

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NOTICE! Check that the rubber cushions are installed

such that they are not subject to any preload or side
forces once the engine is installed and aligned with the
propeller shaft.

P0010502

The forward pair of mounts must be loaded equally, as

must the aft pair.

NOTICE! It is allowed to have different loads between

the forward pair, and the aft pair.

Measure engine mount compression (B) on each side.

B The difference between port and starboard sides may
not exceed 1 mm (0.04").

Compare lateral alignment between the forward and

aft engine mounts as two separate pairs. Adjust as
necessary.

NOTICE! In installations with 4 cushions around a

reverse gear it is important that there be the least
possible deviation between them in order for loads to
be distributed evenly.

P0010503

Tighten the upper nut on each engine mount once

alignment is made in relation to the propeller shaft.
Check that the engine beds are parallel; check engine
mount loads.
300 Nm
Tightening torque: 300 Nm (220 lbf.ft)

P0010504

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Rigid engine mounting

P0009102

1 Support bracket for forward power take-off

2 Engine bed steel frame
3 Forward engine bracket
4 Inspection covers
5 Steel or cast iron shims
6 Aft engine bracket
7 Adjuster bolts (4 pcs) for vertical engine position.
To be removed after completed installation
8 Bolts for adjusting engine transverse position

Carry out a rough engine alignment with the propeller

shaft using the adjuster bolts (8). Always try to achieve
7 even loading on the port and starboard side height
adjuster bolts (7).

Carry out final alignment; refer to the

Alignment, page 105chapter.

Check that there is no play between the beds and the

engine brackets for later alignments.

Check that the engine is resting on all four (5) with the
aid of a 0.10 mm (0.4") feeler gauge. Then check that
the adjuster bolts and engine bed bolts are not under
8 load before the engine bed bolts are tightened. (The
P0010510
adjuster bolts may not be under load)

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Fixing the positions

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

NOTICE! This is a general description. Refer to the

engine installation drawings concerned for more
detailed information.

If wedges are used (recommended for commercial

use) they must be welded and protruding parts cut
away. Ideally, use double wedges installed as
illustrated to the left so that the mount does not end up
P0010511 skewed or in tension before welding.

After the boat has been put into operation, alignment

must be checked at regular intervals to ensure that no
change has occurred in the shape of the hull.

Incorrect alignment between the engine and the

propeller shaft may cause vibrations in the hull,
damage to the reverse gear and rapid wear of propeller
shaft thrust bearings, propeller shaft, bearing sleeve,
etc.

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Before tightening the bolts, use a feeler gauge to check

that play is less than 0.10 mm (0.4") once the correct
number of shims has been added or the pouring
compound has hardened. Read the pouring compound
instructions.

P0010512

Bolt size, mm (in.) Nm (lbf.ft)

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

P0010513

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Alignment
Once the engine bed frame is in its final position, the
propeller shaft installed and other preparatory work
completed, the engine and reverse gear may be
installed.

Engines with close-coupled reverse gears are lifted

into position as single units.

Initial engine alignment may be carried out regardless

of whether the boat is ashore or afloat. However,
before final alignment is begun the boat must be afloat
for a few days to subject the hull to loads so that it
assumes its true shape.

Checking flanges
First check and ensure that the shaft is centered in the
inner bearing/stern tube. Check and ensure that the
propeller shaft flange is at the correct length position.

There are two alignment methods:

Method 1
1 Check that the propeller shaft flanges are parallel as
illustrated above. Move the flanges together so that the
guides grip each other. Then, with the flanges pressed
against each other, check that they are parallel and
that it is not possible to insert an 0.10 mm (0.004")
feeler gauge at any point between the flanges. Then
rotate the flanges 90°, 180° and 270° and repeat at the
new positions.

NOTICE! Make sure that the flanges are pressed

together throughout the checks.
P0010514
If the engine is installed on flexible mountings,
Checking flange parallelity
alignment must be carried out with the same accuracy
as with fixed mountings.
1 Feeler gauge, thickness 0.1 mm (0.004")
IMPORTANT!
The alignment must be checked again a few days after
launch when the boat is ready and rigged (sailboats).

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Method 2
This method is more precise but requires sufficient
2
space to position and turn a dial indicator around the
reverse gear flange.

The flanges are checked with the aid of a dial indicator

3 as illustrated above.
4 The propeller shaft must then be pushed aft about 10
mm (0.4") while well supported so that it is thoroughly
centered. The shaft must also be fixed axially.
1
Turn the reverse gear flange and first measure the
radial deviation as shown in figure A. Adjust the
reverse gear position and measure the axial deviation
as shown in figure B, with the rocker gauge against the
flange contact surface. The largest permissible
deviation in both cases is 0.1 mm (0.004").

B Rotate the propeller shaft 180° and repeat the checks.

A
The support (4) must be fixed during rotation.

NOTICE! Ideally, grease the surface of the support to

reduce friction on the propeller shaft during the check.

P0010515

1 Reverse gear flange

2 Dial indicator with magnetic foot
3 Propeller shaft
4 Support, grease the surface when measuring)
A Checking radial deviation
B Checking axial deviation (rocker gauge)

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Remote reverse gear, alignment

Drill all bracket holes, fit shims or spacers and then
bolt the engine and reverse gear in position. Check
that all vertical position adjuster bolts are unscrewed
so that the brackets rest on shims or spacers. Then
remove the adjuster bolts.

Check the alignment again after the boat has been

launched and it has been in the water for a few days,
laden with full tanks. Hulls are always flexible and do
not have the same shape laid up ashore as they do
afloat.

If adjustment is necessary later, place brass shims

beneath the brackets.
P0009081 NOTICE! We recommend that the distance between
the engine and the reverse gear allow the installation
and removal of the coupling without moving the
engine/reverse gear.

1
5

2
7

6
4

P0010516

1 Engine flywheel cover

2 Flexible coupling hub
3 Dial indicator
4 Measurement of radial play (max 0.2 mm)
5 Measurement of axial play (max 0.2 mm)
6 Attachment of dial indicator foot
7 Flexible coupling

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Oil and Coolant Drain Systems

5 3

P0011817 6 7

1 Waste oil and fluids General

2 Pump Engine installations in vessels have a potentially
3 Valve block negative impact on the environment. Essential fluids
are harmful and must be handled in a safe manner.
4 Coolant connection
The illustration above shows how to handle fluids
5 Engine oil drain connection through a central waste oil pump connected to
6 Reverse gear drain connection important points in the engine compartment.
7 Bilgewater suction pipe The system must be designed in accordance with
local legislation and regulations.

Oil draining pump

In addition to fixed manual oil drain pumps on certain
engines, electric oil drain pumps are also available as
accessories. The pump is installed in a suitable
location using a bracket. The pump can be run in the
desired direction by switching the polarity of the cables.

All connections on engines and reverse gears must

have shut-off valves clearly marked with their open and
closed positions. This is in order to avoid accidental
P0004752
emptying or filling.

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Belt Guards and Protections

Installation requirements
Unless the engine is protected by a cover or effectively
enclosed, moving or hot engine parts must be
adequately covered so that they do not cause personal
injury.

Volvo Penta belt guards for installation on engines are

available as accessories. Guards may also be built into
the engine compartment by the boatbuilder.

Make sure the guards are carefully fastened at a

sufficient distance from rotating parts.

P0011702

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Exhaust System
Dry Exhaust Line General
Marine engine exhaust systems can be divided in two
categories:
• Wet exhaust systems
• Dry exhaust systems, insulated
Most vessels with inboard engines in the Volvo Penta
power range are equipped with wet exhaust systems.
Water is led into the system to cool the exhaust gases,
and the mixture passes out together with the exhaust
gases.

A wet system has several advantages compared to a

dry system. The water lowers exhaust gas temperature
significantly once it has been led into the system, which
means that flexible rubber hoses can be used in the
system. Flexible hoses are often easier to install than
pipes; hoses are not affected by corrosion or loads and
they take up movement from flexibly mounted engines.
Wet exhaust systems need no insulation and radiate
less heat.

Wet Exhaust Line It is important to design wet exhaust systems correctly

to make sure water cannot force its way into the
engine.

IMPORTANT!
The exhaust system must be designed and installed to
allow the passage of exhaust gases without
backpressure levels harmful to the engine, and without
any adjacent components being exposed to the risk of
overheating. The requirement for silencing must also
be met and the system must be arranged such that
exhaust gases do not enter the boat. All exhaust
systems must be installed in such a way that water
cannot force its way back into the engine when it is
switched off.

NOTICE! Backpressure may not exceed the values in

the table in the Back Pressure, page 134 section when
the exhaust system is built and tested.

Dry exhaust systems for inboard diesels are used

chiefly on slower vessels in commercial traffic. Dry
systems are necessary in cold climates with
temperatures below 0 °C (32 °F). Dry systems
generally require less maintenance and have longer
service lives. System insulation is often required as
temperatures can be dangerously high and heat
radiation in the engine compartment affects the engine
negatively.

Volvo Penta does not sell complete wet or dry

exhaust systems, but does supply some key
components.

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IMPORTANT!
Vessel manufacturers must note that U.S. federal
regulations applicable to vessels require the
installation of a port in the exhaust system for
connection to a measuring device for exhaust analysis.
This applies to engines certified according to U.S. EPA
40 CFR part 94 regulations.

In cases where Volvo Penta has not installed a sample

port, for example when an insufficient extent of the
exhaust system is supplied to make such an
installation practical, the vessel manufacturer is
responsible for ensuring that the required sample port
is installed. Failure to comply with this requirement
may be in violation of federal law and the vessel
manufacturer may thus be subject to penalties.

Vessel manufacturers must ensure that they carefully

follow instructions concerning exhaust sample ports as
required by federal regulations. Failure to do so is a
violation of the prohibited acts set forth in 40 CFR
94.1103, potentially subjecting the vessel
manufacturer to federal penalties, and may make it
unlawful to sell or put the vessel into service.

Upon request, Volvo Penta can provide instructions

regarding compliance with this requirement.

Backdraughting
As long as we continue to use internal combustion
engines as power sources we will be presented with
the problem of exhaust emissions. Even though
exhaust emission levels have been minimized in
modern combustion engines, smoke and fumes are
still emitted when fuel is burned.
P0005977

When we also have angular objects in motion other

problems arise. One of them is a phenomenon called
“backdraughting”.

On boats with broad, high transoms and high

superstructures, backdraughting causes exhaust
gases to be drawn up to the aft deck, smutting up the
helm station and other spaces and creating unpleasant
conditions for those on board. The problem arises from
recirculating air. When the boat moves forward in an
aft moving airstream, a low pressure area is created
behind the boat into which exhaust gasses are drawn.

It is of the utmost importance that the exhaust system

is designed and located correctly in order to avoid this
problem.

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Wet Exhaust Line

General
The term “wet exhaust system” means that cooling
water that has passed through the engine is fed into
the exhaust system to cool the gases and silence
engine noise.

Complete wet exhaust elbows are offered for most

Volvo Penta engines. In other cases, elbows can be
specially made.

A wet exhaust line is particularly suitable in

combination with a flexibly mounted engine since it can
be made largely of oil and heat-resistant rubber
exhaust hoses. It is thus the most comfortable exhaust
system regarding silencing.

Vessel and engine compartment design can vary from

generous spaces to extremely compact, tailored
systems.

Marine engine manufacturers do not usually supply

complete wet exhaust systems. Instead it is equipment
manufacturers, shipyards, and boat builders, etc. that
design, select components and carry out trials to
develop finalized exhaust systems that fulfill all
requirements.

The recommendations in this section must be seen as

an empirical framework; they apply to complete
systems with a maximum length of 10 meters and a
maximum of 4 x 90° bends.

All systems with silencers, especially Aqualift,

contribute to total system backpressure. Each
silencer's contribution must be assessed and carefully
calculated, and measurements must be taken during
sea trials.

NOTICE! Federal regulations in the USA require that

vessels be fitted with an exhaust sampling port in the
exhaust system. Refer to the Installation, page 110
chapter.

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Exhaust Line, Dimensioning

NOTICE! All marine wet exhaust hoses to be used
together with Volvo Penta engines must comply to SAE
J2006.

Exhaust systems must be dimensioned to avoid

harmful backpressure levels. This is especially
important for turbocharged engines. Excess
backpressure will lead to power loss and may cause
malfunctions such as increased smoke levels and
shorter service life. Refer to the graph in the Back
Pressure, page 134 section for recommendations.

Exhaust elbow diameter

The table specifies standard connection diameters for
wet exhaust systems. A complete exhaust system may
require a larger diameter depending on length, silencer
and outlet configuration.

Engine Volvo Penta standard

exhaust elbow diameter
D5 68 mm (2.7")
D7 107 mm (4.2")
D9/D11 150 mm (5.9")
D13 200 mm (7.9")

The silencer must be installed in a suitable place as

close to the engine as possible. The silencer must be
located lower than the exhaust elbow.

Exhaust elbow angle (α) in relation to the water line;

fig. A must be at least:
A D5 15°
D7 10°
D9/D11 Fixed exhaust elbow angle
D13 15°
1
The exhaust elbow angle is important for maintaining
water spray all around the outlet. This is to avoid
A
overheating of the top of the exhaust hose.

It is very important to install a flexible hose to the

exhaust elbow; the hose must be flexible enough to
allow engine movement without creating stress on the
elbow or its connection.

The hose must be run with a continual drop and

P0011486
constant, uniform angle or radius toward the silencer
along its entire length; see figure A.

For the D13 engine, it is required to use hardwall type

hoses at a minimum hose length of 1000 mm, to
reduce vibrations/stress on the exhaust elbow. Hoses
must comply to SAE J2006 R2.
Volvo Penta engines D5-D11 have no specific length
requirement. Longer hoses generally reduce
vibrations/stress better given that they are supported
sufficiently to counteract the applied load.

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If the hose between the exhaust bend and the silencer

is of such a length or run that it risks hanging, it must
be supported (1); see figure A.

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 Installation, Inboard Applications

Inclination angle (β) figure B from exhaust elbow

to silencer must be min:
Longitudinal inclination 4° (as illustrated in figure B)
Systems without silencers, longitudinal inclination 10°.

Transverse inclination 10° (as illustrated in figure C)

C Transverse inclination (β) figure C:

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

Exhaust systems without silencers must have an

average inclination of 10°.

1 Inclination angle (γ) figure C, longitudinal exhaust

line from silencer to exhaust outlet:
P0011487 The minimum permissible fore-and-aft inclination (γ)
between the silencer and the exhaust outlet in the hull
is 50–70 mm/m (0.60–0.84 in./ft.), 3°-4°. See figure C.

For sailboats, see figure D on the following page.

D5 water by-pass
On D5 engines, install a water by-pass hose (1) to
achieve permissible exhaust backpressure. The hose
must be installed on the exhaust elbow and the water
outlet through the hull.

NOTICE! D5 and D7 engines are sensitive to exhaust

1 system backpressure.

P0011488

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Main system for sailboats

D Min

C Min

Min 350 mm
(13.8”)
P0011489

WL

Outline system diagram, figure D

The last part of the exhaust line must be run in a bend
(gooseneck) to prevent water entering from the stern.
The bend must be at least 350 mm (13.8″) above the
water line when the boat is loaded.

Use stainless steel hose clamps. If the hose passes

through a bulkhead or similar, it must be protected
against chafing.

Anti-siphon valve (1)

Dimensions C min and D min:
Exhaust elbow height above the water line (WL) (C
min.) must be at least 200 mm (7.9"); see figure D. If
height is less, an anti-siphon valve is required in the
cooling system to avoid siphon action that may result
in water entry through the exhaust system.

The anti-siphon valve must be located at least 500 mm

(19.7″) above the water line (D min).

A suitable location for the valve is as close to boat

center line as possible.

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Silencer
There are different types of silencer depending on the
installation. Two very common types are:
• Aqualift silencers
• Straight silencers

Aqualift silencers, outline diagrams of

different types

1 Inlet
2 Alternative inlet

2 NOTICE! Check that the silencer has room for the

volume of water that drains to it without there being a
risk of water forcing its way up to the engine exhaust
1 outlet (with a generous margin for a fully laden boat).
Single chamber

1
P0011491
Twin chamber

Exhaust systems with Aqualift silencers,

wet exhaust systems in motorboats
The illustration shows an example of an engine with an
Aqualift silencer system. The silencer must have
sufficient capacity to handle engine power and it must
fit in the space available. Exhaust hose inner diameters
B
A (ØA and ØB) must be selected to handle engine power
and provide low exhaust system backpressure.

Refer to the table in this chapter when dimensioning

hoses forward and aft of the silencer.
WL
350 mm The distance between the bottom of the silencer outlet
(13.8”) and the waterline (WL) must be at least 350 mm
(13.8"). See illustration to left.
A B

P0011492

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Straight silencers

P0011493

Round silencer P0011494

Oval silencer

Exhaust system with straight silencer, wet

exhaust line
C min B A straight silencer is most suitable when the exhaust
outlet is located so high in relation to the waterline (WL)
WL A that an acceptable down angle cannot be achieved. It
is important that the system drains when the engine is
switched off.

Refer to the table on the following page for

P0011495
recommended hose diameters (internal diameters) ØA
and ØB.

NOTICE! A system with straight silencers is not

recommended when the exhaust elbow – waterline
height (C min) is less than 350 mm (13.8").

Recommended hose diameters

Exhaust elbow – silencer (ØA) and silencer – outlet (ØB), Aqualift and straight systems

Engine Exhaust hose internal diameter (ØA) Exhaust hose internal diameter (ØB)
D5 4"/102 mm 5"/127 mm
D7 5"/127 mm 6"/152 mm
D9/D11 6"/150 mm 8"/200 mm
D13 8"/200 mm 8"/200 mm

NOTICE! Rule of thumb: multiply ØA x 1.4 in order to

estimate ØB. Round off to the nearest standard hose
diameter.

Wet exhaust elbow, D9/D11 engines

The exhaust elbow angle is fixed. It is possible to make
small adjustments to the exhaust outlet position by
rotating the fixed elbow.

NOTICE! It is extremely important that the exhaust

outlet not point upwards, otherwise there is a great risk
of water flowing back into the exhaust elbow and
reaching the turbocharger.

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Exhaust Riser
Figures A and C show a Volvo Penta multi-purpose
riser fitted to a D12 engine. This type of riser can be
A used on the port or starboard engine in a twin engine
installation. The riser is rotatable in the vertical and
horizontal planes to suit all installation requirements.

A riser is also available for D9/D11 engines. It is of dry

type shown in figure C (1) together with the wet
exhaust elbow (2).

Figure D shows a riser installed on a D13 engine.

Minimum riser angle at the exhaust elbow in relation
to the waterline is 15°.

NOTICE! The dry part of the riser – see figures B, C

and D (1) – must be insulated with the proper heat
insulating material; refer to figure B (3).

Minimum exhaust elbow angle (α) in relation to the

waterline depends on engine type. Refer to the figure
and table in the Wet Exhaust Line, page 112 chapter.

C 1
2

P0011496

P0011497

WL D
1
Min 15

P0011500

P0011498

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Exhaust Outlet

Hull fittings
Hull fittings must be located in a suitable place above
1 the waterline of a laden boat. If hull fittings end up
below the waterline, a shut-off valve must be installed
at the outlet, or a pipe connected to it. This must extend
at least 350 mm (13.8") above the waterline of a laden
boat.

A bypass hole must be drilled in the hull fitting in a

location with an adequate margin above the water line.
The hole must be 5–7 mm (0.2–0.3") in diameter. In
twin installations the hole is drilled on the inside of the
exhaust boots (holes facing each other) with an
adequate margin above the water line on a fully laden
boat.
P0011502

1 Example of where a bypass hole may be drilled.

Suggestion for the installation of exhaust

boots
0-5 mm

25-30 mm

P0015666

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This type of outlet is a standard component and must

not be placed on flat transoms. Refer to the
Backdraughting section in the Installation, page 110
chapter.

P0008067

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Exhaust outlet through the hull bottom –

outline design
Outline diagram, exhaust outlet through hull
bottom
In certain installations, an exhaust outlet through the
hull bottom is preferable.

In such installations a substantial pipe (metal, plastic

or similar) runs from the hull up to a level above the
static waterline to avoid the necessity of a shut-off
valve.

Angle the pipe backwards somewhat and fit the outlet

through the bottom of the hull such that water does not
pass up into the pipe when the boat is towed or is only
driven on one engine.

Locate the outlet in the bottom such that exhaust gases

do not create negative turbulence in the water flow to
the propeller or trim tab, not even during turns, as this
will impair boat performance. The shape of the outlet
may not create a pressure drop at full speed as this will
cause turbocharger failure.

A mixer outlet must be run from a point in the exhaust

1 Exhaust hose pipe, ideally above the waterline, and installed at a
2 Exhaust pipe (substantial pipe) point in the hull above the waterline. The mixer outlet
is installed to avoid high back pressure when the
3 Exhaust outlet
engine is started. A silencer can be fitted to the pipe to
4 Shunt outlet the mixer outlet as necessary (4).

A riser is often necessary to achieve the correct

distance (350 mm = 13.8") to the waterline; refer to the
Exhaust Riser, page 119 section.

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Air turbulence behind the boat – exhaust

boot
Outline diagram showing system with exhaust
boot
When the boat moves forward an aft moving airstream
and a low pressure area is created behind the boat.
The low pressure area is especially strong on boats
with abrupt, high transoms and high superstructures
and causes exhaust gases to be drawn in.

In order to minimize this problem, the flow of water aft

of the propeller may be used to release exhaust gases
further away from the transom. Ideally, exhaust boot
outlets must be placed in line with the propeller shaft
concerned immediately behind the propeller and
rudder. In this way exhaust gases are introduced into
P0011502 the flow of water behind the propeller. Refer to
Backdraughting section in the Installation, page 110
chapter.

The system can be designed to meet individual

boatbuilder requirements.

Volvo Penta has considerable experience in the

application of specially built exhaust boots and is able
to supply outline solutions of hydromechanically
developed exhaust boots for local manufacture at
different locations.

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Installation, Inboard Applications
1 Flexible compensator
2 Flexible bracket
3 Flexible brackets
4 Silencer
124
Dry Exhaust Line
Introduction
The exhaust system may be outlined as early as the
installation planning stage. The main objectives are to:
• ensure that backpressure throughout the system is
below the max limit specified by the engine
manufacturer.
• reduce strain on the manifold and turbocharger by
supporting the system.
• permit thermal expansion and contraction.
• provide flexibility if the engine is installed on flexible
mounts.
• reduce exhaust noise.
The illustration to the left shows an example of how a
dry exhaust line may be designed and installed. The
exhaust line can be made of construction steel, or
stainless steel for longer service life. Copper piping
may not be used for diesel engines. Because of the
high temperatures – 400-500 °C (752–932 °F) – that
occur in dry exhaust systems, exhaust pipes must be
insulated to prevent the risks of fire and personal injury.
The system must also be equipped with a flexible
compensator (1) to absorb heat expansion and engine
vibrations. The flexible compensator is fitted close to
the engine exhaust pipe flange as straight and free of
load as possible.
The exhaust line must be insulated throughout. Note
that compensator movement may not be obstructed.
After the compensator the exhaust system, including
the silencer (4) must be suspended by flexible brackets
(2, 3) so that movement due to heat expansion is not
hindered.
The exhaust outlet must be located in a suitable
position, with a good margin to the waterline when the
boat is laden; additionally, the outlet must be insulated
against the hull to prevent heat damage.
A device for draining condensation water must be
installed at the lowest point in the line as close to the
engine as possible.
When dimensioning the exhaust system, note that
backpressure may not exceed the values in the table
in the Backpressure chapter.
NOTICE! Federal regulations in the USA require that
vessels be fitted with an exhaust sampling port in the
exhaust system. Refer to the General section in the
Installation, page 110 chapter.
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Condensation Water Collector

1 Exhaust gases from internal combustion engines
always contain water vapor. This water vapor may
condense into water and in the worst cases run into the
engine when it is switched off.

Rainwater or condensate that gets into the engine can

cause great damage. Long exhaust systems must
therefore be equipped with water drainage located as
close to the engine as possible.
2

p0011503

1 Exhaust elbow
2 Condensate collector for D5/D7/D9 engines.

A condensate collector (2 and 3) must always be

installed where the exhaust line is inclined downwards
towards the engine. It must be located at the lowest
point in the completed system.

The condensate collector must be equipped with a

valve or drain plug at the bottom.

3
P0011504

Example: Installation of a condensate collector (3) on a D16 engine.

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Insulated Exhaust Systems

Because of the high temperatures that occur in dry
exhaust pipes – 400–500 °C = 752–932 °F – it is
sometimes necessary to insulate them. In this way the
temperature in the engine compartment can be kept
low and injuries avoided. The insulation also
contributes toward keeping noise levels low.

Insulation of long exhaust systems affects exhaust

backpressure and exhaust pipe diameter must
therefore be increased.

Exhaust Outlet Position

The exhaust pipe outlet must be designed such that
rainwater cannot get into the exhaust system. Install a
bend, cover or self-closing cap at the end. The exhaust
outlet must be located such that there is no possibility
of hot gases getting into any air inlet to the cabin.

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Flexible Exhaust Compensator

Exhaust pipes are usually isolated from engine
movements via a flexible compensator.

The compensator must be fitted to the exhaust elbow.

In special cases the compensator may be installed at
max 1 m (3.3 ft.) from the engine exhaust outlet.
One or more compensators are recommended for long
pipe runs, depending on the design and length of the
pipe.

IMPORTANT!
The compensator must be installed in an unstressed
state with the flanges parallel.

Flexible exhaust compensators have three

functions:
• Isolating vibrations and exhaust pipe weight from
the engine.
• Compensating exhaust pipe thermal expansion.
Max
0,5 m • Compensating sideways motion when the engine
1.65 ft) starts or stops when the engine is on flexible
mounts.

The flexible pipe is able to take up large axial

movements, small radial movements but no twisting
movements.

It may not be bent. The flexible compensator may be

P0021625 fitted in different positions, but should ideally be
installed vertically.

Exhaust line attachments must be designed to prevent

radial movements generated by pressure pulses in the
line from being transferred to the compensator.

Thermal expansion in the exhaust piping must be

planned to avoid excessive loads on supports and
attachment fittings. For every temperature increase of
100 °C (212 °F) one meter of steel pipe will expand
around 1.2 mm (0.047"). It is therefore important to
locate the holders such that the pipe is able to expand
away from the engine to avoid straining and twisting
connected equipment. Furthermore, equipment must
be removable without the need for additional support.

Long pipes are divided into sections using expansion

joints. Each section is fixed at one end and is able to
expand at the other.

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Measurements in mm (in)

Pos. in fig Description Compensator type

3" (straight) 3" (curved) 4" (straight) 4" (curved) 7"
A Hose length 105 (4.1) 105 (4.1) 135 (5.3) 135 (5.3) 250 (9.8)
B Total nominal length 192 (7.6) 200 (7.9) 240 (9.4) 250 (9.8) 280 (11.0)
C Bend diameter 110 (4.3) 110 (4.3) 160 (6.3) 160 (6.3) 261 (10.3)
D Outer dia., flange 138 (5.4) 138 (5.4) 196 (7.7) 196 (7.7) 305 (12.0)
- Number of holes in flange 4 4 8 8 8
E Dia., holes in flange 14 (0.55) 14 (0.55) 14 (0.55) 14 (0.55) 18 (0.71)
F Flange thickness 15 (0.59) 15 (0.59) 15 (0.59) 15 (0.59) 14 (0.59)
G Internal diameter 68 (2.7) 68 (2.7) 107 (4.2) 107 (4.2) 195 (7.7)
H Length exhaust elbow– - 118 (4.6) - 160 (6.3) -
compensator elbow

Compensator 3" (D5, curved) Compensator 4" (D7, curved)

A B
A B

F F

G
G
H
H
E
E

C
C P0011868 D
P0011866 D

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Compensator 3" (D5, straight) Compensator 4" (D7, straight)

B B
G A G
F
A
E
E

C F
p0011867
D C
p0012231 D

Compensator 7" (D9/D11/D13/D16)

F
D

A
B
G
P0011508
C

Installation data

Compensator type Total nominal length Flexibility in mm (in)

B Radial Axial
3" (straight) 192 (7.6) missing missing
3" (curved) 200 (7.9) missing missing
4" (straight) 240 (9.4) missing missing
4" (curved) 250 (9.8) missing missing
7" 280 mm (11.0") ±15 (±0.60) +24 (0.94)

Silencer
Generally speaking there are two types of silencer:
6
absorbing and reactive.
6
Absorbing silencers
These silencers work according to the principal of
5 2 absorbing sound with the aid of an absorbent lining
4 inside the silencer. They usually provide silencing over
1 a broad frequency range.
2 3
Absorbing silencers are generally of straight-through
design and only offer a marginally higher backpressure
than a straight pipe of the same length.
P0011509

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Exhaust line
1 Compensator
2 Insulation
3 Fiber glass on outside of insulation
4 Three-point attachment fitting
5 Silencer
6 Flexible attachment fitting

Expansion silencers (reactive)

These silencers work according to the principal of
reflecting sound and thereby retaining it inside the
silencer. The silencer has internal baffle plates that
divide it up into sections that can be adjusted
individually to a given frequency. A reactive silencer
creates a relatively high backpressure owing to the
serpentine route of the gas flow, i.e. past the baffles
that redirect the flow.

Volvo Penta HD silencers combine reactive and

absorbing silencing.

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Calculation of Back Pressure

Velocity/Resistance
400
100,0
300

75,0 250

200

50,0 150
40,0

30,0 100
90
25,0 80
70
20,0
60
15,0 50
A B 1.0 2.0 3.0 4.0 5.0 7.0 9.0 20.0 30.0
C 6.0 8.0 10.0

20 50 100 150 200 250 500 750

P0004244 D

A Exhaust speed in pipe in m/s C Resistance in inch water column

B Exhaust speed in pipe in ft/s D Resistance in mm water column

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Calculating exhaust pipe backpressure Example:

Determine flow resistance in a straight exhaust Engine D12MH
pipe by using the exhaust flow value to calculate Power 294 kW / 1800 rpm
the backpressure in a given silencer (HD). Silencer 7" HD
The following formula is recommended:
Calculating pressure loss through the silencer
L x Q2 1 Q (m3/min)
P = 6.32 –––––– x ––––––– Flow speed (m/s) = –––––––––––––
D5 (T + 273) Pipe surface (m2) x 60
P = backpressure through exhaust pipe in Pa 2952 m3/h
L = total equivalent length for a straight pipe in
Q = 2952 m3/h = ––––––––– = 0.82 m3/s
meters
3600 s
Q= exhaust flow (m3/s)
D= pipe diameter in meters - this value was extracted from Technical data in the
T = exhaust temperature °C Sales guide, marine diesel engines, propulsion.

NOTICE! Where there are bends in an exhaust π x D2

system, the pressure loss is expressed as the Pipe surface = ––––– (m2)
equivalent length of straight pipe. 4
Refer to the table below for the equivalent straight D = 7" = 175 mm = 0.175 m
length:
Pipe surface will be A = 0.0240 m2 (0.258 ft.2)
Pipe diameter Bend 45° Bend 90° Flow speed ≈ 34,1 m/s (111.9 ft./s)
(inches) (m/bend) (m/bend) The resistance in mm water column can be found in the
3.5 0.57 1.33 “Velocity/Resistance graph...” on the previous page.
4 0.65 1.52 The resistance is approx 99 mm (3.9") water column.
5 0.81 1.90
6 0.98 2.28 The pressure loss is calculated according to the following
7 1.22 2.70 formula:

Pressure loss (mm water column) =

The total exhaust system backpressure is
obtained by adding the pressure losses through
the silencer to the losses through the pipes. This
figure may not exceed the figure specified in the
Sales guide, marine diesel engines,
propulsion for the engine and category
concerned.
Resistance from graph (mm water column) x 673
–––––––––––––––––––––––––––––––––––
(T °C + 273)
T = Exhaust gas temperature (refer to Technical data in
the Sales guide, marine diesel engines, propulsion)
T = 485 °C (905 °F)

The pressure loss will be:

P = 118 mm (4.6") water column = 1.157 kPa (0.168 psi)

The pressure loss through the silencer is 1.873 kPa

(0.272 psi).

NOTICE! Check that the total backpressure (silencer

backpressure and pipe backpressures) are within the
limits in the Back Pressure, page 134 section.

Exhaust Elbow
Refer to the Sales guide, marine diesel engines,
propulsion for exhaust elbow dimensions.

P0011513

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Multiple Exhaust Outlets

If more than one engine is installed the engine exhaust
gasses may not be led through the same exhaust duct.

The reason for this is that if one engine is at rest while

the other is running, exhaust gases, condensate and
soot will be forced into the resting engine's exhaust
system and on into the cylinders, which may cause
corrosion.

If a good quality butterfly valve is installed in each

exhaust system close to the duct, shared exhaust
systems may sometimes be approved.

Use the following formula for calculating the total

diameter of the shared exhaust pipe:

Dtotal = D x K

where:
D is exhaust pipe diameter for one engine
K is a factor

Number of engines Factor K

2 1.32
3 1.55
4 1.74
5 1.90
6 2.05

Factor K = 5√ (number of engines)2

Standard System Size

D13/D16
Engine Dry exhaust line
D5 3"/68 mm
D7 4"/107 mm
D9/D11/D13/D16 7"/175 mm

P0011515
P0011514

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Back Pressure
The exhaust system will give a certain resistance to
exhaust gas flow. This resistance, or backpressure,
must be kept within given limits. Excessive
backpressure may cause damage and lead to:
• Loss of power
• Poor fuel economy
• High exhaust temperature
Such conditions will cause overheating and excessive
engine smoke, and will reduce valve and turbocharger
service life.

Max permissible backpressure in exhaust pipe at rated rpm, kPa*

(kPa) 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25
D5 X X X X
D7 X X X X
D9/D11 — X X
D13 — X X
D16 — X X

* 1 kPa = 100 mm water column

No performance losses.
(In relation to technical data. Maximum permissible backpressure for emission-certified
engines).

— Small performance losses.

(Non-approved backpressure for emission-certified engines).

X Not permitted.

Measuring Exhaust Back Pressure

Back pressure must always be checked after the
exhaust line has been installed. This is easily done with
the aid of a transparent plastic hose connected to a
measuring point (refer to Installation Tools and
Documentation, page 11) temporarily installed in the
exhaust system.
The back pressure can also be checked with the aid of
a suitable pressure gauge.

When the test is done, the engine must be run under

full load long enough to provide a stable value.

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Measuring procedure

Wet exhaust systems

D5/D7 – Wet exhaust line
• Remove the exhaust pipe from the turbocharger
exhaust outlet. Clean the contact surface.
4
• Install the measuring point (1) on the turbocharger
housing flange (only if a measuring point is
necessary).
1
• Install the elbow (2) on the measuring point flange
or nipple. Use hose clamps or bolts depending on
the engine and exhaust system types.
A
• Connect a transparent plastic tube (3) to the
measuring point flange or nipple as illustrated.
Alternatively, connect a pressure gauge (4)
2 calibrated to 0 kPa (0 psi, 0 mm water column) using
3
a pressure hose and suitable nipple (as necessary)
to the measuring point flange or nipple.
The difference between the water pillars (A) shows
P0011520 the exhaust system back pressure in mm water
pillar.
1 Adapter with connection point
• Run the engine at full load and max rpm for several
2 Exhaust elbow minutes and check that the back pressure is not
3 Transparent plastic hose, partly water filled higher than the permissible value.
4 Pressure gauge. Alternative to plastic hose Refer to the table Max permissible back pressure at
A Exhaust system back pressure in mm water column specific rpm, kPa in the Back Pressure, page 134
section for maximum permissible exhaust system back
pressures.

D9 – Wet exhaust system (figure with riser) D13 – Wet exhaust system
4
4

3 3

1 A

2
P0011522
1
2

1 Hose connection nipple

P0011519
2 Exhaust elbow

1 Hose connection nipple 3 Transparent plastic hose, partly water filled

2 Exhaust elbow 4 Pressure gauge. Alternative to plastic hose

3 Transparent plastic hose, partly water filled A Exhaust system back pressure in mm water column

4 Pressure gauge. Alternative to plastic hose

A Exhaust system back pressure in mm water column

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Installation, Inboard Applications

Dry exhaust system

1 Connect a pressure gauge calibrated to 0 kPa (0
psi, 0 mm water column) using a pressure hose and
a suitable nipple to the exhaust elbow.
Alternatively, connect a transparent plastic hose to
the exhaust elbow using a suitable nipple.
2 Run the engine at full load and max rpm for several
1 minutes and check that the back pressure is not
2mm
A (0.08”) higher than the permissible value.
Refer to the table Max permissible back pressure
at specific rpm, kPa in the Back Pressure, page 134
3 section for maximum permissible exhaust system
2 back pressures.

P0021647

1 Pressure gauge.
2 Transparent plastic hose.
3 Hose connection nipple for pressure gauge 1/8" NPTF.

D9/D11 – Dry exhaust line D13/D16 – Dry exhaust systems

1 1

P0011528 2

1 Exhaust elbow
2 Nipple for connecting a pressure gauge or hose.
P0011527 Transparent plastic hose partially filled with water (refer to
the previous page pos. 3). Exhaust system back pressure in
mm water column (A). Refer to illustrations for wet exhaust
1 Exhaust elbow systems.
2 Nipple for connecting a pressure gauge or hose.
Transparent plastic hose partially filled with water (refer to
the previous page pos. 3). Exhaust system back pressure in
mm water column (A). Refer to illustrations for wet exhaust
systems.

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 Installation, Inboard Applications

Measuring Exhaust Temperature

Dry and wet exhaust systems
A
Exhaust temperature checks are sometimes
necessary to ensure the thermal conditions of the
installation and in some cases the engine. It is
important that the measurements are accurate. One
important factor when taking these measurements is
correct probe position in the gas flow. See illustration.

Accurate measurements (± 2%), allow comparisons to

be made with technical data for verification, provided
that compensation is made for atmospheric conditions.
Exhaust analysis gauges are usually less accurate.
A Dry exhaust system
0.7 D1 B Wet exhaust systems

NOTICE! If the above method of measuring exhaust

temperature is not suitable for the engine concerned,
use one of the nipples in the dry exhaust elbow
downstream of the turbocharger. Refer to the previous
B page: Dry exhaust system.
There is a PT-100 sensor fitted as standard in the D13
exhaust pipe. This sensor may be used to measure
exhaust temperature.

P0011529

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Installation, Inboard Applications

Crankcase ventilation
General description
Connect the crankcase ventilation pipe to the engine
connection point; refer to the installation drawing for
5 the engine concerned.

6 NOTICE! Some engines have closed crankcase

ventilation as standard, others as an accessory.

The pipe must always slope upwards at least 5°. Pipe

1 diameter ØB after the drainage tank (1) must always
7 be at least 50 mm (2"). It must also have a diameter
4 50% greater than the flexible hose (4) diameter ØA up
3
to a length of 10 m (32.8 ft.).
2 If the pipe exceeds 10 m (32.8 ft.), the diameter
ØBafter 10 m (32.8 ft.) must be at least 100% greater
than ØA.

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

NOTICE! The ventilation pipe should always be

insulated for operations in cold (arctic) temperature
conditions where there is a risk of condensation
freezing.
B
NOTICE! Crankcase ventilation varies somewhat with
engine size, but is around 35 l/min (1.24 ft3/min) per
cylinder at 100% load. This will increase with operating
1
7 hours owing to piston ring wear.

If the piping is not sufficiently large exhaust gases will

A
build up pressure in the engine. This excess pressure
4
will increase stress and wear on the crankshaft, seals
and engine gaskets. The engine may also begin to leak
oil.
100mm
(3.9”) Engine and crankcase ventilation system condition
5 - 10mm can be checked by measuring crankcase pressure. A
2 (0.2 - 0.4”) Min. 5
good method is to measure the pressure during sea
3 trials when the engine is new and broken in to establish
a reference value for future checks. Refer to Technical
P0011532
data in the Sales guide, marine diesel engines,
propulsion for maximum permissible crankcase
1 Drainage tank
pressure. If information is lacking, use a general
2 Drain valve, normally closed reference value of max 0.1 kPa (10 mm (3.8") water
3 Drainage pipe column).
4 Flexible hose
5 Spark arrestor
6 Exhaust gas trap
7 Connection for measuring crankcase pressure

NOTICE!
If a drainage pipe is used the valve (3) may remain open.

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 Installation, Inboard Applications

WARNING!
Only start the engine in a well-ventilated area. If
operating the engine in a closed area ensure that there
is exhaust ventilation leading out of the work area to
remove exhaust gases and crankcase ventilation
emissions.

IMPORTANT!
If the crankcase ventilation gases are led into the
engine compartment they will first block the air filter.
Damage to the turbocharger and the engine will follow.

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Installation, Inboard Applications
General
P0010789
The cooling system installer is responsible for
ensuring the cooling system functions in accordance
with these installation instructions.
The cooling system must be dimensioned generously
enough to guarantee that cooling performance is not
affected by fouling and repainting even after a long
period of operations.
Use genuine Volvo Penta accessories and spare
parts whenever necessary. Make sure that parts not
supplied by Volvo Penta do not reduce or impede
pressures and flows in the engine. Lines that have
insufficient diameters, unsuitable runs, incorrect
connections, etc. will cause a reduction in flow and
lead to abnormal engine temperatures.
Pipe and hose diameters specified in the installation
instructions must be regarded as recommendations.
The only way to determine if the installation is correct
is by checking pressures, temperatures and flow with
the engine running. Contact Volvo Penta in the case
of doubt.
140
Cooling System
In order to reduce corrosion to a minimum the correct
combinations of materials must be used in pipes and
valves, etc. and a correctly dimensioned, pressurized
expansion tank.
Electrolytic corrosion may occur when two different
material surfaces in close proximity to one another
become connected by water or moisture.
When the engine is connected to an external cooling
system such as a central cooling system, keel cooling
or a heat exchanger, coolant pH value is extremely
important for the protection of the cooling system's
different materials.
Always use Volvo Penta Coolant VCS (yellow) for
best anti-freeze, corrosion protection and cooling
performance. 40% for all engines except D9 KC
where 20% should be used. Ready mix coolant is
available with 40% concentration.
NOTICE! Refer to the Coolant, Mixing, page 147
section for more information about the cooling
system.
47704151 05-2019 © AB VOLVO PENTA
 Installation, Inboard Applications

Raw Water System

Closed cooling systems with fresh water circulating
through engine cooling ducts and heat exchanger(s)
are standard on Volvo Penta diesel engines. Engine
coolant is cooled by seawater in the heat exchangers.

Seawater circuit
The seawater is circulated through the system by a
rubber impeller in the seawater pump.

Seawater intake, seawater inlet valve,

filter and seawater circuit
The seawater intake must be located such that the
seawater line to the pump is as short as possible.
Furthermore, the intake must be located so that air is
not drawn into the system at boat planing threshold
when rolling in heavy seas.

NOTICE! The maximum permitted pump suction

height is 2 m (6.6 ft.) for D5/D7 engines and 3 m (9.8 ft.)
for all other engines. If this height is exceeded a
booster pump is necessary.

The seawater intake, valve and bottom strainer must

have sufficiently large flow cross sections. An oblong
water intake is recommended on planing craft.

The intake may be designed as illustrated to avoid ice

blockages.

P0010790

1 2 The seawater inlet valve must be easily accessible,

and in certain cases it is a requirement that it can be
closed from outside the engine compartment.

In highly contaminated water and coastal areas where

large quantities of sand and silt are present in the
water, these substances are drawn into the seawater
pump and reduce the life of the pump and the impeller.
Fouling and clogging of the seawater system lead to
reduced cooling performance and thus damage to the
P0010791
engine. A seawater filter extends pump life and
reduces fouling in the heat exchanger, oil cooler and
aftercooler.
1 Seawater intake valve.
2 Valve for hot water flushing.

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Installation, Inboard Applications

Seawater inlet cross section

The seawater filter illustrated is located such that it is
easily accessible for servicing, and far enough above
the waterline to ensure that water cannot flow in, even
if the seawater intake valve is open.

Refer to the Sales guide, marine diesel engines,

propulsion for information regarding required
2 seawater flow for the engine type concerned.

Any bends in the suction line must have large radii and
the line must be correctly dimensioned to avoid
unnecessary flow restrictions. Recommended suction
P0010792 1 line materials are rubber hoses, copper pipes or acid-
resistant stainless steel pipes.

Connections above the waterline must be made with

high-quality rubber hose with several layers of material
to prevent hose collapse under suction. Double
stainless steel hose clamps must be used at both hose
ends.

Hose dimensions
Refer to the drawings for the engine type concerned for
dimensions of seawater hoses and pipes to and from the
engine.
P0010793

Seawater filter
1 Inlet via seawater intake valve.
2 Outlet to seawater pump.
3 Clearance for removal of filter housing, about 550 mm (21.7").

Anti-siphon valve
An anti-siphon valve must be installed in cases where
the engine is mounted so far down in the boat that the
distance between the exhaust pipe flange (lower edge)
200 mm
and the waterline (1) is less than 200 mm (7.87"). If the
(7.9”)
valve is correctly installed it will prevent the siphon
effect – it will stop water forcing its way into the engine.
The anti-siphon valve must be located at least 500 mm
(19.7") above the waterline. Also refer to the Wet
Exhaust Line, page 112 section in the Exhaust
500 mm system chapter.
(19.7”)
200 mm
(7.9”)

P0010794 1

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 Installation, Inboard Applications

D5/D7 1 Strainer
PB max = 1 bar (14.5 psi)
ΔTB-E 10 2 Seacock
TB max = 32 °C (89.6 °F)
E
PA min = -0,2 bar (-2.9 psi) 9 3 Seawater filter
B TE
PA max = 1,0 bar (14.5 psi) 4 Auxiliary seawater
A pump
5
5 Seawater pump
8
6 Charge air cooler,
3
D5/D7 TA
4 5 6 7
7 Heat exchanger
8 Oil cooler, reverse
gear
2
C 9 Exhaust elbow
1 10 Overflow valve, D5
P0010795
only

C Seawater temperature max 32 °C (89.6 °F)

D9/D11
ΔTB-E
9
PB max = 1,5 bar (22 psi)
TB max = 32 °C (89.6 °F)
E B
PA min = -0,3 bar (-4.4 psi)
6 PA max = 1,0 bar (14.5 psi)
A
5 5 1 Strainer
2 Seacock
3 Seawater filter
3 4 Auxiliary seawater
8 7 pump
4
5 Seawater pump
6 Oil cooler, reverse
2 gear

C 7 Charge air cooler

1
P0010796
8 Heat exchanger
9 Exhaust elbow
C Seawater temperature max 32 °C (89.6 °F)

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Installation, Inboard Applications

D13
PB max = 1,5 bar (22 psi)
T B max = 32 °C (89.6 °F) ΔTB-E 7 E
PA min = -0,3 bar (- 4.4 psi) B
PA max = 1,0 bar (14.5 psi)
5 A

3 3
4 1 Strainer
5 6
2 Seacock
3 Seawater filter

2 4 Auxiliary seawater
C pump
1 1
P0012056 5 Seawater pump
6 Heat exchanger with
C Seawater temperature max 32 °C (89.6 °F) oil cooler
7 Exhaust elbow

D16
PB max = 1,5 bar (22 psi)
TB max = 32 °C (89.6 °F) ΔTB-E
B
E
PA min = -0,3 bar (-4.4 psi)
PA max = 1,0 bar (14.5 psi)
A
5
7

3 3
4
5 6

2
C 1 Strainer
1 1 2 Seacock
P0010798

3 Seawater filter
C Seawater temperature max 32 °C (89.6 °F) 4 Auxiliary seawater
pump
5 Seawater pump
6 Heat exchanger
7 Oil cooler, reverse
gear

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 Installation, Inboard Applications

IMPORTANT!
Carry out a pressure test before putting the installation
into service to ensure there are no leaks in the cooling
system.

The pressure conditions described in the

illustrations on the previous page must be met as
follows:
A Low pressure on the seawater suction side of the
pump (PA) must be measured immediately
upstream of the pump, with the engine running at
max rpm. The pressure may not be lower than
-20 kPa (-2.9 psi) on D5/D7 engines and -30 kPa
(-4.4 psi) on other engines. If an auxiliary seawater
pump is installed, the feed pressure downstream of
it may not exceed 100 kPa (14.5 psi).
B The pressure downstream of the seawater pump
(PBmax) may not exceed 100 kPa (14.5 psi) on D5/
D7 engines or 150 kPa (22 psi) on other engines.
C An auxiliary seawater pump must be fitted if the
engine is installed above maximum pump suction
height, 3 m (9.8 ft.), or 2 m (6.6 ft.) for D5/D7. NOTE,
check the pressures according to items A and B.
D The seawater intake, valve, strainer, hoses and
piping must have flow cross sections sufficient to
prevent flow losses. Any bends in the line must have
large radii to obviate unnecessary flow restrictions.
Copper piping is recommended. A U-bend must be
installed to reduce the load; it must be connected
using reinforced rubber hoses to prevent their
collapse due to pump suction or pinching. Note:
always use twin stainless steel hose clamps at all
connections.
E The seawater temperature increase ΔtB-E and
pressure increase ΔPA provide a good insight into
system function. Refer to the table on the following
page for temperature increases.

Flow must be measured if a genuine Volvo Penta

seawater pump is replaced with a different type of
pump.

A flow meter must be installed in the seawater

discharge line downstream of the reverse gear oil
cooler and seawater flow must be checked with the
engine running at max rpm.

Refer to the Sales guide, marine diesel engines,

propulsion for information regarding recommended
seawater flow at different rpm for the engine type
concerned.

Volvo Penta standard cooling systems are designed

for seawater temperatures of maximum 32 °C
(89.6 °F). For leisure use; 30 °C (86 °F).

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Installation, Inboard Applications

Temperature increase (ΔTB – E ) across the engine seawater circuit including reverse gear oil cooler at
nominal power.

Engine Classification ΔTB-E as illustrated

°C (°F)
D5A T, 1900 rpm 1 8-10 (46.4–50)
2300 rpm 1 7–9 (44.6-48.2)
1900 rpm 2 10-12 (50-53.6)
2300 rpm 2 9-11 (48.2-51.8)
D5A TA, 1900 rpm 1 9-11 (48.2-51.8)
2300 rpm 1 9-11 (48.2-51.8)
1900 rpm 2 10-12 (50-53.6)
2300 rpm 2 10-12 (50-53.6)
D7A T, 1900 rpm 1 11-13 (51.8-55.4)
2300 rpm 1 11-13 (51.8-55.4)
1900 rpm 2 12-14 (53.6-57.2)
2300 rpm 2 11-13 (51.8-55.4)
D7A TA, 1900 rpm 1 12-14 (53.6-57.2)
2300 rpm 1 13-15 (55.4-59)
1900 rpm 2 14-16 (57.2-60.8)
2300 rpm 2 15-18 (59-64.4)
D7C TA, 1900 rpm 1 14-16 (57.2-60.8)
2300 rpm 1 13-15 (55.4-59)
1900 rpm 2 16-19 (60.8-66.2)
2300 rpm 2 16-19 (60.8-66.2)
D9 (221 kW) 1 10-12 (50-53.6)
D9 (261 kW), 1800 rpm 1 13-15 (55.4-59)
D9 (261 kW), 2200 rpm 1 12-14 (53.6-57.2)
D9 (313 kW) 2-3 15-18 (59-64.4)
D9 (368 kW) 4 17-19 (62.6-66.2)
D9 (425 kW) 5 20-24 (68-75.2)
D11 (375 kW), 1900 rpm 3 14 (57.2)
D11 (375 kW), 2250 rpm 3 12 (53.6)
D11 (460 kW), 1900 rpm 4 18 (64.4)
D11 (460 kW), 2300 rpm 4 20 (68)
D11 (493 kW) 5 25 (77)
D13 (294 kW) 1 8 (46.4)
D13 (331 kW) 1 9 (48.2)
D13 (368 kW) 1 10 (50)
D13 (404 kW) 2 10 (50)
D13 (441 kW) 2 11 (51.8)
D13 (662 kW) 5 18(1) (64.4)
D16 (363 kW) 1 8-13 (46.4-55.4)
D16 (404 kW) 1 9-14 (48.2-57.2)
D16 (441 kW) 1 10-15 (50-59)
D16 (478 kW) 1 11-16 (51.8-60.8)
D16 (551 kW) 2 13-17 (55.4-62.6)

Minimum seawater flow at different engine rpm

• Lower than recommended flow will result in insufficient cooling performance.
• Higher than recommended flow will result in cavitation in heat exchangers and pipes.

Refer to the Sales guide, marine diesel engines, propulsion for information regarding engine types and rpm.

1) The value refers to ΔTB-E excl reverse gear oil cooler. With reverse gear oil cooler the value is 19 °C (35 °F).

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 Installation, Inboard Applications

Freshwater System
Freshwater circulates through the engine cooling ducts
and heat exchanger with the aid of a centrifugal pump.

The charge air cooler is integrated in the freshwater

circuit on the D16 engine.

As long as the coolant is cold the thermostat(s) is (are)

closed, which prevents coolant from passing through
the heat exchangers. The coolant passes instead
through a bypass line back to the suction side of the
pump. This means the engine quickly reaches its
working temperature. The thermostat also prevents
engine temperature from falling at low loads and in cold
weather.

Coolant, Mixing
WARNING!
All coolant is hazardous and harmful to the
environment. Do not consume. Coolant is flammable.

IMPORTANT! (D5/D7/D9/D11/D13/D16)
Volvo Coolant VCS (yellow) must be used for all new
engines today.

IMPORTANT!
Volvo Coolant (green) may no longer be used in new
engines. Never mix different kinds of coolant.

Volvo Penta recommends ready mix coolant ahead of

the concentrated alternative.

Mix: 40% conc. Volvo Penta coolant and 60% water

NOTICE! D9 KC CAC system: 20% conc. Volvo

Penta coolant and 80%water.

This mixture protects against internal corrosion,

cavitation and freeze bursting down to –28°C (–18°F).
A 60% glycol admix lowers the freezing point to -54 °C
(-65 °F).
Never mix more than 60% Volvo Penta concentrate in
the coolant. A greater concentration provides reduced
cooling effect with the risk for overheating and reduced
anti-freeze protection.

The coolant must be mixed with distilled, deionized

water. The water must fulfill the requirements specified
by Volvo Penta; refer to Water Quality, page 148. It is
extremely important that the system be filled with the
correct coolant concentration. Mix in a separate clean
vessel before filling the cooling system. Make sure that
the liquids mix.

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Installation, Inboard Applications

Water Quality

ASTM D4985:

Total solid particles <340 ppm

Total hardness <9,5° dH
Chloride <40 ppm
Sulfate <100 ppm
pH value 5.5–9
Silica (acc. ASTM D859) <20 mg SiO2/l
Iron (acc. ASTM D1068) <0.10 ppm
Manganese (acc. ASTM D858) <0.05 ppm
Conductivity (acc. ASTM D1125) <500 µS/cm
Organic content, CODMn (acc. <15 mg KMnO4/l
ISO8467)

Coolant, Filling
NOTICE! Coolant must be checked and topped off as
required when the engine stopped and the coolant is
cold.
3 External systems: If external systems are connected
to the engine cooling system, system valves must be
open and system units vented during filling.

NOTICE! Adjust the coolant level according to the

pressure in the system. Measure pressure in the
expansion tank below the coolant level. Test outlet (1)
or the alternative test point (2).

1 Cold engine: 0 kPa (0 psi)

Hot engine: Approx 10 kPa (1.45 psi) below
pressure cap (3) release pressure.

P0010799

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P0010800
D5/D7: The coolant level must reach the filler pipe
lower rim. The level must be visible from top of the
expansion tank.
47704151 05-2019 © AB VOLVO PENTA
Installation, Inboard Applications
D5/D7/D9/D11/D13/D16: The cooling systems have
no venting nipples; they are automatically vented.
Fill the system until it is completely full, including the
expansion tank.
Start the engine and let it run without load at 1000–
1500 rpm for around 15-20 minutes. Check the
coolant level.
D9/D11/D13/D16: The coolant level must be about 5
cm (2") below the pressure cap sealing surface. All
D9, D13 and D16 engines are equipped with low
coolant level alarms.
IMPORTANT!
Do not start the engine until the system is vented and
completely filled with coolant.
WARNING!
Do not open the coolant filler cap when the engine is
hot. Steam or hot fluid could spray out, causing severe
burns.
External Cooling
General
It is advisable to fit a closed cooling system (keel
cooling system) when the boat operates in waters
where there is a lot of sand, silt or ice.
There are several possible cooling system
arrangements:
• hull cooling (profiles against the hull)
• pipe assemblies (cooling coil and box cooling)
• double bottom (hull cooling)
• external cooling tanks (tank cooling)
The underlying principle in an external cooling
installation is that the standard engine circulation pump
also circulates coolant in the external cooler.
It is important to use the correct substances in the
coolers. Use Volvo Penta coolant, an antifreeze
mixture.
A number of factors must be taken into account when
designing an external cooling system.
• Volvo Penta does not supply external cooling
systems or components for such systems.
• Volvo Penta does supply engines suitable for
connection to external cooling systems. This
chapter describes coolant systems and lists
pressures and flows in tables that must be taken into
account when calculating a system.
• It is essential to choose the correct pipe diameters
and lengths (with few bends) for tube coolers, and
the correct tank height and width for double-bottom
149
Installation, Inboard Applications

coolers with regard to backpressure, flows and heat

dissipation.
• The system may not include any sharp bends or
tanks that end abruptly.
• Volvo Penta strongly recommends the use of shut-
off valves at box cooler/cooling coil inlets and
outlets.
• External cooling systems should always be
dimensioned by qualified personnel in order to
achieve a good, functional installation.

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 Installation, Inboard Applications

• When pipe length and cooling area are calculated

the following factors must be considered:
1 Engine technical data
2 Power and rpm
3 Type of operation
4 Minimum hull speed at rated full power
5 Maximum seawater temperature
6 Cooler size and the pressure drop across the
circuit
7 Piping and the number of pipe bends
8 Cooler materials
9 Thickness of paint on cooler
10 If power take-off is used below 0 knots, at what
power and rpm will the engine be under load?
11 The concentration of antifreeze and its effect on
cooling capacity are specified in the Coolant,
Mixing, page 147 chapter.
12 For extended service life, the installation of a
freshwater filter between the external circuit and
the engine is recommended.
• If the engine's regular expansion tank is too small,
an auxiliary expansion tank must be installed.
Locate the tank at the highest point of the engine
cooling system. Expansion tank volume must
correspond to around 15% of total keel cooling
system volume. Refer to the Extra expansion
tank, page 175 chapter for further information.
• The auxiliary expansion tank must be connected to
the suction side of the circulation pump via a static
pressure line.
It must be possible to vent between the standard
expansion tank and the auxiliary expansion tank,
and between the keel cooler and the expansion
tank. Refer to the Extra expansion tank, page 175
chapter for further information.
• If a Volvo Penta engine fitted with a charge air cooler
is to be connected to a cooling circuit, the keel
cooling system is usually divided into two circuits.
The engine’s seawater pump is utilized to circulate
coolant in the charge air cooler circuit and the
engine circulation pump may then be used to
circulate coolant in the engine circuit.
• Order the engine as a KC engine

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Installation, Inboard Applications

Central Cooling System

The principle for connecting engines to a central
cooling system is the same as for a keel cooling
system. Refer to the Function diagrams, external
cooling, page 166 chapter.
The parameters specified for Volvo Penta marine
engines under the heading External cooling also apply
to engines connected to central cooling systems.
High static and dynamic pressures may occur
depending on the design of the central cooling system.

Central cooling system pressure limits

Pressure upstream of coolant circulation pump
Max pressure = 100 kPa (14.5 psi)

NOTICE!
• Max pressure upstream of circulation pump is = 100
kPa (14.5 psi).
• Minimum pressure upstream of circulation pump
when engine is cold = 0 kPa (0 psi).
• Minimum pressure upstream of circulation pump
when engine is hot = 30 kPa (4.4 psi). Refer to
Expansion tank, function diagram, page 173.
• Pressure upstream of seawater pump, Max
pressure = 100 kPa (14.5 psi).

• In cases where seawater pump is excluded, max

permitted pressure (incl. pressure shocks)
upstream of the charge air cooler = 250 kPa
(36.3 psi).
• If maximum engine coolant pressure is exceeded, a
heat exchanger capable of handling the higher
pressure must be connected between the engine
and the central cooling system.

An auxiliary expansion tank for the engine must also

be connected to the system. Refer to the Extra
expansion tank, page 175 chapter for further
information.
Depending on temperatures in the central cooling
system, it may be possible to use the seawater-cooled
version of an engine. However, installation parameters
specified for Volvo Penta seawater cooled engines
must be observed.
In central cooling systems with several engines, each
engine must be fitted with coolant inlet and outlet
valves for service reasons.

IMPORTANT!
The composition of the coolant and its pH value are
extremely important in engines connected to a central
cooling system. Refer to the Coolant, Mixing, page 147
chapter.

NOTICE! Always use Volvo Penta antifreeze, which is

available ready-mixed or in concentrated form. Mixing
with other makes of coolants may not take place.

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 Installation, Inboard Applications

Box cooling

P0010804

Keel cooling (tube cooling system)

Tube cooling system

P0010805
(detail)

Keel cooling (hull cooling system)

Hull cooling (detail)

P0010806

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Installation, Inboard Applications

Coolant flow and connections for

engines adapted for external
cooling
Engines modified for external cooling differ from
seawater cooled engines.
The heat exchanger is removed from keel-cooled
engines. The seawater pump is used as an LT-pump
(low temperature circuit pump). In the case of single-
circuit engines the seawater pump is removed (applies
to some D5/D7 engine versions).
The engines are equipped with connections for the
external cooling system.

NOTICE! Volvo Penta twin circuit keel-cooled engines

are supplied without an LT expansion tank and T-
connector to the LT-pump.
The recommended T-connector dimension from the
tank is Ø 20 mm (0.78") pressurized. Proposal for T-
connector: refer to illustration on left. A = to LT
expansion tank.

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 Installation, Inboard Applications

The following illustrations show engine connections

and internal hose diameters.

D5/D7
Single circuit, keel cooled

2.
50 mm
(1.97”)

1 From engine, water connection (Ø 50 mm

(1.97"))
1.
2 To engine, water connection (Ø 50 mm (1.97"))
P0010807 50 mm (1.97”)

D5/D7
Twin circuit system with single keel cooler

38 mm (1.50”)
1

1 To engine, (Ø 38 mm (1.50"))
2
42 mm (1.65”) 2 From engine, (Ø 42 mm (1.65"))
P0010808

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D5/D7
Twin circuit system with twin keel coolers

2.
38 mm (1.50”)

4.
50 mm
(1.97”)

1 From engine charge air cooler. LT-circuit

(Ø 40 mm (1.57"))
2 To engine charge air cooler, LT-circuit (Ø 38 mm
(1.50"))
3 From engine coolant, HT-circuit (Ø 50 mm
1. (1.97"))
3. 40 mm (1.57”)
4 To engine coolant, HT-circuit (Ø 50 mm (1.97"))
P0010809 50 mm (1.97”)

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D9
Twin circuit, keel cooled

1.
50 mm
(1.97”) 2.
50 mm
P0010810 (1.97”)

1 From engine charge air cooler, LT-circuit

(Ø 50 mm (1.97"))
2 To engine charge air cooler, LT-circuit (Ø 50 mm
(1.97"))
4. 3 From engine coolant, HT-circuit (Ø 50 mm
50 mm 3. (1.97"))
(1.97”) 50 mm 4 To engine coolant, HT-circuit (Ø 50 mm (1.97"))
P0010811 (1.97”)

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D11
Single circuit, keel cooled

1.
57 mm
(2.24”)
3

P0010812

2.
57 mm
(2.24”) 1 To engine, water connection (Ø 57 mm (2.24"))

5 2 From engine, water connection (Ø 57 mm

(2.24"))
3 Expansion tank, standard
4 Auxiliary expansion tank
5 Reverse gear oil cooler
P0010813

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D13
Twin circuit, keel cooled

1 From engine charge air cooler, LT-circuit

(Ø 41 mm (1.61"))
2 From engine, water connection, HT-circuit
(Ø 42 mm (1.65"))
3 To engine coolant, HT-circuit (Ø 60 mm (2.36"))
4 To engine charge air cooler, LT-circuit (Ø 38 mm
(1.50"))

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D16
Twin circuit, keel cooled

1.
45 mm (1.77”)
P0010814

1 From engine charge air cooler, LT-circuit

(Ø 45 mm (1.77"))
2 To engine charge air cooler, LT-circuit (Ø 38 mm
(1.50"))
3. 2. 3 From engine coolant, HT-circuit (Ø 42 mm
42 mm 4. 38 mm (1.65"))
(1.65”) (1.50”)
50 mm (1.97”) 4 To engine coolant, HT-circuit (Ø 50 mm (1.97"))
P0010815

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Engine Engine circuit Total system volume Maximum capacity for engine circuit (HT-
D5A T 11 l (2.9 US gal.) 63 l (16.6 US gal.) circuit) for keel-cooled engines
D5A TA 11 l (2.9 US gal.) 63 l (16.6 US gal.)
This table shows engine circuit volume and the max
D7A T 11 l (2.9 US gal.) 63 l (16.6 US gal.) permitted cooling system volume with standard
D7A TA 14 l (3.7 US gal.) 63 l (16.6 US gal.) expansion tank, including keel cooler and other
D7C TA 14 l (3.7 US gal.) 63 l (16.6 US gal.) circuits such as engine heater or cabin heater circuits.
D9(1) 33 l (8.7 US gal.) 73 l (19.3 US gal.)
NOTICE! A larger expansion tank must be installed if
D11 36 l (9.5 US gal.) 86 l (22.7 US gal.) these values are exceeded.
D13 45 l (12 US gal.) 65 l (17 US gal.)
D16(1) 39 l (10.3 US gal.) 59 l (15.6 US gal.)(2)

Dimensioning of external cooling systems.

Freshwater system heat rejection in kW

Refer to Sales guide, marine diesel engines, propulsion for further data on temperatures, pressures and
coolant flows.

NOTICE! For all systems: If reverse gear is used, add 4% heat rejection for reverse gear oil cooler.

D5/D7 -T. Single circuit with keel cooler.

D5/D7 -TA. Twin circuit system with single keel cooler.

D5/D7 -TA. Twin circuit system with twin keel coolers

Parameters, kW Classificat D5A T D5A TA D7A T D7A TA D7C TA

ion
Total heat rejection
(engine/charge air cooler)
1900 rpm 1 64/– 74 (63/11) 89/– 101 (85/16) 111 (92/19)
2 76/– 84 (71/13) 98/– 116 (96/20) 128 (103/25)
2300 rpm 1 70/– 85 (67/18) 105/– 125 (98/27) 135 (103/32)
2 75/– 98 (77/21) 111/– 146 (113/33) 164 (125/39)

D9/D11/D13/D16
Refer to Sales guide, marine diesel engines, propulsion.

1. Volumes only for engine circuit.

2. An auxiliary expansion tank must always be used on D16 engines.

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Max temperature increase, ΔTmax

- across engine circuit, T1–T2 (T5–T6 on D12C)
- across charge air cooler circuit, T3–T4

Also refer to the Function diagrams, external cooling, page 166 chapters for each engine type.

Engine Classification ΔTmax engine circuit ΔTmax charge air cooler

T1–T2 (T5–T6 D12) circuit
T3–T4
°C (°F) °C (°F)
D5A T, 1900 rpm 1 ≤ 8 (46.4) - -
D5A T, 2300 rpm 1 ≤ 8 (46.4) - -
D5A T, 1900 rpm 2 ≤ 10 (50) - -
D5A T, 2300 rpm 2 ≤ 9 (48.2) - -
D5A TA, 1900 rpm 1 ≤ 8 (46.4) ≤ 2 (35.6)
D5A TA, 2300 rpm 1 ≤ 7 (44.6) ≤ 3 (37.4)
D5A TA, 1900 rpm 2 ≤ 9 (48.2) ≤ 2 (35.6)
D5A TA, 2300 rpm 2 ≤ 8 (46.4) ≤ 3 (37.4)
D7A T, 1900 rpm 1 ≤ 12 (53.6) - -
D7A T, 2300 rpm 1 ≤ 11 (51.8) - -
D7A T, 1900 rpm 2 ≤ 13 (55.4) - -
D7A T, 2300 rpm 2 ≤ 12 (53.6) - -
D7A TA, 1900 rpm 1 ≤ 11 (51.8) ≤ 2 (35.6)
D7A TA, 2300 rpm 1 ≤ 10 (50) ≤ 3 (37.4)
D7A TA, 1900 rpm 2 ≤ 12 (53.6) ≤ 2 (35.6)
D7A TA, 2300 rpm 2 ≤ 12 (53.6) ≤ 3 (37.4)
D7C TA, 1900 rpm 1 ≤ 12 (53.6) ≤ 2 (35.6)
D7C TA, 2300 rpm 1 ≤ 11 (51.8) ≤ 3 (37.4)
D7C TA, 1900 rpm 2 ≤ 13 (55.4) ≤ 2 (35.6)
D7C TA, 2300 rpm 2 ≤ 13 (55.4) ≤ 3 (37.4)
D9 Refer to Sales guide, marine diesel engines, propulsion.
D11 (375 kW), 1900 rpm 3 ≤ 9 (48.2) ≤ 5 (41)
D11 (375 kW), 2250 rpm 3 ≤ 7 (44.6) ≤ 5 (41)
D11 (460 kW), 1900 rpm 4 ≤ 12 (53.6) ≤ 6 (42.8)
D11 (460 kW), 2300 rpm 4 ≤ 14 (57.2) ≤ 6 (42.8)
D13 (294 kW) 1 ≤ 19 (66.2) ≤ 13 (55.4)
D13 (331 kW) 1 ≤ 18 (64.4) ≤ 14 (57.2)
D13 (368 kW) 1 ≤ 19 (66.2) ≤ 16 (60.8)
D13 (404 kW) 2 ≤ 18 (64.4) ≤ 14 (57.2)
D13 (441 kW) 2 ≤ 19 (66.2) ≤ 15 (59)
D16 Refer to Sales guide, marine diesel engines, propulsion.

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Measuring pressure in keel cooling

systems

1 Gauge connections
T-nipple for measuring pressure and temperature
The T-nipple is used for measuring both temperature
and pressure in the coolant circuit. The tool is not
1/4”R carried by Volvo Penta.

3
P0010816

NOTICE! It is important to place the probe correctly in

the coolant flow. See illustration to left.
3

0.75 x D
D

P0010817

1 Temperature measurement
2 Pressure measurement
3 Temperature probe
4 Threaded as required

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D5/D7/D9/D11/D13/D16
Pressure upstream and downstream of engine
Connections for measuring pressure in cooling circuits
must be integrated into the boat circuit close to the
engine connections.

Pressure upstream of engine

Use the drain nipple thread as a connection.
1

P0010818
1/4” NPTF

Pressure downstream of engine Cut the hose and install a piece of pipe in between. Fit
a connection with a 1/4" NPTF internal thread on the
pipe for connecting a manometer.
2

1/4” NPTF

P0010819

1 Reverse gear oil cooler

2 Thermostat housing
3 Locally made adapter pipe for measuring

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Measuring temperature in keel

cooling systems

Gauge connections
NOTICE! Before installation is begun, the internal
freshwater temperature to and from the engine must
be checked. Engine temperature gauge connections
are illustrated below.

D5/D7/D9/D11/D13/D16
Temperature upstream and downstream of the
engine
Connections for measuring the temperature in cooling
circuits must be integrated into the boat circuit close to
the engine connections.

Coolant temperature from engine Cut the hose and install a piece of pipe in between. Fit
a connection with a 1/4" NPTF internal thread on the
pipe for connecting a temperature gauge.
2

1/4” NPTF

P0010819

Coolant temperature to engine

1

P0010818
1/4” NPTF

1 Reverse gear oil cooler

2 Thermostat housing
3 Locally made adapter pipe for measuring

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Function diagrams, external cooling

Components such as reverse gear oil coolers,
expansion tanks, etc. are not always supplied by Volvo
Penta. These components are not the responsibility of
Volvo Penta.

The limit of Volvo Penta supplier responsibility is

demarcated in the diagram by:
—-—-—

Refer to the table in the Coolant flows and connections

for engines adapted to external cooling chapter for
internal temperature increases across engine circuits
(keel cooler 1, T1-T2) and charge air cooler circuits
(keel cooler 2, T3-T4).

D5/D7-T

External cooling. Single circuit system

Engine oil cooler

Charge air cooler

Reverse gear oil cooler

Connection flange or thread for

valve

Thermostat valve

HT Circulating pump

LT Circulating pump

Venting nipple

Orifice

Cooler

Turbo

Shut-off valve

1 Engine A External systems

2 Expansion tank B Volvo Penta internal system
Volvo Penta supplier responsibility
3 Keel cooler, engine coolant circuit

Refer to Technical data, Sales guide, marine diesel engines, propulsion for temperature, maximum pressure
drop and coolant flow.

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D5/D7-TA

External cooling. Twin circuit system with single keel

cooler Engine oil cooler

Charge air cooler

Reverse gear oil cooler

Connection flange or
thread for valve

Thermostat valve

HT Circulating pump

LT Circulating pump

Venting nipple

Orifice

Cooler

Turbo

Shut-off valve

1 Engine A External systems

2 Expansion tank B Volvo Penta internal system
Volvo Penta supplier responsibility
3 Keel cooler, engine coolant circuit

Refer to Technical data, Sales guide, marine diesel engines, propulsion for temperature, maximum pressure
drop and coolant flow.

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D5/D7-TA

External cooling. Twin circuit system with twin keel

coolers Engine oil cooler

Charge air cooler

Reverse gear oil cooler

Connection flange or thread for

valve

Thermostat valve

HT Circulating pump

LT Circulating pump

Venting nipple

Orifice

Cooler

Turbo

Shut-off valve

1 Engine A External systems

2 Expansion tank B Volvo Penta internal system
Volvo Penta supplier responsibility
3 Keel cooler, engine coolant circuit
4 Keel cooler, charge air cooler circuit

Refer to Technical data, Sales guide, marine diesel engines, propulsion for temperature, maximum pressure
drop and coolant flow.

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D9/D11

External cooling. Twin circuit system with twin keel

coolers Engine oil cooler

Charge air cooler

Reverse gear oil cooler

Connection flange or thread for

valve

Thermostat valve

HT Circulating pump

LT Circulating pump

Venting nipple

Orifice

Cooler

Turbo

Shut-off valve

1 Engine A External systems

2 Expansion tank B Volvo Penta internal system
Volvo Penta supplier responsibility
3 Keel cooler, engine coolant circuit
4 Expansion tank, charge air cooler circuit
(accessory)
5 Keel cooler, charge air cooler circuit

NOTICE! For D9 only: Engine circuit: 40% coolant/ 60% water. CAC circuit: 20% coolant/ 80% water.
For D11: standard mix of 40% coolant/ 60% water.

Refer to Technical data, Sales guide, marine diesel engines, propulsion for temperature, maximum pressure
drop and coolant flow.

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D13

External cooling. Single stage turbocharger

Proposed installation of an auxiliary HT expansion tank

1 Engine A External systems Charge air cooler

2 HT Expansion tank B Volvo Penta internal Engine oil cooler
system
3 Keel cooler, HT cooler circuit
Volvo Penta supplier Thermostat valve
4 Keel cooler, LT cooler circuit responsibility
HT Circulating pump
5 Orifice C NOTICE! The venting
connection must be LT Circulating pump
6 Exhaust manifold
transferred to the high
Orifice
7 HT auxiliary expansion tank auxiliary expansion
tank; refer to diagram. Cooler
8 LT expansion tank
9 Oil cooler, reverse gear Turbo
10 Cold start valve Venting

Shut-off valve

Refer to Technical data, Sales guide, marine diesel engines, propulsion for temperature, maximum pressure
drop and coolant flow.

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D16

External cooling. Twin circuit system

1 Engine A External systems Charge air cooler

2 HT Expansion tank (engine mounted) B Volvo Penta internal Engine oil cooler
system
3 Keel cooler, engine coolant circuit
Volvo Penta supplier Thermostat valve
4 Keel cooler, charge air cooler circuit responsibility
HT Circulating pump
5 Orifice C NOTICE! The venting
connection must be LT Circulating pump
6 Exhaust manifold
transferred to the high
Orifice
7 High temperature tank auxiliary expansion tank;
(auxiliary expansion tank)* refer to diagram. Cooler
8 LT Low temperature tank
Turbo
(auxiliary expansion tank)**
9 Oil cooler, reverse gear Venting

Shut-off valve

* An auxiliary high temperature tank must be installed if the system exceeds 20 liter (5.3 US gallon). Not included
in scope of supply. Size must be adapted to circuit volume.

** Low temperature tank not included in scope of supply. Size must be adapted to circuit volume.

NOTICE! The venting connection must be transferred to the auxiliary expansion tank; refer to diagram.

Refer to Technical data, Sales guide, marine diesel engines, propulsion for temperature, maximum pressure
drop and coolant flow.

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Thermostats, external cooling

Two different types of thermostats are used in Volvo
Penta marine engines - disc thermostats and piston
thermostats.
D5/D7, D9, D11, D13 and D16 engines use piston
thermostats.

NOTICE! If an engine is connected to a central cooling

system which requires full flow through the engine and
the system has its own thermostat, the engine
thermostat(s) must be forced open.

The following table shows opening temperatures for

different thermostats and the size of the aperture when
fully open.

IMPORTANT!
Do not run an engine without a thermostat.

P0010845

Engine D5/D7 D9 D11 D13 D16

Number of 1 1 1 1 1
thermostats
Opening temperature 83 °C (181.4 °F) 82 °C (179.6 °F) 76 °C (168.8 °F) 82 °C (179.6 °F) 86 °C (186.8 °F)
Fully open 95 °C (203 °F) 92 °C (197.6 °F) 86 °C (186.8 °F) 92 °C (197.6 °F) 96 °C (204.8 °F)
84 °C(1)
(183.2 °F)
Aperture with fully 8 mm (0.31") 16 mm (0.63") 16 mm (0.63") 16 mm (0.63") 16 mm (0.63")
open thermostat

1. Two thermostats (marked blue) begin to open at 76 °C (168.8 °F)

and are fully open at 90 °C (194 °F). The third thermostat (marked
red) begins to open at 70°C (158 °F) and is fully open at 84 °C
(183.2 °F).

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Expansion tank, function diagram

Correctly designed system
A Coolant before start. Max fill level for cold engine.
Coolant level may not fall below the MIN mark with
D cold engine.
Coolant level may not exceed the MAX mark with
hot engine.
C
B Connection for hose from thermostat housing.
C Relief valve, low pressure. See next page.
B E
D Pressure cap, 75 kPa (10.9 psi). Refer to the Extra
MAX expansion tank, page 175 chapter.
A E Expansion volume.
MIN F Venting from engine/radiator.
G Connected seawater/coolant pump suction side.

G
H
F

P0010846

H Cold engine:
Min. 0 kPa (0 psi)
Hot engine:
Min. 30-100 kPa (4.4–14.5 psi)

Correctly connected expansion tank

• It is advisable not to exceed the middle level when
75 kPa (10.9 psi) engine is cold. This minimizes the risk of splash-
I over if an undesired quick stop occurs.
C
In a correctly designed cooling system the pressure
E
cap prevents venting. Avoid opening the pressure
B cap. If absolutely necessary, open the pressure cap
J when the engine is cold.
MAX
• Connection (B) must be connected before the
MIN thermostat with a continuously upward sloping hose
in order to ensure venting when filling coolant after
the system has been drained.
Where a manual drain cock is fitted the hose must
K be connected to the bottom of the tank and
connection (B) closed (sealed).
P0010847
NOTICE! A 2.5-3.0 mm (0.098–0.118") orifice must
be fitted in each venting hose. Locate the orifice in
I Open system an upwardly sloping part of the hose.

J Hot engine:
Min. 40-70 kPa (5.8–10.2 psi)
Cold engine:
Min. 0 kPa (0 psi)

K Drain cock

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Incorrectly connected expansion tank. IMPORTANT!

Unacceptable system, fatal for the engine
0-75 kPa (0-11 psi) 75 kPa (11 psi) • If there is insufficient expansion volume (E) a low
pressure will be created when starting after a period
C
of rest, which will in turn cause the circulating pump
E
to cavitate.
B
• During idling the thermostat closes, coolant loses
-15 -> 70 kPa heat and contracts. The pressure cap has a low
(-2.2 -> 10.2 psi) pressure relief valve (C) which opens at around
-15 kPa (-2.2 psi). It is not good for a circulating
pump to operate with an inlet pressure of 0 kPa (0
psi) and below, since cavitation is likely to occur.

P0010848

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Extra expansion tank

All engines

Type of pressure cap and opening

115 mm (4.5”)
pressures depending on height
Height (H) Type of pressure
engine valve cover – MIN cap
220 mm marking
(8.7”) -2.0 m (2.480") 75 kPa (10.9 psi)
MAX 2.0-5.0 m (6.6-16.4 ft.) 50 kPa (7.3 psi)
5.0-7.0 m (16.4-23.0 ft.) 30 kPa (4.4 psi)
MIN 7.0-10.0 m (23.0-32.8 ft.) Open system
H
NOTICE! If a Volvo Penta expansion tank is selected,
a Volvo Penta pressure cap must also be used. Select
the type of cap according to the table above.

P0010849

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Permissible volumes with standard Heat exchanger cooled engines.

expansion tank: Capacity, freshwater system (standard)
Engine incl. Engine Auxiliary circuit and auxiliary circuits
heat volume, l (US volume, l (US
Auxiliary circuits, such as hot water circuits and cabin
exchanger gal.) gal.)
heaters, may be added to the freshwater system.
D5 21 (5.5) ≥15 %* Refer to the table for maximum freshwater system
D7 26 (6.9) ≥15 %* increase from an auxiliary circuit.
D9/D11 39 (10.3) 40 (10.6)
D13 60 (15.9) 5 (1.3) IMPORTANT!
D16 56 (14.8) 20 (5.3) If the volume is increased further, the cooling system
must be equipped with a larger expansion tank.
* Must be at least 15% of the total cooling system Contact Volvo Penta for further information.
volume.

When an auxiliary expansion tank is installed the

3
4 1 engine expansion tank must be completely filled with
coolant.

NOTICE! The keel-cooled D9 version must always

5% have an auxiliary expansion tank on the LT circuit.
MAX
Expansion tank volume must be 15% of total cooling
5% system capacity.
Of this volume:
MIN
5% is intended for coolant expansion when it is hot
5% (expansion volume),
5% is intended for the difference between the MAX
and MIN levels,
2
5% is reserve volume.
P0010850

A baffle may be used to improve expansion tank

1 Expansion volume, 5% venting.
2 Reserve volume, 5%
3 Bulkhead
4 Pressure cap

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2 The engine expansion tank must have a separate

MAX venting line (3) to the auxiliary tank connected below
MIN
the MIN level.

NOTICE! If there are no manual venting nipples, the

3
hose (3) must incline upwards continually.
1
The hoses must withstand temperatures of up to
115 °C (239 °F).

The engine pressure cap must be replaced with a

sealed cap. The regular engine venting hose from the
thermostat housing may be connected to the auxiliary
expansion tank below the MIN level to facilitate venting
when coolant is filled.

P0010851
It is recommended that the expansion tank
temperature be kept high to improve cooling system
1 Engine expansion tank
pressurization. If the tank is located in a cold place, the
tank must be in a sheltered position and insulated.
2 Auxiliary expansion tank
3 Separate venting hose

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Only the HT circuit is able to pressurize the cooling

system by means of hot coolant and water vapor. The
LT circuit only has thermal expansion by the coolant
system.

IMPORTANT!
The LP circuit must also have a pressure cap installed
on the expansion tank to prevent contamination or
oxidation.

IMPORTANT!
If both engine expansion tanks are raised so much that
the pressure caps must be replaced with a lower
pressure category, both pressure caps must be
replaced with the same pressure category. This is
done to prevent pressure caps from being mixed up by
mistake.

WARNING!
Do not open the coolant filler cap when the engine is
hot. Steam or hot fluid could spray out, causing severe
burns.

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Engine Heater
2 Cold starts are one of the most important determining
factors regarding the service life of an engine.
Frequent cold starts followed by extended periods of
idling significantly increase wear on the engine. An
engine heater extends the service life of the engine
and batteries. A heater lowers emissions during start
1 and prevents hunting.

The engine heater heats and circulates coolant

3 through the engine block. It is important that the engine
heater is of the right type, is correctly connected and
maintains the engine coolant at the right temperature.
5
The heater must have its own circulation pump and be
4 located in a protected place.
P0010852 The illustrations on the following pages show the
connection points for remotely mounted heaters for
Components: each engine model.
1 Engine heater
Engine mounted heaters are available for D5/D7.
2 Outlet
Remotely mounted heaters may not be used.
3 Inlet
NOTICE! Engine heater output must be chosen so that
4 Connector with protective cap
coolant temperature to the engine does not exceed
5 Plug with protective cap 70 °C (158 °F).

NOTICE! It is very important that the engine heater is

correctly protected in order to avoid galvanic corrosion.
Refer to the Protection against galvanic corrosion
chapter..

D5/D7
Engine mounted heaters can be provided for D5 and
D7 engines.

P0010853

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D9/D11 D16
Engine heater connections Engine heater connections

M16 1.5

1 2

19.5mm
(0.77”) P0010856

1 From engine heater

2 To engine heater

D13
Connection to engine heater

P0010854

1 From engine heater

2 To engine heater

P0015665

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Hot water connections

4 General
A cabin heater and/or a hot water heater may be
5
connected to the engine freshwater circuit. When a
2 cabin heater is installed it must always have a manual
venting nipple (4) at its highest point. The system is
1 vented when pressurized.
In large heating systems, a hose thermostat (5) must
be mounted in line in the hot water circuit. This means
6
the engine quickly reaches its working temperature.
3 Volvo Penta carries suitable thermostats.

The illustrations on the following two pages show

P0010857 7 where coolant may be tapped for the hot water circuit
on each type of engine.
Components:
1 Cabin heater with defroster unit Max freshwater capacity
2 Outlet cock Refer to the information in the Extra expansion
3 Inlet cock
tank, page 175 chapter for freshwater capacities.
4 Venting nipple
Shut-off valves
5 Hose thermostat
Volvo Penta recommends that shut-off valves (2, 3) be
6 Hot water heater
installed in the auxiliary cooling circuit on both the supply
7 Heating element and return sides for closure during service, repairs or
during warm seasons.
Locate the valves as close to the engine as possible with
a hose between.

Installation
Hot water heaters, cabin heaters, etc. may be installed
max 2.5 m (8.2 ft.) above the expansion tank MIN level.

2 D5/D7 - Hot water connections

When dimensioning the heat exchanger for heating,
note that the engine coolant outlet only allows a limited
water flow and temperature drop.
1
Max permitted water flow: 18 l/min (4.8 US gals/min)
Max permitted temperature drop: 30 °C (86 °F)

The external circuit must be designed to reduce flow

so as not to exceed the permissible limit. The external
circuit bypasses the engine cooling circuit and too
great a flow may cause engine overheating.

If the heating system is designed such that it is able

give off more heat than is available in the quantity of
M30 x 2 M26 x 1.5 coolant, the engine will be unable to reach its proper
P0010858 working temperature despite a closed thermostat. This
must be avoided by dimensioning the heating system
1 Hot water inlet correctly.
2 Hot water outlet

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D9/D11 - Hot water connections D16 - Hot water connections

P0010859 1

1 1/2"R, inlet
2 1/2"R, outlet

D13 - Hot water connections

1 Outlet - to hot water circuit

2 Inlet - from hot water circuit

P0011490
2 1

1 1/2"R, inlet
2 1/2"R, outlet

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 Installation, Inboard Applications

Helm station
In order for a boat to be steered in a comfortable and
safe manner, the helm station must be arranged such
that levers, steering, instruments, navigation
equipment and alarm systems are located in a practical
way. This applies to every helm station.

Controls can be either of single lever or twin lever

types. Shifting and throttle are operated by the same
lever on single lever controls. Twin lever controls have
one lever for shifting and another for the throttle.

1 2

3 4

P0011703

Examples showing different control systems

1 Single lever control – mechanical
2 Single lever control – two helm stations –
mechanical – DS unit
3 Twin lever control - two helm stations - mechanical
- series connected
4 Single lever control - electrical to mechanical

Refer to the Installation, Electronic Vessel Control EVC

installation manual for wiring information.

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Installation, Inboard Applications

There are several types of control systems

available:
Mechanical control systems
In mechanical control systems communication
between the engine/reverse gear is carried out with
Bowden cables. This type of system often requires
more effort and is less precise, especially with long
cable lengths and more than one helm station.
This installation manual mainly covers this type of
installation.
Electronic control systems
In fully electronic systems, controls communicate
with the engine by means of electrical signals alone
and can only be used on electronically controlled
engines, such as Volvo Penta EVC engines.
This type of control offers very simple installation
and smooth control action despite long cables and
several helm stations. For further information about
installing EVC control systems, refer to the
Installation, Electronic Vessel Control EVC-C3
installation manual.
Electronic to mechanical control systems
In electronic to mechanical control systems, controls
communicate electronically via cables with
actuators located in the engine compartment. The
actuators transform electronic signals to mechanical
actions. A Bowden cable runs from the actuator to
the engine/reverse gear where it is attached in the
same way as in a mechanical control system.
Hydraulic and pneumatic controls
The principle entails communication between
controls and the engine/reverse gear via hoses or
pipes using hydraulic fluid or air. Hydraulic and
pneumatic control systems provide advantages
similar to those of electrical control systems. They
are quite easy to install in boats with several helm
stations. They also require very little effort to use in
installations with several helm stations or over long
distances.

Alternative helm stations

There must be controls at each helm station. If
mechanical controls are used it is possible to
automatically switch between controls at different helm
stations if two helm stations are installed.
The throttle cable from the two controls is connected
to the fuel injection pump by means of a throttle kit.
Refer to Connecting the throttle cable in the
Connection, page 186 section.

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 Installation, Inboard Applications

Controls
These controls are for top mounting. There are also
side mounted controls but these are not so common
in vessels of this size.

The engine can only be started if the control lever is

in the NEUTRAL position (upright).

Single engine, single lever control, Twin installation, twin lever

EVC control, EVC

EVC
The illustration to the left show the EVC-D, EVC-E and
EVC-E2 controls.

P0015613

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Installation, Inboard Applications

Location of controls
2 When selecting the control location it is important to
consider whether there is sufficient space for control
lever movement and sufficient space for the control
mechanism underneath the panel.

There must be sufficient space for a full stroke of the

control lever FORWARD (1) and sufficient space to
1 3 move it to REVERSE (3).

The lower part of the control may not be so close to the

helm or other components that the latter are affected
in any way.

There must be sufficient space under the control to

permit installation of the control cables to the engine
and reverse gear with as few, and as smooth, bends
as possible.

P0011704

Connection

Connecting the throttle cable

The throttle cable must have a pulling action to
increase engine rpm on all engines.

The throttle cable is connected to the fuel injection

2 pump as illustrated below. Connections must be made
1 4 to obtain the largest possible stroke on the control
cable to provide the smoothest control action. The fuel
pump lever, however, must always be in contact with
the full speed stop at full throttle.

3 When double cables are connected as illustrated, the

cables run freely through their attachments on the
pump lever.
1
NOTICE! The nuts at the ends of the cables must lock
against each other when the pump lever and control
2mm levers are simultaneously at their idle and neutral
(0,08”) positions.
P0011706

Throttle cable connection for two helm stations.

1 Lever on fuel injection pump
2 Throttle cable from upper helm station
3 Throttle cable from lower helm station
4 Cable clamps

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 Installation, Inboard Applications

1 Connecting the shift cable

N Always connect the cable to the reverse gear shift lever
so that the reverse gear neutral position is maintained
2 when the control lever is in the NEUTRAL position.

Install the shift cable and check that the cable is

3 connected to the control according to the desired
direction of propeller shaft rotation. Refer to the table.

P0011707

1 Connection
Connecting the neutral switch
2 Bracket
3 Control cable It is possible to install a neutral switch in most controls.
The engine can then only be started when the control
is in the neutral position.

Install the switch on the yellow/red wire to terminal #

50 on the ignition switch. The circuit must be closed in
the neutral position.

There may be local legislation that makes neutral

switches mandatory.

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Installation, Inboard Applications

Install the shift cable and check that the cable is

connected according to the desired direction of
propeller shaft rotation. Refer to the table below.
Change the position of the cable connection at the
control to change the direction of cable movement.
2 1 Shift cable movement at reverse gear with standard
bracket.
Pulling (1), pushing (2). See illustration to left.

A Direction in brackets (refer to table) is the direction in

which the reverse gear shift arm (A) rotates.

P0011728

Reverse gear Left rotating propeller: Right rotating propeller:

ZF45 Pulling (Clockwise) Pushing (Counterclockwise)
ZF220/ZF220A Pulling (Clockwise) Pushing (Counterclockwise)
ZF220IV Pushing (Counterclockwise) Pulling (Clockwise)
ZF280/ZF280A Pushing (Counterclockwise) Pulling (Clockwise)
ZF280IV Pulling (Clockwise) Pushing (Counterclockwise)
ZF301A Pulling (Counterclockwise) Pushing (Clockwise)
ZF302IV Pushing (Counterclockwise) Pulling (Clockwise)
ZF350A Pulling (Clockwise) Pushing (Counterclockwise)
MG5061 Pushing (Clockwise) Pulling (Counterclockwise)
MG5062V Pushing (Clockwise) Pulling (Counterclockwise)
MG507 Pushing (Counterclockwise) Pulling (Clockwise)
MG5091 Pulling (Counterclockwise) Pushing (Clockwise)
MG5111 Pulling (Counterclockwise) Pushing (Clockwise)
MG5114 Pushing (Counterclockwise) Pulling (Clockwise)
MG514 Pulling (Counterclockwise) Pushing (Clockwise)
MG516 Pushing (Clockwise) Pulling (Counterclockwise)

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 Installation, Inboard Applications

2 DS unit, shifting
A DS unit or similar must be installed if two single lever
3 controls are connected in parallel to a reverse gear in
a mechanical control system.

Choose a suitable place for the DS unit as close to the

reverse gear as possible in a dry and easily accessible
location. The DS unit can be mounted vertically,
horizontally or upside down. Horizontal is preferable.

No DS unit is needed when two controls are installed

in series.

P0011729
1

Final check
Before starting the engine check the control cable
connection one final time with the lever in the
NEUTRAL position, and check that the fuel injection
pump lever is in the idle position and that the reverse
gear lever is in the neutral position.

Then move the control lever to full speed FORWARD.

Check that the fuel injection pump lever is against the
full speed stop and that the reverse gear arm is in the
FORWARD position. Also check the REVERSE
position.

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Installation, Inboard Applications

Slip Valve
Trolling valves can be fitted on most reverse gears as
accessories.

The trolling valve reduces oil pressure on the disc

pack, which allows it to slip in a controlled way.
Propeller shaft rpm can be reduced by up to 80%
compared with a non-trolling gear. There is usually an
engine rpm limit below which the trolling valve may be
used. A larger oil cooler is sometimes fitted to keep the
oil temperature stable. The use of a thermostat on the
transmission oil cooler is highly recommended.

The advantages of the trolling valve include a reduction

P0011730
of boat's lowest speed or the ability to increase engine
A single-acting control with a pushing action is used to activate the
rpm at low speed, e.g. in order to use pumps etc. while
trolling valve. fishing.

Install the control cable in the same way as the shift

1
cable. Mark the control TROLLING VALVE, and the
positions DISENGAGED and ENGAGED.

When operating with the trolling valve engaged, speed

must be kept low in accordance with manufacturer
instructions.

P0011731
2

1 Shift lever
2 Trolling lever

C Check that the required travel (C) is achieved.

Consult Volvo Penta or the gearbox manufacturer for

the correct measurements.
A

P0011732

A Maximum trolling
B Trolling function disengaged

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 Installation, Fuel System

Fuel System
General
The installation of fuel system components – fuel tank,
valves, fuel pipes and auxiliary fuel filters etc., must be
carried out very carefully in order to ensure sufficient
fuel to the engine and that the requirements for perfect
sealing and fire safety are met.

Plan the locations of the tanks carefully before starting

work. Use quality valves to avoid leakage. A leaking
fuel system always entails great risk of operational
disruptions and fire. Use first class materials and
quality components. Ideally, the valves must be
installed on the outside of the engine compartment, or
be remotely operable.

Fuel may be divided up between several tanks in order

to keep the center of gravity low and also to allow some
hull trimming capability. If the tanks are to be built in,
the surrounding space must have good ventilation.

NOTICE! There may be local legislation that always

sets aside engine manufacturer literature and
recommendations.

Take especial care not to bend the high pressure pipes

between the injection pump and the injectors.

Do not stand on the engine; there is a risk of bending

the high pressure pipes. Do not fix any of the high
pressure pipes and keep the original clamp ring on the
engine. otherwise there is a risk that the delivery pipes
will break with a fire as the result.

When working on the fuel system, it is important to

keep it clean and free from dirt.

Return fuel may have a temperature of up to 100°C

(212 °F). If a thermoplastic tank is used, check how
heat resistant the material is.

D9, D11, D13 and D16

These engines have a return fuel flow controlled by an
orifice in the engine venting nipple. At full rated engine
power fuel is returned to the tank at around 25–30
liters/hour. At a return fuel temperature of approx 70-80
°C heat emitted to the tank will be around 300W. Note
that when there is only a small quantity in the tank
during prolonged operations at maximum power the
temperature can rise further.

Fuel temperatures and flows must be taken into

account by the boatbuilder when selecting the fuel
tank.

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Installation, Fuel System

Fuel Tanks

Fuel Tanks
If possible, the tanks must be located so that they are
on the same level as, or a little higher than, the engine.
If they are placed lower, consideration must be given
to the maximum feed pump suction height of 1.5 m
(4.9 ft.) on D5/D7 engines and 2 m (6.6 ft.) on all other
engines. Note that the suction height must be
measured from the suction line lower opening, i.e.
25 mm (1") above the tank bottom.

The return pipe must be installed about 10 mm (0.4")

above tank bottom and a minimum of 300 mm (11.8")
away from the suction pipe to prevent air from entering
when the engine is switched off.

If the tanks are located lower than the level permitted

by the feed pump suction height, fuel must first be
pumped up to a day tank using a hand pump or electric
pump. In this case, return fuel must be led back to the
day tank.

Shut-off valves must be fitted on the fuel line and return

line if the fuel tank's maximum level is higher than 2.5 m
(8.2 ft.) above the fuel injection pump on D5/D7
engines.
The level may not be higher than the cylinder head on
D9/D11 engines. The level may not be higher than
1.5 m (4.9 ft.) above the cylinder head on D13/D16
engines. Otherwise the engine must be equipped with
shut-off valves; it will then cope with a 2 m (6.6 ft.)
pressure above the cylinder head.

If necessary, electrical or mechanical automatic valves

can be installed on both the inlet and return fuel lines.

The valves must be closed during long standstills.

Otherwise there is a risk that fuel will leak through the
injection pump into the lubricating system.

Example of fuel system, D5/D7 1 Feed pump, belt driven

2 Fuel injection pump
3 Fuel tank
4 Shut-off valve
(accessory; refer to previous page)
5 Primary filter and water separator
6 Fuel fine filter
7 Injector
8 Leak off pipe
9 Overflow valve
10 Return to tank
11 Engine stop valve
P0010568

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 Installation, Fuel System

Example of fuel system, D9/D11/D16 1 Feed pump

2 Unit injectors (6 pcs)
3 Fuel tank
4 Shut-off valve
(accessory; refer to previous page)
5 Primary filter, water separator and
hand feed pump
6 Fuel fine filter and water separator
7 Venting line (return to tank)
8 ECM
(Engine Control Module)

P0010569

Example of fuel system, D13 1 Fuel pump

2 (x6) 2 Unit injectors (6 pcs)

3 Fuel tank
4 Primer pump
5 Fuel pre-filter
7 6 Fuel filter housing
7 Venting valve
6
8 EMS cooler

8
3

4
5 1
P0011530

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Installation, Fuel System

Twin fuel tanks

P0010571

1 Fuel tank Twin tanks like those illustrated must be cross-

connected at the bottom by a pipe fitted with shut-off
2 Fuel filler
valves. The lower cross-connection pipe must have
3 Ventilation line an inner diameter of at least 25 mm (1") so that the
tanks can be filled from one side of the boat. It is
4 Suction line
acceptable to use alternative fuel tank shapes if these
5 Return line are adapted to the installation geometry. Regardless
of the shape chosen it is important to design the tank
6 Cross connection pipe between tanks
such that there is a lower section from which water
7 Twin fuel pre-filters and sludge can be drained.
8 Single fuel pre-filter NOTICE! An auxiliary fuel filter with water separator
9 Remotely operated fuel shut-off valve must be installed for use with all Volvo Penta engines.

10 Drain cock If a day tank is installed, it is advisable to connect the

return line to this tank.
11 Fuel shut-off valve, engine (accessory)
12 Feed pump A shut-off valve must be installed in the feed line,
between the tank and the filter. It must be possible to
13 Inspection cover close this valve from the outside of the engine
14 Fuel level gauge compartment.

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 Installation, Fuel System

Suitable materials for fuel tanks are stainless steel and

aluminum sheet.

NOTICE! All tanks must be equipped with at least one

slosh baffle per 150 liters (40 US gallon) volume.
Check to see if there are special restrictions regarding
volumes and slosh baffles.

Filling and ventilation connections may not be located

on the sides of the tank.

P0004675

min 300 mm (11.8”) The fuel tanks have filling, ventilation, suction line,
ALT return line, and fuel level sensor connections, and an
ALT inspection opening with cover. The suction line and the
return line must be separated as illustrated to prevent
air and hot fuel from the return line from being drawn
back into the engine.

A shut-off valve must be fitted to the suction line as

close to the tank as possible. The shut-off valve may
be remotely controlled by cable or similar. Some
markets require electrically controlled shut-off valves.

Diesel engine return lines must be run back to the

bottom of the tank in order to prevent air entering when
the engine is stopped.

P0010572

Mount the tank on a soft base. Do not mount the tank

on wooden blocks or other type of uneven base. as this
may cause uneven loading with an attendant risk of
fatigue cracks in the tank.

Install the tank in the boat. Secure the tank with clamps
to prevent it from moving in heavy seas. The fuel tank
must be located by itself in a cool space in order to
avoid fuel being heated or spreading to other parts of
the boat in the event of a leak.

In boats where space is limited, the tank may be

shaped in order to fit under the aft deck or similar
space. Shape the tank such that its extra weight does
P0004677
not affect boat trim angle negatively.

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Installation, Fuel System

The tank must be well ventilated. The tank ventilation

line (1) must have an minimum internal diameter of
12 mm (0.47"). Raise the hose internally to create a
water trap.

The filler (2) must be adapted for a minimum hose

union of 50 mm (1.97"). The hose between the filler
and the tank must overlap the pipes at either end by at
least 75 mm (2.95") and be secured with two hose
clamps. The hose clamps must be made of corrosion
resistant material.

No shared ground strap for the fuel tank, fuel filler etc.
is normally required for diesel installations. However,
regional authorities may require this for all boats.

NOTICE! Install the filler and ventilation hoses so that

P0004678 no traps (3) are formed where fuel is able to collect.

NOTICE! The fuel filler and ventilation must be

installed such that overfilling is prevented and that fuel
cannot enter the air inlets.

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 Installation, Fuel System

Piping
All fuel lines must be installed and fastened correctly
close to the bottom of the boat in order to avoid heat
absorption.

NOTICE! D5 and D7 engines have high fuel flows and

their fuel lines must therefore have large diameters.
Piping that is too narrow will reduce engine power.

IMPORTANT!
Pipes should be of material that is corrosion resistant
in a marine environment.

Rubber hoses
The illustration shows the most common type of fuel
pipe connections. Check that correctly sized approved
hoses are used.

P0010573

Refer to the table below for required minimum internal

rubber hose diameter.

From tank to fuel line connection point

<6 m (19.7 ft.) >6 m (19.7 ft.)

D5/D7 12 mm (0.47") 14 mm (0.55")
D9/D11/D12/D13/D16 10 mm (0.39") 10 mm (0.39")

Dimensions, fuel return lines

D5/D7 12 mm (0.47") 12 mm (0.47")

D9/D11/D12/D13/D16 10 mm (0.39") 10 mm (0.39")

NOTICE! Some classification societies and other

authorities do not allow rubber hoses as fuel lines, or
require such hoses to meet certain specifications.
Check to see if the boat will be used in such areas.

Fasten the fuel lines using clamps. The distance

between clamps must be around 300 mm (11.8").

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Installation, Fuel System

Copper pipes
The illustration shows the transition from flexible fuel
hose (1) to copper pipe (2). Thread M18x1.5.

2
1

P0010575

Refer to the table below for required minimum external

copper pipe diameter.

From tank to fuel line connection point

<6 m (19.7 ft.) >6 m (19.7 ft.)

D5/D7 12 mm (0.47") 16 mm (0.63")
D9/D11/D12/D13/D16 10 mm (0.39") 12 mm (0.47")

P0010572
Dimensions, fuel return lines

D5/D7 12 mm (0.47") 12 mm (0.47")

D9/D11/D12/D13/D16 10 mm (0.39") 10 mm (0.39")

Priming Pump

D5/D7 only
TOP D5/D7 engines have no engine-mounted primer pump.
If the tank is located below the engine, a primer pump
must be installed on a bulkhead or similar between the
fuel tank and primary filter in order to be able to vent
the fuel system.
The fuel shut-off valve (SDU) will not work together
with the auxiliary primer pump.

NOTICE! It is important to install the pump with the

arrow pointing upwards as illustrated.

P0010575

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 Installation, Fuel System

Suggested installation of a two-way valve

to D5 and D7 engines
An ability to change over to the primer pump is
necessary for SDU to function and fulfill its
classification requirements. In order for the fuel shut-
off valve to function the installation of a two-way valve
is suggested, as illustrated to the left.
Position A; fuel is led to the primer pump and the
engine fuel system can be purged.
A B
Position B; fuel bypasses the primer pump and goes
directly to the engine fuel system. The valve must
always be in position B while the engine is running.

NOTICE! The SDU will not function if the valve is in

P0015710 position A.

Fuel pre-filter

Single or double filters

The filter must be installed on the feed pump suction
side, between the feed pump and the fuel tank. It must
be placed vertically between the fuel tank bottom and
the feed pump in order to reduce resistance in the feed
line.

Install the filter vertically on a bulkhead or bracket

where it is not affected by engine revolutions and such
that it is protected as far as possible from an engine
compartment fire. The location must also facilitate
inspections and filter insert changes.

IMPORTANT!
Always select fuel filters with the correct flow capacity.
D5/D7 engines have high fuel flows.

NOTICE! Depending on filter type, free space above

the filter of at least 130–260 mm (0.43–0.85") is
required for filter insert changes.

Classified installations and sometimes local authorities

demand fire resistant material in the fuel filters.
Sight glasses in glass or plastic may not always be
approved.
p0010578

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Installation, Fuel System

Filtration
There are three sequential stages – separation,
coagulation and filtration – that guarantee fuel is
entirely free from contaminants when it reaches the
engine. Water and other impurities are collected in the
bowls at the bottom, where they can be easily drained
with the aid of a tap. The recommended filter insert is
10 microns and to have a regular replacement interval
P between the engine-mounted filter and the pre-filter.
F

2 The double filter has a pressure gage that shows

T
pressure-drop. Flow may be directed through the left,
1
right or both filters, which enables filter insert
replacement while the engine is running.

The filter fulfills thus classification society standards for

propulsion engine fuel systems.

NOTICE! When a fuel filter is used together with a fuel

shut-off valve (1), the primary filter check valve (2)
must be removed (where fitted). See illustration.

NOTICE! If this is not done, the stop function will be

disabled as there will be an insufficient pressure drop
in the injection pump. The same type of mistake can
be made on D5/D7 engines when installing an external
primer pump.

P0004235

IMPORTANT!
Do not connect more than one engine to the same fuel
pre-filter. This will cause undesirable pressure drops.
Both engines will stop if the filter becomes clogged.
A B
One engine - one filter
Two engines - two filters
D C

P0021404

A Engine 1
B Engine 2
C Fuel pre-filter - water separator
D Fuel tank

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 Installation, Fuel System

Fuel pressure
Pressure is measured after fuel has passed the filter
insert.

When checking, first increase engine revolutions then

reduce them so that the pressure is read at low idle.
The pressure measured may not be lower than:

• D5/D7 280 kPa (40.6 psi)

• D9/D11 300 kPa (43.5 psi)
• D13 180 kPa (26 psi)
• D16 300 kPa (40.6 psi)

Low feed pressure may be the result of a blocked fuel

filter, a defective overflow valve or a defective feed
pump. Make sure the components fulfill
recommendations and do not cause excessive
pressure.

NOTICE! The overflow valve may not be adjusted.

Replace the valve if necessary.

D5/D7
Measure the feed pressure at the fuel inlet banjo at the
front of the engine block (P) using
9996398 Manometerwith 9996066 Nipple and a long
banjo bolt (44 mm (1.73")) and a new copper washer
(969011).

NOTICE! Feed pressure must be min 280 kPa (40.6

psi).
P

P0010579

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Installation, Fuel System

D9/D11/D12/D13/D16
9998494 Hose and 9998339 Manometer are
connected to the vent outlet (1) on the filter cover.

NOTICE! Single filters not available for D16.

IMPORTANT!
If the fuel tank maximum level is higher than the
engine cylinder head, shut-off valves must be fitted on
the fuel line and return line.
Valves must be installed on D13 engines if the
maximum level is 1.5 m (4.9 ft.) above the cylinder
head.

The valves must be closed during long standstills.

Otherwise there is a risk that fuel will leak through the
P0010580 injection pump/injectors into the lubricating system.

D13

P0010581

P0011415

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 Installation, Fuel System

Fuel Cooler

D5/D7 only
Increasing the fuel temperature above 40 °C (104 °F)
(measured at the injection pump inlet) leads to a
decrease in power of around 1.5% per 5 °C (41 °F),
and vapor bubble formation and backfiring at higher
temperatures. The maximum permissible continuous
fuel temperature is 75 °C (167 °F), whereas a fuel
temperature of up to 90 °C (194 °F) may be permitted
at the feed pump in special cases for short periods.
This depends on engine power settings and whether
exhaust values are met.

Today, modern engines with high-pressure injection

require lower fuel temperature levels. Fuel
temperature characteristics can be influenced by good
fuel tank design and selection of materials, and
through tank location (good ventilation, avoidance of
additional heating). Safe, localized heat dissipation
can also be ensured by a suitably dimensioned fuel
cooler (1).

This type of fuel cooler is integrated into the engine

cooling system (air side) and cools return fuel. Flow
resistance in the fuel cooler may not be higher than 15
kPa (2.18 psi).
Total return system resistance including the fuel cooler
may not exceed 50 kPa (7.25 psi).
Cooler size must be around 2-4 kW.

P0010582

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Installation, Lubrication System

Lubrication System
Viscosity

Select the viscosity according to the table.

The temperature values refer to stable ambient

temperatures.

* SAE 5W/30 refers to synthetic or semi-synthetic oils.

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 Installation, Electrical System

Electrical System
General
The electrical installation must be planned very
carefully and carried with the greatest of care. Strive
for simplicity when designing the electrical system.

Cables and connectors used in the installation must be

approved for marine use. The cables must be run in
conduits and securely fastened.

NOTICE! Be careful not to run cables too close to

engine hot spots or close to other heat sources. The
cables must not be subjected to mechanical wear.
Where necessary, cables must be run through
conduits.

Minimize the number of joints in the system. Make sure

that the cables and particularly the joints are
accessible for inspection and repair.

We recommend that the boat be delivered with a circuit

diagram covering the entire electrical system. This will
considerably simplify fault tracing and the installation
of further equipment.

NOTICE! Take care to ensure that no joints in the

engine compartment are located deep. All joints must
be located higher than the alternator.

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Installation, Electrical System

Batteries
Battery terminology
Capacity
Capacity is measured in ampere hours (Ah). Start
battery capacity (Ah) is normally specified as the
battery 20-hour capacity, i.e. the battery will be
discharged by a constant current over 20 hours until it
reaches a final voltage of 1.75 V per cell. For example:
If a battery is able to produce 3 A over 20 hours, its
capacity is 60 Ah.

The ampere value at cold start (CCA) measures

battery start capacity. The SAE (Society of Automotive
Engineers) specifies the following test: A battery at a
temperature of -18 °C (0 °F) must be able to provide
current equivalent to the ampere value during a 30-
second cold start with a constant voltage level above
1.2 V per cell or 7.2 V for a 12 V battery. There are
other CCA tests defined by DIN, JIS, and ETN, etc.
These tests give other CCA values than the SAE test.

Battery capacity is influenced by temperature. Battery

capacity is specified at +20 °C (68 °F). Cold
significantly reduces a battery's ability to release
energy. The following table shows capacity differences
at +20 °C (68 °F) and -18 °C (0 °F).

Temperature +20 °C (68 °F) -18 °C (0 °F)

Capacity 100 % 50 %
70 % 35 %
40 % 25 %

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 Installation, Electrical System

Connecting batteries
If the boat has several batteries, the following
connection method must be used:

Parallel connection:
Two (or more) 12 V batteries are connected in parallel
to increase capacity. Boat system voltage is the same
as battery voltage.
• The batteries must have the same nominal voltage.
• The batteries may have different capacities.
• The batteries do not need to be of equal age.
When two batteries are connected in parallel the
voltage remains same, but capacity is the sum of the
respective battery capacities. During charging each
battery receives a charging current lower than that
specified on the charger. Measure the charging current
at each battery using an ammeter in order to assess
charge current to each battery.

P0004709
Example: When two 12 V batteries, each with a capacity of 88 Ah,
are connected in parallel, the voltage will be 12 V and the total
capacity 176 Ah.
If one of the batteries in a parallel connection has a
shorted cell, the nominal system voltage will be around
10 V.
Series connection:
When two 12 V batteries are connected in series, boat
system voltage will be 24 V.

IMPORTANT!
Always check boat system voltage before connection.
Engines may be in 12 V or 24 V configurations.
• The batteries must be the same (have the same
capacity and voltage).
• The batteries must be of equal age as the charge
current required for a given voltage changes with
battery age.
• Different loads may not occur (the equipment must
burden both batteries, not just one). A small power
consumer, such as a radio connected to only one
battery can quickly destroy both batteries.

Two batteries connected in series provide the same

capacity, but double the voltage. During charging,
each battery takes current from the charger. The total
battery voltage may not exceed the battery voltage
stated on the charger.

When two 12 V batteries are connected in series and

one of the batteries has a shorted cell, the voltage of
P0004708
the two batteries will be around 23 V.
Example: When two 12 V batteries, each with a capacity of 88 Ah,
are connected in series, voltage will be 24 V and the total capacity
88 Ah.

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Installation, Electrical System

Battery Dimensioning
Start current
Engine mean start current at +5 °C (41 °F).

12 V system
D5/D7 650 A
D9 680 A

24 V system
D5/D7 320 A
D9/D11 340 A
D12/D13 400 A
D16 450 A

Start current data dependent on cable resistance and

battery performance/size. The figures should be seen
as approximate values.

Selecting Battery Size

When selecting battery size it is crucial to consider both
instantaneous and continuous capacity.

Continuous capacity (batteries marked with Ah) is

classified using the C20 standard.

C20 involves the amount of current that can be taken

from the battery over 20 hours.

Example 1: 60 Ah = 20 h. X 3 A
Example 2: 100 Ah = 20 h. X 5 A

The battery size specified below is recommended for

Volvo Penta engines at temperatures down to +5 °C
(41 °F). Battery voltage is 12 V.

Engine Voltage Min capacity Max capacity

[V] [Ah] [Ah]
D5/D7 12 88 170
D5/D7 24 66 115
D9 12 140 180
D9/D11 24 105 180
D13 24 140 220
D16 24 140 220

Battery capacity is reduced by around 1% per degree

from +20 °C down, which must be taken into account
in extreme temperature conditions.

NOTICE! Volvo Penta recommends installing one

battery set per engine at multiple engines installations.

NOTICE! The list above specifies the number of

batteries. E.g., a total of four 12 V 105 Ah batteries
must be installed for a twin D9 24 V installation.

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 Installation, Electrical System

Batteries, Installation
Install the batteries in a box with a tight-fitting lid.
Ventilate the box with 25 mm (1”) hoses (1). The
ventilation hoses must lead to the outside of the boat
in order to release the flammable gas the batteries
produce.
1
The batteries must be secured and may only move
max. 10 mm (3/8").

WARNING!
Risk of fire and explosion. Never allow an open flame
or electric sparks near the batteries.

Batteries that are not sealed may only be installed in

the engine compartment if they are in a separate,
sealed and well-ventilated battery box. Battery gas is
P0004705
highly inflammable and extremely volatile.

Accessory Battery
The use of a separate battery array for service power
consumption is mandatory.

Volvo Penta recommends the use of a charge

distributor to charge the service batteries.

Cross-over switch
The use of a battery cross-over switch between the
service battery and the start battery is recommended.
3
1 Start battery
2 Service battery

- - 3 Battery cross-over switch

+ +
1 2
4 Start motor

-
4
P0015381

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Installation, Electrical System

Starting Battery Cable Area

Volvo Penta recommends cable cross-sections
according to the table below in order to provide
1 sufficient power from the battery to the starter motor.
+ + -
3 NOTICE! The list applies to both 12 V and 24 V
2 systems.
-
Measure the total cable length from the battery
positive terminal (+) via the main switch to the starter
motor positive connection (+), and from the starter
P0004711
motor negative connection (-) back to the battery
negative terminal (-).
1 Main switch
2 Start motor Then select the recommended cable cross-section
3 Battery according to the table below for both the negative
cable (-) and the positive cable (+).

NOTICE! If the vessel will be operated in climates

colder than +5 °C (41 °F), cable size must be
increased.

Start battery total cable length and cable cross section

Cable core cross section, mm2 50 70 95 120
Cable core cross section, AWG(1) 1/0 2/0 3/0 4/0
Engine Electrical Total cable length, m (ft.)
System
D5/D7 12 V 0–6.6 6.6–9 9–11.4
(0–21.6) (21.6–29.5 (29.5–37.4)
D5/D7 24 V 0–7,7 7.7–10.9 10.9–14.8 14.8–18.7
(0–25.3) (25.3–35.7) (35.7–48.5) (48.5–61.3)
D9 12 V 0–5.8 5.8–8 8–10
(0–19) (19–26.3) 26.3–33)
D9/D11 24 V 0–6.3 6.3–8.9 8.9–12.1 12.1–15.3
(0–21) (21–27) (27–37.5) (39.7–50.2)
D12/D13(2) 24 V 0–8.2 8.2–11.1 11.1–14.0
(0–27) (27–36) (36–46
D16 24 V 0–8 8–10.6 10.6–13.5
(0–27) (27–35) (35–44.3)

Comparison cable cross section (mm²) – diameter (mm) according to Volvo standard
Cross section, mm² (AWG) 50 (0) 70 (00) 95 (000) 120 (0000)
Core diameter approx., mm (in.) 12 (0.47) 14 (0.55) 16 (0.63) 18 (0.71)
Cable diameter approx., mm (in.) 15 (0.59) 17 (0.67) 19 (0.75) 21 (0.83)

1. (American Wire Gauge)

2. Values based on 140 Ah battery capacity

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 Installation, Electrical System

Battery Charging
IMPORTANT!
Always connect the battery charger directly to the
battery positive (+) and negative (-) terminals.

For charge voltages and charging times, refer to the

battery manufacturer instructions.

When a battery charger is used in a 12 V system

battery voltage increases to around 13.8–14.4 V.
Charging at high speed with high gas generation may
result in the following:
• Battery service life is reduced
• Capacity is reduced
• There is a risk of shorting in the battery
P0002111
• There is an explosion risk
The following parameters govern charging time
duration:
• How discharged the battery was at commencement
of charging
• Charger capacity (how much current a charger is
able to supply)
• Battery size (capacity in Ah)
• Battery temperature. A longer charging time is
required when a battery is cold. A battery is not able
to receive a high charge current at low
temperatures.

It is better to charge at 10 A for 5 hours than at 50 A

for 1 hour, even though the total charge is 50 Ah in both
cases. The battery may have difficulty in accepting a
high charge current.

WARNING!
Explosion hazard. Batteries contain and give off an
explosive gas which is highly flammable and explosive.
A short circuit, open flame or spark could cause a
violent explosion. Ventilate well.

IMPORTANT!
Switch off power to the battery charger before
connections are removed.

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Installation, Electrical System

State of charge (SOC)

State of charge (SOC) is the level to which the battery
is charged. This state can be measured either by
measuring the specific gravity of the battery acid in
each cell, or by measuring the voltage in each cell or
across the battery terminals plus and minus without
load or charge, open circuit voltage (OCV), since at
least 2 hours.

Measuring the voltage across the terminals provides

entirely incorrect information if one of the cells is
defective. Instead, battery acid specific gravity must be
measured using a battery acid hydrometer.

State of health (SOH)

State of health (SOH) is defined as the ratio of
SOCmax and SOCnom. Where the nominal value is
the initial capacity of the battery. This maximum
capacity will not change depending on ageing. The
SOCmax value is the present maximum capacity and
will change depending on ageing of the battery.

Typically, a lead-acid battery SOH will fall rapidly after

it has reached 70%. A lead-acid battery is
recommended to be replaced when the SOH is equal
to 73%.

Extra Alternators
Refer to Sales guide, marine diesel engines,
propulsion and the General, page 227 chapter in this
manual.

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 Installation, Electrical System

Voltage Supply
All engines covered by this manual have two-pole
electrical systems. This means that each electrical
component on the engine has insulated DC positive
and negative conductors. The alternator, starter motor
and all sensors are electrically insulated from the
engine block and the positive and negative battery
terminals must be connected to the starter motor
terminals or the junction box.

Charge distributor, 12 V and 24 V, engine and boat.

The charge distributor automatically provides charging
for two or more battery circuits, independent of each
other. One circuit is used to start the engine and the
other circuit for other electrical equipment. This means
that if the service battery is discharged, it will still be
possible to start the engine with the start battery.

The calculation of cable cross sectional area is

described in the installation instructions included in the
charging distributor kit.

Recommended single installation

1 2 - NOTICE! No equipment is connected to the start

battery array.

3 - Two separate service battery arrays.

Navigation equipment is connected to service
5 battery I.
4 5 - Bow and stern thrusters, capstans and other large
power consumers are connected to service battery
6 7 8 II. This prevents voltage drop in equipment
10 connected to service battery I, such as navigation
instruments.
9 NOTICE! Large power consumers must have a
P0008310 separate switch connected directly to the service
battery positive terminal (+).
1 Alternator
- All other equipment such as lamps, fans, fridges
2 Sensor cable
etc., (navigation equipment excepted) may be
3 3-way charge distributor (not Volvo Penta accessory) connected to service battery I or II.
4 Cross-over switch
- On D9, D11, D13 and D16 engines the sensor cable
5 Optional is factory mounted on the starter motor. If service
6 Start battery batteries are used, re-route the cable as illustrated.
7 Service battery I
8 Bow thrusters, capstans etc. (major power consumers)
9 Starter motor
10 Service battery II

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Installation, Electrical System

Recommended twin installation

Two service battery arrays (single fault

tolerant system)

- Separate start battery arrays for each engine

1 1 2 (drivetrain).
2
5a 5b NOTICE! No equipment connected to start battery
3 3 array.
- Two separate service battery arrays.
4 4 Navigation equipment is connected to the port side
6 service battery.
6
8 NOTICE! Navigation equipment must not be
7a 7b connected to the start battery array.
- Bow and stern thrusters, capstans and other major
power consumers are connected to the starboard
9 side service battery (II). This prevents voltage drop
9
P0011537
in equipment connected to the port service battery,
such as navigation instruments.

Port Starboard - Connect the sensor cables to the alternators for the
service battery arrays.

1 Alternator NOTICE! Large power consumers must have a

separate switch connected directly to the service
2 Sensor cable
battery positive terminal (+).
3 Charge distributor
- All other equipment such as lamps, fans, fridges
4 Cross-over switch
etc., (navigation equipment excepted) may be
5 a Service battery connected to the port or starboard service battery.
Navigation equipment, other types of consumers
b Accessories (normal consumers), except navigation - On D9, D11, D13 and D16 engines the sensor cable
equipment is factory mounted on the starter motor. If service
6 Start battery batteries are used, re-route the cable as illustrated.
7 a Service battery I The system is tolerant of single faults
b Service battery II
If a short circuit occurs in one of the drivetrains, this will
8 Bow thruster, capstan etc.
(large consumers)
not affect the other drivetrain.
9 Starter motor

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 Installation, Electrical System

Power Module

D9/D11/D13/D16
The power module monitors power supply to the
control unit, the EVC system.

If the power module is connected to a stand-by battery

array, the unit will automatically select the battery array
with the highest voltage. The unit is equipped with fully
automatic circuit breaker protection, which cuts current
in overload situations.

NOTICE! If the engine is stopped the starter motor

does not automatically switch over to the stand-by
battery array.

The stand-by battery connection is a two-pole

connection marked “1” and “2” where “1” is positive and
“2” is negative. The wires to the connection are red and
black, where red is positive and black is negative.

Main switch
A main switch must be installed on the positive side.
When the cables are run through bulkheads both the
positive and negative cables must be fitted with rubber
bushings. Locate the main switch on the outside of the
engine compartment, but as close to the engine as
possible in order to reduce cable length.

P0004714

Requirements, main switch

Normal Nominal capacity Working temperature Spade Standard Protection
voltage and storage connector category IEC
continuous for 5 sec. Min Max size 529 standard
≤48 V 300 A 3000 A -40 °C +85 °C M10 SAE J1171 IP 68
(-40 °F) (185 °F)

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Installation, Electrical System
P0004723
1 Ground cable junction box (-)
2 Fuse box (+)
3 Junction box, lanterns
216
Connection
External accessories
Before auxiliary equipment such as navigation
equipment, auxiliary lighting, radio, echo sounders
etc., are installed, their total power consumption must
be accurately calculated in order to ensure that boat
charging capacity is sufficient.
The above schematic shows how equipment may be
installed in the boat. Fasten the cables to brackets at
short intervals and mark the cables at fuse boxes and
junction boxes (1-3) with each cable consumer such
as communication radio, fridge, lanterns etc.
Install the electrical system control panel close to the
instrument panel, in an easily accessible place that is
not exposed to moisture.
If a 230 V system is installed, this part of the electrical
panel must be clearly marked.
NOTICE! Make sure that all components used are
suitable for marine environments. Spray all electrical
equipment with water repellent spray.
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 Installation, Electrical System

Calculating the supply cable dimension

Note that power supply cable length and cross
sectional area (A+, A-) depend on the number of
accessories connected.
• Add all the accessories (power consumers).
• Measure the total length of the supply cable (A+,
A-) on the positive (+) and negative (-) sides.
• Refer to the chart on the next page. The chart shows
supply cable cross section.

P0004724

Calculating the cable cross section for

power consumers
• Measure the distance from the terminal block to the
accessory and back.
• Then calculate the cable cross section according to
the chart on the following page.

- +
P0004723

Calculating cable dimensions

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Installation, Electrical System

1 Load
12V 24V
1 1 A Length (m)
A B C D A B C D B Cross-sectional area
30 30 (mm²)
700 4000
25 70 25
50 600 120 150
50
C Current (A)
95
20 500 20 3000
40
35 70 D Output (W)
400 100
15 25 15 50
30
2000
35 80
16 300
10 10 25 1500
20 60
10
8 200 8 16 50
6 15
40 1000
6 6 10
4 150
800
5 5 6 30
2,5 10
4 100 4 4 600
1,5 8
20 500
3 1 80 3 2,5
6
0,75 1,5 400
5 60 15
1
2 50 2 300
4
0,75
1,5 40 1,5 10
0,5 3
200
8
30 0,5
1 1 150
2 6
0,8 20 0,8 5

P0004726

AWG – American Wire Gauge Example: If a 12 V fridge consumes 70 W and the

AWG Ø, mm Ø, mm² sq. in distance between the terminal block and the fridge is
inches four meters, draw a straight line between the number
8 (4 x 2) on the meter scale and the number 70 on the
22 0,6438 0.0253 0,3255 0.00050
consumer scale.
21 0,7229 0.0285 0,4104 0.00063
20 0,8118 0.032 0,5176 0.00080 The line dissects the cross sectional area scale in the
19 0,9116 0.036 0,6527 0.00101 2.5 interval; 2.5 corresponds to the cross sectional
18 1,024 0.040 0,8231 0.00128 area required (2.5 mm2).
17 1,150 0.045 1,039 0.00161
16 1,291 0.051 1,309 0.00203 The calculation is based on the maximum permissible
15 1,450 0.057 1,651 0.00256 voltage drop in all cables between the positive
14 1,628 0.064 2,082 0.00323 terminal to the consumer and back to the negative
13 1,828 0.072 2,624 0.00406 terminal.
12 2,053 0.081 3,310 0.00513
Total voltage drop when applying the above
11 2,305 0.091 4,173 0.00647
table:
10 2,588 0.102 5,260 0.00815
9 2,906 0.114 6,633 0.0103 12 V system 0.4 V
8 3,264 0.129 8,367 0.013
24 V system 0.6 V
7 3,665 0.144 10,54 0.016
6 4,115 0.162 13,29 0.021
5 4,621 0.182 16,76 0.026
4 5,189 0.204 21,14 0.033
3 5,827 0.229 26,65 0.041
2 6,544 0.258 33,61 0.052
1 7,348 0.289 42,41 0.066
0 (1/0) 8.251 0.325 53,46 0.083
00 (2/0) 9.266 0.365 67,40 0.104
000 (3/0) 10,40 0.41 84,97 0.132
0000 (4/0) 11,68 0.46 107,16 0.166

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 Installation, Electrical System

Instruments, non EVC Engines

D5/D7 only
This installation manual covers normal instruments.
Some installations e.g. classified systems, may require
special instruments and sensors.

Select an unobstructed location where the instruments

will be easily readable.

NOTICE! The safe distance for the compass location

to avoid magnetic interference from the tachometer is
0.3 m (1 ft). If the compass is placed closer,
compensation must be made. Also refer to the
compass installation instructions.

Check that there is sufficient space underneath for the

gauge and cables. Attach the template (if needed) in
the chosen location.

Make sure the panel is accessible for inspections and

repairs.

The instruments may be installed horizontally (supine)

or vertically (upright). Other angles will lead to reduced
accuracy and the risk of greater instrument wear
(shorter life span).

Refer to the following installation instructions for

installation kits:
• Publ. # 7739871, Panel kit, wheelhouse
(Instrument kit – ignition switch)
• Publ. # 7735798, Panel kit, flybridge
(Instrument kit – Flybridge – start/stop buttons)
P0011538

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Installation, Electrical System

Complete instrument panels for one or two helm A Flybridge

stations Tachometer
B Main helm station
Full instrumentation
C Y-connector
A
NOTICE! When two panels with full
instrumentation are used, make sure that the
electrical system has oil pressure and coolant
temperature sensors for two instruments.

P0011540

P0011539

From engine

1 Power supply
Auxiliary outlet: Connect additional outlets on rear of
alarm panel. These outlets can be used for additional
gauges, audio equipment, etc.

NOTICE! Maximum current take-off (1) for both

instrument panels together: 5 Ah.

P0011541

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 Installation, Electrical System

A Flybridge, start/stop buttons

Tachometer or full instrumentation
(not two oil pressure and temperature gauges)

A B Flybridge, ignition switch

Tachometer or full instrumentation
(not two oil pressure and temperature gauges)
C Main helm station, ignition switch
Full instrumentation
D Y-connector

B NOTICE! When two panels with full

instrumentation are used, make sure that the
electrical system has oil pressure and coolant
temperature sensors for two instruments.

P0011540

P0011542

From engine

1 Power supply
Auxiliary outlet: Connect additional outlets on rear of
alarmpanel. These outlets can be used for additional
gauges, audio equipment, etc.

NOTICE! Maximum current take-off (1) for both

instrument panels together: 5 Ah.

P0011541

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Installation, Electrical System

Universal tachometer, 12 V/24 V

Instructions - how to set code

B
The correct code for the engine concerned must be set
before the tachometer is used.

P0011545

Setting steps Shown on display A Descriptions

Connected to system NOTICE! For
voltage. tachometers that are
COdE already coded pin B must
be pushed in when the
0 S P0011550 power is turned on.

P0011546

Press in pin B and release

pin B.

Pin B is not included in the

0 S
Cd1
tachometer kit. B P0011551
P0011547

Press in pin B. Codes are scrolled at 1

second intervals.
Cd3
Cd4
P0011548
Cd5
P0011552

Remove pin B when the This is your code.

correct code is Compare with code table.
displayed*.
Cd3
P0011553

P00115489

* Wait for 10 seconds with the unit connected to system Switches to operating
voltage to confirm the code setting. hours.
0.0
P0011554

Code table
Code Code shown on display Signal sensor Engine
24 Cd24 Inductive D5/D7

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 Installation, Electrical System

Extra Instruments
Additional instruments are available for monitoring
psi
engine boost pressure (1) and gearbox oil pressure (2).
150 225
75
0
10 15
300
Harness kits for these instruments are included in the
5 20
0
100kps 30 instrument panels and panel kits for individually
2 installed instruments.

Sensors for D5/D7 engines must be ordered

separately for installation on the engine.

Other instruments, such as water and fuel tank gauges

and sensors, etc. are also available as accessories.
psi
14 28
0
1 2 42
0 3
100kps

1
TURBO

P0011548

Water in Fuel Filter Alarm

Volvo Penta offers the option of installing a water-in-
fuel indicator in the fuel pre-filter. The sensor can be
connected to an indicator or to a second alarm panel.

P00011557

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Installation, Electrical System

External Stop Relay

D9/D11/D13/D16
D9, D11, D13 and D16 engines are equipped with
relays that can be remotely controlled by third party
equipment, e.g. fire extinguishing systems. The engine
shuts down when the relay is energized.

NOTICE! Do not connect the external stop connector

if this function is not to be used.

Connecting the external stop relay

• Locate the two-pole connector on the right side of
the engine.
• Connect the accessory cable kit.
When the external stop relay is energized (D9, D11,
D13 and D16) the following fault codes are shown in
Vodia:

MID128, PPID 6, FMI 11

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 Installation, Fire Extinguishing System

Fire Extinguishing System

Before the fire extinguishing system deploys, it must
shut down the engine(s). The engine can be shut down
in case of fire by connecting the fire extinguishing
system engine shut down function to the external stop
relay.

Recommended installation
(Factory-set function on D9/D11//D13/D16 engines)

Active (+) at stop (energized to stop)

87a
30 1 Pin 1 R (+)
87
2 Pin 2 SB (-)
(+)86 (-) 85 3 Accessory cable kit, 10 m (32.8 ft.)
4 Fire extinguishing system
5 Main switch (+)
Do not use EVC accessory relay.
1
2
3

4 5
P0011567

Alternative installation
Inactive (+) when closed (energized to run)
85
NOTICE! If there is a requirement for a pause function
on the relay with an active positive (+) from the fire
87a shut-off system when the engine is running, and no
active positive (+) to switch off the system, the cables
must be connected in the relay base as illustrated.

30 Terminal 85 is connected to the battery (-) and terminal

+86 to the fire alarm unit.
87 + 86
P0011569 The illustration shows a circuit diagram of an energized
circuit.
87 not used.

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Installation, Fire Extinguishing System

1 Pin 1 R (+)
2 Pin 2 SB (-)
87a
3 Accessory cable kit, 10 m (32.8 ft.)
30 4 Fire shut-off unit
87
5 Main switch (+)
(+)86
Do not use EVC accessory relay.
(-) 85

1
2
3

5
P0011568 4

Classified installations
(Factory-set function on D9-D16 engines)

Active (+) at stop (energized to stop)

+24 V 1 Accessory cable kit, 10 m (32.8 ft.)
2 Fire extinguishing system

NOTICE! For alternative function – Inactive (+) when

1 closed (energized to run); use VODIA to change the
configuration.

2
P0011558

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 Installation, Power Take-off

Power Take-off
General

2
4
1 Front end power take-off
2 In-line power take-off
3 Extra V-belt pulley
4 Side mounted power take-off
P0011733
5 Auxiliary pumps

There is the option of installing power take-offs on the

timing gear covers of some engines or as a side-
mounted power take-off for various small auxiliary
apparatuses. Some reverse gears have power take-off
connections as accessories.

If more power is required, a mechanical power take-off

can be installed on the front of the crankshaft either via
a common standard clutch or an auxiliary shaft
connection (in-line).

Various PTO configurations can be built. The most

common are described in this chapter.

Always refer to the current Sales Guide for PTOs

offered as accessories by Volvo Penta for each engine
size and power output.

permissible power take-off outputs are described later

in this chapter.

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Installation, Power Take-off

Disconnectable Power Take-off,

Crankshaft

Front-mounted, de-clutchable PTO

The clutch is of the declutchable type intended for
driving winches, bilge pumps or other auxiliary
1 equipment.

NOTICE! The clutch is available for D9 MH but

requires modifications to engine details.

P0011738

PTO clutch Clutch, Output Max torque,

flange size make and type Nm
SAE3 Twin Disc, SP 211-11.5" Stub-shaft (1) 1000 (738)

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 Installation, Power Take-off

Flywheel and Flywheel Housing,

SAE Standard

SAE0
SAE1

Engine Standard Options Accessorie

s*
D5 SAE 3 SAE 1, 2 –
D7A T SAE 3 SAE 1, 2 –
D7A/C TA SAE 2 SAE 1, 3 –
D9 R1-R2 SAE 1 – SAE 0
A
D9 R3-R5 SAE 2 – –
B
D11 SAE 2 – –
D13 SAE 1 – –
C D16 SAE 1 – SAE 0

P0011924 * Accessory SAE 0 is an adapter (part # 889837)

which is connected to SAE 1.

SAE # A B C # Bolt hole, diameter

00 787.4 mm (31.00")
0 647.7 mm (25.75")
1/2 584.2 mm (23.00")
1 511.2 mm (20.12")
2 447.7 mm (17.62")
3 409.6 mm (16.12")
4 361.9 mm (14.25")
5 314.3 mm (12.38")
6 266.7 mm (10.50")
850.9 mm (33.50") 882.7 mm (34.75") 16 13.5 mm (17/32")
679.5 mm (26.75") 711.2 mm (28.00") 16 13.5 mm (17/32")
619.1 mm (24.38") 647.7 mm (25.50") 12 13.5 mm (17/32")
530.2 mm (20.87") 552.5 mm (21.75") 12 11.9 mm (15/32")
466.7 mm (18.38") 488.9 mm (19.25") 12 10.3 mm (13/32")
428.6 mm (16.87") 450.8 mm (17.75") 12 10.3 mm (13/32")
381.0 mm (15.00") 403.2 mm (15.87") 12 10.3 mm (13/32")
333.4 mm (13.12") 355.6 mm (14.00") 8 10.3 mm (13/32")
285.7 mm (11.25") 308.0 mm (12.12") 8 10.3 mm (13/32")

NOTICE! Refer to the Sales guide, marine diesel

engines, propulsion for complete information
regarding flywheel housing dimensions.

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Installation, Power Take-off

Power output from Front End of

Crankshaft
Power may be taken from the front of the crankshaft.
The limitation for such power is the bolted connection
between the damper/belt pulley and the crankshaft.
The max permissible torques for your engine program
are listed in Sales guide, marine diesel engines,
propulsion. There are however several factors to be
considered before installation is begun. Side forces
must be especially avoided.

Engine Alignment
It is absolutely essential to align the engine with the
driven unit.

Loads on the crankshaft, engine mounts, drive shafts

and the clutch may otherwise be large enough to cause
operational disruption. Check that the drive shaft is
straight before commencing alignment work.

Imbalance in the driven unit, the drive shaft and

coupling can cause noise and vibrations. These
components must therefore be balanced. Alignment
work will be easier if adjuster bolts are installed on the
engine supports.

After alignment, the distances between the frame and

each bracket must be measured.
Steel shims of the correct size must then be installed.

Crankshaft End Thrust

If anything is installed on the engine that exposes the
crankshaft to an axial force, check that said force does
not exceed the maximum permissible values for the
engine type concerned.

If this information is unknown, contact the

manufacturer for details regarding the axial force their
equipment contributes.

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 Installation, Power Take-off

Stub Shafts and V-belt Pulleys

Shaft system D5/D7

Before a flexible clutch is used a calculation of the
torsional oscillations must first be carried out by Volvo
Penta.
1 Bolt in stub-shaft
2 2 Cover

1 3 Intermediate sleeve. Cut to the correct length.

5
4 4 Crankshaft bolts
3 5 PTO shaft

P0011755

Stub-shaft, D5/D7
(mm) 90
141 F
MAX

106
135 F
95.5
2
45

68.5 27

(2) (1)
+0.06 F
1
5 +0.06
0 5
0
180 0
50H8
32H8

A
F(N) d(m) (rpm)
P(kW) =
3.2 10 4

P0011757
10H7

14H7

A Stub shaft

F(N) x Ød (m) x (rpm)

28H13 40H13
P0011756 P(kW) = ——————————
3.2 x 104

Fmax (N)
Angle Pos. 1 Pos. 2
0° 5900 5200
45° 3100 2800
90° 3100 2800
135° 3100 2800
180° 5400 4800

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Installation, Power Take-off

Stub shaft, D9
175 mm (2) 90
F
MAX

125.5 mm (1)
135 F
2
45

F1

180 0

P0011759 A
F(N) d(m) (rpm)
P(kW) =
3.2 10 4

P0011757

A Stub shaft

F(N) x Ød (m) x (rpm)

P(kW) = ——————————
3.2 x 104

D9-300 R1 D9A-355 R1 D9A-355 R1 D9A-425 R2/R3 D9-500 R4

221 kW/1800 rpm 261 kW/1800 rpm 261 kW/2200 rpm 313 kW/2200 rpm 368 kW/2600 rpm
Fmax [N] Fmax [N] Fmax [N] Fmax [N] Fmax [N]
Angle Pos. 1 Pos. 2 Pos. 1 Pos. 2 Pos. 1 Pos. 2 Pos. 1 Pos. 2 Pos. 1 Pos. 2
0° 2590 2050 2590 2050 3420 2710 3420 2710 3120 2480
45° 1740 1370 1740 1370 1680 1330 1680 1330 820 650
90° 1380 1090 1380 1090 1250 990 1250 990 510 410
135° 1700 1350 1700 1350 1480 1170 1480 1170 690 550
180° 3210 2540 3210 2540 3160 2500 3160 2500 2270 1800

PTO with stub shaft

Torque peaks are limited in relation to the increased
integral inertia J1 at the front of the engine in systems
with stub shafts. The equivalent output capable of
supply from the front of the engine is limited to values
that are below the engine's full load curve for some of
the values for J1 (J1 = 0.2-0.8).

Engines working according the propeller load

excitation curve.

J1 [kgm2] P[kW], R1 P[kW], R2 P[kW], R1 P[kW], R1

261 kW @ 1800 rpm 313 kW @ 2200 rpm 261 kW @ 2200 rpm 221 kW @ 1800 rpm
0.1 261 309 261 221
0.2 225 281 261 221
0.4 138 241 261 169
0.6 83 224 247 131
0.8 24 187 196 87

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 Installation, Power Take-off

Stub shaft, D11

212.5 mm (2) 90
F
MAX

189 mm (1)
135 F 2
45

F1

180 0

P0025053 A
F(N) d(m) (rpm)
P(kW) =
3.2 10 4

P0011757

A Stub shaft

F(N) x Ød (m) x (rpm)

P(kW) = ——————————
3.2 x 104

Propeller load
D11 R3 IB D11 R3 IPS D11 R4 IB D11 R4 IPS D11 R5 IB
375 kW @ 2250 375 kW @ 2250 459 kW @ 2400 459 kW @ 2400 493 kW @ 2450
rpm rpm rpm rpm rpm
Fmax [N] Fmax [N] Fmax [N] Fmax [N] Fmax [N]
Angle [°] Pos. 1 Pos. 2 Pos. 1 Pos. 2 Pos. 1 Pos. 2 Pos. 1 Pos. 2 Pos. 1 Pos. 2
0 — 180 974 851 974 851 289 253 177 155 85(1) 85(1)
181 — 359 4461 3899 4461 3899 4686 4095 4461 3899 3704(2) 3704(2)
1) 85 N up to 2300 rpm. Higher rpm than 2400 does not allow any front PTO load.
2) 3704 N up to 2300 rpm. Higher rpm than 2400 does not allow any front PTO load.

Full load
D11 R3 IB D11 R3 IPS D11 R4 IB D11 R4 IPS D11 R5 IB
375 kW @ 2250 375 kW @ 2250 459 kW @ 2400 459 kW @ 2400 493 kW @ 2450
rpm rpm rpm rpm rpm
Fmax [N] Fmax [N] Fmax [N] Fmax [N] Fmax [N]
Angle [°] Pos. 1 Pos. 2 Pos. 1 Pos. 2 Pos. 1 Pos. 2 Pos. 1 Pos. 2 Pos. 1 Pos. 2
0 — 180 1507 1317 1507 1317 177 155 0 0 0 0
181 — 359 4265 3727 4265 3727 3255 2845 3704(1) 3237(1) 3255(2) 2845(2)
1) 3704 N/3237 N up to 2000 rpm. Higher rpm than 2100 does not allow any front PTO load.
2) 3255 N/2845 N up to 2000 rpm. Higher rpm than 2100 does not allow any front PTO load.

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PTO with stub shaft

Torque peaks are limited in relation to the increased
integral inertia J1 at the front of the engine in systems
with stub shafts. The equivalent output capable of
supply from the front of the engine is limited to values
that are below the engine's full load curve for some of
the values for J1 (J1 = 0.03 — 0.1).

Engines working according the propeller load

excitation curve.

Propeller load
J1 [kgm2] P[kW], R3 IB P[kW], R3 IPS P[kW], R4 IB P[kW], R4 IPS P[kW], R5 IB
375 kW @ 2250 375 kW @ 2250 460 kW @ 2400 460 kW @ 2400 493 kW @ 2450
rpm rpm rpm rpm rpm
0.03 375 375 460 460 412(1)
0.04 375 375 460 451 412(1)
0.05 375 375 455 441
412(1)
0.07 375 375 424 423
0.1 375 375 384 399 412(1)
400(1)
1) 412 kW/400 kW up to 2300 rpm. Higher rpm than 2400 does not allow any front PTO load.

Full load
J1 [kgm2] P[kW], R3 IB P[kW], R3 IPS P[kW], R4 IB P[kW], R4 IPS P[kW], R5 IB
375 kW @ 2250 375 kW @ 2250 460 kW @ 2400 460 kW @ 2400 493 kW @ 2450
rpm rpm rpm rpm rpm
0.03 375 375 460 457 387(4)
0.04 375 375 460 446 379(4)
0.05 375 375 450 372(2) 372(4)
0.07 375 375 419 350(3)
0.1 375 375 358(4)
372(1) 333(3) 340(4)
1) 372 kW up to 2200 rpm. Higher rpm than 2300 does not allow any front PTO load.
2) 372 kW up to 2000 rpm. Higher rpm than 2100 does not allow any front PTO load.
3) 350 kW/333 kW up to 1900 rpm. Higher rpm than 2000 does not allow any front PTO load.
4) 387 kW/379 kW/372 kW/358 kW/340 kW up to 2000 rpm. Higher rpm than 2100 does not allow any front PTO load.

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Stub shaft, D16

164 mm (2) 90
F
MAX

96.5 mm (1)
135 F
2
45

F
1

180 0

P0011760
A
F(N) d(m) (rpm)
P(kW) =
3.2 10 4

P0011757
D16-500–750
368–559 kW
Fmax (N) A Stub shaft
Angle Pos. 1 Pos. 2 F(N) x Ød (m) x (rpm)
0–180° 3100 2500 P(kW) = ——————————
3.2 x 104

PTO with stub shaft

Torque peaks are limited in relation to the increased
integral inertia J1 at the front of the engine in systems
with stub shafts. The equivalent output capable of
supply from the front of the engine is limited to values
that are below the engine's full load curve for some of
the values for J1 (J1 = 0.1-0.6).

Engines working according the propeller load

excitation curve.

J1 [kgm2] P[kW], R1 P[kW], R2

368-479 kW/1800 rpm 551 kW/1900 rpm
0.1 551 551
0.2 551 551
0.3 551 551
0.4 548 548
0.5 516 516
0.6 -* -*
* Crankshaft damper heat load is above permissible levels.

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Stub-shaft, D13
90
F
MAX

135 F
2
45

F
1

180 0

A
F(N) d(m) (rpm)
P(kW) =
3.2 10 4

P0011757

A Stub shaft

F(N) x Ød (m) x (rpm)

P(kW) = ——————————
3.2 x 104

PTO with stub shaft

Torque peaks are limited in relation to the increased
integral inertia J1 at the front of the engine in systems
with stub shafts. The equivalent output capable of
supply from the front of the engine is limited to values
that are below the engine's full load curve for some of
the values for J1 (J1 = 0.2-1.0).

Engines working according the propeller load

excitation curve.

J1 [kgm2] P[kW], R1 P[kW], R1 P[kW], R1 P[kW], R2 P[kW], R2

294 kW @ 1800 331 kW @ 1800 368kW @ 1800 404kW @ 1900 441kW @ 1900
rpm rpm rpm rpm rpm
0.2 294 331 368 404 441
0.4 294 331 368 363 351
0.6 294 322 281 250 237
0.8 252 219 170 131 125
1.0 161 126 61 17 8

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 Installation, Power Take-off

PTO Facilities

P.T.O. Positions
Accessories such as water pumps and steering servo
pumps etc. can be driven from different power take-off
locations on the engine. These locations vary
depending on engine type, but generally the
accessories can be:
a installed on the engine and driven by belts from the
crankshaft pulley. If the accessory is installed a long
way from the engine, engine movement must be
taken into consideration e.g. by the use of a spring-
loaded guide roller.
F F
b installed on the timing cover front or rear, gear-
wheel driven from the camshaft drive.
c Some reverse gears can be ordered with integral
P0012174 PTOs for driving various accessories such as
hydraulic pumps.

The accessories should not be installed fixed in the

vessel and driven by a flexibly mounted engine. This
is only permitted for small operational power
requirements.

Belt Driven P.T.O.

The amount of power available at the crankshaft belt
pulley depends on power take-off belt pulley distance
from the crankshaft and the directions of the vector
forces that affect the belt pulley.
It is also dependent on belt pulley diameter and engine
rpm.

Crankshaft belt pulleys are available for every engine

type. Some have an integral power take-off groove,
while others can be fitted with a bolt-on power take-off
disc.

Tightening torque
If the crankshaft belt pulley is changed, the new pulley
must be installed with the correct tightening torque.
Tightening torques are specified in the service manual
for each engine type.

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Belt Tension
All belt-driven power take-off connections must have
1 the correct belt tension, as insufficient belt tension may
A
cause the belts to slip at high loads and high rpm,
D which will shorten belt life etc.

If the power take-off is driven by the crankshaft, over-

2 tight belt tension will cause higher side loads than
necessary, which may cause damage to the crankshaft
bearing.

Belt tension can be tested by applying pressure to the

P0011949 middle on the greatest belt distance between two belt
pulleys and adjusting the tension until the belt only
yields to a given value; refer to the illustration.
D = 0.015 x A 1 Engine
2 Optional

On installations with several belts where there are two

or more belts between two belt pulleys, the belts must
have the same length in order for the load to be
distributed evenly and for the belts to last as long as
possible.

A = Distance between belt pulleys in mm.

D = Yield in mm.

Idler Pulleys
Idler wheels used to tension V-belts must be
located on the slack side of the belt and may not
be narrower than the minimum diameter
recommended by the belt manufacturer.
Belt pulleys that are too small will shorten belt life
considerably.

A spring-loaded belt pulley is preferable to one that is

adjusted and fixed, as a spring-loaded pulley ensures
belt tension is maintained. This becomes more
important the greater power take-off values are, as
tauter belt tension is required to avoid slippage, and
this causes greater side loads/bending moment on the
crankshaft and its bearings.

NOTICE! It is also important to use a spring-loaded

idler pulley where internal movement may occur
between a flexibly mounted engine and driven
equipment installed on a separate chassis.

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 Installation, Power Take-off

V-Belt Transmissions
V-belt transmissions can easily be adapted to different
gear ratios (by using different drive pulley sizes). This
type of transmission provides flexible power transfer
with a low noise level and requires relatively little
maintenance.

However, alignment must be accurate and belt tension

must be easy to adjust.

Extra V-belt Pulleys

In order to calculate speed and diameter, the following
formula may be used:

RD × N = rd × n

RD = Driving belt pulley pitch diameter

rd = Driven belt pulley pitch diameter
N = Driving shaft speed
n = Driven shaft speed

Pitch diameters are specified in belt pulley supplier

catalogs.

Front end V-belt pulleys

Belt pulley on crankshaft
Extra belt pulleys are available for bolting to the front
end of the crankshaft. Information regarding Volvo
Penta standard front end pulleys is published with its
dimensions in the Sales guide, marine diesel engines,
propulsion.

Direction of the Side Loadings

If two or more belt drives are required and it is possible
to install them in opposite directions, their effects will
cancel each other out and minimize total side load on
the crankshaft bearings.

The engine will usually handle horizontal forces (F)

well and vertical forces reasonably well. Refer to
individual diagrams in the Stub Shafts and V-belt
Pulleys, page 231 section for each individual engine
family.
F F

P0012174

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In-line Power Take-off

The illustration on the left shows one concept of how
to utilize crankshaft power in-line when all side loads
are taken up by the bearings (1). Torque values are
maximum levels. The flexible coupling (2) must be
calculated by Volvo Penta.

2 1 Bearing
2 Flexible coupling
3
3 Belt pulley

1 E

A C

P0011750 D 9

D5/D7 D9/D11/D13/D16
E

F AB C

B D 12
P0011750
P0011749

Engine Max torque A B C D E F

Nm (lbf.ft) mm (in.)
D5A T 464 (342) 95 (3.74) 118 (4.65) 140 (5.51) 11.2 x 9 (0.44 x 9) 8.0 (0.32) - (-)
D5A TA 573 (422) 95 (3.74) 118 (4.65) 140 (5.51) 11.2 x 9 (0.44 x 9) 8.0 (0.32) - (-)
D7A T 697 (514) 95 (3.74) 118 (4.65) 140 (5.51) 11.2 x 9 (0.44 x 9) 8.0 (0.32) - (-)
D7A TA 847 (624) 95 (3.74) 118 (4.65) 140 (5.51) 11.2 x 9 (0.44 x 9) 8.0 (0.32) - (-)
D7C TA 946 (697) 95 (3.74) 118 (4.65) 140 (5.51) 11.2 x 9 (0.44 x 9) 8.0 (0.32) - (-)
D9/D11(1) 1000 (738) 84 (3.31) 114 (4.49) 138 (5.43) 12.6 x 9 (0.50 x 9) 20 (0.79) 74 (2.91)
D13(2)(3) 1000 (738) 84 (3.31) 114 (4.49) 136 (5.35) 12.6 x 9 (0.50 x 9) 10 (0.39) 70 (2.76)
D16(3)(4) 1100 (811) 84 (3.31) 114 (4.49) 140 (5.51) 12.6 x 9 (0.50 x 9) 6.5 (0.26) 65 (2.56)
1) The outer pulley must be installed on the crankshaft.
2) Bolt length may not exceed 22 mm (0.87") from contact surface.
3) For higher torques, contact Volvo Penta.
4) Data for flexible clutch VKE 3414.

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 Installation, Power Take-off

PTO including flexible clutch

D9
The PTO system includes a flexible coupling which
under normal circumstances allows the use of
maximum torque at the engine's front end. Vibration
torque limits are determined by values dependent on
fasteners and these are satisfactory in this PTO
system. Both dynamic and static parts of torque peaks
can be transferred via the fasteners.

The flexible clutch analyzed (VKE 3414) can be

overloaded thermally if the engine misfires. Vibration
torque for the flexible clutch is also sufficiently above
the limit if the engine misfires. Torque is limited to 1000
Nm (738 lbf.ft.) which is equivalent to outputs of 190
kW at 1800 rpm and 230 kW at 2200 rpm.

Contact Volvo Penta for verification of PTOs that use

flexible clutches other than VKE 3414.

D16
Contact Volvo Penta for verification of PTOs that use
flexible clutches other than VKE 3414.

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Torsional Vibrations
The diesel engine and the equipment it drives (from the
front or rear ends) comprise rotating masses
connected by a series of shafts. This unit makes up a
torsionally elastic system that vibrates at its own
natural frequency when it is influenced by an impulse
torque.

When the impulse torque frequency is the same as the

natural system frequency, or one of its harmonics,
resonance conditions arise.
These conditions cause great vibrational stress that
may lead to damage to the crankshaft or driven shafts.
It is therefore necessary that the entire system, i.e.
engine and the driven equipment (including the power
take-off at the front end where fitted), has such
characteristics that excessive torsional oscillations
cannot occur.

As a general rule all axially driven inertia must be as

small as possible to minimize vibrational torque
effects. Driven equipment that causes damping in the
system has an advantageous effect on torsional
oscillation characteristics.

The use of a flexible coupling in the system has a

similar advantageous effect and the coupling
manufacturer is usually able to provide advice on this
issue.

D5/D7 Moment of inertia

It is important not to exceed the permissible moment
of inertia for additional components installed at the
front of the crankshaft on D5/D7 engines.

Max permissible moment of inertia

Engine 1900 rpm 2300 rpm
D5A T 0.53 kgm 2 0.24 kgm2
D5A TA 0.51 kgm2 0.22 kgm2
D7A T 0.64 kgm2 0.64 kgm2
D7A TA 0.54 kgm2 0.44 kgm2
D7C TA 0.26 kgm2 0.19 kgm2

Below are moment of inertia guidelines for certain

auxiliary equipment.

Belt pulley for 140 A auxiliary alternator 0.1514 kgm2

Pulley for 3 pcs wedge belts 0.0334 kgm2
Pulley on stub-shaft (1) 0.0400 kgm2
1) Estimated weight 8 kg

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 Installation, Power Take-off

Auxiliary Drives

PTO, gear driven from engine timing

The engine specifications must be suitable for the PTO
equipment to be installed.

Weight
Consideration must be given to how much the
equipment to be bolted to the timing covers weighs. A
support bracket on the engine block must be used for
heavy equipment.

Cyclical torque
Certain equipment, e.g. hydraulic pumps, cause large
cyclical torque variations on the timing gears. This
means that the maximum torque according to the data
in the Sales guide, marine diesel engines may not
be used.

Miscellaneous
In cases where single-circuit keel-cooled D5/D7 or
keel-cooled D12 are installed, the seawater pump PTO
will be free. This may be used e.g. for a hydraulic
pump.

Check that the output requirement does not exceed the

maximum permissible output according to the
specifications in the sales literature.

IMPORTANT!
All power take-off equipment that is to be connected to
the timing cover must be approved by Volvo Penta.

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Things to remember concerning timing

gear PTOs
• The factor that determines drive lifetime is torque.
• If higher than specified torque is used, drive lifetime
will be shortened.
• Remember the formula:
P=Mxv
P = output in W
M = torque in Nm
πxn
v = angle speed = ——— in RAD/s
30
n = Driven apparatus speed in rpm

This means that if the same output (P) is utilized at a

lower engine speed, the torque will be higher thus
resulting in shorter gear life.

Example:
P = 15.3 kW
M = 73 Nm
n = 2000 rpm.

If the same output is used at 1800 rpm, the torque is

calculated as described below.

First, compressor rpm must be calculated.

Crankshaft gear (Z = 30)/compressor gear (Z = 33)
30/33 = 0.909 (compressor gear ratio)
1800 x 0.909 = 1636 rpm

π x 1636
15300 = M x ————
30

M = 89.3 Nm

Example:
The max permissible power for the servo pump gear
at 1500 rpm (engine speed) for a 7-liter engine is
calculated as described below.

Max torque M = 38 Nm

According to Sales guide:

The servo pump rpm ratio = 1.58:1
1500 x 1.58 = 2370 rpm

π x 2370
P = 38 = ————
30

P = 9431 W = 9.4 kW

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 Installation, Power Take-off

A–B A–C A–D A–E

Engine Gear Max torque Gear Max torque Gear Max torque Gear Max torque
ratio ratio ratio ratio
D5/D7 1:1.297 64.5 Nm 1:1.297 64.5 Nm 1:1.116 187.5 Nm * *
(47.6 lbf.ft.) (47.6 lbf.ft.) (138.3 lbf.ft.)

* PTO in use or not applicable.

NOTICE! Applications with PTOs connected to the

timing gear require proper materials combinations for
the gearwheels. Use only Volvo Penta approved
gearwheels.

Gear ratio
Example:

Gear ratio: 1:1.4

Engine 1 = PTO 1.4
Engine speed = 1800 rpm.

1800 x 1.4 = PTO 2600 rpm

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D5/D7

Timing gear positions

Gearwheel positions seen from flywheel side.

A Crankshaft gear
B Gear for seawater pump (impeller type) or PTO.
Is in use for LT pump when engine is cooled via a
twin circuit keel cooling system.
C PTO, free for connection, e.g. hydraulic pump.
D Gear free for connection to PTO.

Flush and Bilge Pumps

Different types of pumps can be fitted for bilges and
flushing. It may also be convenient to have an
electrically powered oil scavenging pump when
1 changing oil in the reverse gear and engine.

Disengageable 2" bilge pumps and 2" flushing pumps

can be installed on the engines. The pumps are
installed on a PTO in back of the timing gear casing.

The pumps are of the impeller type with rubber

impellers. Power is transferred through an
electromagnetic clutch.

Bilge pump connection time is monitored by a vacuum

2 switch. The switch is held down for approx 20 seconds
3 to start. The vacuum switch breaks the current to the
magnetic coupling once the pumped medium runs dry.
4
The flushing pump is used for many service purposes
P0011816
such as deck flushing, fish washing etc.

Bilge and flushing pump (2"). Switched on and off electrically.

Vacuum gauge for automatic disconnection.
1 Bilge pump
2 Flushing pump
3 Power take-off
4 Vacuum switch

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 Installation, Power Take-off

Refer to Sales guide, marine diesel engines,

propulsion for a description of rpm, dimensions and
capacities.

P0011815

Bilge pump (2"). Switched on and off electrically. Vacuum gauge for
automatic disconnection.

Hydraulic pump
A hydraulic pump (tandem pump) may be installed in
the same fitting as the fuel pump (behind). The
hydraulic pump can be ordered as an accessory to D9,
D13 and D16 engines. However, pump capacity
(pressure/flow) has limited power take-off capabilities.

1 Hydraulic pump housing

2 Fuel pump
3 Fuel hoses

3 2 1
P0015702

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Installation, Power Take-off

Compressed Air and Hydraulic

System

Air starter motor

The design of an air start system is governed by

regulations from the classification society.
2
1 Connection to steel pipe, diameter 28mm
1
2 Kit (fits all models)
3 Hose length 825mm
4 Air starter motor
3 4
The kit contains: an air valve, a strainer and a
combined start and relief valve. (the valve assembly
can be turned in several directions)

Running pipes

Once the complete pipe system has been assembled

it must be cleaned internally. The pipe system must be
fitted to the engine without without tensional forces.
High pressure safety valves must be installed outside
P0015691 the engine compartment.

NOTICE! Great care must be taken when blowing

through the system. Extremely high forces are
released at a pressure of 30 bar. There is great risk of
accidents or death if components are not securely
fastened when blowing through.

Starter system air bottles

The air bottles must be dimensioned for a nominal

pressure of 30 bar.

Oil and water separator

The system must be served with dry air. The

compressor system must be equipped with an oil and
water separator. Piping must be installed with a distinct
incline and it must be possible to drain it at its lowest
point (manually or with some form of automation).

Air compressor start capacity

The airflow requirement is 0.354 m3/second. It is

necessary to follow classification society regulations in
order to calculate the exact start capacity. The
recommendation is for the tank to be capable of filling
to maximum pressure within 15 to 30 minutes.

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 Installation, Power Take-off

8 Schematic diagram of an air start system

1 Compressor
4
2 Air bottle
3 Valve
4 Manometer
6 5 Flexible hose
- 6 Strainer/filter
7 Air starter motor
5
12 8 Start solenoid
12
3 3 9 Drain valve
10 Check valve
+ + +
4 4 11 Air filter
12 Shut-off valve
2 13 Oil and water separator
2
+ +

9
9
10
1

11
5
1

11
P0015701 13 5 10

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Launching and Sea Trial

Launching and Sea Trial

Launching and Starting
Control before launching: • Open fuel cocks and purge the fuel system. Oil
level in hydraulic steering system or PTO
• Install the batteries in their compartment and
equipment (where fitted).
connect the battery leads.
• Engine alignment after the boat is rigged and
• Check that all valves and taps at hull fittings are
ready (ideally after 12 hours afloat). Also refer to
closed.
the Alignment, page 105 section in the Engine
• Check that the fitted propeller has the correct installation chapter.
diameter and pitch before launch. Also check
that the propeller has the correct direction of Start the engine
rotation (left or right). • Start procedures.
• Launch the boat. Refer to the Operator's Manual for the engine
concerned.
Before starting the engine:
Check the following when the engine is idling:
• Open hull fitting valves one by one.
• For leaks in the fuel and cooling systems. Hoses
• Check for leakages in hull and hull fittings. and pipes. Refer to the Operator's Manual.
• Open external system valves, keel cooling, hot • That instruments and gauges are functioning
water circuit etc. and showing the correct values. Refer to the
• Check that all drain taps are closed and all drain Operator's Manual.
plugs installed. • Check the reverse gear oil level once the engine
• Engine oil. has reached operating temperature. Refer to the
Oil quantity, oil grade and viscosity. Refer to the Operator's Manual.
Operator's Manual. • Check that all equipment such as lanterns,
Take engine installation angle into account; instruments etc. is functioning normally. Refer to
adjust volume as necessary. Refer to Engine the Operator's Manual.
Inclination, page 50.
Stop the engine. Check:
• Reverse gear oil.
Oil capacity, oil grade and viscosity. Refer to the • Engine oil level.
Operator's Manual.
• Coolant level.
NOTICE! Because the oil dipstick markings
• Water level in wet exhaust systems.
apply at operating temperature with the engine
The level must be well below the lower edge of
at idle and controls in neutral, the correct level
the silencer inlet so that there is no risk of water
prior to start must be judged based on
entering the engine. Note the limit specified by
experience.
the manufacturer.
• Coolant level.
Fill coolant; refer to the Coolant,
Mixing, page 147 section and Coolant,
Filling, page 148 in theCooling system chapter.
• Fill fuel.
Remove the fuel pre-filter cover and fill the filter
with clean diesel. Replace the cover and tighten
by hand. Wipe dry any diesel that has collected
on the heat shield. Check that the tap handle is
in the open position (all on) if a twin filter is
installed.

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 Launching and Sea Trial

Sea Trial
Check during boat test run:
• Gauges.
Check engine rpm, oil pressure, coolant
temperature and battery charging. Refer to the
Operator's Manual.
• Check for any occurrence of water, coolant, oil or
fuel leaks in the engine installation.
• Check that max rpm can be reached; refer to the
Operator's Manual. If it is not possible to run the
engine at maximum rpm, the wrong propeller size
may have been installed. It may also be because the
boat is loaded such that it has the wrong trim angle
in the water.
• Exhaust system backpressure. Refer to the Back
Pressure, page 134 section in the Exhaust system
chapter.
• Keel cooling system for leakages and coolant
circulation (temperature and pressure, inlet and
outlet). Refer to the External Cooling, page 149
section in the Cooling system chapter.
• Grease propeller shaft bearings and seals: These
must maintain a low temperature and not leak.

Check across the entire speed range:

• That engine temperature maintains an acceptable
level.
• That no abnormal noise or vibrations occur.
• Check that steering and controls are correctly
connected and correspond to boat movements.

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Index
A Engine Room............................................................ 53
Accessibility for Maintenance................................... 53
Accessory Battery.................................................. 209
Air starter motor ..................................................... 248
Alignment............................................................... 105
Anodes to use.......................................................... 72
Arrangement and Planning....................................... 35
Auxiliary Drives....................................................... 243
B Expansion tank, function diagram.......................... 173
Back Pressure........................................................ 134
Batteries................................................................. 206
Batteries, Installation.............................................. 209
Battery Charging.................................................... 211
Battery Dimensioning............................................. 208
Belt Driven P.T.O................................................... 237
Belt Guards and Protections.................................. 109
Belt Tension........................................................... 238
C Fire Extinguishing System......................................
Calculation of Back Pressure................................. 131
Central Cooling System.......................................... 152
Checking electrochemical corrosion......................... 82
Checking for leakage from the electrical system...... 80
Chemicals................................................................... 9
Choice of Engine...................................................... 36
Classification............................................................ 25
Classified Electrical Systems................................... 17
Compressed Air and Hydraulic System.................. 248
Condensation Water Collector............................... 125
Connection..................................................... 186, 216
Controls.................................................................. 185
Coolant flow and connections for engines
adapted for external cooling................................... 154
Coolant, Filling........................................................ 148
Coolant, Mixing....................................................... 147
Cooling System...................................................... 140
Corrosion protection................................................. 70
Corrosion theory....................................................... 65
Crankcase ventilation............................................. 138
Cross-over switch................................................... 209
D In-line Power Take-off............................................ 240
Definitions................................................................. 73
Dimensioning of air intake and ducts....................... 57
Direction of the Side Loadings............................... 239
Disconnectable Power Take-off, Crankshaft.......... 228
Dry Exhaust Line.................................................... 124
E Launching and Sea Trial........................................ 250
Electrical System.................................................... 205
Electrochemical Corrosion....................................... 65
Engine Application Ratings...................................... 22
Engine Center Distance........................................... 52
Engine Characteristics............................................. 22
Engine Foundation............................................. 84, 90
Engine Heater........................................................ 179
Engine Inclination............................................... 50, 51
Engine Installation.................................................... 95
Engine Performance................................................. 27
Engine Placement.................................................... 50
47704151 05-2019 © AB VOLVO PENTA
Engine Room Ventilation.......................................... 54
EVC.......................................................................... 17
Exhaust Elbow........................................................ 132
Exhaust Line, Dimensioning................................... 113
Exhaust Outlet........................................................ 120
Exhaust Outlet Position.......................................... 126
Exhaust Riser......................................................... 119
Exhaust System..................................................... 110
External accessories.............................................. 216
External Cooling..................................................... 149
External Stop Relay................................................ 224
Extra Alternators..................................................... 212
Extra expansion tank.............................................. 175
Extra Instruments................................................... 223
Extra V-belt Pulleys................................................ 239
F
225
Flexible Exhaust Compensator.............................. 127
Flush and Bilge Pumps.......................................... 246
Flywheel and Flywheel Housing, SAE Standard.... 229
Freshwater System................................................ 147
Fuel Cooler............................................................. 203
Fuel pre-filter.......................................................... 199
Fuel pressure......................................................... 201
Fuel System........................................................... 191
Fuel Tanks.............................................................. 192
Function diagrams, external cooling....................... 166
G
General....................................... 35, 65, 191, 205, 227
General Information.................................................... 6
H
Helm station........................................................... 183
Hot water connections............................................ 181
Hydraulic pump...................................................... 247
I
Idler Pulleys............................................................ 238
Inboard Applications................................................. 84
Installation................................................................ 84
Installation Tools and Documentation........................ 9
Instruments, non EVC Engines.............................. 219
Insulated Exhaust Systems.................................... 126
L
Launching and Starting.......................................... 250
Location of Ventilators and Air Intakes..................... 61
Lubrication System................................................. 204
M
MCC......................................................................... 17
MCC system, Overview............................................ 19
Measuring Exhaust Back Pressure........................ 134
Measuring Exhaust Temperature........................... 137
Measuring pressure in keel cooling systems.......... 163
Measuring temperature in keel cooling systems.... 165
Metric Conversion Chart............................................. 8
253
Multiple Exhaust Outlets......................................... 133
O
Oil and Coolant Drain Systems.............................. 108
P
P.T.O. Positions..................................................... 237
Piping..................................................................... 197
Power Module........................................................ 215
Power output from Front End of Crankshaft........... 230
Power Take-off....................................................... 227
Priming Pump......................................................... 198
Propeller Selection................................................... 42
Propeller Shaft Systems..................................... 45, 88
Propeller Theory....................................................... 40
Protection against electrochemical corrosion........... 74
Protection against electrostatic discharge and
lightning.................................................................... 75
PTO Facilities......................................................... 237
Publications.............................................................. 10
R
Raw Water System................................................. 141
S
Safety Information...................................................... 3
Sea Trial................................................................. 251
Selecting Battery Size............................................ 208
Selecting the engine mounting................................. 84
Silencer.......................................................... 117, 129
Slip Valve............................................................... 190
Sound Absorption..................................................... 62
Special Tools............................................................ 11
Standard System Size............................................ 133
Starting Battery Cable Area.................................... 210
Stub Shafts and V-belt Pulleys............................... 231
System Information.................................................. 17
T
Technical Data......................................................... 20
Thermostats, external cooling................................ 172
Torsional Vibrations.......................................... 32, 242
V
V-Belt Transmissions............................................. 239
Viscosity................................................................. 204
Voltage Supply....................................................... 213
W
Water in Fuel Filter Alarm....................................... 223
Water Quality.......................................................... 148
Weight Distribution................................................... 52
Wet Exhaust Line................................................... 112

254
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AB Volvo Penta
Technical Information
Dept. 42200
SE-405 08 Göteborg
Sweden
47704151 English 05-2019