)
Contents
Safety ....................................................................... 4
General information 7
Installation tools and literature .............................. 11
Accessibility ............................................................ 14
Service space ...................................................... 14
Instructions for lifting complete genset ................. 15
Genset Installation .................................................. 16
Foundation ............................................................ 16
Flexible mounting ................................................. 16
Generator connection 18
Lubricating oil system ............................................. 19
General ................................................................. 19
Fuel system ............................................................ 20
General ................................................................. 20
Fuel tanks ............................................................. 21
Fuel shut-off valves 21
Fuel pre-filters - water separators ......................... 25
Cooling system ....................................................... 28
General ................................................................. 28
Freshwater system ............................................... 29
Raw water system ................................................ 29
Engine mounted heat exchanger .......................... 30
Radiator cooling (Emergency set) ........................ 30
Without engine mounted heat exchanger ............ 30
Keel cooling (external cooling) ............................. 31
Exhaust system ...................................................... 39
Example, exhaust system ..................................... 39
Exhaust elbows .................................................... 41
Flexible exhaust compensator .............................. 42
Silencer ................................................................. 44
Backpressure ........................................................ 45
Engine room ventilation and soundproofing ........... 48
Engine room layout - Emergency set... ................. 49
Soundproofing ...................................................... 50
Structural noise .................................................... 50
Starting systems ..................................................... 51
Air starter - typical system .................................... 51
Starter motor ........................................................ 51
Starting air compressor ........................................ 51
Class requirements ............................................... 51
Electrical system ..................................................... 53
Batteries ............................................................... 54
Power supply and starter connection ................... 56
External stop relay ................................................ 58
Fire extinguishing system ..................................... 59
Classified Control System - MCC ........................... 60
Shutdown system overview .................................. 62
Sensor list... .......................................................... 64
Technical Data 68
Engine 68
Engine conservation ............................................. 69
Recommendations on load conditions .................. 71
Technical Data Generator ..................................... 72
MCU ................................................................... n
Electrical System 75
Engine oil recommendations ................................ 76
Fuel specification .................................................. 78
Coolant specification ............................................ 79
Report form 83
 Safety

')
Safety
Read this Installation Manual carefully before installation. Improper installation may result in personal injury or
damage to property or the engine itself.
If you do not understand or are uncertain about any operation or information in this Installation Manual, please
contact Volvo Penta.

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

Volvo Penta will not assume any liability whatsoever for damage to materials or personal injury, which may result
if the installation instructions are not followed or if the work is carried out by non-professional personnel.
The installer is responsible for ensuring that the system operates in accordance with this Installation Manual.

Work Procedures
Refer to the specific documentation for relevant information where necessary.
Installation work must be performed by Volvo Penta personnel, boat builders or other authorized and suitably
equipped workshops with personnel who have appropriate qualifications and experience.

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

.& WARNING! Danger of personal injury, damage
to property or mechanical malfunction if the in-
structions are not followed.
.& IMPORTANT! Possible damage or mechanical
malfunction in products or property.
NOTE! Important information to facilitate work pro-
cesses or operation.
Below is a list of the risks that you must always be
aware of and the safety measures you must al-
ways carry out.
.& Plan in advance so that you have enough
room for safe installation and (future) dismant-
ling. Plan the engine compartment (and other
compartments such as the battery compart-
ment) so that all service points are accessible.
Make sure it is not possible to come into con-
tact with rotating components, hot surfaces or
sharp edges when servicing and inspecting the
engine. Ensure that all equipment (pump drives,
compressors for example) has protective covers.
.& Make sure the engine is immobilized by not con-
necting the electrical system or turning off the
power supply to the engine at the main switch
(breakers), and locking the switch (breakers) in
the OFF position for as long as work continues.
Set up a warning notice at the engine control
point or helm.
.& As a rule, no work should be done on a running
engine. However, some work e. g. adjustments,
requires a running engine. Approaching an engi-
ne that is running is a safety risk. Loose clothing
or long hair can fasten in rotating parts and
cause serious personal injury. If working in pro-
ximity of a running engine, careless movements
or a dropped tool can result in personal injury.
Take precautions to avoid hot surfaces (exhaust
pipes, turbochargers, charge air manifolds,
starting elements etc.) and hot liquids in supply
lines and hoses in engines that are running or
have just been turned off. Reinstall all protective
parts removed during service operations before
starting work on the engine.

4

) .& Ensure that the warning or information decals
on the product are always visible. Replace de-
cals which are damaged or painted over.
.& Turbocharged engines: Never start the engine
without installing the air cleaner (ACL). The ro-
tating compressor parts in the turbocharger can
cause serious personal injury. Foreign objects
entering the intake ducts can also cause me-
chanical damage.
.& Never use starting spray in the air intake. Use
of such products could result in an explosion in
the air intake pipe. There is a danger of personal
injury.
.& Do not open the filler cap for the engine coolant
(freshwater cooled engines) when the engine is
hot. Steam or hot engine coolant can be ejec-
ted and any pressure in the system will be lost.
Open the filler cap slowly and release coolant
system pressure (freshwater cooled engines), if
the filler cap or drain cock must be opened, or if
a plug or engine coolant line must be removed
on a hot engine. Steam or hot coolant can be
ejected.
.& Hot oil can cause burns. Avoid skin contact with
hot oil. Ensure that the oil system is depressu-
rised before starting work on it. Never start or
run the engine without the oil filler cap in place
because of the risk of oil being ejected.
.& Always wear protective goggles if there is a risk
of splinters, grinding sparks and splashes from
acid or other chemicals. Your eyes are extremely
sensitive and an injury to them can result in loss
of sight!
.& Avoid skin contact with oil! Long term or repea-
ted skin contact with oil can lead to the loss of
natural oils from the skin. This leads to irritation,
dry skin, eczema and other skin problems. Old
oil is more dangerous to your health than new.
Use protective gloves and avoid oil-soaked clo-
thes and rags. Wash regularly, especially before
meals. Use special skin creams to help clean
and to stop your skin drying out.
Safety
.& Most chemicals intended for the product (engine
and reverse gear oils, glycol, gasoline and die-
sel), or chemicals intended for the workshop
(degreasing agent, paints and solvents) are
harmful to your health. Read the instructions on
the packaging carefully! Always follow protective
measures (using a protective mask, goggles,
gloves etc.). Make sure that other personnel are
not unknowingly exposed to harmful substan-
ces, in the air that they breathe for example. En-
sure that ventilation is good. Deal with used and
excess chemicals as directed.
.& Be extremely careful when tracing leaks in the
fuel system and when testing injectors. Wear
protective goggles. The jet from an injector is
under very high pressure and fuel can penetrate
deep into tissue, causing serious injury with a
risk of blood poisoning.
.& All fuels and many chemicals are inflamma-
ble. Keep away from naked flames or sparks.
Gasoline, some solvents and hydrogen from
batteries in the correct proportions with air are
very inflammable and explosive. Do not smoke!
Maintain good ventilation and take the neces-
sary safety measures before welding or grinding
in the vicinity. Always keep a fire extinguisher
accessible in the workplace.
.& Store oil and fuel-soaked rags and old fuel and
oil filters properly. Oil-soaked rags can, in cer-
tain circumstances, ignite spontaneously. Old
fuel and oil filters are environmentally harmful
and should be delivered, with used lubrication
oil, contaminated fuel, paint, solvents and de-
greasing agents, to a proper refuse station for
environmentally harmful material for destruction .
.& Ensure that the battery compartment is de-
signed according to current safety standards.
Never allow an open flame or electric sparks
near the battery area. Never smoke in proximity
of the batteries. The batteries give off hydrogen
gas during charging which when mixed with air
can form an explosive gas. This gas is easily ig-
nited and highly volatile. Incorrect connection of
the battery can cause sparks sufficient to cause
an explosion with resulting damage. Do not shift
the connections when attempting to start the
engine (spark risk) and do not lean over any of
the batteries.
5
 Safety

') & Always ensure that the Plus (positive) and Mi-
nus (negative) battery leads are correctly instal-
led on the corresponding terminal posts on the
battery, Incorrect installation can result in seri-
ous damage to the electrical equipment Refer
to wiring diagrams,
& Always use protective goggles when charging
and handling the batteries. The battery electro-
lyte contains extremely corrosive sulphuric acid.
If this should come in contact with the skin, im-
mediately wash with soap and plenty of water.
If battery acid comes in contact with the eyes,
flush immediately with water and obtain medical
assistance.
& Use the lifting eyes fitted on the genset frame
when lifting a complete genset Always check
that the lifting equipment used is in good condi-
tion and has the load capacity to lift the engine
(engine weight including generator and any ex-
tra equipment installed).
& Never work alone when installing heavy compo-
nents. Most lifting devices require two people,
one to see to the lifting device and one to en-
sure that the components do not get caught and
damaged.
& The components in the electrical system and
in the fuel system on Volvo Penta products are
designed and manufactured to minimise risks
of fire and explosion. Engines should not run in
environments containing explosive media.
& Always use fuels recommended by Volvo Penta.
Use of fuels that are of a lower quality can da-
mage the engine. On a diesel engine poor qua-
lity fuel can cause the fuel control rack to stick
causing the engine to overspeed with resulting
risk of damage to the engine and personal
injury. Poor fuel quality can also lead to higher
maintenance costs.

To ensure safe lifting and avoid damage to com-

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

If extra equipment is installed on the engine

which alters its centre of gravity a special lifting
device is required to obtain the correct balance
for safe handling.

Never carry out work on an engine suspended

on a hoist

6
 General information

)
General information
About the Installation Manual Plan installations with care
This publication is intended as a guide for the instal- Great care must be taken in the installation of en-
lation of Volvo Penta Marine genset. The publication gines and their components if they are to operate
is not comprehensive and does not cover every pos- satisfactorily. Always make absolutely sure that the
sible installation, but is to be regarded as recom- correct specifications, drawings and any other data
mendations and guidelines applying to Volvo Penta are available before starting work. This will allow for
standards .. correct planning and installation right from the start.
These recommendations are the result of many years Plan the engine room so that it is easy to carry out
practical experience of installations from allover the routine service operations involving the replacement
world. Departures from recommended procedures of components. Compare the engine's Service Manu-
etc. can however be necessary or desirable, in which al with the original drawings showing the dimensions.
case the Volvo Penta organisation will be glad to of-
It is very important when installing engines that no
fer assistance in finding a solution for your particular
dirt or other foreign matter gets into the fuel, cooling,
installation.
intake or turbocharger systems, as this can lead to
It is the sole responsibility of the installer to ensure faults or engine seizure. For this reason .. the systems
that the installation work is carried out in a satisfac- must be sealed. Clean supply lines and hoses before
tory manner, is operationally in good order, the ap- connecting them to the engine. Remove protective
proved materials and accessories are used and the engine plugs only when making a connection to an
installation meets all applicable rules and regulations. external system.
This Installation Manual has been published for pro-
fessionals and qualified personnel. It is therefore as-
sumed that persons using this book have knowledge
of marine power generating systems and are able to
carry out related mechanical and electrical work.
Volvo Penta continuously upgrades its products and
reserves the right to make changes. All the informa-
tion contained in this manual is based on product
data available at the time of going to print. Notification
of any important modifications to the product causing
changes to installation methods after this date will be
made in Service Bulletins.

7
 General information

) Certified engines Joint liability

The manufacturer of engines certified for national
and local environmental legislation (Lake Constance
for example) pledges that this legislation is met by
both new and currently operational engines. The
product must compare with the example approved
for certification purposes. So that Volvo Penta, as a
manufacturer, can pledge that currently operational
engines meet environmental regulations, the follow-
ing must be observed during installation:
• Servicing of injector pumps, pump settings and
fuel injectors must always be carried out by an au-
thorised Volvo Penta workshop.
• The engine must not be modified in any way ex-
cept with accessories and service kits developed
for it by Volvo Penta.
• Installation of exhaust pipes and air intake ducts
for the engine compartment (ventilation ducts)
must be carefully planned as its design may affect
exhaust emissions.
Each engine consists of many components working
together. One component deviating from its technical
specification can cause a dramatic increase in the
environmental impact of an engine. It is therefore vital
that systems that can be adjusted are adjusted prop-
erly and that Volvo Penta Genuine Parts as used.
Certain systems (components in the fuel system for
example) may require special expertise and special
testing equipment. Some components are sealed
at the factory for environmental reasons. No work
should be carried out on sealed components except
by authorised personnel.
Remember that most chemical products damage the
environment if used incorrectly. Volvo Penta recom-
mends the use of biodegradable degreasing agents
for cleaning engine components, unless otherwise
indicated in a Workshop Manual. Take special care
to ensure that oil and waste are taken for destruction
and not accidentally are pumped into the environ-
ment with bilgewater.

• Seals may only be broken by authorised person-

nel.

& IMPORTANT! Use only Volvo Penta Genuine

Parts.
Using non-genuine parts will mean that AB
Volvo Penta will no longer take responsibil-
ity for the engine meeting the certified de-
sign.
All damage and costs caused by the use of
non-genuine replacement parts will not be cov-
ered by Volvo Penta.

8
 General information

') Application Environment

Power standards and engine performance
Marine engines, like engines for cars and trucks, are rated according to one or more power norms. The output is
indicated in kW, usually at maximum engine speed.
Most engines will produce their rated power provided they have been tested under the conditions specified by
the power norm and have been properly run in. Tolerances according to ISO standards are usually ± 5%, which
is a reality that must be accepted for line produced engines.

Engine Power Standards Engine performance

Engine power ratings are based on operations at
ISO 3046 power standards. The standard is identical
to BS 5514, DIN 6271 and in general, SAE J 1349.
Engine performance data has been adjusted to the
standard reference condition.
Engine Power Ratings
Marine Genset engines have different power ratings
depending on the type of service in which the engine
will be employed. The aim being to limit the maximum
power output in order to achieve the required service
life of the engine.
Ratings are based on ISO 8528.
Rating Guidelines
Prime Power:
Ratings corresponding to ISO Standard Power for
continuous operation. This relates to the supplying of
electrical power at variable load with 70% load factor
for an unlimited number of hours as opposed to com-
mercially purchased power. A 10% overload capabi-
lity is available with this rating.
Engine output is affected by a number of different
factors. Among the more essential are barometric
pressure, ambient temperature, humidity, fuel thermal
value, fuel temperature and backpressure.
Diesel engines use a large amount of air for combus-
tion. If the mass flow of the air is reduced, the first
sign is an increase in black smoke. The effect of this
is especially noticeable in operation situations where
the engine must produce maximum torque.
If the deviation from normal mass flow is substantial,
the diesel engine will lose power.
Other factors affecting performance
It is important to keep the exhaust backpressure at a
low level. The power losses caused by backpressure
are directly proportional to the increase of backpres-
sure, which also increases the exhaust temperature.
Thermal values differ between markets and influence
engine output. Environmental fuel, which is com-
pulsory in some markets, has a low thermal value.
Engine output may be reduced up to 8% compared
with fuel specified in the ISO standard.

9
 General information
I General information about classification
The classification procedures outlined below are
general and can be changed from time to time by
the Classification Societies.
The classification procedure was originated for the
purpose of introducing similar and comparable rules
and regulations for, among other things, production
and maintenance of ships and their machinery and
equipment. As a result of these rules and regulations
"safety at sea" could be improved and better docu-
mentation could be introduced for insurance matters.
The government authorities in most countries con-
cerned with shipping have authorized the Classifica-
tion Societies to handle these rules and make sure
they are followed.
NOTE! This installation manual does not give full
information concerning classification. Please contact
an authorised classification society for complete in-
formation.
Classified engine, range of use
An engine with equipment that is used in a classified
vessel must be approved by the Classification Soci-
ety, which handles matters relating to ships' seawor-
thiness. The rules apply for instance to the propulsion
engine, auxiliary engine, power take off, reverse gear,
shaft and propeller.
This means that if an installation needs to be classi-
fied it must be stated clearly when addressing inquir-
ies and quotation requests to AB Volvo Penta.
Special rules for different operational
conditions
The Classification Societies have, in general, differ-
ent rules relating to the following:
Varying shipping conditions
Type of load
Type of manning
These rules are adapted so that each vessel can be
assumed to function faultlessly in the area or type of
operation for which it is approved.
10
Type approval
To be able to classify an engine, the type of engine
must first be type approved. In such cases, where
Volvo Penta is concerned, an application for type
approval is sent to the Classification Society in ques-
tion, followed by the required drawings, data and
calculations.
After certain tests, checks and possible demands for
supplementary information, the engine is type-ap-
proved. This type approval must not however be con-
sidered as a classification; it is only a certificate that
states that the engine type with specified power can
be classified. Final classification can only be given
when all components are approved and the instal-
lation and test run in the vessel are completed and
found to be in order by the local surveyor.
Procedure for classification
To earn a classification certificate, the engine, its
components, the installation and the test run must
be approved by a surveyor from the Classification
Society in question. The surveyor can, after final
inspection and with certificates from the built-in ma-
chinery, issue the final certificate for the vessel.
Usually the procedure is initiated as a result of a re-
quest from a customer or dealer who has to deliver
an engine in a classified installation. For these orders
Volvo Penta normally starts with a "type approved
engine".
Separate certificates are issued for the following
components:
Crankshaft, connecting rods,
heat exchanger, oil cooler,
turbocharger, coupling,
reverse gear, propeller and shaft,
generator, alternator.
The surveyor then checks the pressure testing and
test running of the engine, after which a certificate for
the engine itself is issued.
Torsional Vibration Calculations (TVe) must be
carried out for the complete installation of the engine
in the vessel and approved by the Classification So-
ciety.
 Installation tools and literature

! Installation tools and literature

Special tools

885151
c©
885164 &
885309 9812519
~-I!9
9988452

Fluke 787 9996065

@pRi
9996398
©O lID
~
9996666

~
~~c9J
Temp. & rpm
9998494 simulator Press. sender test kit

885151 Box with gauges and connections. For meas·
uring pressures and exhaust temerature.
885309 Flange 05. For measuring exhaust backpres·
sure and temperature.
885164Flange 07. For measuring exhaust backpres·
sure and temperature.
9812519 Multimeter.
9988452 Digital probe tester.
Fluke 787 Multimeter. For checking signals 4-10 mA
from senders etc.
9996065 Manometer. For measuring fuel feed pres·
sure, not 09/012.
9996398 Manometer 09/012/016. For measuring
fuel feed pressure.
9996666 Connection 09/012/016. For measuring
fuel feed pressure.
9998494Hose and nipple 09/012/016. For measur·
ing fuel feed pressure.
D12 senders & switches simulator. Replaces en·
gine signals when checking monitoring panel. Can·
tact Volvo Penta sales engineering dept. for ordering.
Rpm & temperature simulator. Test box generating
test signals for PT100, temperature signals and simu·
lating engine speed (rpm) pulses. Replaces engine
signals when checking monitoring panel. Contact
Volvo Penta sales engineering dept. for ordering.
Pressure sender test kit For testing pressure send·
ers. Contact Volvo Penta sales engineering dept. for
ordering.

11
 Installation tools and literature

) Documentation
For installation the following list of documentation is necessarry:
Dimension drawings
Technical data
Schematic drawings
Installation Manuals Classifiable Control System MCC
Workshop Manuals
Operators's Manuals
NOTE! All documentation are available at Volvo Penta Partner Network

Chemicals
A wide range of chemical products are available from Volvo Penta. Some examples are:
Oil and coolant
Sealant and grease
Touch-up paint
(Refer to Volvo Penta Partner Network)

12

)
Engine room layout
A Volvo Penta Genset is mounted on a base frame. The frame is made of rigid type steel. The genset is aligned
and tested at Volvo Penta production.
Dimensions, center of gravity and weight
For genset specific values, refer to Dimension Dra-
wings.
Genset angularity limits
To ensure that the genset is sufficiently lubricated
and cooled, it is important that the maximum engine
angularity limits are not exceeded.
For engine specific values, refer to Technical Data.
Genset suspension
) The genset is installed on flexible mounts to minimize
transport of vibrations. During installation make sure
also to minimize vibrations transmitled through e.g.
exhaust, coolant and other pipes.
Refer to section "Genset Suspension".
Fuel system
Determine the type of fuel system. Consider classifi-
cation rules.
Decide where to place extra water separating fuel
filters and plan for the routing of fuel pipes, fuel filler
and venting hoses, shut off devices etc. Fuel feed
and return pipes should be placed low in the engine
room so as not to transmit extra heat to the fuel.
Refer to section "Fuel System".
Cooling system
Determine the type of cooling system. Chose where
to place seawater intakes and seawater filters. Plan
the routing of pipes and/or hoses. Refer to section
"Cooling System".
General arrangement and planning
Exhaust system
Plan the installation of the exhaust line components,
such as silencer and pipes. Refer to section "Exhaust
System".
Electrical system
Plan the routing of cabling and check the length of
inslrument cable harnesses. Decide where to place
fuse boxes and main switches.
Avoid joints and cable connections where there is risk
of moisture or water. Do not place joints or connec-
tions where they are difficult to reach.
Refer to section "Electrical System".
Electrochemical corrosion
The potential problem of galvanic and stray current
corrosion must be considered when planning electri-
cal installation.
Air supply, ventilation and soundproofing
Plan installation of air ducts for engine air consump-
tion. Try to optimise both design and routing of ducts
so they don't impede on serviceability of the genset.
For further information concerning air supply, venti-
lation and soundproofing, refer to sections "Inlet air"
and "Soundproofing".
13
 General arrangement and planning

) Accessibility for checking, maintenance and repairs

When designing the engine room always pay attention to the accessibility needed to allow proper service and
overhaul to the engine.
Accessibility for maintenance and repairs Engine distance, multi-installation
• Oil change and refill For multi-installations, consideration must be given to
the minimum distance between the engines to allow
• Change of filters (oil, fuel, air) accessibility for service work. Larger distance also
• Check/change drive belts gives better manoeuvring capacities.
• Removal of valve cover The following minimum measurements between the
engine's centre-lines (A) are recommended:
• Change of seawater impeller
05/07 ............................................... 1050 mm (41")
• Cleaning of water filter
09 ..................................................... 1200 mm (47")
• Lower crank case inspection covers (if fitted) 012 ................................................... 1250 mm (49")
• Removal of injectors 016 ................................................... 1300 mm (51")
• Removal of cylinder head
A
• Removal of coolers (CAC, oil)
• Removal or change of electrical components
• Removal of flywheel and vibration damper
• Removal of propeller shaft
• Engine/generator removal
NOTE! For dimensions refer to project drawings.

Service space required for Volvo Penta gensets

q ~

FII
t
B

J-lI-f---.:",I;;!l.IIJ-+--hdII-~-M-Jli((j'lf--' C

05 - 016
A. About 500mm
B. Min. height lifting piston/conn. rod assembly
1300 mm
C. CL
F. Required to support engine or generator weight

14
 General arrangement and planning

'j Instructions for lifting complete genset

Use only lifting eyes on genset frame to lift com- Design spreader so as not to damage the engine .
plete gense!. .&. IMPORTANTI Make sure lifting device is not
.&. WARNING! Do not use engine lifting eyes to lift in contact with protruding engine components
complete gense!. when lifting .

.&. WARNING! Make sure lifting devices are suf-

ficiently dimensioned .

.&. WARNING! Make sure lifting devices are se-

cured before lifting the gense!.

General lifting instructions 05 - 016 HE, KC

A. Refer to installation drawing C. Refer to installation drawing
B. Refer to installation drawina a. 3~'

General lifting uctions 05 - 016 RC

15
 Genset installation

) Genset Installation
Foundation
The foundation for the genset frame must be rigid enough to carry the load of the genset. It must also be parallel
to genset frame to avoid tensions being built into the genset suspension.
The gensel foundation is the responsibility of the shipyard. But the following recommendations must
not be exceeded:
Max. permissible height diff. between connection surfaces (conn. for flex. mounts) +/- 1 mm (+/- 0.04 in)
Max. permissible parallel misalignment between connection surfaces 1 mm/m ( 0.04 in/It)
NOTE! Installations in the engine room for the cooling system, exhaust system, electrical system etc. should be
as complete as possible before the engine is installed.
NOTE! All engines are delivered from Volvo Penta without engine oil and coolant. Check that oil plugs and drain
cocks for coolant, etc. are closed before filling oil and coolant. Check for leakages.

Flexible mounting
) Flexible engine mounts provide good insulation from vibration between the genset and the ship structure, thus
contributing to a low noise level. The flexible mounts also protects the genset bearings from fretting caused by
hull vibrations.
Always follow the Volvo Penta recommendations when installing the genset. Incorrect installation of flexible
mounts can result in abnormal vibrations, which may cause damage to engine components and an increase of
uncomfortable vibrations transmitted to the ship structure.
NOTE! The elasticity of the rubber mounts must never be utilised to compensate for an inclined bed.
NOTE! The mounts have a fixed height. Misalignment or uneven genset foundation must be shimmed to keep
alignment and height difference within limits.

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

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

& IMPORTANT! Some classification societies requires The AVR must be disconnected before welding on
the frame.

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

1. Lilt the genset into the engine room and on to the foundation. Adjust genset position (the lifting device
should also be available when making the adjustments to the genset mounting).
2. Tack weld welding plates to the foundation.
3. Lift genset (to separate flexible mounts from welding plates).
NOTE! Excessive heat from welding may damage the flexible rubber mounts.
4. Weld plates to foundation permanently.
5. Place genset frame on welding plates and tighten screws according to standard torque (8.8 bolt).

16
 Genset installation

')
Adjustments
Before adjustments can be made, the genset must rest on the flexible mounts for at least twelve hours but pre-
ferrably more than two days.
NOTE! Make sure that the flexible mounts are installed so that no pre-load or side forces occur after the engine
has been installed.

"lhm,~i~"l\

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

.. . _. _._@ ----/-
:.'~;~"'~:~"",,:
•

: :
I ,

: :
I

"""...._,:!I:i:::..."..t.~,"'"::.:~..;..;.

t t
C1 C2
+

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

I-- I--
If 11

T
J;. / \ 82
...

17
 Genset installation

')
Generator connection
& IMPORTANT! Electrical installation of the generator must only be carried out by qualified personnel.

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

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

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

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

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

18
 Lubricating oil system

')
Lubricating oil system
General
The requirements of an engine oil vary depending on the type of engine and its conditions of operation.
NOTE! For information on oil recommendations, refer to "Technical Data - engine oil".
NOTE! For engine specific information on oil volumes, etc. refer to "Technical Data" at Volvo Penta Partner Net-
work or contact Volvo Penta.

Lubrication oil system, example

(for detailed information, refer to engine specific system drawings)
PISTON COOUNG

CAM SHAFT AND ROCKER ARM SHAFT

@ 3 WAY VALVE

• JUNCTION

H TURBOCHARGER

MAIN BEARING, BEARING CONNECTING ROD

AND BEARING PISTON PIN
© OIL PUMP

I<l VALVE

() FULL FLOW FILTER

OIL COOLER () BY·PASS FILTER

1. Security valve

r 7 1 I
2.
3.
4.
5.
Relief valve
Overflow valve for filters
Piston cooling valve
Piston cooling conlrol valve
6, Reduction valve (oil filler housing)
7. Pressure sensor

19
 Fuel system

)
Fuel system
General
Installation of the fuel system components - fuel tanks, cocks, fuel piping and extra fuel filters, etc., must be car-
ried out very carefully to assure the engine has a sufficient supply of fuel and that demands concerning perfect
sealing and fire safety are satisfied.
Fuel cocks should preferably be fitted outside the engine room or be remote controlled.
NOTE! Local legislation may apply which in all override the engine manufacturers literature and recommenda-
tions.
Be sure not to bend the high pressure pipes between injection pump and injectors and do not stand on the engi-
ne due to risk of bending the high pressure pipes.
Do not clamp anything to the high pressure pipes, and keep the original clamping intact on the engine. Other-
wise there will be a risk of broken pressure line and fire.
When working with the fuel system it is important to keep it free from dirt.

Fuel system, example

(for detailed information, refer to engine specific system drawings)

---------------------'2(Xiif--------------:
I
I 1. Feed pump
I
I 2. Injector unit (6pes)
I
1-------------- I
I I I 3. Fuel tank
7 I I I
I I I 4. Shut-off valve (optional)
I I I
I : 5. Primary filter and water separator
I ~ :
6. Fuel fjne filter and water separator
,.---- I1______ ------_....J 1 6 rI
I
I 8 7. Deaeration line (Return to lank)
,-- I
I
I 8. Electronic Control Module (ECM)
I
4 I

,-L----~---------------;C--------------J
~

20
 Fuel system

1 Fuel tanks Tank venting

If possible, the tanks should be located so that they
are at the same level or somewhat higher than the
engine.
If they are placed lower, due attention must be paid to
the maximum suction height of the feed pump, refer
to Technical Data for each engine type respectively.
Note! The suction height must be calculated from the
lower end of the suction pipe, i.e. 25 mm (1") above
the bottom of the tank.
The return pipe should be installed about 10 mm
(0.4") above the tank bottom and minimum 300 mm
away from the suction pipe, to prevent air from ente-
ring when the engine is switched off.
The tank must be properly vented. The tank venting
line should have an inner diameter of minimum 12
mm (1/2"). Raise the line internally (3) to prevent wa-
ter from entering the fuel tank.
NOTE! Refer to local legislations, concerning the
need for common ground for the fuel tank, filling etc.
NOTE! Install the filler and venting lines, preventing
traps being formed.
NOTE! The fuel filler fitting and venting must be in-
stalled in a way that prevents overfilling and fuel ente-
ring air intakes.
Fuel shut-off valves

Day tank
&. IMPORTANT! A fuel shut-off valve must be
installed in the suction line as close to the tank
If the tanks are located lower than the level permitted as possible. The shut-off valve should preferably
by the suction height of the fuel feed pump, then the have a remote controlled shut-off function.
fuel is to be pumped up to a day tank by means of a
hand pump or power pump. If a day tank is installed, Shut off valves should be fitted on the fuel and re-
then it is advisable to connect the return line to this turn line, if the fuel tank's maximum level is higher
tank. than 2.5 m (8'3") for D5/D7 above the injection pump
of the engine. For D9/D12/D16 engines it must not
be higher than the cylinder head of the engine.
The valves should be shut off during permanent en-
gine stop. There is otherwise a risk of fuel leakage
through the injector to the lubricating system.

_2
1. Fuel tank 3

2. Fuel filler (-/\\ koI ALT

ALT
3. Venting line
4. Suction line
5. Return line, steel/copper
piping, all. rubber hoses 5

6. Remote controlled fuel

shut-off valve ,;:V-.
7. Fuel level gauge 8- ../ ,
II I
/
./
.11 ,ci/l ...__6

8. Inspection hatch
9. Draining
I
/1 /1' ;-_,/ 4
,/ I ! '/ I II/Ii-
,,/ I ) I ,,-f / U /0
./ I // I { I Ilt
I // I /t II
v'l '/ I I II
v / II
I /
I~ / II
,

21
 Fuel system

') Priming pump for 05/07

D5/D7 has no engine mounted priming pump. To be
able to vent the fuel system, if the tank is located be-
low the engine, a prime pump must be installed on a
bulkhead or similar between fuel tank and prefilter.
~

22
 Fuel system

1 Fuel lines
All fuel lines should be led and properly clamped in such a way that heat radiation is avoided. Distance between
clamps should be approx. 300 mm (12").
NOTE! The 05 and 07 has a high fuel flow and therefore the fuel lines must have a large diameter. Small piping
will reduce the power output.

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

+
F "1 u
""
""
""
"II
"
~ L----.:
..
""" ""
"

"u "
U
Required minimumfuel supply line dimensions (From tank to fuel line connection point)
Fuel line length <6 m (20') >6 m (20')
05/07 .................................................. 12 mm (1/2") 14 mm
09/012/016 ......................................... 10 mm (3/8") 10 mm (3/8")

Required minimumfuel return line dimensions

All engines 10 mm (3/8") 10 mm (3/8")
NOTE! Classification Societies and some registration bodies (i.e. river authorities) do not permit rubber hoses
for fuel lines, or require hoses to conform to certain specifications.

23
 Fuel system

') Copper piping

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

IE 3/.""
.....

!!
""II
"

"""" :1
"
U U

Required minimumfuel supply line dimensions (From tank to fuel line connection point)
Fuel line length <6 m (20') >6 m (20')
D5/D7 ........................................................... 14 mm 16 mm
D9,D12,D16 ......................................... 10 mm (3/8") 12 mm (1/2")

Required minimumfuel return line dimensions

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

24
 Fuel System

Fuel pre-filters - water separators

The filter shall be installed on the suction side of the feed pump, between the feed pump and the fuel tank, and
should be located at a height between the base of the fuel tank and the feed pump, to reduce the resistance in
the supply pipe.
Install the filter vertically on a bulkhead or bracketing, where it is not affected by engine vibration and in such a
manner that it is protected as much as possible from fire in the engine room.

Fuel Connections
Dimension of fuel inlet and outlet connections - 7/8"-14,37' male flare

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

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

Pressure gauge (P) indicates pressure drop over

filter. Drain off water and contaminants through plug
(D).

Changing the filter elements

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

The flow of the fuel is governed by turning the handle

(1) in the following positions:
A: Normal running (both filters connected).
B: Left filter insert can be changed.
C: Right filter insert can be changed.
D: Both filters turned off.
If the engine is not running close the fuel cocks on D
the tank before changing filters.

25
 Fuel System

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

&. IMPORTANT! When fuel pre filters are used

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

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

&. IMPORTANT! Do not connect multiple engines

to the same fuel pre-filter. This will cause un-
wanted pressure drops.

One engine - one filter

Two engines - two filters

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

26
 Fuel system

) Fuel feed pressure

Pressure is measured after the fuel filter.
When checking, genset load is first increased, after 9998494 -/~ C::::::.:::::;:
which the load is reduced so that the pressure can be
read off at no load. For information on engine specific
fuel feed pressure, refer to Technical Data. 9998339

Low feed pressure may be the result of a blocked

filter, defective overflow valve or defective feed pump.
Ensure that the components follow recommendations
and do not cause the excessive pressure level.
NOTE! The overflow valve must not be adjusted. Re-
place the valve if necessary.

05/07
Measure the feed pressure at the fuel inlet hollow
screw on the front of the engine block (P), by using
manometer 999 6398 with nipple 999 6066 and a
long hollow screw (44 mm) with a new copper washer
(969011 ).

09/0121016
The hose and nipple 999 4894 and the manometer
999 8339 are connected to the air vent outlet on the
filter cover.
& IMPORTANT! Valves on fuel supply and return
lines should be shut off during permanent eng-
ine stop. There is otherwise a risk that fuel may
leak through the injection pump/injectors to the
lubricating system.

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

Fuel cooler
05 and 07 gensets with high pressure injection re-
quire a lower fuel temperature. For this purpose a fuel
oil cooler can be installed. Fuel coolers are integrated
into the cooling system of the engine (air side) and
flowed through by returning fuel.
The fuel cooler flow resistance must not be higher
than 15 kPa (2.2 psi). The overall resistance of return
system including fuel cooler must not exceed 50 kPa
(7.2 psi).
The cooler size should be approx. 2 - 4 kW.

27
 Cooling system

! Cooling system
General
The installer of the cooling system is responsible for ensuring that the cooling system operates in accordance
with installation requirements.
The cooling system must be dimensioned generously enough to ensure that fouling and repainting do not adver-
sely affect its cooling performance even after a long period of service.
Use genuine VOLVO PENTA accessories and spare parts wherever possible. Make sure that parts not supplied
by Volvo Penta do not restrict or reduce pressures and flow in the engine.
The only way to tell whether an installation is correct is to check pressures, temperatures and flows on a running
genset. When in doubt, contact Volvo Penta.
To reduce corrosion to a miniumum, use the correct combinations of materials in pipes, valves etc. plus a correc-
tly sized and pressurized expansion tank.
Always use Volvo Penta coolant. For coolant recommendations, refer to section "Technical Data Coolant".

")

28
 Cooling system

') Freshwater system

General
The freshwater system is the internal cooling system of the engine. It is a closed system that is circulated by a
centrifugal pump and shall always be filled with coolant that protects the engine from internal corrosion and frost
damage if the climate requires it. Anti-corrosive additives become less efficient with age and the coolant must
therefore be changed in accordance with the recommendations in the maintenance schedule.
The Volvo Penta Genset comes with an internal freshwater system connected to an engine mounted heat ex-
changer, a radiator cooler, or prepa.red for external cooling, e.g. keel cooling or central cooling .

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

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

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

)
Raw water system
The raw water system is the engine's external cooling system circulated in the system by (ni\W.wi't~r pump. It is
either a seawater system or a central cooling system. It cools the internal cooling system in an engine mounted
or externally mounted heat exchanger..
For genset specific requirements concerning cooling water temperatures, pressures and flows respectively, refer
to Technical Data.
For information on raw water connections, pOSitions and dimensions, refer to genset Installation Drawings .

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

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

29
 Cooling system

') Engine mounted heat exchanger - for sea water or central cooling
The system includes two circuits.

Internal (freshwater) circuit

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

External (raw water) circuit

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

Radiator cooling (Emergency set)

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

Without engine mounted heat exchanger (External cooling)

l: The engine coolant is cooled by an external heat exchanger, e.g. keel cooler.
1-circuit keel cooling - The same coolant is cooling the complete engine (charge air, cylinders, etc.).
2-circuit keel cooling - One circuit cools the engine and the other circuit cools the charge air cooler.

30
 Cooling system

I Central cooling

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

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

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

Keel cooling (external cooling)

, General
/' The principle of an external cooling installation is that the raw water pump and the heat exchanger(s) have been
removed, and the standard circulation pump of the engine also circulates coolant in the external cooler.The
engines have been fitted with connections for the external cooling system.
For information on cooling system connections, positions and dimensions, refer to genset Inslallalion Dra-
wings.
Volvo Penta does not market external cooling systems or components for such systems but Volvo Penta does
market engines suitable for connection to external cooling systems. Contact Volvo Penta for assistance when
calculating and designing the external cooling system.
NOTEI To extend service life, it is recommended to install a fresh water filter between the external circuit and the
engine.

ExIra expansion lank

If the normal expansion tank of the engine is too small, an extra expansion tank must be installed. Position the
tank at the highest pOint of the engine cooling system.
The extra expansion tank must be connected to the suction side of the circulation pump of the engine via a static
pressure line.

Max_ capacity of the freshwater system in keel cooled engines

This table shows engine volume excluding heat exchanger and the max. permitted total cooling system volume
with standard expansion tank.
NOTE! If these values are exceeded, larger expansion tank must be installed.
Engine Engine volume Tolal syslem volume
liter (US gal.) max. liter (US gal.)

D5AT 11 (2.9)
D5ATA 11 (2.9)
D7AT 14 (3.7)
D7ATA 14 (3.7)
D7CTA 14 (3.7)
DW 33 (8.7) 73 (19.3)
D12 30 (8.0) 135 (35.6)
D16 38 (10.0) 67(17.7)
*) Vo!umes for engine circuit only
,J

31
 Cooling system

) Measuring temperature in keel cooling systems.

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

05/07/09/016
Temperature before and after keel cooler
Connections for measuring temperature in the cooling
circuit has to be built into the circuit, close to the con-
nections to the engine.

Thermostat
housing

012
Coolant temperature from keel cooler
Cut the hose and fit a piece of pipe in between. Fit a
connection with an internal thread, 1/4" NPTF, on the 1/4" NPTF
pipe to connect a temperature meter.

Locally manufactured
adapter pipe for measuring

33
 Cooling system

') Thermostats

~ NOTE! If an engine is connected to a central coo-

ling system, which requires full flow through the
engine, and the system has its own thermostat, the
thermostat(s) of the engine must be forced fully open.
For engine specific data on opening temperatures of
thermostats, refer to Technical Data.

Thermostat data

Engine: 05/07 09 012 016

No. of thermostats 1 1
Opening temp. °C (OF) 83 (181) 86 (187) 76 (169) 86 (187)

Fully open °C (OF) 95 (203) 96 (205) 86 (185) 96 (205)

84'(183)
Opening with fully
open thermo mm (inch) 8 (0.32) 16 (0.63) 16 (0.63) 16 (0.63)

34
 Cooling system

I Expansion tank A Coolant level before start up.

Max. filling level with cold engine.
Coolant level is not to pass below the MIN mark
Correctly designed system with cold engine.
Coolant level is not to pass the MAX mark with
warm engine.
6 Connection for hose from thermostat housing.
C C Low pressure relief valve. See next page.
D Pressure cap 75 kPa (11 psi).
E
E Expansion volume.
B.~
MAX- ~ A
F Deaeration from engine/radiator/CAC.
G Connected to the suction side of the seawater /
MIN 1- coolant pump.

~~t
Cold engine: _
Min 0 kPa (0 psi)
F

Warm engine:
Min 30--100 kPa
(5.8-14.5 psi)

Recovery tank correctly connected

75 kPa
Open (11 psi)
system C

~E
~ Warm engine:

MAX~:==~~/ tt~~~~apSi)
~--------- Cold
MIN ( =
engine:
Min 0 kPa
(0 psi)

Drain
cock

NOTE! It is advisable not to surpass the in-between level when engine is cold. This minimises the "throw out" if
an undesired quick stop occurs.
NOTE! With a correctly designed cooling system the pressure cap prevents ventilation. Avoid opening the pres-
sure cap. If necessary, always open cap when the engine is cold.
NOTE! Connection (6) is to be connected before the thermostat with the hose continuously inclining in order to
ensure deairing when filling up coolant after the system has been drained.
NOTE! In the case of an existing manual drain cock the hose is to be connected to the bottom of the tank and
connection (6) blanked (sealed off).
NOTE! A restriction of 2.5 - 3.0 mm (0.10 - 0.12") is to be fitted in each deairing hose. Locate the restriction in
an inclining part of the hose.

35
 Cooling system

.') Recovery tank incorrectly connected

.&. IMPORTANT! Unacceptable system, fatal to the engine

If there is too little expansion volume (E) an under-

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

36
 Cooling system

') Extra expansion tank

Type of pressure cap and opening pressure depend on height:
Height (H) Type of pressure cap
engine valve cover - MIN mark
- 2.0 m ( - 6.5') 75 kPa (10.9 psi)
2.0 - 5.0 m (6.5 - 16.5') 50 kPa (7.3 psi)
5.0 - 7.0 m (16.5 - 23.0') ...................................... ..
30 kPa (4.4 psi)
7.0 - 10.0 m (23.0 - 33.0') Open system
NOTE! If you select an in-house manufactured expansion tank, you should use a Volvo Penta pressure cap.
Choose the type of cap in accordance with table above.

.,?,
~~~~
------i\---I : I

Heat exchanger cooled engines.

Within certain limits it is possible to increase the total volume of the engine freshwater circuit without adding an
extra expansion tank. Refer to table below.
When the volume is further increased, the cooling system has to be equipped with an extra expansion tank.
Please contact Volvo Penta for more information.

Permitted volumes with standard expansion lank:

Engine Engine Extra circuit
including volume volume
heat exchanger iii (US gal.) Iii (US gal.)
05 21 (5.6)
07 26 (6.9)
09 39 (10.3) 40 (10,6)
012 60 (15.8) 75 (19.8)
016 38 (10.0) 11 (2.9)

37
 Cooling system

') Extra tank volume 3 4

When an extra expansion tank is installed the
engine's expansion tank must be completely filled 5%
wilh coolant.
The expansion tank volume in the extra tank should
5%
be 15% of the total capacity of the cooling system,
5% is meant for coolant expansion when hot (expan-
5%
sion volume),
5% is meant for the difference between MAX and
MIN levels 2
5% is reserve volume, 5

A divider can be used to improve deairing of the ex- 1. Expansion volume, 5%

pansion tank, .2. Reserve volume, 5%
3. Divider
4. Pressure cap

5. Vent from engine expo tank

Extra tank connections

The expansion tank of the engine must have a sepa-
rate vent (3) to the extra tank connected below MIN
level.
NOTE! If there are no manual venting nipples, the
connection between engine exp, tank and extra exp,
tank must be continously inclining,
The hoses must be able to withstand temperatures
up to 115°C (240°F),
The engine's pressure cap is replaced with a sea-
led cap, The standard engine venting hose from the
thermostat housing can be connected to the extra ex-
pansion tank below the MIN level to facilitate venting
when topping up with coolant.
To improve pressurisation of the cooling system it is
recommended to keep the temperature high in the
expansion tank, If the tank is located in a cold place,
the tank should be in a sheltered position and insula-
ted,

38
 Exhaust system

')
Exhaust system
General
& IMPORTANT! The exhaust system should be designed and installed in such a way that the exhausts are
taken out of the boat without harmful backpressure for the engine and eliminating risk of overheating adja-
cent parts of the boat. Silencing must also be considered.

NOTE! When designing the exhaust system the backpressure must not exceed the values in the table in section
"Backpressure".
Volvo Penta does not market complete exhaust systems but provides some of the key components.
Example, exhaust system

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

Introduction The line must also be provided with a flexible com-

The exhaust system should be planned at the lay-
out stage of the installation. The main objectives
are to:
• ensure that system backpressure is within limits
stated by Volvo Penta.
keep weight off the engine manifold and turbo-
charger by supporting the system.
• allow for thermal expansion and contraction.
provide flexibility if the engine is mounted on flex-
ible mounts.
• reduce exhaust noise.
The exhaust line should preferably be made of acid-
proof stainless steel pipe, but a satisfactory service
life can also be obtained with other stainless steel
pipe. Copper pipes must not be used for diesel engi-
) nes.
pensator (refer to section "Flexible compensator") to
absorb heat expansion and vibration from the engine.
The compensator is fitted on the engine exhaust pipe
flange as straight and stress-relieved as possible.
The exhaust line must be insulated throughout its
whole length. Note that the movements of the com-
pensator must not be obstructed. The exhaust line,
including silencer (refer to section "Silencers"), must
be suspended by flexible brackets so that the move-
ments caused by heat expansion are not obstructed.
An arrangement for draining condensation water
should be fitted at the lowest point of the line (refer to
section "condensation water collector") and as close
to the engine as possible.
When dimensioning the exhaust line, note that the
backpressure in the complete exhaust system must
not exceed the values shown in table in section
"Backpressure" .

39
 Exhaust system

') Insulated exhaust systems Exhaust outlet position

Due to the high temperatures, 400°C-500°C (842°F-
932°F) in the exhaust line, it must be insulated with
insulating material to avoid the risk of fire and perso-
nal injury. The insulation also helps to keep the noise
level low.
NOTE! Insulation of long lines will affect the exhaust
backpressure and therefore the exhaust pipe diame-
ter must be increased.
The outlet of the exhaust pipe must be designed so
that rain water cannot enter the exhaust system. Fit
an elbow, hood or self-closing cover to the end. The
exhaust outlet must be in such a position that there
is no possibility of hot gas entering any air inlet ope-
ning.

40
 Exhaust system

') D
Exhaust elbows
Exhaust system diameter

Engine Dryexhauslline
05 .............................................................. 3"/68mm
07 ............................................................ 4"/1 07mm
016
09 .......................................................... 7"/175 mm
012 7"/175 mm
016 ......................................................... 8"/203 mm 1

Condensation water collector

The exhaust gases from a combustion engine always
;jlc
include water vapour. This water vapour can con- ~
dense and form water, which in the worst cases, can 2
enter the engine when it is switched off.
Rain or condensed water that enters the engine can 1. Exhaust elbow
cause severe damage. Long exhaust lines should 2/3. Condensation water collector
therefore be fitted with a water drain, which should be
located as close to the engine as possible.
When the exhaust line is inclined downwards towards
the engine, a condensation water collector must al-
ways be fitted. It must be located at the lowest pont of
the final installation.
The condensation water collector must be fitted with
a cock or drain plug at the bottom.

Example: Condensation water

collector for 016.

Multiple exhaust outlets Dtotal=DxK

If more than one engine is being installed, the ex- where:
haust from the engines must not be taken into the
same flow. o is exhaust pipe diameter for one engine

The reason is that if one engine is stopped when oth- K is a factor

ers are running, exhaust gases with condensate and
carbon will be forced into the exhaust system of the
stopped engine and then into the engine cylinders Number of engines Factor K
which can cause corrosion. 2 1.32
If a flap valve of good quality is fitted in each exhaust 3 1.55
line near the intersection, multi-engine installations
4 1.74
on one exhaust line can sometimes be acceptable.
5 1.90
To calculate the total diameter of a common exhaust
pipe use the following formula: 6 2.05

Factor K= V 5 (number of engines)2

)

41
 Exhaust system

) Flexible exhaust compensator

Exhaust pipes are isolated from the engine movements usually via a flexible compensator. Installed close to the
engine's exhaust outlet, flexible exhaust compensators have three functions:
• Isolate vibrations and weight of exhaust piping from the engine
• Compensate for thermal expansion of the exhaust piping
• Compensate for lateral movement when the engine starts and stops, if the engine is on flexible engine
mounts.

The flexible pipe is available to take up large axial

movements, small radial movements but no twisting
movements.
It must not be bent. The flexible compensator can be
fitted in different positions, but should preferably be
fitted vertically.
The fixture for the exhaust line should be designed
to prevent that radial movements, generated by pres-
sure pulses in the line are transfered into the com-
pensator.
Thermal growth of exhaust piping must be planned
to avoid excessive load on supporting structures.
The expansion of one meter of steel pipe per rise in
temperature of 100°C (212 OF) is approx.l.2 mm
(0.05"). It is therefore important to place supports to
allow expansion away from engine, avoid strains
or distortions to connected equipment, and to allow
equipment removal without additional support.
Long pipe runs are sectioned with expansion joints.
Each section is fixed at one end and allowed to ex-

Measurements mm (in)

Pos. Description Compensator type

in fig. 4" (short) 4" (long) 5" 6" 7"

A Hose length 185 (7.3) 500 (19.7) 500 (19.7) 500 (19.7) 250 (9.8)
B Total nominal length 145 (5.7) 590 (23.2) 590 (23.2) 590 (23.2) 280 (11.0)
C Screw circle diam. 170 (6.7) 170(6.7) 200 (7.9) 225 (8.7) 261 (10.3)
0 Outer diam. flange 210 (8.3) 210 (8.3) 254 (10.0) 265 (lOA) 305 (12.0)
No. of holes in flange 4 4 4 4 8
E Diam. holes in flange 17 (0.67) 18 (0.71) 18 (0.71) 18 (0.71) 18 (0.71)
F Flange thickness 16 (0.63) 14 (0.55) 14 (0.55) 14 (0.55) 15(0.61)
G Inner diameter 100 (4.0) 100 (4.0) 128 (5.0) 150 (6.0) 195(7.7)

42
 Exhaust system

') Compensator 4" (short) Compensator 4" (long), 5" and 6"
o
--+1 I.E-
+
•l ~
F 4 0 _

E l

A 4;_o
A
B
1___.1
4
"
B - C
c
Compensator 7"
D

,
Installation data
B
I. G

Compensator type Total nominal length Flexibility mm (in)

B Radial Axially

4" (short) 185 ±3 (±0.12) +3, -5 (+0.12, -0.20)

4" (long) 590 ±5 (±0.20) +5, -10 (+0.20, -0040)
5" 590 ±5 (±0.20) +5, -10 (+0.20, -0040)
6" 590 ±5 (±0.20) +5, -16 (+0.20, -0.63)
7" 280 ±15 (±0.6) +24 (0.94)

43
 Exhaust system

') Silencer Expansion (reactive) silencers

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

These work on the principle of reflecting and thus

Compensator
2. Flexible exhaust hose
3. Three point fixture
4. Insulation (mineral wool)
5. Silencer
6. Flexible attachment
7. Glass fibre fabric
Absorptive type
These work on the principle of absorbing noise by
means of an absorbent lining inside the silencer and
normally provide attenuation over a broad frequency
range.
An absorptive silencer is generally designed as a
straight through and would only create a marginally
greater backpressure than similar length of straight
pipe.
containing sound within the silencer. There are in-
ternal baffle plates fitted to divide the silencer into
sections, which can be individually tuned to a specific
frequency. A reactive silencer creates a relatively high
backpressure due to the torturous gas flow path, i.e.
through the baffle plates, which reverses flow.
Volvo Penta HD silencers combine reactive and ab-
sorptive type of silencing.
Silencer location
The reactive silencer is fitted as close to the exhaust
manifold as is practical to prevent noise break-out
through pipe work.
Insulation of long lines will affect the exhaust back-
pressure and therefore the exhaust pipe diameter
must be increased.

Calculation of HD silencer backpressure

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

Exhust gas flow (m3/min)

Bore velocity = (m/s)
Area of pipe (m') x 60

Resistance from graph (mm Wc) x 673

Backpressure = (mmWc)
T + 273

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

44
 Exhaust system

1 Backpressure
General
The exhaust system will produce a certain resistance to the exhaust gas flow. This resistance or backpressure
must be kept within specified limits. Excessive backpressure can cause damage and will lead to:
• Loss of power output
• Poor fuel economy
• High exhaust temperature

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

Max. allowed backpressure in exhaust pipe at rated rpm, kPa*

o t 2 3 4 5 6 7 8 9 to 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25

07
09
012
016
') 1 kPa = 100 mm wc

I I No performance losses (Relative to technical data)

_ Small performance losses
_ Not acceptable

45
 Exhaust system

" Velocity/Resistance curve at 400 °c

400

100.0
300

75.0 250

200

50.0 150

40.0
.!'1
E 30.0 ~ 100
,.,
.5 .5 90
.~ 80
'li 25.0
0 ~ 70
~ ~
" 20.0 e 60
S
"' S
15.0 SO
1.0 2.0 3.0 4.0 5.0 6.0 7.0 8.09.010.0 20.0 30.0
Resistance in inches We

Resistance in mm We

25 50 100 150 200 250 500 750

Backpressure - exhaust pipe - calculation For equivalent straight length see table below:
Using the value of the exhaust gas flow and having
calculated the backpressure for a certain silencer
(HD) you will be able to determine the resistance to Pipe diameter Bend 45 deg. Bend 90 deg.
flow in a straight exhaust pipe. (inches) (m/bend) (m/bend)
The following formula is recommended: 3.5 0.57 1.33
4 0.65 1.52
Lx Q2 1 5 0.81 1.90
P ~ 6.32 ""'i)5 x (T + 273)
6 0.98 2.28
where: 7 1.22 2.70
P ~ is backpressure through the exhaust pipe in Pa
L ~ is total equivalent length of straight pipe in met- Adding the pressure losses through the silencer to
res the loss through the pipe work will give the total back-
Q ~ is exhaust gas flow in m'/s pressure incurred by the exhaust system.

o~ is pipe diameter in metres

T ~ is exhaust gas temperature °c

NOTE! When the bends are used in the exhaust sys-

tem pressure loss is expressed in equivalent straight
length of pipe.

46
 Exhaust system

'I Measue exhaust backpressure

After the exhaust line has been installed, the backpressure must always be checked. This can be easily done
with the aid of a transparent plastic hose connected to a measuring flange (see chapter Special tools) occasio-
nally installed in the exhaust line.
The back-pressure can also be checked with the aid of a suitable pressure gauge.
When testing is carried out, the engine should be run under full loading a sufficiently long period to obtain a sta-
ble value.

Measuring procedure 1
• Connect a manometer calibrated to 24 kPa (3.5
psi, 2440 mm we) with pressure hose and a sui-
table nipple to the exhaust elbow. - i JtP(=I
Alternatively, connect a transparent plastic hose
with a suitable nipple to the exhaust elbow.
• Run the engine at full load and max. rpm for se-
veral minutes and check that the backpressure
does not exceed permitted value. 1m _2

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

2. Manometer

Measure exhaust temperature

Control measuring of the exhaust temperatue is so-
metimes needed to ensure the thermal conditions of
the installation and in some cases the engine. It is
important that the measurements are accurate. One
important factor when taking these measurements
is to position the probe correctly in the gas flow. See
figure.
With an accurate measurement (± 2%), comparison

~"' "I o~"

can be made with the technical data for verification
provided that compensation is made for atmospheric
conditions. Exhaust monitoring guages are normally o , "
less accurate. .. \;:?J\, '-.....!IL &I
"" ;;

47
 Exhaust system

) Crankcase ventilation
General description
Connect piping to crankcase ventilation connection point on engine, refer to Installation Drawing for each genset
respectively.
NOTE! On some gensets closed crankcase ventilation is optional.

1- Drainage tank 6
2. Drainage valve, normally closed
3. Drain pipe
4. Flexible hose
5. Flame protection
6. Exhaust funnel
7. Connection for measuring
crankcase pressure

1-

4 \./~ /2
0. --- .
1,...-/""3

Min.
2

3
5-10 mm

Piping shall always be inclined upwards minimum 5°.
The piping diameter 0. after the drainage tank (1)
shall be at least 50% larger than the flexible hose (4)
diameter 0 A up to a piping length of 10 m.
When piping length exceeds 10m, diameter 0. after
10m shall be at least 100% larger than diameter 0 A •
.& WARNING! Crankcase ventilation piping shall
not be connected to any other piping system.
If connected to the exhaust system there will be
a great risk of explosion.
There should always be one ventilation system
for each engine.
If the piping system is not large enough the gases will
build up a pressure in the engine. This overpressure
will increase stresses and wear on crank shaft, seals
and gaskets in the engine. The engine also may start
to leak oil.
The engine condition and the crankcase ventilation
system may be checked by measuring crankcase
pressure. A good procedure is to measure pressure
during sea trail for reference in future. Crankcase
pressure shall not be exceeding max allowed crank-
case pressure, refer to "Technical Data".

NOTE! The ventilation pipe should always be insu-

lated when working under low temperature (arctic)
.&
conditions when there is a risk of freezing of the con-
densed water.
NOTE! Blow by is approx. 35 Itrs/min per cylinder at
100% load. This will increase with engine hours due
to wear of piston rings.
WARNING! Never lead the gases out in the en-
gine room. Gases from the crankcase ventilation
are dangerous to human health because they
contain exhaust and lubrication gases. Gases
will also be sucked into the turbocharger and
damage the turbo.

48
 Engine room ventilation

)
Engine room ventilation and soundproofing
General
Engine performance
Engine power is affected by a number of different factors. Among the most important ones are air pressure, air
temperature and exhaust backpressure. Deviations from the normal values affect engine performance and func-
tion.
Diesel engines require excess air. Deviations from the normal values show up first of all with an increase in black
smoke.
If the deviations from the normal values are great, the genset will lose power.
For the engine to function properly and give full power, it is absolutely necessary that both the inlet and outlet air
ducts are sufficiently dimensioned and installed correctly.

Two main conditions must be fulfilled:

A. The engine must get enough air to allow for the combustion of the fuel.
B. The engine room must be ventilated, so that the temperature can be kept down to an acceptable level.
Ventilation is also important to keep the engine's electrical equipment and fuel system at a low temperature,
and for certain general cooling of the engine.
If personnel are to be present in the engine room, the ventilation installation must be adapted accordingly.
NOTE! All national legislations must be followed. Each classification society also has its own regulations that
must be followed when required.

Engine power output and air temperature

The engine's stated power output applies at an air temperature of +25"C (77"F), air pressure of 750 mm Hg,
relative humidity 30%, fuel temperature +40"C (104"F) and seawater temperature of +32"C (90"F). (According to
International test standards).
Adequate air supply and ventilation makes it possible to obtain as high a power output as possible together with
a long engine life.
In operating conditions where air temperature is constantly at or above 45"C (113"F), diesel engines must be
derated, i.e. the injection pump adjusted to a lower injection quantity.
NOTE! lJIis applies only to D5 and D7 gensets. On the D9/D12/D16 gensets this is performed by the engine
control system.
NOTE! To reduce risk of damage to genset when operating temporarily in hot areas, reduce load.

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

49
 Engine room ventilation

) Engine room layout - Emergency set

Engine room layout
The hot air from the radiator is ducted outside the engine room and not allowed to recirculate to keep the engine
room temperature as low as possible.
The exhaust silencer is supported from the roof, and the support brackets allows for expansion of the piping. The
pipe is also fitted with a flexible compensator.
The exhaust system is as short as possible and the number of bends kept to a minimum, to stay within back
pressure limits.
As with the exhaust pipe the hot air outlet ducting and any other engine/alternator connections, is of the flexible
type, i.e. fuel pipes and electrical connections.

Pr
_Vi
Vi +vr. Ae
~
Ar

Vi: Air consumption Combustion (m3/min)

Vr: Air consumption Cooling (m3/min)
Ae: Area of air inlet (m2)
Ar: Area of radiator projection (air outlet) (m2)
Pr: Air outlet backpressure

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

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

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

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

50
 Sound and noise restrain system

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

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

Shift cables, throttle cables and electrical wires co-

ming through bulkheads can perferably be drawn
through a tube or a grommet, sealing off properly. At
the same time the cables are protected against wear.
)

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

Other cables, electrical wires, battery leads etc can ~

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

I Starting systems
Air starter - typical system
I-
I --, 1. Starter compressor
1 1 2. Air bottle
8
7- 1
1 1 3. Safety valve
1 1
1 1 4. Manometer
1 1
1 1 5. Flexible hose
1 1
1 1 4 6. Strainer
1 ---
7. Air starter
1
1 8. Starting solenoid
1
1 9. Water drainage valve
1
11 10. Non return valve
/"6
11. Air filter
1
1 12. Bailie shut off valve
1
1 13. Oil and water separator

12 ,12
3
,-----
1
3

1 4
4 1 10

'~
1
1

2 1 1
1
5 L ______ I 11
-- -
" _ 0 - _ _ _ .)
1
1 <52 y1
1 • 1
~I
9 9
13 5 \
\ 11
10
Starting air bottles Starting air compressor
The starting air bottles should be dimensioned for a It is recommended that the starting air receiver can
nominal pressure of 30 bar. be filled up from min. to max. pressure in 15-30 min-
utes.

Connections
The starting air supply is connected to the engine via
a 25,4 mm (1 inch) steel pipe with a maximum inlet
pressure of 30 bar. Refer to drawing for specific data.
Class requirements
NOTE! The design of the air starter system, i.e. tank
capacity (number of consecutive starts), etc, is in part
determined by the rules of the classification societies.

Starter motor For specific information on your genset application,

The air starter motor is designed for a working pres- contact your Classification Society or Volvo Penta
sure of 7 - 10 bar with a maximum pressure of 10 bar. Sales Engineering.
3
The air flow is approx. 0,354 nm /s

Oil and water separator

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

52
 Starting systems

Piping
After the piping has been bent and welded it must
be cleaned internally. The pipes must be fitted free of
any bending or tensile stress at the connection to the
engine and the auxiliaries. High pressure safety valve
blow-off lines must end outside the engine room. The
outer ends of the lines must be shielded to protect
the valves against the ingress of water. All pipes and
components in the start air system must be effec-
tively treated with rust inhibitors.
A strainer must be installed as close as possible
to the starting device in order to protect pressure
regulator, valves and starter. The inside diameter of
the pipe should be dimensioned in order to reduce
drop of performances if the distance between the air
starter receiver and engines exceeds 5 m.

53
 Electrical system

')
Electrical system
General
.&. WARNING! Electrical installations must be planned and carried out by qualified personnel.
The electrical installation has to be planned very carefully and carried out with the utmost care. Seek simplicity
when designing the electrical system.
The wires and connectors used in the installation have to be of a type approved for marine use. The wires
should be routed in a protective sheath and clamped properly.
Make sure that the wires are not installed too close to heated parts of the engine or close to another source of
heat. The wires must not be subject to mechanical wear. If necessary, route the wires through protective tubing.
Minimize the number of joints in the system. Make sure that cables, and joints in particular, are accessible for
inspection and repair.

54
 Electrical system

')
Batteries
Battery dimensioning
Starting current
Cranking current for engines at +5°C (41°F).
Engine +5°C (41°F)
05/D7 ............................................................. 320 A
00 .................................................................. ~A
012 ................................................................ 500 A
016 ................................................................. 500 A

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

Selecting battery size

The battery sizes listed below are recommended for Volvo Penta engines at a temperature down to +5°C. Bat-
tery voltage is 12V.
Capacity (A h)
Engine +5°C (41°F)
min max
05/07 132 230
09 210 360
012 .................................................. 280 240
016 ................................................... 280 240

The battery capacity will decrease with approx. 1% per degree, from +20°C, which has to be considered at ex-
treme conditions in temperature.
NOTE! The list above specifies batteries per engine. For multiple installationsbatteries have to be multiplied ack-
ordingly.

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

Requirements, main switch

Normal Nominal capacity Working temp Oimension Standard Protection

voltage Contin- During and storage terminal spade tags degree CEI529
uous 5 sec. Min Max standard

....548V 300A 3000A -40°C +85°C M10 SAE J1171 IP 68

-40°F +185°F

55
 Electrical system
') Connecting batteries
Two 12 V batteries are connected in series so that
the supply voltage is 24 V.
.&. WARNING! Always check the system voltage
before connecting.
• The batteries must be similar (same capacity and
voltage).
• The batteries must be the same age since the
charge current required to produce a certain vol-
tage changes with the age of the battery.
Two batteries connected in series retain the capacity
but double the voltage. During charging, each battery
receives the current supplied by the charger. The total
battery voltage must not exceed the battery voltage
marked on the charger.
When two 12 V batteries are connected in series and
one battery has a short-circuited cell, the resting vol-
tage across the two batteries will be approx. 23 V.
56
Charge state
The charge state is the level to which the battery is
charged. This state can be measured either by mea-
suring the battery acid specific gravity in each cell
or by measuring the off-load voltage of the cell. The
latter cannot be done on modern batteries since the
cells' electrical connections are enclosed and there-
fore not accessible for measurement. Measuring the
off-load voltage across the poles gives entirely wrong
information if any cell(s} should be defective. The bat-
tery acid's specific gravity is instead measured with a
hydrometer. Specific gravity varies with temperature.
The lower the temperature the higher the specific
gravity.
The battery is fully charged when the acid density is
1.28 g/cm' at +25'C (77'F).
A battery filled with tropical acid is fully charged
when the acid specific gravity is 1.24 g/cm' at +25'C
(77'F).
 Electrical system

') Power supply and starter connection

Batteries
Primary battery (starter battery) should be connected to the starter motor terminal.
Secondary battery should be connected to designated "back-up battery" connector (depending on engine type).

&. IMPORTANT! Secondary battery is redundant power supply for the electrical system and is not used for
starting.

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

Power module 09/0121016

The power module monitors power supply to the control system. If the power module is connected to a backup
battery group, the unit automatically chooses the battery group with the highest voltage. The unit is equipped
with a fully automatic circuit breaker function, which cuts the current if overloaded.
NOTEI If the engine is stopped the starter motor does not automatically switch over to backup battery group.

The connection for back-up battery is located on the right hand side of the engine below the starter motor. It is a
two-pole connection marked "1 "(+)(REO) and "2" (-)(BLACK).

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

Optional starter
If not factory mounted, the connection for optional starter is located close to (behind) the factory mounted starter
(el. starter std.), connector labeled "Opt. starter".

57
 Electrical system

! Power supply and starter connections (016 with el. and air starter)

Opt. Starter
, .. i"1"1"'
~ ~~

,
.. I I,

Selector - " ,
,'I"
Nor CONNECTID CABLE URM

air or el. start INSUlJITEO

V/RU

Back-up Battery
1(+),2(-)

~
l!..
o , .... 1..:':' ,1r,1'(
I I I ,18.a
\ .. /
p S81' l'~I~30
\
I
,.:-:';
., ..
I :: Dashed lines - Yard supply

.
I ,______ _
.
~
~.t=1'
~ I
Starter motor
terminal i~ ~I .• - +
: START BACK·UP
.--------------~

Power supply and starter connections D5A & D7A

;__________;' ___ 1 (
. . +1 80 -2 +3 -4

U1
N
~ '"
'"
N
0:
N
OJ
if)

li.\l
80~2

YB
Air starter
EI. starte~
..
. .
Dashed lines - Yard suppI :6 06 6

o 24V
+ -
Primary
1~24ASecondary
supply supply

58
 Electrical system

') External stop relay

09/016
The 09 and 016 engines are equipped with a relay that can be remotely controlled by third party equipment,
e.g. a fire extinguishing system. The engine shuts down when the relay is energized.
NOTE! Leave the external stop connector unconnected if the functionality is not to be used.

Connecting the external stop relay

• Locate the two-pole connector on the left hand
side of the engine.
• Connect the accessory cable kit.

Fault codes presented on Vodia when external stop

relay is activated (09 and 016):
MIDI28, PPID 6, FMlll

59
 Electrical system

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

Recommended installation Alternative installation

(Default functionality on 012 Not active (+) when shut down (energize to run)

Active (+) when shut down (energize to stop)

NOTE! When there is a need for a hold function of
the relay with active plus (+) from the fire shut down
system when engine is running and no active plus
(+) to shut down the system, cables have to be con-
nected in the relay socket according to figure. Special
tool is needed.
Terminal 85 is connected to battery (-) and terminal
+86 to the fire extinguishing system.
30
87°

,-
I
i 1087a
I /..J 30
I
I
I 87
I
I
I
Engine I
Pin 1 R (+)
i(+)86 VI (-)85
Pin 2 sa (-i Fire extinguishing system
I
I
I
I
I
I
Accessory I
cabel kit, 3 m L+---o Main switch (+) Do
L_J,...L. ________ ~
(10 tt) not use EVe aux.
relay Engine
d F3 + PinlR(+)
Pin 2 sa (-)' Fire extinguishing system

Accessory
cabel kit, 3 m
(10 tt)
t\
.-----------"1
I
I
0
iI
I
Main switch (+1
Do not use EVe
aux. rela~
I \
L _ _ _ _ _ _ _ _ _ _ _ -' E3 .....

Classified installations
(Default functionality on 09-016)

Active (+) when shut down (energize to stop)

NOTE! For alternative functionality-

Not active (+) when shut down (energize to run),
use VODIA to change configuration. Accessory
IT cabel kit, 3 m
(10 tt)

r----(---1----1
,, ,,
I ,

,iFire extinguishing:,
L____s}'.s..tem ____ J
)

60
 Control system

')
Classified Control System - MCC
This is a general introduction to the Marine Commercial Control (MCC). For detailed installation information, re-
fer to MCC Installation Manual for 05/07 and 09-016 respectively.

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

SOU
The Volvo Penta Marine Commercial Control protects the engine using the Volvo Penta shutdown unit (SOU).
The SOU is a stand-alone hard wired system for engine protection with separate hard-wired senders and swit-
ches inputs and Fuel stop outputs, providing a completely redundant protection system.
6 shutdown channels and an overspeed shutdown
All channels equipped with broken wire detection
Broken wire reset button
Test button for overspeed shutdown test
DIN 35-rail mounting

MCU
The MCU communicates with Engine Management System via the CAN (D9,012,016) serial line using stan-
dard J1939 and J1587 communication protocols and controls and monitors the engine in 4 different applications
- Propulsion, emergency, auxiliary and combined.
Equipped with a powerful graphic display with icons, symbols and bar-graphs for intuitive operation, together
with high functionality this sets new standards in engine controls.

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

Communication
RS232 / Modbus RTU
J1939, J1587 (09,012,016)

61
 Conlrol system

') MCC system overview (09, 012, 016)

Connection Box, Engine Room

External connections
.------11 Relay Board - Rb16 ~I--~
f - - - Relay, Modbus,
(16 relays) CAN/J1939

COM
r~'
-- MCU
""""'c..o"" .....
Remote Panel
-- --- .....i
Remote Panel
-1Sj"':/ ®:re
I~I~I
~

(l0G I
i

/~=I
cxv .J_ ••••.• -
/<2 x-,. _.-'. ,_.".
,.1- •."_ .•
0<:9 ....!.- '-'"- Q@
O®
Q@
Q@
CAN2/RS232 CAN2

Redundancy Busl I Data Bus

Jt 708/Jt 587 CAN/J1939

Engine Control System

i i

Shutdown
Senders

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

62
 Control system

! Shutdown system overview

--------1 r---------------------, ....----------,
: Engine inputs 1 1 Control switch inputs 1 1 Outputs 1
1 1 1 1 1 1
1 1 1 1 1 1
1 1 1 1 1
1 1 1 1 1
1
1
1 _______ 1
J
I
Jfuel valve/stop
Shutdown
relay
I t
(82,82,42)
1
1
1 Shutdown override
lamp
(Sl,2)

1
1
sou Shutdown alarms
(7,8,9, 10. 11, 12)

Overspeed alarm
(OS)

1 Broken wire
common alarm
1
1
r---------- ----------, (SF)

1 1 1
1 1 1
1 1 1
1 1 1
1 : Power Module :
L_ __...1 ______________________ J L _________ _

Shutdown unit (SOU) Overspeed shutdown

The SOU has 6 shutdown channels and one over- The overs peed function shuts down the engine in
speed shutdown. case of overspeed.
81 Cooling water temp
Overspeed test
82 Lube oil pressure, Marine Gear
To test the overspeed function push the overspeed
83 Lube oil pressure, Engine test button (inside the SOU). When pushed the over-
speed limit drops 25%.
84 Cooling water pressure
85 Oil temp (only 012 MH) Emergency mode (shutdown override)
86 Exhaust temp (only 012 MH) The system can be overridden by activating the OR
input (the Emergency mode lamp, when installed on
81 - 85 has a -1 second delay: 86 has no delay. output SL, will be activated). Override does not in-
81 - 86 are enabled or disabled accord. to eng. spec. clude overspeed.

Shutdown reset Run detection

Activated shutdown must be reset before engine can To avoid alarms when starting and stopping the eng-
be restarted. Shutdown reset button on engine con- ine an interlock for the shutdown pressure switches
nection box or MCU ACKN. button. (run detection) is implemented.
NOTE! Shutdown reset button will still show SO
alarm in MCU alarm list as not acknowledged alarm.
Acknowledge button on MCU panel will reset shut-
down and clear alarm list.

Broken wire
All channels are equipped with broken wire detection
that activate an alarm if connection is lost or power
supply to SOU is lost. Yellow LEO indicates broken
wire. Reset alarm on Broken wire reset button (A).
NOTEI Use only non-sharp tool for SOU reset.

63
 Control system

\1 SOU indications

®
VOLVO
PENTA
SHUTDOWN
UNIT
3818366
MANUFACT OATE

I
<-1
I 041105

--
---
OVERSPEED

<-1 EXHAUST TEMP.

<-1 ENG. OIL TEMP.

<-1

--
COOLANT PRESS

<-1 ENG. OIL PRESS.

<-1

-
GEAR OIL PRESS

<-1 COOLANT TEMP.

1. Green - Power A. Broken wire reset button

2. Red - Overspeed Alarm
3. Yellow - Run detection S4
4. Green - Run detection S2, S3
5. Red - S6 Shutdown active
6. Red - S5 Shutdown active
7. Red - S4 Shutdown active
8. Red - S3 Shutdown active
9. Red - S2 Shutdown active
10. Red - S1 Shutdown active
B. Yellow - Fuel valve Broken wire detected
C. Yellow - Speed sender Broken wire detected
D. Yellow - S6 Broken wire detected
E. Yellow - S5 Broken wire detected
F. Yellow - S4 Broken wire detected
G. Yellow - S3 Broken wire detected
H. Yellow - S2 Broken wire detected
I. Yellow - S1 Broken wire detected
J. Overs peed shutdown test button

64
 Control system

)
Sensor list
09 Genset Sensor list Shutdown system
Sensor Type Channel Limit
Coolant temp. Sl 120"C
Lubrication oil press. S3 100 kPa
Cooling water press. [84 ~O kPa
Overspeed 1800 rpm jos

09 Genset Sensor list

Sensor Signal Range Warning ~Iarm Condition/Delay
Boosl pressure 0,5 - 4,5 V 40 - 400 kPa ~25 kPa ~ sec
Boost temperature 0- 0 kohm -20 to 120°C - ~O "C IS sec
Coolant level swilch Digital Low 'nslant(no delay)
Coolant temperature 15 - 0 kohm -20 to 120"C - 8"C 5 sec
prankcase pressure ,5 -4,5V - 15 kPa NA rapid increase of press.
Engine Speed Camshaft Frequency - lost signal ignalloss/abnormal frequency

Engine Speed Crankshaft Frequency ost signal ignalloss/abnormal frequency

Exhaust gas temperature ~OO "C sec

Eng oil level sensor - < 29,51 pnly on stopped engine

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

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

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

Coolant pressure
rpm 0,5 - 4,5 V 0- 300 kPa p IS sec
00 rpm -- -- 0 "
1000 rpm -- -- 0 "
1500 rpm -- -- 0 --
1800 rpm -- -- 0 --
Fuel pressure
rpm ,5 -4,5V P-700 kPa 50 10 sec

~OO rpm -- -- 100 "

1000 rpm -- ~OO "-
1500 rpm -- -- ~OO "
1800 rpm -- -- - ~OO --
Eng oil pressure
9rpm p,5 - 4,5 V P-700 kPa p f5 sec
00 rpm -- -- 150 "
1000 rpm -- -- 00 "
1800 rpm -- -- 25 "
300 rpm -- -- 50 "

Sea Water pressure

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

600 rpm -- -- ~ "

1400 rpm -- -- 10 --
1700 rpm -- -- 15 --
11900 rpm " -- - 20 --

65
 Control system

'I
012 Genset sensor list - Shutdown system
Sensor fType Channel Limit
Coolant temp. ~1 120 "e
Lubrication oil press. ~3 100 kPa
Exhaust temp ~6 50 "e
Overspeed bs

012 Genset Sensor list

Sensor Irype IRange 'Yellow" alarm set pt. 'Red" alarm set pI. Note
Boost press.ltemp. 195/400 81410 e/kPa
Coolant lemp. NA 100 e
Crankcase press. uick pressure rise

Engine Speed Cam NA signal loss or abnormal frequency

Engine Speed Crank NA ~ignal loss or abnormal frequency

Exhaust gas temp 50 565 e
Oil temp. 125 128 e
Piston cooling switch NA 1,5 ar
Sea Water press. NA NA
Coolant press.
Orpm 20 -30 Pa
800 rpm -5 kPa
1000 rpm ~5 15 kPa
1500 rpm ~O 0 kPa
1800 rpm 115 105 kPa
Fuel press.
prpm 50 NA kPa
500 rpm . 0 NA kPa
1000 rpm 100 NA Pa
1500 rpm 150 NA kPa
1800 rpm 00 NA kPa
Differential oil press.
rpm 50 NA kPa
500 rpm 0 NA Pa
1000 rpm ~O NA kPa
1500 rpm pO NA Pa
1aOO rpm pO NA kPa
Oil press.
o rpm 0 -10 kPa
700 rpm 100 90 Pa
1500 rpm 00 10 kPa
1800 rpm 50 40 Pa
2300 rpm 50 240 kPa
Sea Water press.
o rpm 100 -105 kPa
600 rpm ~ Pa
1400 rpm ~5 20 kPa
1700 rpm p3 28 Pa
1900 rpm ~7 32 kPa

66
 Control system

'I 016 Genset sensor list shutdown system

Sensor Irype Channel Limit
!Coolant temp. 81 120 'c
Lubrication oil press. 83 00 kPa
Overspeed 1500 rpm as 1725
~erspeed 1800 rpm 08 2070

016 Genset Sensor list

Sensor Signal Range ~arning ~Iarm Condition/Delay
Boost pressure 0,5 - 4,5 V 50 - 400 kPa 10 kPa o sec from start
Boost temperature 50 - 0 kohm -40 to 130'C 90 'c ~o sec from start
Coolant level switch Digital Low ~O sec from slart
Coolant temperature 0- 0 kohm -40 to 140'C 103 'C GO sec from start
!crankcase pressure ~,5 - 4,5 V 0-15kPa NA rapid increase of press./S sec.
Engine Speed Camshaft Frequency lost signal ignal foss/abnormal frequency
Engine Speed Crankshaft Frequency lost signal ignalloss/abnormal frequency
Exhaust gas temperature ~60 'C osec from start
Eng oil level sensor 381 rontinuos measuring
Eng oil temperature 50 - 0 kohm -40 to 140'C 128'C osec from start
Piston cooling switch Digital NA ~bove 1OOOrpm/20 sec from start

r'Nater in fuel switch Digital NA instant(no delay)

Coolant pressure
b rpm ,5 -4,5V 0- 300 kPa 0 -10 ~O sec
600 rpm -- -- -5 "
1000 rpm -- -- 5 5 "
1500 rpm -- -- 100 90 "
1900 rpm -- -- 130 120

Fuel pressure
rpm ,5- 4,5V 0- 700 kPa -50 osec
00 rpm -- -- rO "
1000 rpm -- -- 100 "
1500 rpm -- -- 175 "
1800 rpm -- -- DO "
Eng oil pressure
prpm 0,5 - 4,5 V 0- 700 kPa -100 -130 ~Osec
~OO rpm -- -- 150 120 "
1000 rpm -- -- DO 170 "
1500 rpm -- -- 50 20 "-
1800 rpm -- -- 50 20 "
Sea Water pressure
Orpm r,5 - 4,5 V P-700 kPa -20 -120 pO sec
00 rpm -- -- -95 "-
1400 rpm -- -- ~5 -75 "
1700 rpm -- -- ~5 -65 "

1900 rpm -- -
-- -
0 -60 "

67
 Control system

I _ _ 11 _ _ • I ....... __.... , __..... "' • "_, ... _ _ ... _ • ___ •

..... -- ".- ...
Shut Downs Shut Down Manufacturer ype Ref ~ignal type Range [rerminals
Coolant temperature 103°C ± O.SoC Danfoss KP881 P60L4110 NOe ~0-150oe
M8e5000/5100
Lubrication oil pressure 1.5 Bar ± 0.5 Bar Danfoss P618000466 NOe -0.2-4 Bar
1211-1D804
Overspeed 1725/2070 rpm pAe M8P6732 f'\e 65,66

Alarms Alarm Manufacturer [rype Ref ~ignal type Range· Terminals

M883100
Lubrication oil pressure < 2.0 Bar Danfoss 60G14654 -20mA ()-108ar 19,20
2011-68804
Coolant lemperalaure < 95°C Danfoss M8T5250/5260 8428066 -20mA 0-200oe ~1,22
M883100
Coolant pressure < 0.3 Bar Danfoss
2011-68804
p60G14654 -20 rnA -lOBar ~3,24

Lubrication oil temperature > 125°C Danfoss M8T5250/5260 P8428066 -20mA -200°C 25,26
M883100
Fuel pressure < 2 Bar Danfoss p60G14654 ~-20 mA ~-10 8ar 27,28
2011-68804
Fuel leakage Nee ~,14

Coolant level He & KC Bedia ~20422 Nee 2,13

__ .. _ .............. _ . .--.. "' _ .... 1.0, . "_, ... __ ... _ . ___ . 1_-- .r- ...
Shut Downs Shut Down Manufacturer Type Ref ~ignal type Range [rerminals
Coolant temperature 103°C ± O.SoC Danfoss KP881 f>60L4110 NOe 0-150oe ~,81
M8e5000/5100
Lubrication oil pressure 1.5 Bar ± 0.5 Bar Danfoss 0618000466 NOe -0.2-4 Bar <,82
1211-1D804

Overspeed 1725/2070 rpm GAe M8P6732 I"e 5,66

Alarms Alarm Manufacturer [rype Ref ~ignal type Range Terminals

M883100
Lubrication oil pressure < 2.0 Bar Danfoss 60G14654 -20 mA 10-10 Bar 19,20
2011-68804
Coolant temperataure < 95°C Danfoss M8T5250/5260 OB428066 -20mA p-200oe 1,22
M883100
Coolant pressure < 0,3 Bar Danfoss 60G14654 -20mA p-108ar ~3,24
2011-68804
Lubrication oil temperature > 125°C Danfoss M8T5250/5260 ~842B066 -20mA 0-200oe ~5,26
M883100
Fuel pressure < 2 Bar Danfoss p60G14654 ~-20 mA 0-108ar ~7,2B
2011-68804
Fuel leakage High Nee 2,14
Coolant level Low Bedia 420422 Nee ,13

68
 Technical Data

') Technical Data

Engine
For engine technical data, refer to "Technical Data" at Volvo Penta Partner Network or contact Volvo Penta.

69
 Technical Data

')
Technical Data
Engine conservation
General
.&. IMPORTANT! Conservation information is valid only for gensets already installed.
To prevent the genset and other equipment from being harmed during long (2 months or more) periods out of
service, it must be conserved. It is of utmost importance that the conservation is performed correctly. Therefore
we have compiled a checklist of the most important points. Before taking the engine out of service for long peri-
ods, it should be checked by a Volvo Penta dealer for possible need of overhaul or repair.
.&. WARNING! Certain preservatives are flammable. Some are also dangerous to inhale. Provide good
ventilation. Use a protective mask .
.&. IMPORTANT! The following must be considered when cleaning with a high-pressure water jet: Never
point high-pressure water jets directly at seals, rubber hoses or electrical components. Never use the
high-pressure function when washing the engine.

Preparation
t. Run the engine to normal operating temperature.
Check that reverse gear oil level reaches MAX on
the dipstick. Stop the engine.
Stop up to eight months:
Change oil and oil filter on the engine and then run it
warm
Stop over eight months:
Treat the lubricating and fuel systems with conserva-
tion oil. See directions on next page.
2. Make sure there is enough anti-freeze in the coo-
lant. Add more if necessary. An alternative is to
drain the coolant.
3. Drain the rawwater system.
4. Remove the impeller from the rawwater pump.
Keep the impeller in a cool place in a closed
plastic bag.
5. Drain off any water and contaminant from the fuel
tank. Fill the tank with fuel to avoid condensation.
6. Disconnect the battery cables and clean and
charge the batteries. Trickle charge during the
storage period. A poorly charged battery can
freeze and break.
7. Clean the engine externally. Touch up any paint
damage with Volvo Penta original paint.
8. Spray electric system components with water re-
pellant.
9. Inspect all control cables and apply anti-corrosion
agent.
10. Cover the air intake, the exhaust and the engine.
.&. IMPORTANT! Never use vinyl sheets for cove-
ring. This can result in condensation and harm
the installation.
.&. IMPORTANT! Store the engine in a well-ventila-
ted room.
.&. IMPORTANT! Put a label on the engine giving
the date, type of conservation and the preserva-
tive that was used.
Care during Storage
Recharge the battery at least once a month.
.&. IMPORTANT! During longer periods out of ope-
ration, the preparations must be repeated every
12 months.
.&. IMPORTANT! Maximum period of time out of
service is 24 months. After that the engine must
be checked by a Volvo Penta dealer for possible
need of overhaul or repair.

70
 Technical Data

') Return the Engine to Service

1. Remove any protective covers on the engine, air
intake and exhaust.
2. Top up with engine oil of the correct grade in the
engine and reverse gear if necessary.
3. Fit new fuel filters and bleed the fuel system.
4. Check drive belts.
5. Check the condition of rubber hoses and check
hose clamps.
6. Close the drain cocks and fit the drain plugs of
the rawwater system. Fit the impeller in the raw-
water pump. Fill and bleed the rawwater system.
7. Check the coolant level and anti-freeze. Top up if
necessary.
8. Check under and around the engine for such
items as loose or missing bolts, oil, fuel or coo-
lant leaks and repair if needed.
9. Connect fully charged batteries.
10. Start the engine and run it at idling speed until it
reaches operating temperature before loading it.
11. Check for oil, fuel or coolant leaks.
12. When the engine has run long enough to warm
up apply the load and bring it to operating speed.

Conserving for stops longer than eight months:

1. Drain the oil from the engine and fill with conservation oil' to just over the MIN mark on the dipstick.
2. Connect supply and return fuel lines to a fuel can filled with 113 conservation oil' and 2/3 diesel fuel.
3. Bleed the fuel system.
4. Start the engine and run it at fast idling speed until approximately two liters of the fuel/conservation oil mix-
ture have been consumed. Stop the engine and connect the ordinary fuel lines.
5. Drain the conservation oil from the engine.
6. Follow the directions on the previous page in other respects.
* Conservation oils are available from oil companies.

71
 Technical Data

') Technical Data

Recommendations on load conditions
Diesel engines are designed for operating conditions
close to rated power. The lowest specific fuel con-
sumption is at approx. 75% of the rated load.
Increased engine oil consumption
When operating at low loads, tolerances in mating
parts will increase due to lower engine temperatures.
Bigger tolerances allow more engine oil to pass be-
tween valve guides and stems, liners and pistons,
causing an increase in engine oil consumption.
Incomplete combustion
Unburned fuel in the cylinders will fall down into the
crankcase and dilute the lubricating oil resulting in
increased wear of rotating parts. Carbon deposits
will remain on piston tops and in the top of liners and
might cause the piston to seize.
NOTE! Short periods of low load operation is not a
problem, as long as it is followed by periods of opera-
tion at higher loads.

Lower exhaust temperatures

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

The average load on a genset engine should be approximately 75%.

Example:
Genset running in "harbour mode".
Run time Hours Load
18:00 - 06:00 12 hours at 20% load
06:00 - 11 :00 5 hours at 30% load
11:00-13:00 2 hours at 50% load,
13:00 - 18:00 5 hours at 30% load
Total 24 hours average 27%

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

Engine cleaning intervals:

Average load required hours required load interval
(24 hrs) (at high load) (min.) (max.)
10-30% 1 75% 24 hours
30 - 50 % 75% 100 hours
50 -75 % 75% 250 hours

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

72
 Technical Data

) Technical Data Generator

Volvo Penta generators are 4-pole brush less AC marine generators with tropical insulation H. They come as
one- or two-bearing generators with a voltage range up to 600 V. The stator winding is shorted 2/3 pitch winding,
ideal for non linear load (thyristor load).
Volvo Penta generators are equipped with automatic voltage regulator (AVR) for accurate voltage regulation and
a permanent magnet is mounted for independent power supply to AVR.

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

73
 Technical Data

I Technical Data
MCU
General
Power supply
Voltage range 8-36V DC
Consumption 0,34A at 8VDC
0, 12A at 24VDC
0,09A at 36VDC
Battery voltage measurement tolerance 2 % at 24V
Real Time Clock (RTC) battery life-cycle 10 years
NOTEI RTC battery flat causes wrong Date& Time information only,

Operating conditions
Operating temperature "" .. ,,",,""""" """"''''',,'''' " , -20, +70 °C
Storage temperature"""""""""""""""""""""""" -30, +80 °C
Humidity"" """"""""""'" '" """""""", """"","""," 95% without condensation
Flash memory data retention time """"""""""""" 10 years
Protection front panel ",,"""","""'''''''''''''''''''''''''' IP65

Dimensions and weight

Dimensions 180x120x50mm
Weight 800g

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

Binary open collector outputs

Number of outputs 14
Maximum current (outputs B01, B02) 1A
Maximum current (outputs 803 - 8014) 0,5A
Maximum switching voltage""""""""""""", 36VDC

74
 Technical Data

! Group 1 AI1 - AI4

Number of inputs 4 unipolar
Resolution ........................................................... . 10 bits
Jumper selectable range V, ohm, mA
Maximal resistance range ....................................... . 2500 ohm
Maximal voltage range 4,OV
Maximal current range ....................................... . 0-20 mA
Resistance measurement tolerance ± 2 % ± 2 ohm out of measured value
Voltage measurement tolerance ............................ .. ± 1 % ± 1mV out of measured value
Current measurement tolerance ............................ . ± 1 % ± O,SmA out of measured value

Group 2 AI5 - AlB

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

RS232 interface
Maximal distance ....................................... .. 10m
Speed 19.2kbps

75
 Technical Data

') Technical Data

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

76
 Technical Data

') Technical Data

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

Volvo Penta Oil Quality Types')

Type 1 API: CI-4, CH-4, CG-4, CF-4 or CF

or
ACEA E7, E5, E3 or E2

Type 2: VDS and ACEA E3 2)

or VDS and API CG-4 3)

Type 3: VDS-2 and ACEA E7 4)

or VDS-2 and Global DHD-1
or VDS-2 and API CH-4
or VDS-2 and API CI-4

Type 4: VDS-3

1) When oil quality specifications are joined by "or" (Type 1, 2 and 3), either engine oil specification can
be used.
When oil quality specifications are joined by "and" (Type 2 and 3), the engine oil must fulfill both
requirements.
2) ACEA E3 can be replaced by ACEA E4, E5 or E7.
3) API CG-4 can be replaced by API CI-4.
4) ACEA E7 has replaced ACEA E5, but if available ACEA E5 can be used.

VDS = Volvo Drain Specification

=
ACEA Association des Constructeurs Europeenne d' Automobiles
=
API American Petroleum Institute
Global DHD = Global Diesel Heavy Duty
TBN = Total Base Number

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

77
 Technical Data

')
Oil change Interval, reached first in operation')
Sulfur content in fuel, by weight
Engine Oitgrade' ) <0,5% 0,5 -1,0 % > 1,0 %2)
05/07 Oil Type 2 500 h/12 months 250 h/12 months 125 h/12 month'
Oil Type 3 200 h/12 months 100 h/12 months 50 h/12 months
Oil Type 2 100 h/12 months 50 h/12 months 25 h/12 months

09/012/016 Oil Type 4 500 h/12 months 250 h/12 months 125 h/12 months
Oil Type 3 500 h/12 months 200 h/12 months 100 h/12 months
Oil Type 2 300 h/12 months 150 h/12 months 75 h/12 months

025 - 065 Oil Type 1 250 h/12 months

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

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

NOTE! In genset applications (025 - 065), when running at low loads, there is a risk of engine oil being diluted
with fuel due to combustion gas leakage through piston rings. This will be detected in oil tests as lowered flame
point and viscosity. To avoid this, increase load factor or adjust oil change interval accordingly.

78
 Technical data

') Technical Data

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

JIS KK 2204 ............................. Type I , Type2, Type3

ASTM, 0975 ................................... No.I-O, No.2-0
EN590 ............................ with national environment
and cold requirements

Sulfur content
Complying with legal requirements in each country. If the sulfur content exceeds 0.5 wt%, service intervals must
be changed, refer to Operator's Manual.
Fuels with low density (urban diesel in Sweden and city diesel in Finland) can result in a loss of power by ap-
prox. 5% and an increase in fuel consumption of approx. 2-3 %.

79
 Technical Data

') Technical Data

Coolant specification
Always use Volvo Penta Coolant in the freshwater cooling circuit. Volvo Penta Coolant acts both as anti-freeze
agent and provides corrosion protection for the metal parts of the cooling system. It also lubricates the coolant
pump seals and reduce the risk of cavitation. Future claims might be rejected should Volvo Penta Coolant not
have been used .
.&. IMPORTANT! Mixing other types of concentrated coolant with Volvo Penta Coolant, may decrease cor-
rosion protection and may damage the engine or block the cooling system .
.&. IMPORTANT! Coolant must be mixed withclean water, use distilled - de-ionized water. The water
must comply with the requirements in ASTM D4985, refer to "Water quality".

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

Total solid conten!... ................................................ . < 340 ppm

Total hardness ....................................................... . < 9,5 'dH
Chloride ................................................................. . < 40 ppm
Sulphate < 100 ppm
pH value < 5,5 - 9
Silica < 20 mg SiO/1
Iron < 0.10 ppm
Manganese < 0.05 ppm
Conductivity < 500 ~S/cm
Organic content, COD M" <15 mg KMnO/L

Volvo Penta Coolant

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

Volvo Penta Coolant, Ready Mixed

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

Mixing ratio
Mix 40% Volvo Penta Coolant (conc. coolant) and 60% water. This mixture protects the engine against internal
corrosion, cavitation and frost damage down to -28 'C (18'F). (Using 60 % glycol lowers the freezing point to -54
'C (65'F)).
If the coolant contains less than 40% Volvo Penta Coolant, the cooling galleries in the engine or radiator may be
blocked by contamination. If the coolant contains more than 60% Volvo Penta Coolant the cooling ability of the
coolant mixture is impaired, this may cause the engine to overheat. Too high concentration of Volvo Penta Coo-
lant also impairs the frost protection .

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

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