New Installation - MoNo Marine · 2016. 10. 18. · About this installation manual This publication is intended as an installation guide for Volvo Penta marine diesel engines for

IPS 2

IPS650, IPS800, IPS950

Installation1(1)

E

Content

Safety Information ...................................................................................... 2General Information .................................................................................... 5Installation Tools and Documentation ...................................................... 8

Special Tools .......................................................................................... 10System Information .................................................................................. 13

EVC .......................................................................................................... 13Engine Characteristics ............................................................................. 14

Engine Application Ratings .................................................................. 14Engine Performance .............................................................................. 15

Arrangement and Planning ...................................................................... 17Engine Placement .................................................................................. 17Engine Room .......................................................................................... 19Sound Absorption .................................................................................. 30Electrochemical Corrosion ................................................................... 33

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

Fiberglass Hull Constructions ............................................................ 51Aluminium Hull Constructions ........................................................... 81Engine Foundation ............................................................................... 82Propulsion Unit Installation ................................................................ 87Engine Installation ............................................................................... 92Extension Shaft .................................................................................... 96Exhaust System ................................................................................... 98Cooling System .................................................................................. 100

Fuel System .......................................................................................... 111General ................................................................................................ 111Fuel Tanks .......................................................................................... 112Piping .................................................................................................. 116Fuel pressure ...................................................................................... 118

Lubrication System .............................................................................. 119Electrical System ................................................................................. 120

Batteries .............................................................................................. 121Alternator ............................................................................................ 130Voltage Supply ................................................................................... 131Connection ......................................................................................... 132

Fire Extinguishing System .................................................................. 140Calibration and Settings ......................................................................... 142

IPS Calibration ...................................................................................... 142Launching and Sea Trial ........................................................................ 148

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

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Safety Information

This installation manual contains information requiredfor the correct installation of your Volvo Penta prod-uct. Check that you have the correct manual.

Carefully read the chapters Safety precautionsand General information in the manual beforeservicing or running the engine.

The following types of special warning messages canbe found in this manual and on the engine:

WARNING!Indicates a hazardous situation which, if not avoided,could result in death or serious personal injury.

IMPORTANT!Indicates a situation which, if not avoided, could resultin property damage.

NOTICE! Important information that facilitates thework process or item.

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

Plan ahead so that there is always sufficientspace for safe installation and (future) disassembly.Lay out the engine compartment (and other compart-ments such as the battery compartment) so that allservice points are accessible. Make sure not to comeinto contact with rotating components, hot surfaces orsharp edges when checking and servicing the engine.Make sure that all equipment (e.g. pump drives, com-pressors) has protective covers.

Make sure the engine cannot be started whilework is in progress by not connecting the electricalsystem or by switching off electrical power to theengine at the main switches and locking them in theOFF position. Erect a warning sign at the helm station.

Only start the engine in well-ventilated areas.Remember that exhaust fumes are toxic and danger-ous to inhale. Use an exhaust extractor to leadexhaust fumes away from the exhaust pipe and crank-case ventilator when the engine is run in a confinedspace.

Always wear protective goggles if there is a riskof splinters, sparks and splashes from acid or otherchemicals. Eyes are extremely sensitive and injurymay result in loss of sight!

Avoid getting oil on the skin! Prolonged orrepeated contact with oil may lead to the disappear-ance of the skin's natural oils. This will cause irritation,dry skin, eczema and other skin problems. Old oil ismore hazardous to health than new. Use protectivegloves and avoid oil-soaked clothes and rags. washregularly, especially before meals. Use special skincreams that facilitate cleaning and prevent the skinfrom drying out.

Most chemical used in the product (engine andreverse gear oil, glycol, gasoline and diesel) or chem-icals intended for use in the workshop (degreasingagents, paints and solvents) are health hazards. Readthe instructions on the product packaging carefully!Always follow safety instructions (the use of protectivemasks, protective goggles, gloves etc.). Make surethat other personnel are not inadvertently exposed tohazardous substances, e.g. in the air they breathe.Ensure good ventilation. Hand in used and surpluschemicals to a recycling station.

Take extreme care when searching for fuel sys-tem leaks and testing injectors. Wear protective gog-gles. The spray from an injector is at very high pres-sure and fuel can force its way into tissue and causea serious risk of blood poisoning (septicemia).

Stop the engine and disconnect the power at themain switches before working on the electrical sys-tem.

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Coupling adjustments must be made with theengine stopped.

Use the lifting eyes installed on the engine/reverse gear when lifting off the drive. Always checkthat the lifting equipment is in good condition and hasthe capacity to lift the engine (engine weight includingreverse gear and any auxiliary equipment installed).

If the engine has auxiliary equipment that hasaltered its center of gravity, special lifting devices maybe required to obtain the correct balance for safe han-dling.

Never work on an engine that is suspended in anengine hoist.

It is mandatory that no work be carried out on arunning engine. There are however adjustments thatrequire the engine to be run. Approaching a runningengine is a safety risk. Loose clothes and long haircan catch in rotating parts and cause serious injury. Acareless movement or a dropped tool may result ininjury when working in the vicinity of a running engine.Be careful to avoid hot surfaces (exhaust pipes, tur-bochargers, charge air manifolds, start elements etc.)and hot liquids in pipes and hoses on engines that arerunning or recently stopped. Re-install all protectivecovers that were removed during maintenance workbefore starting the engine.

Make sure that all warning and information decalson the product are always visible. Change decals thatare damaged or painted over

Turbocharged engines: never start the enginewithout the air cleaner installed. The rotating com-pressor turbine in the turbocharger can cause severeinjury. Foreign objects that enter the inlet ducts canalso cause mechanical damage.

Never use start spray in the air intake. The useof such products may result in an explosion in the inletmanifold. Risk of injury.

Do not open the engine coolant filler cap (fresh-water cooled engines) when the engine is hot. Steamor hot coolant may be ejected when system pressureis released. Open the filler cap slowly and release thesystem pressure carefully (freshwater cooledengines). Hot coolant may spray out if the filler cap ordrain tap is opened, or if a plug or coolant pipe isremoved from a hot engine.

Hot oil can cause burns. Avoid getting oil on theskin. Be sure to release the pressure from the lubri-cation system before starting work on it. Never startor run an engine without the oil filler cap attached.There is a risk of oil being ejected.

If the boat is in the water – stop the engine andclose the seawater tap before working on the system.

All fuels, and many chemicals, are flammable.Make sure they are not exposed to open flames orsparks. Gasoline, certain solvents and hydrogen frombatteries are extremely flammable and explosive inthe right concentration in air. No Smoking! Make surethe workplace is well ventilated and take the neces-sary safety precautions before welding or grinding inthe vicinity. Always have a fire extinguisher accessibleat the workplace.

Store oil, fuel-soaked rags and old fuel and oilfilters in the correct manner. Oil-soaked rags mayignite spontaneously in certain conditions. Old fueland oil filters are harmful to the environment and mustbe handed to a recycling station for destruction.

Make sure the battery compartment is builtaccording to current safety standards. Never allowopen flames or electrical sparks in the vicinity of thebatteries. Never smoke in the vicinity of the batteries.Batteries give off hydrogen gas during charging,which may combine with air to form an explosive mix-ture. The gas mixture is extremely volatile and easilyignited. Incorrect battery connection may causesparks which in turn may cause an explosion. Do notchange the battery connections when attempting tostart the engine (risk for sparks) and do not lean overthe batteries.

Safety Information

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Make sure that the positive (+) and negative (–)battery cables are correctly connected to the corre-sponding battery terminals. Wrong connection maycause severe damage to electrical equipment. Referto the wiring diagram.

Always wear protective goggles when chargingor handling batteries. Battery electrolyte containshighly corrosive sulfuric acid. Wash immediately withsoap and copious amounts of water if battery electro-lyte comes into contact with the skin. Flush immedi-ately with water and seek medical attention if batteryacid gets in the eyes.

Never work alone when installing heavy compo-nents, even when using safe lifting equipment e.g.lockable blocks. Most lifting devices require the twopeople, one to take care of the hoist and the other tomake sure no components catch or are damaged.

The components in the electrical system, ignitionsystem (gasoline engines) and fuel system on VolvoPenta products are designed and manufactured tominimize the risk of fire and explosion. Do not runengines in areas where there are explosive materials.

Always use fuels recommended by Volvo Penta.Refer to the Operator's Manual. Poor quality fuel maydamage the engine. Poor fuel quality in a dieselengine may cause the fuel control mechanism to bindwhich will lead to engine overspeeding with the risk ofengine damage and personal injury. Low fuel qualitymay also lead to higher service costs.

Use an adjustable lifting beam to provide a safelift and to avoid damage to components on the top ofthe engine. All chains and cables must run paralleland be as square as possible to the top of the engine.

Safety Information

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General Information

About this installation manualThis publication is intended as an installation guide forVolvo Penta marine diesel engines for IPS installa-tions. The publication is not exhaustive and does notcover all conceivable installations, but should be con-sidered as a recommendation and guidance accord-ing to Volvo Penta norms. Detailed installation instruc-tions accompany most accessory kits.

The recommendations are the result of many years ofpractical experience from all over the world. If it isnecessary or desirable to depart from recommendedroutines, Volvo Penta is happy to offer assistance infinding a solution for the installation in question.

It is the responsibility of the installer to ensure thatinstallation is carried out in a satisfactory manner, thatthe installation is in good operable condition, thatapproved materials and accessories are used andthat the installation fulfills all current instructions andregulations.

This installation manual is intended to be used by pro-fessionally qualified and skilled personnel. It is there-fore assumed that those persons using the manualhave fundamental knowledge of marine propulsionsystems and are capable of carrying out the associ-ated mechanical and electrical work.

Volvo Penta continually improves it products andreserves the right to make changes. All the informa-tion in this manual is based on product specificationsavailable at the time of publication. After this date allimportant product modifications that change installa-tion methods will be communicated via service bulle-tins.

Removal of complete engine assemblyIn the event of a requirement to remove the entireengine assembly from the vessel, it is the responsi-bility of the boat builder to arrange reasonable meansfor removal and re-installation.

Reasonable means that the engine assembly can belifted in and out within a moderate amount of timeusing normal resources and methods available to theindustry. In this way costs and operational down-timeare kept to a minimum. For the sake of high demandsat high season on yards, the vessel manufacturersinstruction should be followed.

It is Volvo Penta policy to avoid unreasonable instal-lations that increase extra costs for boat owners dur-ing the lifetime of the boat.

Plan the installation carefullyGreat care must be taken when installing engines andtheir components if they are to function perfectly.Make sure that the correct specifications, drawingsand other data are available before work is begun.This facilitates correct planning and installation rightfrom the start.

Plan the engine compartment so that it will be easy toperform routine service that involves changing com-ponents. Compare the engine service manual to theoriginal drawings where dimensions are stated.

When installing engines, it is extremely important thatno dirt or foreign objects enter the fuel, cooling, inletor turbo systems, as this may cause faults or theengine to seize. Because of this, systems must besealed. Clean supply lines and hoses before they areconnected to the engine. Remove the protective capsfrom the engine when an external system is con-nected.

General Information

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Certified enginesA certified engine means that the engine manufac-turer guarantees that both new engines and those inoperation fulfill legislation and regulations. The enginemust correspond to the unit used for certification. Inorder for Volvo Penta to be able to declare thatengines fulfill environmental legislation, the followingmust be observed during installation:

• Service on injection pumps, pump settings andinjectors must always be carried out by anauthorized Volvo Penta workshop.

• The engine may not be modified in any wayexcept with accessories and service kits devel-oped for the purpose by Volvo Penta.

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

• Seals may only be broken by authorized per-sonnel.

IMPORTANT!Only use genuine Volvo Penta parts. If non-VolvoPenta parts are used it will mean that Volvo Pentais no longer able to take responsibility for theengine fulfilling certification requirements. VolvoPenta will not reimburse damages and costs arisingfrom the use of non-Volvo Penta spare parts.

SeaworthinessIt is the responsibility of the boat builder to meet allsafety requirements applicable in the market wherethe boat is sold. For example, in the U.S.A. US Fed-eral Regulations for pleasure boats specify require-ments. Requirements applicable in the EU are descri-bed below. In other markets, contact the competentnational authority for information and detailed descrip-tions of safety requirements.

From June 16 1998, all leisure craft and certain asso-ciated equipment that is marketed and used within theEU must be provided with a CE label confirming ful-fillment of safety requirements established by theEuropean Parliament and European commission inthe Recreational Craft Directive. These normativestandards are reflected in the standards establishedin support of the directive's objective regarding uni-form safety requirements for leisure craft within theEU.

Lifeboats and boats used in commercial navigationare approved by classification societies in the countrywhere the boat is registered.

Mutual responsibilityEvery engine consists of a large number of compo-nents working in unison. If one component deviatesfrom technical specifications it may lead to the enginehaving a significantly greater impact on the environ-ment. It is therefore essential that adjustable systemsare set correctly and that genuine Volvo Penta partsare used.

Certain systems (e.g. the fuel system) may requirespecial professional expertise and test equipment.For environmental reasons, some components arefactory sealed. No work may be performed on sealedparts by unauthorized personnel.

Remember that most chemical products can harm theenvironment if they are used in the wrong manner.Volvo Penta recommends the use of bio-degradablede-greasing agents for cleaning engine components,unless the service manual states otherwise. Whenworking onboard take especial care to ensure that oiland spills are collected for handing to a re-cycling sta-tion and not unintentionally pumped into the environ-ment with bilgewater.

General Information

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Metric Conversion Chart

Metric to American or UK units: American or UK to metric units:To convert Multiply To convert MultiplyFrom To with From To with

Length mm in. 0.03937 in. mm 25.40cm in. 0.3937 in. cm 2.540m ft. 3.2808 ft. m 0.3048

Area mm² sq. in. 0.00155 sq. in. mm² 645.3m² sq.ft. 10.76 sq. ft. m² 0.093

Volume cm³ cu. in. 0.06102 cu. in. cm³ 16.388l, dm³ cu. ft. 0.03531 cu. ft. l, dm³ 28.317l, dm³ cu. in. 61.023 cu. in. l, dm³ 0.01639l, dm³ imp. gallon 0.220 imp. gallon l, dm³ 4.545l, dm³ U.S. gallon 0.2642 U.S. gallon l, dm³ 3.785m³ cu. ft. 35.315 cu. ft. cm³ 0.0283

Power N lbf 0.2248 lbf N 4.448Weight kg kg lb. 2.205 lb. kg 0.454Output kW hp (metric)(1) 1.36 hp (metric)(1) kW 0.735

kW bhp 1.341 bhp kW 0.7457kW BTU/min 56.87 BTU/min kW 0.0176

Tighteningtorques

Nm lbf ft 0.738 lbf ft Nm 1.356

Pressures Bar psi 14.5038 psi Bar 0.06895MPa psi 145.038 psi MPa 0.006895Pa mm Wg 0.102 mm Wg Pa 9.807Pa in Wg 0.004 in Wg Pa 249.098kPa in Wg 4.0 in Wg kPa 0.24908mWg in Wg 39.37 in Wg mWg 0.0254

Energy kJ/kWh BTU/hph 0.697 BTU/hph kJ/kWh 1.435Labor kJ/kg BTU/lb 0.430 BTU/lb kJ/kg 2.326

MJ/kg BTU/lb 430 BTU/lb MJ/kg 0.00233kJ/kg kcal/kg 0.239 kcal/kg kJ/kg 4.184

Fuel cons. g/kWh g/hph 0.736 g/hph g/kWh 1.36g/kWh lb/hph 0.00162 lb/hph g/kWh 616.78

Moment ofinertia

kgm² lbft² 23.734 lbft² kgm² 0.042

Flow, gas m³/h cu.ft./min. 0.5886 cu.ft./min. m³/h 1.699Flow, fluids m³/h US gal/min 4.403 US gal/min m³/h 0.2271Speed m/s ft./s 3.281 ft./s m/s 0.3048

mph knots 0.869 knots mph 1.1508Temperature Celsius Fahrenheit °F=9/5 x °C

+32Fahrenheit Celsius °C=5/9 x (°F–

32)1) All catalog output data specified in horsepower refers to metric horsepower.

General Information

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Installation Tools and DocumentationPublicationsInstallation manualsManuals are available for the EVC system, for exam-ple.

Installation instructionsThere are installation instructions included with mostkits.

DrawingsDrawings are included in kits and additional drawingsare available electronically from Volvo Penta.

B E

Installation

P0014255

Installation Tools and Documentation

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PostersRefer to posters for the design of hull inserts, lamina-tions, drive unit installation and the installation and cal-ibration of the EVC system.

VODIAThe VODIA diagnostic tool is used for reading faultcodes in clear text during diagnosis work. It can alsobe used for setting EVC parameters.

The tool is very practical for fault tracing as it is possibleto see the values the EVC nodes are reading andsending.

Refer to VODIA information at Volvo Penta PartnerNetwork or contact Volvo Penta to order.

ChemicalsThere is a large range of chemicals available fromVolvo Penta.

Some examples:

• Oil and coolant

• Sealing compound and grease

• Touch-up paint

Refer to Volvo Penta Spare Parts & accessories.

EVC-C3

P00008985

VODIA

p0006256

Ant ifouling

P0004585

Installation Tools and Documentation

47704162 10-2014 © AB VOLVO PENTA 9

Special Tools

P0010517 P0010518P0010505

3849633 Drill jig 3594503 Drill jig 21110860 Lifting toolLocation of engine bed andengine mount positions (hullinserts)

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

Attaching device for propulsionunit when lifting by hoist

P0010506p0010872

3849664 Lifting tool 3887101 Break-out box 21406897 Calibration toolPosition device when lifting byfork lift

Used together with the VODIAtool for calibrating IPS units

Drive unit alignment (completepair)

P0001856

3863070 Allen key socketTorque tightening propellerretainer rings

Installation Tools and Documentation, Special Tools

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Other Special Equipment

p0005125

VODIAVODIA

p0008375

P0004580

88890074 Multimeter 88820047 VODIA, diagnostictool

9998493 HoseUsed in combination with9998339 Manometer.PDA only

P0008329

P0004349

21244540 Measuring tool 9998339 ManometerMeasuring engine mount com-pression

Measuring fuel feed pressure


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Chemical products

P0001874 P0001871

828250 Grease alt.21347121 Grease (400 gr)

1381065 Corrosion protec-tion

3817243 Rubber lubricant


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System InformationEVC

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

System Information, EVC

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Engine CharacteristicsEngine Application Ratings

The engines covered by this manual are used chieflyin two different operating conditions: Rating 4 and Rat-ing 5, as described below.

Rating 4Special light commercial trafficFor light, planing boats in commercial traffic. Operatedfor fewer than 800 hours per year.

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

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

Rating 5Recreational useOnly for pleasure boats operated by owners for theirrecreation. Operated for fewer than 300 hours peryear.

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

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

Engine Characteristics, Engine Application Ratings

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Engine PerformanceMarine engine power is specified, just like automobileand truck engines, according to one or more powernorms. Power is specified in kW or hp, always at arated rpm.

Most engines provide the power specified on the con-dition that they have been tested in the conditions thepower norms state, and have been broken in properly.According to ISO standards, tolerances are normally±5 %, which is a reality that must be accepted for ser-ies-produced engines.

Power measurementEngine manufacturers normally measure enginepower at the flywheel, but before power reaches thepropeller, losses occur in the drive train and propellershaft bearings. These losses amount to 4–6 %.

All major marine engine manufacturers determineengine power according to ISO 8665 (supplement toISO 3046 for pleasure boats). If an exhaust system isnot included, engine tests are performed with a backpressure of 10 kPa (1.45 psi).

Engine performance

Engine power is affected by a number of different fac-tors. Among the most important are air pressure, out-door temperature, humidity, fuel calorific value andexhaust back pressure. Deviations from normal valuesaffect diesel and gasoline engines in different ways.

Diesel engines use large amounts of air for combus-tion. If the mass of air is reduced, the first sign is anincrease in black exhaust smoke. The effects of thisare especially noticeable at the planing threshold whenthe engine must produce maximum torque.

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

Point A is where the indicated engine power is equalto the power acting on the propeller. Volvo Penta IPSdrive units have defined propeller sizes that are dimen-sioned for engine characteristics.

1

2

34

56

A

BC

P0004571

Connection between performance-influencing factors in inboardengines

1 Power

2 rpm

3 Power loss due to atmospheric conditions

4 Loss due to large propeller

5 Critical area

6 Indicated rpm

Engine Characteristics, Engine Performance

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Other factors that influence performanceIt is important to keep exhaust back pressure low.Power losses caused by back pressure are directlyproportional to the increase in back pressure, whichalso increases exhaust temperature.

Boat weight is another important factor that influencesspeed. Increased boat weight has a great influence onspeed, especially on planing or semi-planing hulls. Anew boat that is tested with half full fuel and water tanksand without a load, may lose 2-3 knots when it is drivenfully loaded with fuel, water and equipment for the voy-age.

Boats made from fiberglass reinforced plastic absorbwater when they are afloat which means they becomeheavier over time. Marine fouling is an often-over-looked problem that greatly affects boat performance.

Engine Characteristics, Engine Performance

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Arrangement and PlanningEngine Placement

Engine InclinationTo ensure the engine receives lubrication and coolingin a satisfactory manner, it is important that maximumengine inclination is not exceeded. Engine inclinationmust therefore be checked.

Be careful to avoid the front of the engine's being lowerthan the flywheel, i.e. an exaggerated negative incli-nation that may impair engine lubrication and coolingsystem venting.

Each engine type has a maximum permissible engineinclination while the boat is under way. This inclinationincludes both the installation angle and the increase intrim angle the boat attains when moving at speedthrough the water.

A Engine inclination with the boat at rest.

B Boat trim angle under way.

C Total engine inclination under way, maximum per-missible inclination (A+B).

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

See technical data for limit values.P0010566

A

B

C

Arrangement and Planning, Engine Placement

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Weight DistributionThe location of the longitudinal center of gravity is ofgreat importance for trim angle at top speed etc. Gen-erally speaking, a fast boat should have its center ofgravity further aft than a slower boat.

The center of gravity has great influence on a boat'sstatic and dynamic stability. It is therefore important toconsider CoG position both when the boat is loadedand unloaded.

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

Fuel and water tanks must be located longitudinally asclose to the center of gravity as possible in order thatthe center of gravity is not moved when water and fuellevels change.

It is an advantage not to locate the fuel tanks in thevicinity of the hot engine compartment. If possible, thebatteries must be located in a separate, well-ventilatedsection.

Clearance Around Propulsion UnitsObjects that protrude from the hull bottom cause tur-bulence. If such are present in the vicinity of the driveunits, propeller propulsion ability will be impaired.Place no objects inside the dashed lines.

A min. 3000 mm (118")

B min. 400 mm (16")

C min. 50 mm (2")

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

A

BP0005314

Figure A shows an installation with good weight distribution and trimangle.Figure B shows an incorrect installation with poor trim angle as theresult.

AB

B

P0006153

P0019672

C

Arrangement and Planning, Engine Placement

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Engine Room

Accessibility for MaintenanceWhen the engine installation is designed, greatemphasis must be placed on engine service accessi-bility. Also make sure that the complete engine can belifted out without damage to the boat.

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

Removal of complete engine assemblyIf the complete engine assembly must be lifted out ofthe boat it is the boatbuilder's responsibility to do sousing reasonable methods for removal and re-instal-lation. This means: within reasonable time using nor-mal resources and methods available to the industryto limit costs and operational downtime. It is VolvoPenta policy to avoid installations that involve extracosts for boat owners during the lifetime of the boat.

A

B

P 1162600

Arrangement and Planning, Engine Room

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General maintenanceItems that usually require maintenance accessibility:

• Coolant

• Oil change and filling (engine, drive)

• Filter changes (oil, fuel, air and crankcasebreather)

• Drivebelt change and adjustment/tensioning

• Removal of valve cover

• Changing impeller, seawater pump

• Water filter, cleaning

RepairsItems that may require maintenance accessibility:

• Removal of injectors, cylinder head, radiator etc.

• Removal or exchange of electrical components

• Removal of flywheel and vibration damper

• Measurement at diagnostic points


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Engine Room VentilationEngine performanceDiesel engines require a surplus of air. Deviations fromnormal values first present themselves as more blacksmoke than usual. This may be especially noticeableat the planing threshold when the engine must deliverthe highest possible torque.

If deviations from normal values are great, the dieselengine will lose power. The power loss may be so greatthat a planing boat is unable to overcome the planingthreshold.

In order for the engine to function properly and providefull power, it is absolutely essential that both inlet andoutlet air ducts are dimensioned and installed cor-rectly.

Two principle conditions must be met:

A The engine must receive sufficient air (oxygen) forfuel combustion.

B The engine compartment must be ventilated suchthat the temperature can be kept at an acceptablylow level.

Ventilation is also important to keep the temperatureof engine electrical and fuel systems low, and to guar-antee normal engine cooling.

Ventilation must also be suitably adapted if crew mem-bers will be present in the engine compartment.

NOTICE! Current national safety regulations and leg-islation must be followed. Each classification societyhas its own rules that must be followed as required.

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

Operations at high altitudes involve a power loss owingto a drop in air density (and thereby oxygen levels) asaltitude increases. This will result in the developmentof smoke and the turbocharger running at abnormallyhigh rpm with increased wear.

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

Volvo Penta IPS 650, 800 and 950 engines are notsuitable for operations above 1,500 m (5,000 ft).


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Dimensioning of air intake and ducts

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

• All combustion engines, regardless of manufactureor type, require a certain amount of oxygen (or air)for the combustion process. However, dieselengines work with a somewhat larger air surplusthan gasoline engines.

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

• Heat radiation is smaller on modern, compactengines than on older, less compact engines. Mod-ern engines enjoy a great advantage in this.

Ducts and pipes for inlet and outlet airIt is an advantage if ducts and pipes for inlet and outletair can be planned as early as the design stage, as theycan then be built into the hull or superstructure. Thiseliminates the requirement for separate ducts.

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

The engine draws in air efficiently and naturally takesit from whatever direction it can. If inlet and outlet ductsare too small, the engine will draw in air from both ductsand no ventilation air will be expelled through the outletduct. This will create dangerously high temperatures inthe engine compartment.

Most of the engine heat radiation must be carried awayfrom the engine compartment. It is a mandatoryrequirement to keep engine compartment temperaturebelow the maximum permissible limit.

FansNormally an extraction (suction) fan must be installedin the outlet duct to ventilate the engine compartmentmore efficiently and thus keep engine compartmenttemperature low.

Conversely, fans may never be installed in the inletduct as this may lead to engine compartment over-pressure, with the risk of gases or air leaking into otherparts of the boat.

For diesel engines the fan may very well be thermostatcontrolled; it must start at an engine compartment tem-perature of around +60 °C (+140 °F), measured in theengine compartment.

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


22 47704162 10-2014 © AB VOLVO PENTA

Engine temperatureIt is important that inlet temperature be kept as low aspossible bearing in mind that engine performance fig-ures apply at a test temperature of +25 °C (+77 °F).

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

°C

Inlet air temperature at the air filter may not be higherthan 25 °C (77 °F) for full power to be achieved. Duringsea trials the temperature in the air filter must not behigher than 20 °C (68 °F) above the outside tempera-ture.

Engine surface temperature is rather high at certainpoints. Certain individual engine components such ascharge regulators and relays must therefore be instal-led on bulkheads or at other locations where the tem-perature is relatively low.

Maximum temperature at electrical componentinstallation locations is 70 °C (158 °F). However, thestarter motor and alternator have their given locations.

Engine compartment pressureVolvo Penta recommends that negative pressure in theengine compartment not fall below 0.5 kPa (0.07 psi)at full speed. A slight negative pressure in the enginecompartment is not harmful and it prevents gases frombeing forced out of the engine compartment into otherboat spaces.


47704162 10-2014 © AB VOLVO PENTA 23

Engine air consumptionThe engine consumes a certain amount of air duringthe combustion process. This requires the inlet duct tohave a certain internal cross-sectional area.

This area can be calculated using the formula:A = 1.9 × engine power

A = Area in cm2Engine power in kW

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

If longer ducts or more bends are used, the area mustbe corrected by multiplying by the coefficient in theCoefficient of bends table.

Coefficient of bendsDuct length, m (ft.)

Numberbends

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

1 1 1.04 1.09 1.13 1.202 1.39 1.41 1.43 1.45 1.493 – 1.70 1.72 1.74 1.78

Engine compartment ventilationIn addition to its air consumption, the engine radiatesheat. Heat radiation must be carried away from theengine compartment in order to keep the temperaturedown to permissible values.

The same dimensions must be chosen for the outletand inlet channels in order to achieve low flow speedsand low noise levels.

Ventilation inlet/outlet area is calculated accordingto the following formula:

Area (cm2) = 1.65 × engine power (kW)

These values must be corrected in accordance with theCoefficient of bends table in regard to bends and ductlength.

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

Correction factorOutside temperature °C(°F)

Correction factor

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


24 47704162 10-2014 © AB VOLVO PENTA

Choice of fanThe fan must be dimensioned for airflow according tothe following:Outlet air (m3/min) = 0.07 × engine power (kW)

The total pressure increase at the fan must be 10 mm(0.39") water gauge (100 Pa).

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


47704162 10-2014 © AB VOLVO PENTA 25

Calculation of air ductsExample 1: IPS650, 375kW (510 hp)Calculation of areas for one 375kW engine with anunlimited airflow and an outside temperature of +30 °C(+86°F).

Air consumption:The following is obtained for each engine:Area for engine air consumption: 1.9 × 375 = 713cm2 (110.5 sq.in)

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

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

Ventilation:

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

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

3 Extraction fan capacities: 0.07 × 375 = 26.2m3/min (1091 ft3/min).

4 Multiply each sum by the number of engines to cal-culate the area and fan capacity for a commonengine compartment.


26 47704162 10-2014 © AB VOLVO PENTA

Calculation of air ductsExample 2: IPS800, 459 kW (625 hp)Calculation of areas for one 459 kW engine with anunlimited airflow and an outside temperature of +30 °C(+86°F).

Air consumption:The following is obtained for each engine:Area for engine air consumption: 1.9 × 459 = 872cm2 (135.5 sq.in)

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


Ventilation:

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

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

3 Extraction fan capacities: 0.07 × 459 = 32.1m3/min (1091 ft3/min).



47704162 10-2014 © AB VOLVO PENTA 27

Calculation of air ductsExample 3: IPS950, 533 kW (725 hp)Area calculations for one engine with a 2 m (6.6 ft) longduct, 2 bends and an outside temperature of +20 °C(+68 °F).

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

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

This gives 1012.7 × 1.41 = 1428 cm2 (221.3 sq.in). Thearea 1428 cm2 (213.9 sq.in) corresponds to a ductdiameter of 419 mm (16.5").


Ventilation:

1 Inlet, engine compartment: Area = 1.65 × 533 =880 cm2 (136.4 sq.in). This corresponds to a ductdiameter of 329 mm (13").

2 Outlet, engine compartment: Area = 1.65 × 533= 880 cm2 (136.4 sq.in). This corresponds to a ductdiameter of 329 mm (13").

3 Correction, inlet and outlet: Air temperature = 0.7from the Correction factor table, plus a correctionfor duct length and bends = 1.41 from th Coefficientof bends table.This gives 880 × 0.7 × 1.41 = 868.6 cm2 (134.6sq.in). This corresponds to a duct diameter of 327mm (12.9") for each inlet and outlet.

4 Extraction fan capacities: 0.07 × 533 (kW) = 36m3/min (1271 ft3/min).



28 47704162 10-2014 © AB VOLVO PENTA

Location of ventilators and air inlets

NOTICE! Air inlets and outlets may never be locatedon the transom. Air in this area mixes with water andexhaust fumes, and must never be allowed into theboat.

Air inlet functionAir inlets and outlets must function well even in badweather and must therefore have efficient water traps.For the most part noise insulation must be built in.

Air inlets and outlets must be located as far away fromeach other as possible so that an effective through flowis achieved.

If inlets and outlets are too close to each other air isable to recirculate, which will provide inadequate ven-tilation.

Location of air ductsDucts or pipes for engine air supply must be run to aplace as close to the air filter as possible, but with aminimum distance of 20–30 cm (8–12") in order to def-initely prevent water from entering the engine; refer tothe adjacent figure.

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

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

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

Always take any llocal regulations into consideration.

If it is not possible to arrange drainage, ventilationhoses must be bent upwards somewhat in order toform a gooseneck that prevents seawater forcing itsway into the engine compartment. Remember to buildthe engine compartment as spaciously as possible tofacilitate engine service.

1

2

3

4

5

P0004733

1 Engine air filter

2 Inlet duct, engine compartment

3 Outlet

4 Water trap

5 Extraction fan

P0004734


47704162 10-2014 © AB VOLVO PENTA 29

Sound AbsorptionThe drive assembly must be installed so that noise andvibrations are minimized. The noise that occurs is partyairborne noise and partly structural noise (vibrations).

Structural noiseEngine vibrations are transferred to the hull via theengine mounts and engine bed. Other transfer routesare through the transmission and propeller system,exhaust pipes, coolant pipes, fuel pipes and electricaland control cables.

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

Airborne noiseThis section concerns airborne noise from the enginecompartment. The most important method of reducingairborne noise from the engine compartment is to sealit properly. Further noise reductions can be achievedby laying sound insulation material and by designingnoise baffles in the air inlets.

The engine installation must be noise insulated to pro-vide as low a noise level as possible. Build noise baf-fles into the engine compartment. There are differenttypes of noise baffles to choose from. The illustrationshows a type that also provides drainage.

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

The greatest possible care must be taken to screen thenoise source as much as possible. Screen off the entirebulkhead down to the hull, but leave a little gap so thatbilge water does not force its way into the insulationmaterial.

Cracks and openings etc. must be carefully sealed withinsulation material. In cases where the engine is instal-led beneath the deck, all bulkheads and decks must beinsulated.

1

P0004735

Engine compartment noise baffles

Arrangement and Planning, Sound Absorption

30 47704162 10-2014 © AB VOLVO PENTA

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

Examples of insulation material design are shownbelow. This type of insulation material is glued to theframe.

1

2

3

P0004739

Insulation material installed on wood (plywood):

1 Wood (plywood)

2 Flameproof absorbent layer

3 Flameproof, reflective and noise insulating foil

1

2

3

4

P0004740

Insulation material installed on GRP:

1 GRP

2 Iron/PVC, thickness 2.5 mm (0.1”)

3 Flameproof absorbent layer

4 Flameproof, reflective and noise insulating foil

NOTICE! The insulation materials look differentdepending on the material the frame is made of - GRPor wood.

P0006333


47704162 10-2014 © AB VOLVO PENTA 31

When electrical cables are run through a bulkhead, itis advantageous to run them through a conduit orgrommet that can be sealed properly. This also pro-tects the cable against wear.

Fuel hoses that are run through bulkheads must beprotected by grommets. The grommet seals and pro-tects the hose against sharp edges that may causeleaks.

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

P0004741

Bulkhead bushings

P0006334

Fuel hose protected by a grommet


32 47704162 10-2014 © AB VOLVO PENTA

Electrochemical Corrosion

GeneralNOTICE! Refer to the Service handbook Corrosionmeasurement, DPH/DPR & IPS for further information.

Corrosion theoryCorrosion in water is always electrochemical in nature.This means that a weak electric current occurs at thesame time as chemical reactions takes place. Twochemical reactions are required to make a metal cor-rode, an oxidation reaction (metal dissolving) and areduction reaction (generally oxygen consuming). Oxi-dation is referred to as an anode reaction and reduc-tion is referred to as a cathodic reaction. In an oxidationreaction, electrons are freed which are transported inthe metal to another point, where they are consumedin a cathodic reaction.

Electrons are thus transported in the metal from theanode to the cathode. This causes a weak DC currentin the opposite direction. An electric circuit must beclosed. This is achieved by the transport of ions in thewater.

Anodic and cathodic reactions must always balanceeach other, which means that the electrons releasedat the anode must be consumed at the cathode. If theanodic and cathodic reactions occur evenly distributedacross the entire surface, general corrosion occurs.The depth of attack then becomes basically equalacross the entire surface. This commonly occurs onsteel and bronze.

Fe Fe2+ +2 e-

O2 + H2O + 2 e 2 OH-

ANODE

CATHODE

P0011416

I

P0011417

Arrangement and Planning, Electrochemical Corrosion

47704162 10-2014 © AB VOLVO PENTA 33

If the anodic and cathodic reactions occur at differentpoints, local corrosion occurs, i.e. deeper attack at cer-tain points. The attacks on materials which can be pas-sivated, such as stainless steel and aluminum are gen-erally localized. There are different types of local cor-rosion. The most common types of attack on stainlesssteels and aluminum are pitting corrosion and crevicecorrosion.

In addition to these local attacks, attack can be causedby galvanic corrosion or stray currents. In areas whererapid water flow occurs, damage cause by cavitationcan also occur.

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

- General corrosion.

- Pitting.

- Crevice corrosion.

- Galvanic corrosion.

- Stray current corrosion.

- Cavitation.

A brief description of each type of corrosion is givenbelow.

General corrosionGeneral corrosion is the most common type of corro-sion. This results in even attack across all or large partsof the surface.

In seawater, mild steel and bronze are subject to gen-eral corrosion, but not stainless steel. In stationaryseawater, the corrosion rate of mild steel is about 0.1mm/year (0.3 mm/year at the waterline) unless thesteel is protected by cathodic protection. Bronze is ini-tially attacked at a rate of 0.05 mm/year, but after sometime the corrosion rate falls to a low level, since thecorrosion products (black, brown) have a protectiveeffect. Green/blue corrosion products are a sign ofhigher corrosion rates and that the protective layer hasnot been developed.

Aluminum can be subject to a certain amount of gen-eral corrosion in rapidly flowing water, but not in sta-tionary water.

p0011418


34 47704162 10-2014 © AB VOLVO PENTA

Pitting corrosionPitting corrosion can occur on stainless steel and alu-minum. The attack is caused by localized breakdownof the passive oxide film on the metal surface. In nat-ural water, it is generally chloride ions that initiate theattack. The risk increases with rising water tempera-tures. There is a number of aluminum alloys with verygood resistance to corrosion by seawater. If these areconnected together with more noble metals, they willbe attacked due to galvanic corrosion, however.

Very high levels of chromium and molybdenum arerequired, above all, to make stainless steel fully resist-ant to the risk of pitting corrosion. If there is weakcathodic protection (sacrificial anodes), excellent pro-tection against pitting corrosion can be obtained onsimpler steels. Alloys of lower grades than 316 shouldbe avoided, however.

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

The cathodic process, which requires access to oxy-gen, is formed in the gap opening and the anodic proc-ess, metal dissolving, takes place inside the gap. Crev-ice corrosion can occur on most metals, but the risk isgreatest on metals that can be passivated, such asaluminum and stainless steel.

Deposit corrosion is closely related to crevice corro-sion. It takes place under deposits and marine foulingsuch as barnacles.

p0011419

p0011420


47704162 10-2014 © AB VOLVO PENTA 35

Galvanic corrosionMetals From To Galvanic corrosion is probably the most common

type of corrosion. It occurs when two metals of dif-ferent nobility are in electric contact and are sub-merged in the same body of water at the same time.The least noble metal is corroded.

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

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

- Area relationship between the anode (lessnoble metal) and the cathode (more noblemetal). If the anode is small in relation to thecathode, the depth of attack will be greater thanif the situation was reversed.

- Conductivity of the water. Seawater conductselectricity better than fresh water, and corrosiontakes place at a greater rate.

- Potential difference between the two metals. Alarge potential difference increases the powerbehind the process.

- Lower corrosion rate can be obtained if themore noble metal can be passivated. Thismeans that stainless steel is more noble thancopper, but the galvanic corrosion will be moresevere on aluminum when connected to copperthan when connected to stainless steel.

In seawater, total galvanic corrosion counted ingrammes of metal, will be greater than in water whichis not so salt. The greatest depth of corrosion on ametal can be equally large in brackish or fresh water.The better conductivity of seawater means that theattack will be distributed evenly across the entire sur-face. In fresh water, there will be more local attackclose to the point of contact.

Graphite +0,19 +0.25VStainless steel 18‑8, Mo,in passive state *

±0,00 -0.10 V

Stainless steel 18‑8 inpassive state *

‑0,05 -0.10 V

Nickel ‑0,10 -0.20 VNickel-aluminum-bronze -0,13 -0.22 VLead ‑0,19 -0.25 VSilicon bronze (Cu, Zn, Si,Mn, Sn)

‑0,26 -0.29 V

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

‑0,27 -0.34 V

Aluminum brass (Cu, Zn,Al)

‑0,28 -0.36 V

Solder (Pb, Sn) ‑0,28 -0.37 VCopper ‑0,30 -0.57 VTin ‑0,31 -0.33 VRed brass (Cu, Zn) ‑0,30 -0.40 VYellow brass (Cu, Zn) ‑0,30 -0.40 VAluminum bronze ‑0,31 -0.42 VStainless steel 18‑8, Mo,in active state **

‑0,43 -0.54 V

Stainless steel 18‑8 inactive state **

‑0,46 -0.58 V

Cast iron ‑0,60 -0.71 VSteel ‑0,60 -0.71 VAluminum alloy ‑0,76 -1.00 VGalvanized iron and steel ‑0,98 -1.03 VZinc ‑0,98 -1.03 VMagnesium and magne-sium alloy consumed

‑1,60 -1.63 V

* Metals are in a passive state when they have a thin,corrosion inhibiting coating. This coating is notpresent in the active state.** Still water.


36 47704162 10-2014 © AB VOLVO PENTA

cathode anode

anodecathode

1

2

P0011421

1 Seawater

2 Fresh water

The following should be considered, to counteractgalvanic corrosion:

- Do not connect metals which are far away fromeach other in the galvanic potential table.

- Insulate different metals from each other byusing plastic or rubber (must not contain graph-ite).

- Paint the structure. The surface of both metalsshould be painted. If painting is restricted to onlythe less noble metal, heavy galvanic corrosioncould occur on surfaces where there is paintdamage. The reason for this is that the cathode/anode relationship will be unfavorable.

- Install cathodic protection.

Stray current corrosionAs we learned in the corrosion theory chapter, corro-sion occurs when a DC current flows into the waterfrom a metal surface. Similar stray currents from thedrive can occur if there is a fault in the boat’s electricalsystem, such as if couplings are exposed to dirt andmoisture, components are incorrectly installed or dam-aged. Stray currents can come from shore currentinstallations or adjacent boats. All metals, except a fewnoble metals, are corroded by stray currents. Corro-sion rates can be very high.

The sacrificial anodes on the drive are not dimen-sioned to counteract any stray currents. If stray cur-rents occur, the anodes will be consumed very quicklyand the drive will be attacked.

Aluminum is particularly vulnerable to stray currents. Ifthe current density on the surface is high, corrosion canalso occur when there is a stray inwards current. ACcurrents can also cause damage. The AC corrosionrate for aluminum is 30% of the rate for DC. The cor-responding rates for steel, copper and zinc are muchlower, at 1 %. Please refer to the figure to the left.

12001000

800600400200

0

AL

DC

AL

AC

CU

DC

CU

AC

FE D

C

FE A

C

cm3/

Am

pere

P0011422


47704162 10-2014 © AB VOLVO PENTA 37

Corrosion protectionDrives are protected from corrosion by a number ofmeasures.

- Alloys which are resistant to salt water.

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

- High quality surface treatment.

- Cathodic protection.

- Carefully designed electrical system.

- Recommendations to minimize external interfer-ence.

Recommendations from Volvo Penta and anti foulingmanufacturers must be followed. In addition, the mate-rial must be resistant to the alkali that is formed oncathodically protected surfaces.

Cathodic protection is arranged by supplying a weakDC current from an anode to the protected object. Thecurrent which leaks in counteracts the corrosion cur-rent. The higher the protection current, the lower is therate of corrosion.

The current required for protection can be generatedin two ways. These are either with sacrificial anodes orby applying a current. If sacrificial anodes are used, thecurrent is generated by connecting the protectedobject with a less noble metal (anode). The differencein electric potential creates a protective galvanic cur-rent. It can be said that corrosion is transferred to theanode, which is why they are referred to as sacrificialanodes.

Zn

P0011424

Zn

P0011425


38 47704162 10-2014 © AB VOLVO PENTA

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

The materials used in sacrificial anodes are zinc, alu-minum, magnesium and iron. Please note that specialalloys are used, to meet the following requirements:

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

- Even consumption.

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

- Low self-corrosion.

Only use original anodes. Never paint over the anodes.

Iron anodes can be used to protect stainless steel andbronze objects. Magnesium anodes can be used infresh water where the current supplied by zinc anodesmay not be enough in some cases. Please note thatmagnesium anodes give overprotection to aluminumin seawater. There is no risk of overprotection of alu-minium if zinc or aluminum anodes are used for pro-tection.

P0011426


47704162 10-2014 © AB VOLVO PENTA 39

DefinitionsSingle-pole systemIn a single-pole system the actual engine block isused as the negative ground return for all componentson the engine block.

Two-pole systemIn a two-pole system each electrical component onthe engine has an insulated direct current groundreturn. The alternator, starter motor and all sensors/senders are electrically insulated from the engineblock and are supplied without a braided ground strapinstalled between the starter motor and engine block.The engine block is not connected to the battery neg-ative terminal (-).All IPS engines are two pole.

Isolation transformerA transformer with galvanically separated input andoutput windings.

The isolation transformer separates galvanic shorepower from the boat and reduces the risk for galvaniccorrosion and stray current corrosion as described inABYC circuit diagram 8 and text E-11.7.2.2.1.4 thru5. Corrosion damage caused by stray currents will notbe compensated for under warranty.

Ground fault circuit interrupter (GFCI)A health and safety protection device, the GFCI cutsthe current to a circuit when current to groundexceeds a predetermined value.

Spark generation between live conductors andground may occur at relatively low currents and willnot trip circuit breakers. Moreover, very low currentsmay also constitute a danger for personnel. A GFCImust be installed on the other side of the isolationtransformer as ground fault protection in the boat.GFCI tripping sensitivity and tripping times must meetlocal standards.

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

Protection against electrochemicalcorrosionIn order to avoid galvanic corrosion to underwatercomponents such as hull fittings, swim ladders etc., itis important that they be protected. Volvo Penta rec-ommends connecting all components to a protectionanode (normally made of zinc) installed on thetransom. Trim tabs may have their own protection.

NOTICE! Normally, the system connecting individualcomponents must not have any contact with the neg-ative circuit in the boat electrical system.

Local recommendations, e.g. ABYC, may state thatthe battery negative terminal be connected to the gal-vanic circuit. If the galvanic circuit is connected to thebattery negative terminal (-), the engine block mustalso be connected by a cable of a capacity sufficientto conduct current at engine start; refer to the descrip-tion in ABYC chapter E-11.

IMPORTANT!If there is a risk for galvanic corrosion and stray cur-rent corrosion, an isolation transformer must be instal-led.

Volvo Penta IPS drive units are manufactured in anickel aluminum bronze alloy and are protectedagainst corrosion by two anodes. One is installed inthe exhaust system (iron) and the other on thetransom (aluminum). The drive unit has an underwa-ter surface area that exceeds 1 m2 (10.8 ft2).

IMPORTANT!The anodes must not be painted over.

IMPORTANT!Do not connect Volvo Penta IPS units to each other.

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

IMPORTANT!Do not connect any other equipment to the VolvoPenta IPS transom-mounted anode.

NOTICE! The above recommendations do not conflictwith ABYC E-11, in particular paragraphs 11.18.1 and11.17.2.3.

IMPORTANT!In steel and aluminum installations it is important toensure good insulation between the Volvo Penta IPSunit and the hull. Volvo Penta disclaims responsibilityfor any hull corrosion.


40 47704162 10-2014 © AB VOLVO PENTA

Protection against electrostaticdischarges and lightning strikesFor advice regarding the prevention of dangerous sit-uations as a result of electrostatic discharges or light-ning, refer to the applicable literature published bynational and international standards organizationssuch as the International Electrotechnical Commis-sion and American Boat and Yacht Council.

Special publications IEC 60092-507:2000 Electricalinstallation in ships Part 507: Pleasure craft, and ABYCStandards and guidelines H-33 and E-4 may provideguidance.

Painting a Volvo Penta IPS drive unitVolvo Penta recommends that drive units be paintedin cases where the boat is used in waters where anodeconsumption is higher than acceptable. This willreduce anode consumption as the bronze surfaceexposed to water is reduced significantly by externalpainting. In order for the paint to adhere to the driveunit a suitable base coat is recommended before anti-fouling paint is applied. Painting drive units is also use-ful in areas with much marine fouling.

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

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

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

AB

P0006329


47704162 10-2014 © AB VOLVO PENTA 41

Shore supply and alternator installationExample of an installation with isolationtransformerFor installation, refer to local regulations.

Single phase, 240 VAC system

1 2 3

24 23 22

4 5 67

2120

8

910 11 12 13

19 18 17

16 15

14

P0004769

1 Phase

2 Zero

3 Protective ground

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

5 Shore side

6 Boatside

7 Transformer shield

8 Alternator circuit breaker

9 Alternator (accessory)

10 To DC negative buss and ground plate, boat

11 Phase

12 Zero

13 Protective ground

14 240 VAC ground, female socket

15 240 V AC apparatus

16 Separate circuit breaker (typical)

17 GFCI

18 Changeover switch, land / alternator

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

20 Main switch, shore power, with overvoltage protection

21 Power supply (isolated electrically from boat)

22 Connector, shore power cable

23 Shore supply cable

24 Shore connection


42 47704162 10-2014 © AB VOLVO PENTA

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

12 3

27 25

4

8

9

1011

12 1314 1516

17

18

76

5

P0004770

2426 23 22 2120 19

1 Phase

2 Zero

3 Phase

4 Protective ground

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

6 Shore side

7 Boatside

8 Transformer shield

9 Circuit breaker, alternator

10 Alternator (accessory)

11 To DC negative buss and ground plate, boat

12 Phase

13 Zero

14 Phase

15 Protective ground

16 240 VAC apparatus

17 120 VAC ground, female socket

18 120 VAC apparatus

19 Separate circuit breaker (typical)

20 GFCI

21 Changeover switch, land / alternator

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

23 Main switch, shore power, with overvoltage protection

24 Power supply (isolated electrically from boat)

25 Connector, shore power cable

26 Shore power cable

27 Shore connection


47704162 10-2014 © AB VOLVO PENTA 43

RecommendationsIn regard to personal safety and equipment care,Volvo Penta provides the following recommendationsfor the installation of AC shore power:Installations should be carried out according to figuresabove.Single phase, shows a single-phase installation for240 VAC or 120 VAC.Two-phase, shows an installation with a 240 VACinput, 120/240 VAC output.

The figures are based on ABYC E-11 diagrams 8 and11 but require a GFCI and an isolation transformer.The figures are considered to be best practice andfollow recommendations from ABYC and ISO, andoffer protection against electrochemical corrosion andelectric shock.

The safety-related components are important for thefollowing reasons:

Isolation transformerRefer to Arrangement and Planning page 40 for fur-ther information.

GFCIRefer to Arrangement and Planning page 40 for fur-ther information.

Ground plateA common ground plate below the waterline must beconnected to the AC/DC electrical system in order toguarantee crew safety.

Shore powerWhen shore power (120/230 V) is connected, shorepower ground protection must not be connected to theengine or any other grounding point in the boat. Shorepower ground protection must always be connectedto the shore power connection box ground. Shorepower ground protection in the boat must be galvan-ically separated.

WARNING!Work on the low voltage circuits in the boats shouldbe done by a person with electrical training orknowledge. Installation or work on land currentequipment must only be done by a competentelectrician, in accordance with local regulations formains electricity.

Battery chargingBattery chargers directly connected to a shore con-nection must be of the type “Full Transformer” (gal-vanically separated windings) in order to reduce therisk for galvanic corrosion and stray current corrosion.


44 47704162 10-2014 © AB VOLVO PENTA

Prevention of stray current duringinstallationCorrect installation reduces the risk of stray currentthroughout boat service life.

• All DC circuits must have an insulated groundreturn.

• All joints in the system such as connectors, connec-tor rails etc., must be installed such that they are notexposed to moisture or bilge water. The sameapplies to switches and fuse holders etc.

• Cables must be run as high as possible above bilgewater level. If a cable must be run such that it isexposed to water, it must be run in a watertightsheath, and the connectors must also be watertight.

• Cables that may be exposed to wear must be instal-led in self-draining conduits, sheaths, cable chan-nels or similar.

• For information regarding the installation of batteriesand main switches, refer to theInstallation page 121 and Alternatorconnnections page 130 chapters.

• Engines and drivetrains may not be used as groundconnections for radio, navigation or other equipmentwhere separate ground cables are used.

• All separate ground cables (ground cables for radio,navigation equipment, echo sounders etc.) must beconnected to a common grounding point, e.g. acable that in normal circumstances does not func-tion as a ground return for the equipment.

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

• Converters such as battery chargers connected toshore power, must have ground protection con-nected on the input side (120/230 V), but the nega-tive connection on the output side (12/24 V) mustnot be connected to ground protection without beinggalvanically separated.

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


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Checking Protective AnodesVolvo Penta IPS drive units are protected against gal-vanic corrosion by two anodes. One is installed in theexhaust system (iron) and the other on the transom(aluminum).

IMPORTANT!Make sure the anode has good metallic contact withthe drive unit. Never paint the protection anodes.

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

IMPORTANT!Do not connect the Volvo Penta IPS units to the engineor any other components on board.

IMPORTANT!Do not connect any other equipment to the VolvoPenta IPS transom-mounted anode.

IMPORTANT!The anode must be insulated from the hull if the latteris made of conductive material such as aluminum orsteel.

PropellersThe propellers are made of the same material as thedrive units and are electrically connected to them.

Paint the IPS propellersVolvo Penta recommends the propellers to be painted.This will reduce anode consumption as the bronze sur-face exposed to water is reduced significantly by exter-nal painting. In order for the paint to adhere to the pro-pellers a suitable base coat is recommended beforeantifouling paint is applied. Any high-speed marineantifouling should be chosen, Prop-Speed recom-mended.

P0006328


46 47704162 10-2014 © AB VOLVO PENTA

ACPVolvo Penta ACP (Active Corrosion Protection) pro-tects against galvanic corrosion by controlling an elec-tric current that is monitored by the EVC.

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

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

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

When ACP is used, the regular anode protection mustnot be installed on the transom.

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

P0008993


47704162 10-2014 © AB VOLVO PENTA 47

Checking electrochemicalcorrosion

Tools:88890074 Multimeter21504294 Reference electrode

Measuring galvanic current and straycurrent in water

Volvo Penta has developed a method for measuringgalvanic current and stray current in water using a ref-erence electrode.

21504294 Reference electrode (Ag/AgCl)(1) is con-nected to 88890074 Multimeter. The multimeter isused to measure the difference in potential.

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

Depending on the method used, the results provide anaverage voltage for the whole measured object, e.g. ashaft, or the voltage an individual component produ-ces.

Examples of such measuring points are rudders andwater inlets etc.

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

The process measures the difference in potentialbetween the measured object and the reference elec-trode. The reference electrode has a known constantelectrode potential. Thus the measured difference inpotential is always related to a special reference elec-trode and the same electrolyte, i.e. the same water andwater temperature. Water flow must always be thesame if the results from different measurements are tobe compared.

21504294 Reference electrode

p0005125

88890074 Multimeter

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


48 47704162 10-2014 © AB VOLVO PENTA

Measurement theoryThe protection anode works by emitting an electricalcurrent – protective current – in order to counteractcorrosion current. When the protective currentincreases and corrosion current is reduced, the poten-tial of the protected object is also reduced. When agiven potential is reached, the corrosion current dis-appears and the object has complete cathodic protec-tion.

Thus a given electrode potential for the metal servesas a guide to when cathodic protection is active andwhether it is sufficient. The reference electrode is ableto measure whether the protective potential is providedfor.

Checking galvanic currents, referenceelectrode, Volvo Penta IPSConnect 21504294 Reference electrode to88890074 Multimeter.

Connect the multimeter to a suitable screw in contactwith the drive unit. Set the multimeter for DC currentmeasurement.

Carefully remove the protective sleeve from the refer-ence electrode. The protective sleeve is filled with asaturated salt solution (NaCl). Clean the tip with aclean paper napkin or similar before replacing aftermeasuring.

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

If the result exceeds this (i.e. the value is closer to zerothan -350 mV and -50 mV respectively), the drive unitsdo not have sufficiently good cathodic protection. Dis-connect the connection between the aluminum anodeand the drive unit.

If the potential only changes slightly, the aluminumanode is either consumed, or has poor contact. Installa new anode. The iron anode in the exhaust system isnot as critical. Check it the next time the boat is takenout of the water.If the potential is has changed a more accurate analy-sis should be carried out.

Repeat the measurement for the other drive unit.


47704162 10-2014 © AB VOLVO PENTA 49

Measuring drive unit insulationFirst check that no connections have been made to thedrive unit, i.e. that the drive unit has not been con-nected to the boat's protective system. If this is thecase, the connections must be removed. Connectmeasuring wires to unpainted parts that are in goodcontact with the drive unit and engine block. Set themultimeter for DC current measurement. Note thevalue.

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

Repeat the measurement for the other drive unit.


50 47704162 10-2014 © AB VOLVO PENTA

InstallationVolvo Penta IPS

Fiberglass Hull Constructions

General

About Volvo Penta's demands for hullconstructionNormal scantling rules (e.g., ISO 12215) focus on var-iables such as propeller thrust, steering forces, massof machinery, etc.

The Volvo Penta IPS hull requirements focus on ensur-ing an adequate structure to keep the hull intact in ahard grounding where the drives are designed to shearoff under certain conditions. Extensive full scale testingand calculations conducted by Volvo Penta show thatforces generated in an underwater collision or ground-ing are more than 10 times higher than protectionafforded by following traditional scantling rules.

IMPORTANT!The Volvo Penta IPS is designed to function as anintegrated part of the hull and laminate structure. Thestrength of the entire system is dependant on the inte-grated strength of the IPS and the hull and laminatestructure. The strength of the hull structure is depend-ant upon a number of factors including shape, fiber-glass quality and strength, type and quality of resin,lamination conditions, laminator skill, etc. The ultimateresponsibility to ensure that all Volvo Penta IPS hullare produced consistently with these requirementsrests exclusively with the boat builder.

Installation, Volvo Penta IPS

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Lamination Types of fiber glass

Fiber glass is available in many variations, orientationsand weights. There are also many types of resins avail-able. The key to a well-functioning matrix is to chooseresin and fiberglass that are suited to one another.

Abbreviations

ELTLTBXA

E-glassLongitudinal (0°)Transverse (90°)0°/90° biaxial+45°/-45° biaxial or double diagonalChopped strand mat

Avoiding secondary bonding in thelaminationSecondary bonding occurs when a new layer of fiber-glass is added to a fiber glass layer that has alreadycured. This secondary bonding becomes a weak link inthe hull. The new layer will not bond adequately if thecured layer is not first sanded and washed clean fromcontaminants.

Examples of when secondary bonding may occurThe first half of the total number of layers is laid on aFriday and left to cure over the weekend. There is aheat wave over the weekend with higher temperatures.

Work continues on Monday with the remaining layersadded to those that have almost fully cured. If theexisting layer is not sanded and washed clean fromcontaminants, secondary bonding will occur.

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

IMPORTANT!The use of hull core materials in general use does notdeviate from instructions regarding Volvo Penta IPSreinforcements.

P0009095

E-LTM

P0009094

E-BXM


52 47704162 10-2014 © AB VOLVO PENTA

Premolded Hull Inserts and HullMold PlugsHull mold plugs (1) are recommended. Hull penetrationinserts (2) for finished molded hulls may be necessaryin some cases for technical production reasons. Whenusing hull molding plugs, refer to the Placement andMounting of Hull Plug, Twin Installation page 63chapter. When using hull molding inserts, refer to thePlacement and Mounting of Hull Inserts page 53chapter.

All necessary drawings regarding the location, calcu-lation and design of inserts, reinforcements and enginebeds are supplied by Volvo Penta.

Use the installation posters included in the enginedelivery for dimensioning requirements. Other draw-ings are available electronically from Volvo Penta. Forfurther design guidelines, refer to ISO12215 Hull con-struction and scantlings.

Placement and Mounting of HullInsertsReady-molded hull inserts are used for prototype hulls,one-off manufacture or engine change to IPS. Theseinserts are not recommended for series production.

1

2

P0011945


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

Engine positionsEngines and drive units must be parallel, regardless ofdrive shaft length.

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

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

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

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

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

P0004600


54 47704162 10-2014 © AB VOLVO PENTA

Bottom angle Distance(α) (A) mm (in.)5°6°7°8°9°10°11°12°13°14°15°16°17°18°19°20°21°22°23°24°

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

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

3 Mark out a point on the line at a distance from thetransom that leaves sufficient space for theexhaust elbow and drill a 6 mm (1/4") guide hole(D).

NOTICE! Consider the location of reinforcements,bulkheads etc. It may be necessary to increase thedistance to the transom to provide clearance forthe exhaust elbow.

P0010870

A

P0012201

A Min 50 mm (2")

B 750 mm (30")

C 415 mm (16")

D Hole


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Documents

New Installation - MoNo Marine · 2016. 10. 18. · About this installation manual This publication is intended as an installation guide for Volvo Penta marine diesel engines for