installation manual waterjet - 7739920

Application &

Installation Guide

Waterjet unitK22, K25, K28, K32, K36 & K40

Application & Installation Guide

Water jet unitK22, K25, K28, K32, K36 & K40

Table of contents

Safety precautions........................................................................ 3General information ...................................................................... 6

About the application & installation guide ....................... 6Plan installations with care .................................................. 6

Dimension drawings –Templates – Publications............................................................ 7Volvo Penta complete waterjet system.................................... 8

System description ............................................................... 8Water jet unit.......................................................................... 10

Planning

Hull theory....................................................................................... 13Hull shape guidelines ........................................................... 13Dynamic stability, transverse and yaw (course keeping) stability..................................................... 21

Select the correct system ........................................................... 24General information .............................................................. 24Operation restrictions........................................................... 25How to proceed when selecting system.......................... 25Application flow chart........................................................... 26System choices...................................................................... 27

Weight distribution ....................................................................... 31Centre of gravity .................................................................... 31Maximal length........................................................................ 33

Questionnaire ................................................................................ 34Planning the hull ............................................................................ 35

Installation guidelines ........................................................... 35Cooling system ...................................................................... 36Exhaust system ...................................................................... 36Casting mould ........................................................................ 37

Installation

Water jet unit installation............................................................. 38General information .............................................................. 38Preparing the hull for water jet unit installation............... 39How to bolt the water jet unit to the hull .......................... 47How to weld the water jet units to the hull................................................................................. 51Painting the water jet unit .................................................... 54Marking of oil dipstick........................................................... 55

Gearbox and intermediate shaft installation ........................... 57Gearbox installation .............................................................. 57

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Clutch control ......................................................................... 58Gear selector (EDC system)............................................... 61 Installation of CV-shaft ........................................................ 64Installation of U-joint shaft ................................................... 69

Control system installation.......................................................... 73Single installation with hand hydraulic pump unit .......... 73Single and twin installation of servo systems.................. 78

Precaution against corrosion...................................................... 85Galvanic corrosion................................................................. 85

Before delivery ............................................................................... 86Check list................................................................................. 86Sea trial .................................................................................... 87Troubleshooting ..................................................................... 90

Technical information ................................................................... 91Technical data ........................................................................ 91Recommended lubricants and sealants ........................... 91Component drawings ........................................................... 92Calculation formulas ............................................................. 102Conversion factors ................................................................ 104

Environmental management ....................................................... 105Water jet unit K22 ................................................................. 106Water jet unit K25 ................................................................. 108Water jet unit K28 ................................................................. 112Water jet unit K32/K36........................................................ 114Water jet unit K40 ................................................................. 118

Glossary .......................................................................................... 122References to service bulletins.................................................. 123

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Safety precautions

GeneralRead this chapter very carefully. It concerns your safety. This chapter describes how safety information is pre-sented in the Application & Installation Guide. It also gives a general account of basic safety precautions to be taken when installing and testing the water jet unit.

WARNING! Danger of personal injury, damage to property or mechanical malfunction if the instruc-tions are not followed.

IMPORTANT! Possible damage or mechanical malfunction in products or property.

NOTE! Important information to facilitate work proc-esses or operation.

Below is a list of the risks that you must always be aware of and the safety measures you must always carry out.

Installation

Plan in advance so that you have enough room for safe installation and (future) dismantling. Plan the compartments so that all service points are acces-sible. Coming into contact with rotating compo-nents, hot surfaces or sharp edges when servicing and inspecting the water jet unit must not be pos-sible.

All parts of the water jet unit, the bearing housing, hydraulic cylinders, sensors etc. must be protected in order to avoid damages during installation.

All rotating parts between the engine and the wa-ter jet unit must be covered. This to avoid personal injury, to protect the shaft from foreign objects which may hit the shaft during operation and cause damage. In case of shaft failure the shaft must be protected or it may cause personal injury and seri-ous damage to the boat.

Never work alone when installing heavy compo-nents, even when using secure lifting equipment such as a lockable block and tackle. Most lifting devices require two people, one to see to the lift-ing device and one to ensure that the components do not get caught and damaged.

Prior to welding, check that the boat´s electrical system is disconnected.

Ensure cleanliness when installing hydraulic com-ponents.

Never use brake fluid as hydraulic oil. Any non-ap-proved fluid may cause personal injury and equip-ment damage. Use oil recommended by Volvo Penta.

Always wear protective goggles if there is a risk of splinters, grinding sparks and splashes from acid or other chemicals. Your eyes are extremely sensi-tive and an injury to them can result in you losing your sight.

Avoid skin contact with oil! Long term or repeated skin contact with oil can lead to the loss of natural oils from the skin. This leads to irritation, dry skin, eczema and other skin problems. Old oil is more dangerous to your health than new. Use protective gloves and avoid oil-soaked clothes and rags. Wash regularly, especially before meals. Use spe-cial skin creams to help clean and to stop your skin drying out.

Most chemicals intended for the product (engine and gearbox oils, glycol, gasoline and diesel), or chemicals intended for the workshop (degreasing agent, paints and solvents) are harmful to your health. Read the instructions on packaging care-fully! Always follow protective measures (using a protective mask, goggles, gloves etc.). Make sure that other personnel are not unknowingly exposed to harmful substances in the air that they breathe for example. Ensure that ventilation is good. Deal with used and excess chemicals as directed.

Ensure that the battery compartment is designed according to current safety standards. Never allow an open flame or electric sparks near the battery area. Never smoke in proximity to the batteries. The batteries give off hydrogen gas during charging which when mixed with air can form an explosive gas. This gas is easily ignited and highly volatile. In-correct connection of the battery can cause sparks sufficient to cause an explosion with resulting dam-age. Do not shift the connections when attempting to start the engine (spark risk) and do not lean over any of the batteries.

Always ensure that the Plus (positive) and Minus (negative) battery leads are correctly installed on the corresponding terminal posts on the battery. Incorrect installation can result in serious damage to the electrical equipment. Refer to the wiring dia-grams.

Ensure that the warning or information decals on the product are always visible. Replace decals which are damaged or painted over.

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Safety precautions

Safety precautions

Before starting for the first time

Check that there are no foreign objects in the inlet duct or impeller housing.

Check the oil level in the bearing housing (this is not valid for K22 & K25).

Check the oil level in the hydraulic oil tank.

Carry out visual inspections prior to sea trial, check that there are no oil or water leakage.

The water jet unit must not be operated dry, since the rubber bearing and the mechanical seal require water lubrication.

Sea trial

The braking effect is extremely powerful if the re-versing bucket control is shifted to full astern when driving ahead at high speed. Avoid heavy and sud-den steering and ahead/astern manoeuvres. There is a risk of those on board falling down or over-board.

If full steering lock is applied at high speed the boat will turn sharply. This produces high side forces and may cause personal injury and equip-ment damage.

Never drive close to bathers or in areas where it is reasonable to expect that there may be people in the water. Take care when manoeuvring in har-bours for example. Because of the power of the water expelled by the jet of water, injury can be caused even when manoeuvring at low speeds. The suction in the inlet duct presents a risk to peo-ple and objects in the water under the boat and close to the inlet opening. There is a danger that these may be adhered to the inlet duct and cause major damage or suffer serious injury. It is the re-sponsibility of the captain/operator to ensure that the area around the inlet opening is clear of people or objects.

Never open the anode hatch (water jet unit K28 & K40 only) when the engine is operating.

The water jet unit hydraulic system operates under extremely high pressure. This pressure may be high even when the engine is not operating. Al-ways take great care when opening nipples. Care-lessness can result in injury. In addition, the oil may be hot and cause scalding.

The intermediate shaft should only be adjusted with engine turned off.

If the boat is in the water, stop the engine and close the bottom valve before carrying out opera-tions on the cooling system.

After sea trial

When the boat is not in use, the water jet unit´s re-versing bucket must be in the “full ahead” position and the steering nozzle turned so that the piston rod is inside the steering cylinder. This is to protect the piston rods from corrosion and fouling.

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Safety precautions

Wagon-back effect

As long as we continue to use combustion engines as sources of power, we will always be faced with the problem of exhaust emissions. Even though the level of exhaust emissions from modern combustion engines has now been minimised, smoke and fumes are still given off when fuel is burnt.

When we also have a sheer body in motion, another problem arises. It is the phenomen we call the “Wagon-back effect".

On a boat with a sheer, broad transom and high super-structure, the result of the "wagon-back effect" is that the exhaust fumes are drawn up towards the afterdeck, dirtying the cockpit and making for unpleasant condi-

tions for those on board. The problem originates with what is known as recirculating air. When a boat moves forward and creates a backward current of air, an under-pressure forms in the boat and the exhaust fumes are drawn into it.

To avoid such a problem, it is of outmost importance to design and locate the exhaust outlet properly.

In adverse conditions, this "Wagon-back effect" can be so strong that the boat's own exhaust fumes are sucked into the cockpit or cabin, which entails a risk of carbon monoxide poisoning for all aboard. Make sure that the boat design does not cause exhaust fumes to enter into the boat. Check this during the sea trial.

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General information

About the application & instal-lation guideThis publication is intended as a guide for the correct choice of water jet unit and as a guide for a safe trouble-free installation of the selected water jet unit(s).

The application & installation guide is divided into three different parts; general information, application guide and installation manual”. This “general information”-part consists of information about this publication and a short description of the Volvo Penta Complete waterjet system.

In the application part of this guide you will find informa-tion about hull theory, weight distribution, how to plan the hull and technical information about all available sys-tems. This will help you to select the right water jet unit for your boat. Read the instructions in section “Select the correct system” on page 24, they will guide you through the selection phase. Finally complete the ques-tionnaire and send it to Volvo Penta.

The installation manual are the result of many years practical experience of installations from all over the world. Departures from recommended procedures etc. can however be necessary or desirable, in which case Volvo Penta will be glad to offer his assistance in finding a solution for your particular installation.

It is the sole responsibility of the installer to ensure that the installation work is carried out in a satisfactory man-ner, that it is operationally in good order, that the ap-proved materials and accessories are used and that the installation meets all applicable rules and regulations.

This application & installation guide has been published primarily for professionals and qualified personnel. Per-sons using this book are assumed to have a grounding in marine drive systems and to be able to carry out re-lated mechanical and electrical work.

Volvo Penta continuously upgrades its products and re-serves the right to make changes. All the information contained in this book is based on product data availa-ble at the time of going to print. Any important modifica-tions to the product of changes to installation methods after this date will be notified in Service Bulletins.

After the installation of the water jet unit the boat has to be taken out for a sea trial. Read the instructions in sec-tion “Sea trial” on page 87. Remember to document all test data in the instruction book of the water jet unit.

Plan installations with careGreat care must be taken in the installation of water jet units and their components if they are to operate satis-factorily. Always make absolutely sure that the correct specifications and drawings and any other data are available before starting work. This will allow planning and installation to be carried out correctly right from the start.

Plan the engine room so that it is easy to carry out rou-tine service operations involving the replacement of components.

NOTE! For final installation procedures use the installa-tion instructions delivered with the equipment.

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Dimension drawings –

Templates – Publications

MACP II Marine Application Computer Program version II

Publications:

• Engine sales guide

• Engine installation manual

• Installation instructions (CD-Rom)

Volvo Penta complete waterjet system

System descriptionVolvo Penta has, in a joint venture with Kamewa Water-Jets / Rolls Royce, further developed the use of water jet units as an integrated part of a complete propulsion system. Matched marine gearbox, flexible but torsion stiff coupling and shafting, high efficiency mixed flow water jet unit and a water jet unit/engine control system.

About water jet unit propulsion systems - a gen-

eral description

More and more civilian and military boats, such as res-cue boats, pilot boats, transport boats, taxi boats, police boats and patrol boats, are using water jet units for pro-pulsion. The water jet unit offers many benefits, they in-clude giving the boat higher speed, greater availability

and manoeuvrability and excellent comfort. The water jet units minimises the draught of the boat and enables it to operate in shallow waters, as well as reducing the risk of personal injury during rescue and diving operations.

To obtain good economy from a water jet unit installa-tion, the water jet unit and the engine should be cor-rectly matched to the full load service speed of the boat. The differences between a good and a poor match are enormous with regard to fuel efficiency and overall per-formance of the boat. A correctly sized and installed wa-ter jet unit gives very small torque variations and creates no engine overload, regardless of the loading conditions and speed. The water jet unit is always rotating in one direction, the reversing of the boat is done by changing the jet stream direction with the reversing bucket, which further reduces the load variations on the engine.

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Water jet units have excellent characteristics when it comes to general manoeuvrability and comfort. Superior control of the boat is achieved across the complete speed range, with small turning radius and quick stops. The boat can rotate within its own length and with two water jet units the boat can also move sideways. As there is no underwater rudder, the vessel can be less course stable, it is therefore important that the hull and the manoeuvring control system is correctly designed for the use of water jet units.

A water jet unit installation has no underwater append-ages. This will give reduced drag and increased overall efficiency in speeds above 20–30 knots. In comparison with conventional propellers the inboard noise and the vibrations are reduced as well as the hydroaccoustic noise.

Standard marine gearbox

The engine and the water jet unit are correctly matched to each other through a marine gearbox in order to ob-tain good overall performance, good fuel economy and good thrust over the whole speed range. Each combina-tion of engine and water jet unit has an optimized gear ratio as part of the standard Volvo Penta complete wa-terjet system. Other important benefits are the possibil-ity to disengage the water jet unit when starting or idling, and to be able to back flush the water jet unit if it should be necessary to rinse it.

Long service life

The correctly sized and matched water jet unit gives very small torque variations and no engine overload can be created, regardless of the boats loading conditions and speed. The water jet unit is always rotating in one direction and the reversing of the boat is done by chang-ing the jet stream direction with the reversing bucket, without giving any significant load variations on the en-gine.

Safe and efficient operation

The Volvo Penta complete waterjet system offers many benefits, including minimum draught. No underwater ap-pendages reduce the drag of the hull as well as the risk of personal injury during rescue and diving operations. In addition the inboard noise and vibration and the hy-droaccoustic noise are kept on a low level with the wa-ter jet unit.

Excellent manoeuvrability

The Volvo Penta complete waterjet system gives excel-lent manoeuvrability in all kind of sea and weather condi-tions. Superior control of the boat is achieved across the complete speed range, with small turning radius and quick stops. With the integrated manoeuvring system the boat can rotate within its own length and with two water jet units the boat can move sideways.

Easy installation

Thanks to the drop centre marine gearbox and a drive shaft parallel to the base line of the boat a very compact and easy installation can be achieved. A complete and carefully matched propulsion system from a single source gives a number of additional benefits:

• All parts matched to each other,

• reduced installation time,

• reduced project time,

• easy commissioning of the boat,

• full responsibility from one supplier.

One call for all

For each application Volvo Penta offers extensive appli-cation support including thrust and resistance calcula-tions as well as propulsion system layouts. For each application Volvo Penta produce accurate thrust curves for the complete system based on the nominal service speed of the vessel. The engine and the water jet unit are matched to each other in the standard system with an optimum gear ratio, for each application an optimized outlet nozzle will be designed.

Volvo Penta complete waterjet systems are backed up by Volvo Penta’s well established network of authorized service agents in more than 100 countries throughout the world.

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Water jet unit

Description of function

Water enters through the inlet duct. The bottom plate of the inlet duct is positioned flat against the hull of the boat. At low speeds, most of the water is sucked in, while at higher speed most of the water is pressed in. The pump is said to be operating at heavy or light load. Inside the inlet duct the speed of the water is reduced, causing the pressure to increase. There is a further in-crease in pressure by the impeller until the guide vanes in the guide vane chamber eliminate the rotation of the water flow. This maintains the energy generated by the rotation. The flow of water then accelerates via the guide vane chamber and the steering nozzle (which is located on the end of the guide vane chamber) and out in to the air. It is the difference between the ingoing and outgoing speeds which generates thrust.

This can be explained using the momentum theory:

where T = thrust (N)

= water density (kg/m3)

Q = volumetric flow (m3/s)

Vout = average speed out (m/s)

Vin = average speed in (m/s)

Main components (K28):

1. Reversing bucket2. Steering nozzle3. Trim nozzle4. Guide vane chamber5. Impeller6. Impeller housing7. Steering rod8. Inlet duct9. Steering cylinder

10. Serial number plate11. Oil dip stick / Oil top-up12. Reversing rod13. Inspection hatch14. Reversing cylinder15. Anode hatch16. Bearing housing17. Shaft flange

T ρQ Vout Vin )–(=

ρ

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Function of the reversing bucket

The ahead/astern movement of the boat is controlled with the reversing bucket. There are three main posi-tions.

The reversing bucket is infinitely variable between these three positions to obtain the speed and control needed for different manoeuvres.

1. Full ahead position

When driving full ahead the reversing bucket is in its up-per position, i.e. completely raised. The jet of water is now unaffected by the reversing bucket and thereby the maximum ahead thrust is obtained.

2. Zero thrust position

At the zero thrust position the reversing bucket deflects the major part of the jet of water in a forward/downward direction, while the remaining part of the jet of water passes unaffected. The forces are equal, and the boat is neither moving ahead nor astern. Zero thrust is obtained when the reversing bucket is lowered about 70%.

3. Full astern position

At full astern position the reversing bucket fully deflects the jet of water in a forward/downward direction, i.e. the boat is reversing.

Function of the steering nozzle

Sideways movement of the boat is controlled by the steering nozzle. There are three main positions with infi-nite variables in-between:

1. Full steering lock starboard

Full steering lock starboard means that the steering noz-zle is turned maximum to starboard side. Due to the de-flection of the jet of water a side force is generated which turns the boat to starboard.

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2. Steering nozzle straight

When the steering nozzle is straight the jet of water is unaffected, which means that the boat will move straight ahead, or astern, depending on the position of the re-versing bucket.

3. Full steering lock port

Full steering lock to port side means that the jet of water is deflected to port and the generated side force turns the boat to port.

Advantages

General water jet unit advantages to a propeller installa-tion:

• As a rule of thumb water jet unit gives higher overall efficiency, in comparison with a corresponding pro-peller installation, at speeds exceeding 25 knots.

• Superior manoeuvrability at all speeds.

• No underwater appendages which result in shallow draught and safe operation.

• No risk of overloading the engine and low noise and vibration levels. This means longer service life and low maintenance costs.

• High thrust at low speeds, giving fast acceleration.

Competitive advantages of the K-series water jet units to other water jet unit manufacture:

• Hydrodynamically optimized design resulting in 5-10% higher overall efficiency than the competitors in the whole speed range. The efficiency is high due to optimum pump efficiency and low inlet losses. The high overall efficiency can directly be translated to a higher speed with a given output or lower fuel con-sumption at a given speed.

• The marine gear enables backflushing capability and easy clutch in/out.

• Aluminium design and thorough strength calcula-tions keeps the system weight at a minimum. High-est thrust to weight ratio on the market.

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Hull theory

Hull shape guidelines(SSPA Maritime consulting 1998)

General

Volvo Penta complete waterjet system is suitable for al-most every application however to get the best propul-sive efficiency out of each installation there are some points to have in mind.

The speed in which the boat shall operate is the most essential factor for the hull design. The speed in relation to the waterline length is crucial to the created wave pattern and the look of the wave pattern is decisive to the classification. A small boat will create the same wave pattern at lower speed than a bigger boat. In order to get a correct classification of the boat regarding speed it is helpful to calculate a factor called Froudes number based on length or for fast boats, Froudes number based on displacement. The volumetric Froude number is suitable for values above three.

One of the advantages of water jet units is that there are no appendages protruding from the hull but this also means that special attention needs to be taken regard-ing the course stability. It is of great importance that the hull is designed with this in mind. Hard chines are gen-erally better than round bilge.

In addition to this it is important to install the water jet unit appropriate with taking special care not to get aer-ated water in the water jet unit intake.

Speed classification

Start with determining the waterline length in meter and the displacement in m3 (almost the same as in tonnes). Use diagram 1 or 2 to find the corresponding Froude number. Use diagram 1 with semi planing and displace-ment hull, use diagram 2 with planing hull. This because it is hard to determine the waterline at high speed.

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Hull theory

Hull theory

Diagram 3 can now be used to see what category the actual boat will fit in. This diagram shows how the resist-ance typically varies with the speed. The so-called hump around Fnl 0.5 could be more or less pronounced de-pending on the hull shape and the longitudinal centre of gravity

Short and wide boats will have a more evident hump contrary to long and narrow boats. This will also be the case with the centre of gravity moved aft.

Curve 1-3 is typical with the LCG moved. Curve 3 is the weight most aft.

Diagram 3

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Hull theory

Weight and longitudinal centre of gravity

The influence of weight on power consumption and speed is very large. An overloaded boat or a boat built heavier than it is designed for can not be expected to reach the designed speed. As can be seen from diagram 3 (curve I II and III) the longitudinal centre of gravity also has a crucial influence of the resistance (power consumption). As an in-dication typical values for LCG can be 24-28% of the total length from aft for curve III, 30-34% for II and 36-40% for curve I. The centre of gravity should be moved more aft at higher speed, but not exaggerated as it may lead to porpois-ing. In general the seakeeping behaviour will be better with the centre of gravity moved forward.

1. Range A 0 <Fnl <0.4

In this range the boat is operating up to their natural displacement speed. Hulls should be of normal displacement de-sign with flat and rather small transom. Long narrow hulls are more easily driven and faster. Round bilge or a conven-tional vee bottom with stem bow could be used. The intake of the water jet unit should be placed at significant distance under the waterline to avoid air to enter the water jet unit.

2. Range B 0.4<FnL<0.8

Semi-displacement speed. In this speed range a downward acting force will occur from the water jet intake. If round bilge hulls are used a centre keel can improve the course stability. Hard chine hulls with deadrise angles constantly dropping over the planing area to relatively flat sections aft are also suitable. A stern wedge/ hook alt. trimplanes may improve resistance and running condition.

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Hull theory

3. Range C 0.8<FnL< 1.7

The speed is in this range favourable regarding the power demand. (Hollow, means after the boat has get up on plan-ing). There will be a slight lifting force due to the point of attack of the jet on the transom causing a trimming moment on the bow. Chine and keel should be parallel over the planing area (monohedron). The deadrise angle should be within 10°-25°. Small deadrise will give low calm-water resistance and large deadrise will give better sea keeping be-haviour. A moderate hook/ trimplane deflection might still be advantageous near the lower speed limit or when passing the hump.

4. Range D 1.7<FnL or 3 < FnV

In this high-speed range the water jet unit intake combined with the point of attack of the jet on the transom will create a lifting force on the aft and a trimming moment on the bow. Hulls could be constructed with rocker or similar in order to minimise overplaning tendencies. Chine and keel might be parallel over the planing area. The deadrise angle should be within 15°-25°. Small deadrise will give low calm-water resistance and large deadrise will give better seakeeping behaviour. The bow should preferably have a smooth rising to reduce broaching tendencies and improve course sta-bility

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Hull theory

About the water jet unit intake

Special care should be taken when constructing the wa-ter jet unit intake. In all water jet unit driven hulls it is es-sential to avoid air to reach the water jet unit intake. There should not be any keels, planing strakes or other fittings protruding from the hull in front of the intake. Even the area behind the intake should be kept smooth.

Be aware of that bowthrusters sometimes can disturb the flow to the intake. For guidance where to put ex-haust outlet, cooling water intake, fins etc. see section “Installation guidelines” on page 35.

The water jet unit driveshaft line should be approx. 50 mm below waterline at light ship condition to ensure self-priming of water jet unit pump at stand still.

Avoid deadrise angles about > 25° especially in twin in-stallations as the risk to suck air during manoeuvring is large.

This can also happen if the distance "a" is too small. The bottom could preferable be lifted in the area for the in-take for boats operating in high speed (Range D). A lon-gitudinal step could improve the course stability.

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Hull theory

Catamarans

Long narrow hulls which is typically for catamarans maintain a relatively low trim angle throughout the craft’s speed range and are very suitable for water jet units.

The distance between the two hulls (gap G) will effect the resistance at different speeds as can be seen from diagram 4.

As a preliminary guideline for semi hull shape the same as said for monohull could be applied.

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Hull theory

Lowering of the water jet unit

Hull shapes with small bottom angle leads to course in-stability. To avoid this we have lowered the water jet unit and received good results at high speeds. Another ad-vantage is that the water jet unit gets a lower position in the water which minimises the risk of air suction into the water jet during acceleration.

Figure 1

The jet is in its lowest position. The water jet unit and the keel is on the same level.

Figure 2

The waterjet is lowered half way. This is suitable for hull bottom angle in mid range. These hull shapes have nor-mally built-in course stability.

Figure 3

This hull shape is what we call deep V. In this type it is normally not necessary to lower the water jet unit. In some cases it is ,however, an advantage to do this. Compared to a boat with low bottom angle and bigger “hump” around 13 to 20 knots, this hull shape is good in big waves and high speed but requires more horse power. At speed ranges over 35 knots the boat tends to trim on the bow due to the lift forces in the aft of the hull.This will lead to speed reduction. To avoid this, the aft bottom plate has to be lifted up. This is mentioned earlyer in this chapter. A good planning of the hull’s LCG and dynamic lift will automatically result in the calculated speed and expected boat behaviour.

Figure 1 Water jet unit in its lowest position

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Hull theory

Figure 2 Water jet unit is lowered half way

Figure 3 Deep V hull shape

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Hull theory

Dynamic stability, transverse and yaw (course keeping) sta-bilityDonald L. Blount and Associates, Inc.Copyright 1998, Donald L. Blount and Associates, Inc.All rights reserved

Whenever a craft exceeds a speed of 25 knots, there is the possibility that certain instabilities may be exhibited in the operation of a boat. Transverse (roll) and yaw (course keeping) instabilities are closely coupled and are frequently experienced together on a boat. A boat that heels to one side at a high speed most likely will in-duce a yaw/course change without any movement of the helm.

Transverse dynamic instability (TDI) most often is the re-sult of the weight of the vessel being too heavy and/or the longitudinal center of gravity (LCG) being too far for-ward relative to the shape of the hull, especially those aspects which influence dynamic forces. A boat which is too heavy for its hull dimensions and shape, has a for-ward LCG or trim tabs/stern wedges or buttock hook may operate at a very low trim angle which induces TDI due to wetting of the bow of the boat. The corrective ac-tion requires that the bow be lifted with some increase in running trim by static relocation of weight and/or changes to those hull features which influence the in-crease of dynamic trim moment or raises the height of the hull relative to the static water surface.

Dynamic yaw instability exhibits itself as wandering off course/bow steering requiring frequent manual course corrections at the helm or by autopilot. Yaw instability can be experienced with TDI as has been observed on some flush inlet water jet unit boats. This condition oc-curs as a change in lateral hull area longitudinal distribu-tion at high speed. The boat runs as a low trim angle moving the lateral center resistance forward which al-lows small yaw disturbances to destabilize course keep-ing moments relative to the water jet unit thrust line.

The yaw sensitivity/instability is frequently corrected by attaching small, vertical fixed fins to the hull bottom aft of the water jet unit inlets. These fins act much like the stabilizing feathers on an arrow. The total projected area for two small fins may be as small as 0.3% of the prod-uct of the projected chine length (LP) and the maximum chine beam (BPX); total projected fin area = LP x BPX x 0.003. The trailing edge of the fins should be vertical and about one average fin chord forward of the transom to minimize the possibility of ventilation at high boat speeds. The leading edge of the fins should slope aft so debris could not become snagged. On boats with two water jet units, the fins should be located transversely relative to the boats centerline close to the buttock plane of the inboard edge of the water jet unit inlet. Boats with three water jet units may have fins located ei-ther in the space between the water jet units or out-board of the outboard water jet units.

Fins with wedge sections are most important as their ef-fective center-of-pressure are much more stable chord-wise than for airfoil sections. As stated above, the leading edge of the fin should slope aft to be self clean-ing and the trailing edge should be vertical and blunt. Fins having a geometric aspect ratio of one or slightly less have proven in service to be suitable without having the fins extend below the baseline or increasing naviga-tional draft. As the fins are most effective when located just aft of the transverse plane of the inlets, the local wa-ter flow angles are often influenced by the water jet units. Thus, the most effective angle to attach the fins to the hull may be one or two degrees relative to the vessel centerline.

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Hull theory

Course stability location guidance

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Hull theory

Course stability fin size guidance

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Select the correct system

General informationThis chapter will help you select the correct system for your boat. Here you will find information about operation restrictions, system choices, speed/thrust diagrams and how to proceed when selecting system.

Reading the diagrams

In order to help you choose the right size of water jet unit and to understand the meaning of the cavitation zones, an example of three different type of hulls, or dis-placements of the same hull, is shown in the diagram below. This is how you should interpret the plotted curves:

Hull A

Sufficient cavitation margin in the upper speed range, but approaching and exceeding the operating limits of that particular size of water jet at lower speeds. For safe passage of the hump, a larger water jet unit might be considered.

Hull B

The cavitation margin is sufficient over the entire speed range and this size of water jet unit is the optimal choice.

Hull C

Ample cavitation margin over the entire speed range makes it possible to choose a smaller water jet unit.

24



Operation restrictionsDepending on the combination of shaft speed (ab-sorbed power) and ship speed, the water jet units are operating within different cavitation zones, reflecting the intensity of impeller cavitation. These zones are defined in the diagram. The water jet units are designed for con-tinuous operation only within cavitation zone 1, while op-eration within the other zones is time restricted.

The choice of size of a water jet unit should be based on the design resistance curve, and that curve should in-clude the following:

• Full load displacement,

• effects from normal sea conditions in the area of op-eration.

Under sea conditions rougher than normal, occasional higher displacement etc., the water jet units can operate in zone 2 for an accumulated period not exceeding 5% of the total operating time.

Operation in cavitation zone 3 should be limited to ex-traordinary conditions or less than 1% of the total oper-ating time.

NOTE! The total operating time is based on 2,500 oper-ating hours yearly. If the water jet unit is operated in zone IV or in any zone longer than allowed the guaran-tee is not valid. If the water jet unit is operated in these cavitation zones the impeller and the guide vane cham-ber must be investigated by an authorized Volvo Penta workshop.

NOTE! If the engine RPM is increased rapidly under sea conditions rougher than normal this may cause cavita-tion. Appropriate operating is when 75% of the max. en-gine RPM is obtained, then the RPM must be increased slowly until the requested RPM is obtained.

How to proceed when select-ing systemTo select the correct system for your boat follow this procedure.

1. Estimate the hull resistance

This can be done in many ways, systematic series, drag trials or an estimation by help of an empirical calculation like Savitsky’s method. If you don’t have access to any of these methods please contact Volvo Penta.

As earlier reminded, it is of outmost importance that the hull resistance is estimated correctly. This is important in order to achieve optimum performance, trouble-free op-eration and low wear of the water jet system. You can also make a sensibility analysis of the input parameters of the hull, especially LCG and displacement.

2. Use suitable speed/thrust diagram

Sketch the estimated hull resistance on the speed/thrust diagram for your system configuration.

Since the diagram is based on a single installation you have to divide the hull resistance by 2 in twin installa-tions and by 3 in triple installations.

3. Interpret the result

Interpret the result by help of the example diagram on page 24. You will be able to read top speed and the speed received with reduced power. Pay special atten-tion to hump speed region.

Note that there is almost always a suitable system con-figuration. Because of considerations of space we have not presented all possible combinations and optimiza-tion in this guide. If you need further information please contact Volvo Penta for example systematic series, tow-ing tank test or by using Savitsky’s semi empirical method.

25


Application flow chartThe flow chart below gives an indication of how to plan for a successful application.

26


System choicesFor each of the K-series waterjets in this guide there is a speed/thrust diagram. From the diagram you will be able to read the thrust as a function of power and speed. As you may notice only the cavitation zones 1 (rec. limit for continuous operation) and zone 4 (thrust breakdown) are plotted, this will simplify your work and make the dia-grams more obvious.

These diagrams are used only as guidance for basic op-tions of a system. In case of low or very high speed the different outlet nozzle could be used to achieve optimum performance. Contact Volvo Penta for a more accurate analysis of your specific operation condition.

WJ Thrust curve Engine(s)

K22 Page 28 TAMD31PTAMD41PTAMD42WJ

K25 Page 28 TAMD42WJTAMD63PTAMD74ATAMD74C

K28 Pages 29 TAMD63LTAMD63PTAMD74ATAMD74C

K32 Pages 29 TAMD74ATAMD74CD12-650

K36 Page 30 TAMD122ATAMD163ATAMD163P

K40 Page 30 TAMD163P

27


Thrust/speed diagram K22


28


Thrust /speed diagram K28


29



Thrust/speed diagrams K40

30

Weight distribution

Centre of gravity

31

Weight distributionWeight distribution

Maximal length

Maximal length "A" for CV-shaft without support bearing

Shaft type CV30 Shaft type CV42

K22 K25 K28 K32 K36

TAMD31P 1980 mm

(77.95 in.)

TAMD42WJ 1845 mm

(72.64 in.)

1980 mm

(77.95 in.)

KAMD44 EDC 1820 mm

(71.65 in.)

1980 mm

(77.95 in.)

TAMD63L/P 2210 mm

(87.00 in.)

2465 mm

(97.05 in.)

TAMD74C/A 2210 mm

(87.00 in.)

2385 mm

(93.90 in.)

2645 mm

(104.13 in.)

Maximal length for U-joint shaft between gear-

box flange and water jet flange

K32 K36

D12-650 2850 mm (112.20 in.)

3200 mm (125.98 in.)

33

34

Questionnaire

Planning the hull

Installation guidelinesThe water jet unit can be bolted or welded to the hull. The area in front of the inlet duct must be free from keel, slips or similar which may cause cavitation, which in turn may reduce the efficiency of the water jet unit or even cause damages.

One or several fins may be installed on the side of the water jet units without disturbing the water supply.

The water jet unit can be installed on both displacement and planing boats as single, twin or triple systems.

The inlet duct is a welded construction, which can be suited to V-bottomed hulls during manufacturing.

On water jet units, that will be welded to the boat, a 60-100 mm (2.4-3.9 in) wide area is not painted and must therefore be painted, see section “Painting the water jet unit” on page 54 after welding.

35

Cooling systemNOTE! For more information see the engine installation manual or contact Volvo Penta.

Sea-water intakes are placed according to the figure on the preceding page.

Exhaust systemNOTE! For more information see the engine installation manual or contact Volvo Penta.

Install the exhaust system according to the instructions in the engine installation manual, however here are some guidelines:

• The exhaust outlets must not make the boat or the water jet unit dirty,

• nor should the exhaust outlets be installed so there is a risk of backwash,

• the exhaust outlets must be placed over the water line,

• if the exhaust outlets are installed on the stern there is a possibility that exhaust gases will enter the water jet unit when reversing and the thrust will therefore be reduced.

IMPORTANT! If these guidelines are not followed there will be a risk of equipment damage.

Volvo Penta recommend that the exhaust outlets are in-stalled according to the following figures:

Min. 350 mm (13.8 in)

36

Planning the hullPlanning the hull

Casting mouldWhen installing the water jet unit to a GRP hull it is a good idea to make a casting mould for the water jet unit when manufacturing the boat.

Example

The example below illustrates a casting mould for water jet unit K22. The deadrise angle is 18°.

Generally

For bigger water jet units just widen the width according to the example but keep the same thickness (11 mm) of the bottom and back plate. Use the water jet unit as a measure template and add 5 mm on each side.

37

Water jet unit installation

General informationThis chapter is intended as a guide for the installation of the water jet unit. The instructions are not comprehen-sive and do not cover every possible installation, but are to be regarded as recommendations and guidelines ap-plying to Volvo Penta standards.

These recommendations are the result of many years practical experience of water jet unit installations from all over the world. Departures from recommended pro-cedures can however be necessary or desirable, in which case your Volvo Penta representative will be glad to offer his assistance in finding a solution for your par-ticular installation.

It is the sole responsibility of the installer to ensure that the installation work is carried out in a satisfactory man-ner, that it is operationally in good order, that the ap-proved materials and accessories are used and that the installation meets all applicable rules and regulations.

Before installing the water jet unit, check that there are no transport damages. Also check that all parts are de-livered according to the delivery list.

Plan installations with care

Great care must be taken in the installation of water jet units and their components if they are to operate satis-factorily. Always make absolutely sure that the correct specifications and drawings and any other data are available before starting work. This will allow planning and installation to be carried out correctly right from the start.

Plan the engine room so that it is easy to carry out rou-tine service operations involving the replacement of components.

Prior to installation

IMPORTANT! Components of the water jet unit, the bearing housing, hydraulic cylinders, sensors etc. must be protected to avoid damages during installation.

NOTE! To simplify the installation remove the reversing bucket from the water jet unit.

Recommended lubricants and sealants

For a list of agents to be used when installing, recom-mended by Volvo Penta, see page 91 “Recommended lubricants and sealants”.

Storage before installation

If the water jet unit has to be stored before installation, follow these guidelines:

• Storage temperature must be above +5°C, air hu-midity between 0-90%, non-condensed.

• The water jet unit must not be stored in the sun-light, it has to be stored in its original package and must be protected against dust and moisture.

• If the water jet unit is to be stored for a period longer than 3 months, the “laying-up” instructions in the instruction book must be followed.

Special tools

885156-0 Calomel electrode

9988452-0 Digital probe

885156-0

9988452-0

38



Preparing the hull for water jet unit installationThe water jet unit can be installed to the boat as a sin-gle-, twin-, triple- or as a quadruple installation. The wa-ter jet unit can be bolted or welded (aluminium hull) to the hull.

NOTE! This chapter only describes the installation pro-cedure of single- and twin water jet unit installation. In case of a triple- or quadruple water jet unit installation, contact Volvo Penta for more information.

Dimension table for cutting in the hull

Dimensions in mm (in.)

WJ A1 A2 B C R1 R2

K22 320 (12.60) 280 (11.02) 503 (19.80) 905 (35.63) 60 (2.36) 60 (2.36)

K25 320 (12.60) 320 (12.60) 557 (21.93) 1196 (47.09) 60 (2.36) 60 (2.36))

K28 363 (14.29) 328 (12.91) 628 (24.72) 1463 (57.60) 50 (1.97) 50 (1.97)

K32 450 (17.72) 450 (17.72) 683 (26.89) 1838 (72.36) 20 (0.79) 50 (1.97)

K36 497 (19.57) 497 (19.57) 764 (30.08) 2072 (81.57) 20 (0.79) 55 (2.17)

K40 740 (29.13) 740 (29.13) 897 (35.31) 2303 (90.67) 95 (3.74) 95 (3.74)

39


Single installation

The hull is prepared for installation by first drawing the limits of the hole on the hull. The next procedure is then to cut out the hole. After that the hull is prepared for the installation of the water jet unit.

NOTE! Refer to page 39 “Dimension table” for neces-sary dimensions of the water jet unit.

Draw the limits of hole on the hull:

1. Draw the centre line of the hull on the stern.

2. Draw the height of the hole (B) parallel to the centre line. Draw the width of the hole (A). Note the radius (R) in the upper corners.

3. Draw the length of the hole (C) on the hull bottom. Draw the width of the hole (A). Note the radius (R).

4. Bolt installation only: Draw the contour of the area to be immersed in the hull bottom. This area is about 5 mm (0.2 in) wider than the hole in the hull bottom. It is necessary to lower the water jet unit in the hull bottom, to achieve a smooth hull bottom.

NOTE! When manufacturing a GRP hull, it is a good idea to prepare the area to be immersed by using a casting mould. The depth of the immersion is presented in the table below.

WJ Immersion

K22 11 mm (0.43 in)

K25 13 mm (0.51 in)

K28 13 mm (0.51 in)

K32 11 mm (0.43 in)

K36 13 mm (0.51 in)

K40 13 mm (0.51 in)

40


5. The limits of the hole are now drawn. The hull is pre-pared for the next procedure, to cut out the hole.

Cut out the hole:

1. Cut out the hole along the drawn lines.

2. In case of a V-bottomed shape hull the transition be-tween the water jet unit and the hull bottom has to be smooth, according to the illustration.

3. If the water jet unit is to be bolted to the hull, see “How to bolt the water jet unit to the hull” on page 47.

4. If the water jet unit is to be welded to the hull, see “How to weld the water jet units to the hull” on page 51.

The transition between water jet unit and hull

A Grind the dashed area to achieve a smooth transition between the water jet unit and the hull. Angle (v°) = max.7°.

41


Twin installation

When installing twin water jet units you should aim to in-stall the water jet units as close as possible to the cen-tre line of the boat.

However, the distance between the water jet units must not be too short since the reversing buckets will then collide with each other. Therefore the minimum distance between the water jet units has to be noted before be-ginning the installation.

Minimum distance between the water jet units

Minimum distance between the water jet units depends on the bottom angle (v°) of the hull.

NOTE! Check with the minimum service distance be-tween the engines, see the table on next page. This dis-tance may be the critical installation distance.

WJ HMinimum distance (L) in mm (in.)

v = 5° v = 10° v = 15° v = 20° v = 25° v = 30°

K22 242(9.53)

670(26.38)

720(28.35)

750(29.53)

770(30.31)

790(31.10)

800(31.50)

K25 275(10.83)

860(33.86)

890(35.04)

910(35.83)

930(36.61)

940(37.01)

950(37.40)

K28 308(12.13)

830(32.68)

860(33.86)

890(35.04)

910(35.83)

920(36.22)

930(36.61)

K32 352(13.86)

1050(41.34)

1090(42.91)

1120(44.09)

1140(44.88)

1160(45.67)

1160(45.67)

K36 396(15.59)

1170(46.06)

1220(48.03)

1260(49.61)

1300(51.18)

1320(51.95)

1330(52.36)

K40 440(17.32)

1360(53.54)

1410(55.51)

1450(57.09)

1470(57.87)

1490(58.66)

1500(59.06)

42


SystemMinimum service distance between the engines in mm (in.)

v = 5° v = 10° v = 15° v = 20° v = 25° v = 30°

42WJ-K22 780 (30.71)

780 (30.71)

780(30.71)

780 (30.71)

790 (31.10)

800 (31.50)

42WJ-K25 860 (33.86)

890 (35.04)

910 (35.83)

930 (36.61)

940 (37.00)

945 (37.20)

63L-, 63P-K25 870 (34.25)

870 (34.25)

885 (34.84)

905 (35.63)

920 (36.22)

925 (36.42)

63L-, 63P-K28 870 (34.25)

870 (34.25)

885 (34.84)

905 (35.63)

920(36.22)

925 (36.42)

73WJ, 74C-K28 930(36.61)

930(36.61)

930 (36.61)

930(36.61)

930 (36.61)

930 (36.61)

73WJ, 74C-K32 1045(41.14)

1085(42.72)

1115(43.90)

1140 (44.88)

1155(45.47)

1160(45.67)

122A-, 122P-K32 1170 (46.06)

1220(48.03)

1260(49.61)

1295 (50.98)

1315(51.77)

1330(52.36)

163A-, 163P-K36 1170 (46.06)

1220 (48.03)

1260 (49.61)

1295(50.98)

1315 (51.77)

1330(52.36)

163A-, 163P-K40 1335(52.56)

1385(54.53)

1425(56.10)

1455(57.28)

1475(58.07)

1490(58.66)

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Preparation of the hull

The hull is prepared for installation by first drawing the limits of the holes on the hull. The next procedure is then to cut out the holes. Thereafter the hull is prepared for the installation of the water jet units.

NOTE! Refer to page 39 “Dimension table” for neces-sary dimensions of the water jet unit.

Draw the limits of hole on the hull:

1. Draw the centre line of the hull on the stern.

2. Draw a help line at the height (H) on the stern paral-lel to the hull bottom. At the distance (L/2) from the centre line of the stern on the height (H) from the bottom, there is the point where the centre point of the water jet unit will be when installed at distance (L) between the water jet units.

3. Draw the centre line of the water jet unit.

44


4. Draw the width (A1) and the height (B) of the hole. Note the radius (R) in the upper corners.

5. Repeat steps 2 to 4 for the starboard water jet unit.

6. Draw the centre line of the water jet unit on the hull bottom.

7. Draw the length (C) of the hole on the hull bottom. Draw the width of the hole (A). Note the radius (R).

8. Bolt installation only: Draw the contour of the area to be immersed in the hull bottom. This area is about 5 mm (0.2 in) wider than the hole in the hull bottom. It is necessary to lower the water jet unit in the hull bottom, to achieve a smooth hull bottom.

NOTE! When manufacturing a GRP hull, it is a good idea to prepare the area to be immersed by using a casting mould. The depth of the immersion is presented in the table on page 40.

9. Repeat steps 6 to 8 for the starboard water jet unit.

10. The limits of the holes are now drawn. The hull is prepared for the next procedure, to cut out the holes.

45


Cut out the holes:

1. Cut out the holes along the drawn lines.

2. If the water jet units are to be bolted to the hull, see “How to bolt the water jet unit to the hull” on page 47.

3. If the water jet units are to be welded to the hull, see “How to weld the water jet units to the hull” on page 51.

46


How to bolt the water jet unit to the hullThe water jet unit can be bolted to aluminium, GRP and steel hulls. When installing the water jet unit in a steel hull see section “Steel hull guidelines” on page 50.

Screws and washers

The following screws and washers are delivered with the water jet unit and must be used when installing:

• M10 stainless countersunk screws.

• Insulation washers.

• Stainless washers.

• Stainless M10 locking nuts.

Installation procedure

Adapting the hole of the stern:

1. Adapt the hole of the stern to the chamfer on the wa-ter jet unit as illustrated.

Drill screw holes in the hull:

1. Lift up the water jet unit to the hull and push forward so that the water jet unit comes into contact with both bottom and stern surfaces of the hull (the mounting area must be smooth and flat).

WARNING! Ensure that the water jet unit is se-cured properly by an approved lifting device, if not there is a risk of equipment damage and personal injury.

2. Mark the screw holes with a 6 mm drill. Use a guide sleeve in the screw holes of the water jet unit to avoid scratches on the painting.

47


3. Lower down the water jet unit.

4. Drill the screw holes in the hull with a 12 mm drill.

Clean the contact surfaces of the hull:

1. Aluminium hull, steel hulls:

• Clean the contact surfaces of the hull accurately.

• Use a cleaning agent of prescribed quality to achieve best possible result.

2. GRP hull:

• Grind the contact surface of the hull. The surface must not be blank.

• Clean the contact surfaces of the hull accurately.

• Use a cleaning agent of prescribed quality to achieve best possible result.

Apply sealant:

1. The illustration shows how the screw joint with seal-ant should look like after the installation is com-pleted.

Cross section of the screwed joint.

1 Water jet unit2 Hull3 Insulation washer4 Stainless countersunk screw5 Stainless locking nut6 Washer7 Sealant8 Sealant

48


2. Apply sealant on hull or water jet unit contact sur-faces. Use a hand press or a pneumatic press to ap-ply the sealant. The string diameter of the sealant should be about 8 mm (0.32 in) and applied as illus-trated below.

3. Lift up the water jet unit against the hull and push forward so that the water jet unit comes into contact with both bottom and stern surfaces of the hull.

4. Install a few screws with insulation washers, tighten the locking nuts lightly. This to “steer” the water jet unit into the correct position.

NOTE! When installing the screws, prevent the sealant from following the screws through the screw holes by keeping something above the screw hole.

5. When the water jet unit is in its correct position in-stall remaining screws, insulation washers, washers and locking nuts.

NOTE! Below the washers a flat iron or an angle iron may be used to stiffen the installation of the water jet unit.

Tighten the screws:

1. Tighten screw (pos. 1) and (2) to half torque 20 Nm (14.8 lb ft).

IMPORTANT! Do not rotate the screws while tight-ening, the insulation washers may break down.

2. Tighten (3) and (4) to 40 Nm (29.5 lb ft). Continue with (5) and (6) until the stern is finished.

3. Check the torque of (1) and (2).

4. Tighten (x) and (y) to 40 Nm (29.5 lb ft). Continue with the remaining screws until the bottom is fin-ished.

5. When the water jet unit is tightened to the hull, check that sealant has been pressed out round the joint. When this sealant is dry, cut clear the overflow with a knife. Do not use any kind of solvent.

6. Fill the joint on the sides and in front of the water jet unit with sealant. Use a hand press or a pneumatic press to apply the sealant.

7. Top up the grooves of the bolt heads with sealant. If there are hollows on the hull bottom because of the screws, top up the hollows with sealant to achieve a smooth hull bottom. Make sure that bottom surface between the hull and water jet unit is smooth.

49


Steel hull guidelines

When installing the water jet unit in a steel hull, the wa-ter jet unit must be electrically isolated from the steel hull and the engine. This must be measured before launching the boat.


The installation procedure is almost the same as de-scribed earlier in this chapter. However there are a few things that are different.

1. Install a rubber seal 5×60 mm (0.2x2.36 in) between the hull and the water jet unit.

2. Plastic washers must be used below the screws as well as the locking nuts.

3. Insulation bushings must be used between the screw and the screw hole of the steel hull.

50


How to weld the water jet units to the hullThe water jet unit can be welded to aluminium hulls.

Prior to welding

IMPORTANT! All parts of the water jet unit, the bearing housing hydraulic cylinders, sensors etc., must be protected in order to avoid damages dur-ing welding.

IMPORTANT! Prior to welding, check that the boat’s electrical system is disconnected.

Welding joints

Two kind of weld joints are actual for this operation, fillet weld and butt weld.

Fillet weld

The dimension (a) must be at least as thick as the hull. The length of the weld should be about 300 mm (11.81 in) and the gap between the weld joints should be 300 mm (11.81).

Butt weld

This welding process is more sensitive for “blow-through” and the risk that the plates will bend. To avoid “blow-through” the plates should be as close as possi-ble to each other.

A V-groove should be made on the outside of the hull to achieve a good weld joint. Before welding the V-groove a weld joint must welded on the inside as illustrated above. Between the weld joint and V-groove the thick-ness of the hull should be at least half of the total thick-ness of the hull, see figure above.

Use shorter weld lengths to avoid the plates bending. The length of the weld should be about 200 mm (7.87 in) long, with an approximately 200 mm (7.87 in) gap between the weld joints.

When the hull thickness is 6 mm (0.24 in) the gap be-tween the plates can be between 0-1 mm (0-0.04 in). If the hull thickness is 10-12 mm (0.39-0.42 in) the gap is allowed to be between 0-2 mm (0-0.08 in).

When the hull is angled down to the water jet unit the length of the weld can be longer.

51


Preparation for welding

1. Lift up the water jet unit against the hull. As you ob-serve the hole is not big enough to suite the water jet unit. Therefore the hole has to be done more accu-rate.

WARNING! Ensure that the water jet unit is se-cured properly by an approved lifting device, if not there is a risk of equipment damage and personal injury.

2. Draw new lines around the contour of the water jet unit on the hull stern and bottom.

3. Lower down the water jet unit and cut out the cor-rect size of the hole.

4. Lift up the water jet unit and test if it is possible to install the water jet unit in the hull. If not, repeat steps 1 to 3 until it is possible.

5. Repeat steps 1 to 4 when finishing the hole for the other water jet unit.

6. Install temporary stringers on the outside of the hull bottom and stern near to the hole, see the figure be-low. This is done to prevent damage to the water jet unit caused by heat stresses during welding.

7. Lift up the water jet unit to the hull and push it ahead. Ensure that the water jet unit is in its correct position.

8. Install auxiliary supports on the hull bottom to hold the water jet unit against the hull. Install one support more aft, the second support in the middle of the water jet unit and the last support more fore.

9. Lower down the water jet unit so it is supported by the auxiliary supports. However it’s a good idea to still secure the water jet unit with the lifting device as long as it won’t prevent the welding.

52


Welding

1. The water jet unit shall be welded together with the hull according to the instructions in the figure below. Especially observe the welding direction and the length of the weld joints.

2. Weld the bottom inside the boat. Start with weld joint (1) continue with (2) then (3) and so on.

3. Remove the auxiliary supports from the hull bottom.

4. Weld the bottom outside the boat, weld V-grooves as described on page 52 section “Butt weld”. The weld joints have to be trapped as illustrated in the figure above to achieve best possible strength.

5. Weld the stern inside the boat. Start with weld joint (1) continue with (2) then (3) and so on.

6. Weld the stern outside the boat. The weld joints have to be trapped as illustrated in the figure above to achieve best possible strength.

After welding is completed:

1. Remove the temporary stringers.

2. Grind the weld joints on the outside of the boat to achieve a smooth bottom surface of the hull.

3. Paint the water jet unit as described on next page.

53


Painting the water jet unit

Touching up paintwork damage

Any scratched water jet unit component must be re-paired. Observe the following before painting a compo-nent.

1. Wash the area to be painted with fresh water.

IMPORTANT! Do not use pressure washers. High water pressure can damage components on the water jet unit.

2. Leave the area to dry.

3. Lightly blast the surface and level out any uneven-ness.

4. Paint the area as described below.

Painting above the water line:

1. Apply 1 layer with “Primer 2-component”.(item number: 1141561-9)

2. Apply 3 layers with “Touch-up” paint.(item number: 3851219-0, colour code 4001)

Painting below the water line:

1. Apply 1 layer with “Primer 2-component”.(item number: 1141561-9)

2. Apply 1 layer with “Anti fouling” primer.(item number 1141593-2)

3. Apply 2 layers with “Anti fouling”.(item number: 1141595-7)

NOTE! If local legislation does not allow the use of “anti-fouling paint” contact Volvo Penta for advice on al-ternative methods!

Correction of damages in the painting

NOTE! If the corrosive damage to the inlet duct is deeper than 3 mm (0.12 in), contact Volvo Penta.

Should an area or a component of the water jet unit be scratched during installation, the damaged painting must be remedied. Observe the following before paint-ing a component:

1. Blast the area to be painted.

2. Wash the blasted area with fresh water.

IMPORTANT! Do not use pressure washers. High water pressure can damage components on the water jet unit.

3. Leave the area to dry for about 12 hours.

4. Lightly blast the surface and level out any uneven-ness.

5. Paint the area as described earlier.

Original colour

The water jet units are painted at the factory with the fol-lowing colours:

• Intercure 420 Epoxy coating

• International YBA591 Trilux black

• On early models, Interspeed BWA 444 Anti Foul-ing

Painting steel hulls

When the water jet unit is installed in a steel hull, the hull must be painted with the anti fouling paint at least on a 500 mm (19.7 in) wide are around the water jet unit.

54


Marking of oil dipstick

NOTE! K22 & K25 water jet units have grease lubri-cated axial bearings which are replenished with grease at the factory.

The oil level in the bearing housing is checked with the oil dipstick. The oil dipstick must be marked as follows:

1. Fill the bearing housing with oil of prescribed quality and quantity. Wait until the oil level has stabilized.

2. Pull out the oil dipstick and mark the max. level of the oil level.

3. Mark the min. level 10 mm (0.39 in.) lower.

Oil quantity in bearing housing:

WJ Oil quantity

K22 grease lubricated

K25 grease lubricated

K28 0.5 l (0.13 US gal)

K32 1.3 l (0.34 US gal)

K36 2.1 l (0.55 US gal)

K40 3.9 l (1.03 US gal)

K28 K32 K36 K40

v° L in mm

(in.)

L1 in

mm (in.)

L in

mm (in.)

L1 in

mm (in.)

L in

mm (in.)

L1 in

mm (in.)

L in

mm (in.)

L1 in

mm (in.)

0° 201 (7.91)

157(6.18)

275 (10.8)

202(7.95)

275(10.83)

224(8.82)

275(10.83)

215(8.46)

5° 201 (7.91)

150(5.91)

275(10.8)

195(7.68)

275(10.83)

210(8.27)

275(10.83)

202(7.95)

10° 201(7.91)

140(5.51)

275(10.8)

181(7.13)

275(10.83)

194(7.64)

275(10.83)

189(7.44)

15° 201(7.91)

132(5.20)

275(10.8)

168(6.61)

275(10.83)

180(7.09)

275(10.83)

174(6.85)

20° 201(7.91)

125(4.92)

275(10.8)

155(6.10)

275(10.83)

165(6.50)

275(10.83)

162(6.34)

25° 201(7.91)

110(4.33)

275(10.8)

140(5.51)

275(10.83)

150(5.91)

275(10.83)

146(5.75)

30° 201(7.91)

105(4.13)

275(10.8)

125(4.92)

275(10.83)

130(5.12)

275(10.83)

128(5.04)

55


Individual marking

The oil dipstick may also be marked according to the ta-ble. Individual marking is required because of different bottom angles which means different levels on the oil dipstick.

NOTE! Check that the oil dipstick is installed closest to centre line of the boat. If not, the oil dipstick and the breather on the bearing housing must change places. Breather

Oil dipstick

56

Gearbox and intermediate shaft installation

Gearbox installationUse two dial test indicators to measure radial and axial alignment when rotating the gearbox. In this way you will be able to see if the engine is in correct position accord-ing to the water jet unit.

The shaft used between the gearbox flange and the wa-ter jet unit flange when aligning, must be stiff enough to avoid misleading values.

Gearboxes - technical data

Designation Weight dry Oil volume Oil quality

ZF 63 46 kg (101 lb.) 3.8 l (1.0 US gal) ATF

ZF 220 63 kg (139 lb.) 4.5 l (1.2 US gal) SAE 30

ZF 325 138 kg (304 lb.) 8.2 l (2.2 US gal) SAE 30

MG 5085 SC-E 120 kg (265 lb.) 4.28 l (1.1 US gal) SAE 30

MG 5091 SC-E 220 kg (485 lb.) 9.6 l (2.5 US gal) SAE 30

57

Clutch controlThere are two options of controlling the gearbox:

• One option is to clutch in/out with a handle con-nected to the gearbox via a wire.

• The gearbox can also be controlled electrically from a control panel.

From the control panel you will be able to clutch in (S1), clutch out (S2) and back flush (S3) the water jet unit.

Installation of the clutch control panel

1. Plan the dashboard for the driver so he or she can reach the control panel even in a heavy ruff sea.

2. Cut out the dashboard following the template (for a full scale template see page 97).

S1 S2

S3

58



3. Connect the control panel as shown in the following picture.

4. Connect the socket “to clutch” with an extension ca-ble to the gearbox clutch connectors. Use one of the following extension cables:

5. Be sure to install the sealing sleeve so that no water can penetrate into the sleeve.

If the panel is placed in outside environment and the dashboard is not perfectly flat, add silicone sealing between the panel and rubber, the rubber and con-sole.

Seal the screw so no water can penetrate under the console.

VP part number Length

873938 3 m (9.8 ft)

873939 5 m (16.4 ft)

873940 7 m (23.0 ft)

873941 9 m (29.5 ft)

873941 11 m (36.0 ft)

874061 13 m (42.7 ft)

To clutch

To instrument panel +/-

59


6. Be sure not to block off the relief hole in the sleeve.

Min distance 390 mm (15.4 in)

60


Gear selector (EDC system)NOTE! Install the electronic unit with the connections pointing downward, see figure below.

1

Connect to neutral switch connector on control cable

Connect to gear pot. connector on control cable

For a full scale template see page 97.

61


Calibration, gear selector

Before the gear selector is calibrated, the EDC system must be put in calibration mode as follows:

1. Put the control lever(s) in neutral/idling position (4).

2. Turn the ignition key to S (stop position) and release it, so that it springs back to position 0.

3. Depress the neutral button and keep it depressed until item 5.

4. Turn the ignition key to position I (drive position). The diagnosis button lamp lights up.

5. Release the neutral button when the diagnosis but-ton lamp goes out.

6. The lamps in the neutral and diagnosis buttons now flash to confirm that the EDC system is in calibration mode. The diagnosis button indication flashes at the following intervals: 2 flashes then pause for about 0.7 sec.

7. If the boat has two engines, repeat the procedure for the other engine.

NOTE! The system will not go into calibration mode if there are any fault codes stored (except fault codes 1.6 and 1.7).

Attend to any malfunctions before calibration.

8. Move the throttle lever to full throttle position (2). Release the lever. Acknowledge the position by pressing the neutral button for at least three sec-onds.

9. Move the lever to neutral position (4). Release the lever and acknowledge the position by pressing the neutral button for three seconds.

62


10. Press the yellow “CLUTCH IN” button (1), and then press the neutral button for at least three seconds.

11. Press the green “CLUTCH OUT” button (2), then press the red “BACK FLUSH” button (3) and then the neutral button for at least three seconds.

12. Press the green “CLUTCH OUT” button (2), ac-knowledge and finish calibration by pressing the neutral button twice for three seconds each time.

S1 S2

S3

63


Installation of CV-shaft

T WARNING! All rotating components between the engine and water jet unit must be covered. This is to avoid personal injury and to protect the shaft from foreign bodies which can come into contact with the shaft during operation and cause personal injury. If any fault occurs in the shaft, the shaft must be covered since it could otherwise cause sever personal injury and damage the boat.

Installing the flange on water jet unit

1. Install the flange on the water jet unit shaft.

NOTE! It is important that dimension A corresponds with the dimensions in the table.

WJ A CV-shaft Torque

K2227 mm

(1.06 in)CV30

17 Nm (12.5 lb ft)

K2521 mm

(0.83 in)CV42

60 Nm (44.3 lb ft)

K2824 mm

(0.94 in)CV42

60 Nm (44.3 lb ft)

K3223 mm

(0.91 in)CV42

60 Nm (44.3 lb ft)

64


Installing the flange on reversing gear

Install the flange on the reversing gear. Tighten bolts (1) as stated in the table below.

Engine/WJ Tightening torques

TAMD42WJ/K2265 ± 13 Nm

(48.0 ± 10 lb ft)

TAMD63/K25, K28200 ± 20 Nm

(148 ± 15 lb ft)

TAMD74/K28, K32344 ± 55 Nm

(254 ± 41 lb ft)

TAMD112/K32344 ± 55 Nm

(254 ± 41 lb ft)

K22

K25-K32

65


Installing the CV-shaft

1. Read through the section relating to shaft angles to adjust the shaft.

2. Remove the cover from the CV-42 shaft.

3. Place the CV-shaft between the water jet unit flange and the reversing gear adapter kit. Please refer to figures 1 and 2.

4. The CV-30 and CV-42 shafts are pre-greased, so no lubrication of the shafts is needed.

5. On the CV-30 axle, press the plastic plugs into the two holes where screws can not be installed. Install curved spring washers to secure the plugs.

6. Lock the screws with locking fluid and tighten them as stated in the table.

Screw size Tightening torques

M1285 ± 15 Nm

(63 ± 11 lb ft)

M16197 ± 35 Nm

(145 ± 26 lb ft)

1. K22

2. K25-K32

66


Shaft angles

The largest recommended shaft angle is determined by the rotation speed of the shaft, shown in the table be-low. The CV joints do not need to rotate at the same an-gle, but their effective service life is determined by this angle. When you install the CV-shaft, try to distribute the angles equally, to achieve maximum service life.

One way to determine the total installation angle and its distribution between the two joints at the same time, is to use two rulers located as in the illustrations. At “A”, the point of intersection is poorly placed. One joint takes up the entire angle. At “B”, the point of intersec-tion is centred between the two joints, and the total in-stallation angle is thus evenly distributed.

If the installation angle is both vertical and horizontal, the effective installation angle can be determined by using the diagram.

Example:

V = 6°, H = 5° gives the effective installation angle =8°.

IMPORTANT! The greater the angle, the more im-portant it becomes to have evenly distributed joint angles. The greatest permissible joint angle in the table must not be exceeded. If you are unsure, or if you need a greater angle, please contact Volvo Penta for advice.

Shaft rpm CV-shaft

0 - 1200 rpm 4°

1500 rpm 3°

1750 rpm 2.5°

2250 rpm 2°

3000 rpm 1,.5°

A

B

67


Installation length “A”

The CV-shaft is designed to absorb axial movement in its piston joints. This is not done to compensate for poor installation, it is to permit engine movement in the mountings during operation.

Installation length “A” is measured between the water jet unit shaft flange and the gearbox adapter kit. It is easy to determine the “A” length when installation is straight. If the installation is angled, the distance must be determined by adding the distances for the A+B+C+D positions on each edge, at the same diame-ter, and then dividing the sum by four to get the effective A length.

If there is a discrepancy between the measured and de-sired A lengths, as given in the table, the distance must be adjusted to correspond. This is usually done by ad-justing the position of the engine or water jet unit. The dimensions of A length given only apply to standard CV-shafts. Specially ordered (tubular) CV-shafts must be in-stalled at exactly the given length.

TAMD42WJ

CV-shaft Installation length

CV30 245 mm (9.6 in)

CV30 660 mm (26.0 in)

CV30 1200 mm (47.2 in)

TAMD63, TAMD74

CV-shaft Installation length

CV42 270 mm (10.6 in)

CV42 600 mm (23.6 in)

CV42 1200 mm (47.2 in)

68


Installation of U-joint shaft

WARNING! All rotating components between the engine and the water jet unit must be covered. This is to prevent personal injury and to protect the shaft from foreign bodies, which could come into contact with the shaft during operation and cause injury. If any fault occurs in the shaft, the shaft must be protected, since it could otherwise cause per-sonal injury and seriously damage the boat.

Installation of flange on water jet unit

1. Install flange (1) on the water jet shaft and fix it by tightening the screws (2) as in the torque table be-low.

NOTE! It is important that dimension A is as stated in the table below.

2. Install the spacer (3) and fix it by tightening screws (4) as in the torque table below.

NOTE! The spacer is only used on water jet unit K32.

K36 has a spacer which is fixed with the propeller shaft screws.

WJ A Tightening torque

K3223 mm

(0.94 in)41 ± 8 Nm

(30 ± 6 lb ft)

K364 mm

(0.91 in)140 ± 20 Nm

(103 ± 15 lb ft)

Screw size Tightening torque

M1285 ± 15 Nm

(63 ± 11 lb ft)

M14-10.9175 ± 30 Nm

(130 ± 22 lb ft)

M16-8.8220 ± 35 Nm

(162 ± 26 lb ft)

69


Installation of flange on marine gearbox

Fix flange (5) to the marine gearbox with the screws (6). Torque the screws as in the torque table.

Installation of the propeller shaft

1. Use a spirit level to check that the water jet unit is in line with the engine bed.

2. Design the installation members as in the drawings which are at the end of this document. The members are essential tools for installing the propeller shaft correctly.

3. Install the installation members horizontally on each flange, illustration 1. Member 1 is installed on the water jet flange, and member 2 is installed on the marine gearbox flange. Check alignment between the two installation members, by using a spirit level. Measure and check that distance A corresponds with the dimension in the table below.


M1285 ± 15 Nm

(63 ± 11 lb ft)

M14-10.9175 ± 30 Nm

(130 ± 22 lb ft)

M16-8.8220 ± 35 Nm

(162 ± 26 lb ft)

Position Length

A476.6 ± 5 mm(18.8 ± 0.2 in)

1

70


4. Turn the members to the vertical position, illustration 2, measure distance A and B, and check that the dis-tances correspond with the dimensions in the table below.

5. Install the propeller shaft on the water jet adapter flange and the marine gearbox flange, using M14x40 screws.

Lock the screws with thread locking fluid, and torque them as in the torque table.


M1285 ± 15 Nm

(63 ± 11 lb ft)

M14-10.9175 ± 30 Nm

(130 ± 22 lb ft)

M16-8.8220 ± 35 Nm

(162 ± 26 lb ft)

2

71


Drawing, installation members

NOTE! The drawings are not to scale.

Member 1.

Member 2.

Position Length

A35 ± 0.3 mm(1,366 - 1,390 in)

B155.5 ± 0.5 mm(6,102 - 6,142 in)

CØ15+0,5/-0,0 mm (Ø0,590 - 0,610 in)

DØ110+0.035/-0.000 mm (Ø4,331 - 4,332 in)

E20±0,3 mm (0,776 - 0,799 in)

F500 ± 1 mm(19,646 - 19,724 in)

G100 mm(3,94 in)

H3 ± 0.5 mm(0,098 - 0,138 in)

72

Control system installation

Single installation with hand hydraulic pump unit

Single K22, typical installation drawing 3829486


The system needs hydraulic oil flow and pressure to work. On the main engine there is a servo pump which provides the system with the oil flow needed. An oil cooler is installed to guarantee a low oil temperature.

When the steering wheel is turned the hand hydraulic pump unit (1) affects the steering cylinder which affects the steering nozzle.

The port lever of the reversing bucket controller is con-nected to a control cable that activates the valve in the reversing bucket control mechanism (11). When the valve is activated oil flows through the hoses to the re-versing cylinder and the reversing bucket is raised or lowered.

The position of the port lever always indicates the posi-tion of the reversing bucket.

The starboard lever of the reversing bucket controller controls the engine rpm.

NOTE! For more technical information please contact Volvo Penta.

73

Installation of reversing bucket controller

Select an area for the reversing bucket controller that gives a safe and comfortable driving position. While you steer the boat with one hand, the other hand shall easily be able to manoeuvre the reversing bucket controller and the engine rpm controller.

NOTE! All installation instructions and templates are in-cluded in the kits.

1. Use the template provided with the kit to cut the ap-propriate mounting hole in the console of the control station.

2. Connect the cable to the reversing bucket control-ler. Install the rod of the steering cable to front side and the outer hole (which gives more stroke) of the rotor. The cable should push (at the water jet unit end of the cable) when moving the controller ahead. Remove the cover plate on the controller and un-screw the two stop screws so the lever can reach the mechanical end position. The stroke of the cable should be 80-90 mm (3.1-3.5 in) when moving the cable from one end position to the other end posi-tion.

3. Connect the cable to the clevis and to the cable fas-tening of the reversing bucket control mechanism. Check that direction of the cable is straight ahead from the reversing bucket control mechanism. This to guarantee a trouble-free operation.

NOTE! If the water jet unit is installed in a steel hull, iso-late the steering cable and the reversing bucket control-ler from the steel hull. This to ensure that the water jet unit is electrically isolated from the hull.

Installation of hand hydraulic pump unit


The hand hydraulic pump unit may be mounted with the shaft horizontal, vertical or any angle in between. The filler plug must always be in the uppermost position.

1. Use the template provided with the kit to cut the ap-propriate mounting hole in the console of the control station.

2. Install the hand hydraulic pump unit to the console. Lightly grease the taper of the shaft.

3. Install the steering wheel on the shaft of the hand hydraulic pump unit. Tighten the nut properly.

74



Connection of the system

IMPORTANT! Ensure cleanliness when installing hydraulic components.

Steering line (L1)

1. Connect the two bleeding connectors to the fore and aft steering cylinder ports.

2. Connect the first hose from one of the ports of the hand hydraulic pump unit to the port more aft of the bleeding connectors.

If the steering are going in the wrong direction, just switch the connectors on the steering cylinder.

3. Connect the other hose from the other port to the port fore of the bleeding connectors.

Suction line (L2)

1. Connect the suction line between the suction port of the hydraulic oil tank and servo pump.

Pressure line (L3)

1. Connect the pressure line from the pressure port of the servo pump to the IN connection of the revers-ing bucket control mechanism.

2. Seal all connections with sealant of prescribed qual-ity.

Return line (L4)

1. Cut the hose in to two pieces that has right lengths.

2. Connect the return line with the threaded connec-tion from the OUT port of the reversing bucket con-trol mechanism to the oil cooler.

3. Connect the line from the oil cooler to the oil tank.

75


Reversing line (L5)

1. Connect the first hose from the A port of the revers-ing bucket control mechanism to the port more aft on the reversing cylinder.

2. Connect the second hose from the B port of the re-versing bucket control mechanism to the port fore on the reversing cylinder.

3. Seal all connections with sealant of prescribed qual-ity.

Starting the system


1. Fill the steering cylinder with oil.

Use VP steering pump oil part no. 1141640-1, see Accessories catalogue.

WARNING! Never use brake fluid. Any non-ap-proved fluid may cause personal injury and equip-ment damage.

Bleeding the steering lines

2. First bleed the connection of the steering cylinder which gives pressure when turning the steering wheel clockwise. Keep a suitable container under the bleeding line to prevent the oil from flowing out in the boat.

3. Connect the hose again when there is no more air in the oil.

4. Disconnect the other hose and turn the steering wheel counter clockwise. Keep a suitable container under the connection to prevent the oil from flowing out in the boat.

5. Connect the hose again when there is no more air in the oil.

6. Check that there is no oil leakage.

WARNING! If there is leakage the pressure is lost and the steering ability will be poor, this may cause personal injury and equipment damage.

Filling up the reversing bucket lines

7. Fill the up hydraulic oil tank with oil.

IMPORTANT! Before starting the engine and wa-ter jet unit, read section “Before starting” on page 87.

8. Start the engine. Check that the hydraulic pump is delivering oil.

IMPORTANT! If the hydraulic pump is not deliver-ing oil within one minute the engine must be stopped and the reason for this must be investi-gated.

One reason may be air in the lines. Bleed the suc-tion line again and open the pressure line a little bit to let out the air. Do not open the pressure line too much, due to the high pressure in the lines.

9. Check the oil level in the hydraulic oil tank, it will drop since the system is empty. Replenish immedi-ately so that the oil level won't sink too low.

IMPORTANT! The hydraulic oil tank must not be empty while the engine is running, this may cause damage to the servo pump.

10. Test the reversing bucket controller to ahead and astern positions, check if the level in the hydraulic oil tank is dropping. If the reversing bucket controller is held to its forward end position the oil will get hot. The oil may also be overheated if the cable is stuck.

WARNING! The hydraulic system can be over-heated and the servo pump can be damaged. This could result in lost of reversing bucket control.

11. Check the valve of the reversing bucket control mechanism. The spring in the valve should push/drag the cable to the unloaded position.

When releasing the reversing bucket controller it will move backwards a little so that the hydraulic valve will be in its middle position and therefore avoiding a too high pressure in the system.

If the control cable is installed so it is very inert and the hydraulic valve does not manage to be in its mid-dle position, this may cause damage to the servo pump. The warranty is not valid to this kind of dam-age.

12. Check that there is no oil leakage.

WARNING! If there is leakage the pressure is lost and the braking/reversing ability will be poor, this may cause personal injury.

76


Adjusting the reversing bucket control mechanism

Adjustment of the reversing system is necessary to ob-tain a trouble free operation. Otherwise the pressure will remain high after a completed manoeuvre and the oil pump will be overheated.

1. Check that the reversing bucket controller can be easily be moved from end position to end position. If not, unscrew the stop screws.

2. Ensure that the steering cable is pushing the control arm (1) against transom when moving the reversing bucket controller to ahead position.

3. Manoeuvre the reversing bucket controller from full ahead position to full astern position. Check that the reversing cylinder reaches each end position. If nec-essary adjust the length of stroke by lengthen or shorten the steering cable. It is also possible to move the reversing bucket control mechanism on the reversing cylinder.

To rise the reversing bucket 10 mm (0.39 in) the steering cable must be lengthen about 3 mm (0.12 in).

77


Single and twin installation of servo systems

Twin K22 and K25, typical installation drawing

3814483


The system needs hydraulic oil flow and pressure to work. On the engines there are servo pumps (31) that provide the system with the oil flow needed. An oil cooler (32) is installed to guarantee a low oil tempera-ture. Other necessary equipment such as hydraulic oil tank (1), level indicator (4), fill-up cup (3) and hydraulic oil filter (2) are also installed.

When the steering wheel (14) is turned the steering unit (12) affects the synchronisation valve (16) which syn-chronises the steering command equally to both port and starboard steering cylinders (21).

The reversing bucket controller (15) is connected to control cables type 33 that activates micro switches in the reversing bucket control mechanism (22). The micro switches are connected to the electric actuator on the hydraulic valve (11). In this way the reversing cylinders (24) get the needed oil flow to raise or lower the revers-ing bucket.

The positions of the reversing bucket levers (15) always indicate the position of the reversing buckets.


78


Single K28-K40 typical installation drawing

3814471


The system needs hydraulic oil flow and pressure to work. On the engine there is a servo pump (31) which provides the system with the oil flow needed. An oil cooler (32) is installed to guarantee a low oil tempera-ture. Other necessary equipment such as hydraulic oil tank (1), level indicator (4), fill-up cup (3) and hydraulic oil filter (2) are also installed.

When the steering wheel (14) is turned the steering unit (12) affects the steering cylinder (21), which affects the steering nozzle.

The reversing bucket controller (15) is connected to control cables (33) which activates micro switches in the reversing bucket control mechanism (22). The micro switches are connected to the electric actuator on the hydraulic valve (11). In this way the reversing cylinder (24) gets the needed oil flow to raise or lower the re-versing bucket.

The position of the port lever of the reversing bucket controller (15) always indicates the position of the re-versing bucket.

The starboard lever of the reversing bucket controller (15) controls the engine rpm.


79


Twin K28-K40, typical installation drawing

3814473


The system needs hydraulic oil flow and pressure to work. On the engines there are servo pumps (31) that provide the system with the oil flow needed. An oil cooler (32) is installed to guarantee a low oil tempera-ture. Other necessary equipment such as hydraulic oil tank (1), level indicator (4), fill-up cup (3) and hydraulic oil filter (2) are also installed.

When the steering wheel (14) is turned the steering unit (12) affects the synchronisation valve (17) which syn-chronises the steering command equally to both port and starboard steering cylinders (21).

The reversing bucket controller (15) is connected to control cables (33) that activates micro switches in the reversing bucket control mechanism (22). The micro switches are connected to the electric actuator on the hydraulic valve (11). In this way the reversing cylinders (24) get the needed oil flow to raise or lower the revers-ing bucket.

The positions of the reversing bucket controller levers (15) always indicate the position of the reversing buck-ets.


80



NOTE! Refer to the following drawings:

• Twin K22 installation, see page 78.

• Single K28-K40 installation, see page 79.

• Twin K28-K40 installation, see page 80.


WARNING! Never use brake fluid as hydraulic oil. Any non-approved fluid may cause personal injury and equipment damage. Use standard ISO VG 32 hydraulic oil recommended by Volvo Penta.

Installation of the steering unit


1. Use the steering unit template when preparing to in-stall the steering pump.

2. Use a distance plate between the steering pump and the console to protect the console.

3. Install nipples and hoses on the steering pump.

4. Install the steering pump in the console.

5. Install the steering shaft and steering wheel onto the steering pump.

Installation of the reversing bucket controller

Select an area for the reversing bucket controller that gives a safe and comfortable driving position. While you steer the boat with one hand, the other hand shall easily be able to manoeuvre the reversing bucket controller and the engine rpm controller.


Checkpoints after the reversing bucket controller are in-stalled:

1. Check that the cable is moving easily. If it is jammed the reason for this must be investigated and reme-died.

2. Check the cable should be longer in the reversing bucket control mechanism when manoeuvre to “full ahead” position. When manoeuvre to “full astern” the cable should be shorter in the reversing bucket control mechanism.

Installation of the oil cooler

In systems with the 30 and 40 engine models, the oil cooler is mounted on the engine. In systems with the 60, 70, D12 and 160 engine models, install the oil cooler af-ter the gearbox cooler.

1. Fit the hydraulic oil cooler in an appropriate place.

2. Connect the hose from the gearbox’s cooler to the hydraulic oil cooler (pos. 1).

3. Connect the hose from the other connection (pos. 2) to the exhaust elbow or to outlet.

4. Screw the nipples on the cooler (pos. 3, 4). For best cooling results the oil and water should go against each other.

5. Connect the hydraulic system (pos. 3, 4). The cou-plings have 12 mm (0.47 in) connections.

Installation of the connection box

1. See wiring diagram for connection box, see page 96.

The same electric supply as to the engine can be used. This means, that the electric supply to the engine is dis-connected, the electric supply to the connection box will also be disconnected. If the electric supply is taken from another source than the one the engine is connected to, automatic fuses must be installed.

WARNING! Install automatic circuit breakers or or-dinary fuses on the incoming wires to prevent pos-sible fire or short circuit. The automatic circuit breakers must be installed horizontal to avoid that heavy pounding will release the fuse.

81


Installation of the hydraulic valve

1. Install the hydraulic valve near the water jet unit(s) so it is easily accessible for adjusting and pressure measuring.

Installation of the synchronization valve

1. Install the synchronization valve so it is easily acces-sible for adjusting.

Starting the system

1. Connect the hoses according to the system draw-ing.

2. Seal the connections with sealant of prescribed quality.

3. Fill up the hydraulic oil tank with oil.

4. Bleed the suction hoses close to the servo pump to avoid starting the servo pump dry.

IMPORTANT! Before starting the engine and wa-ter jet unit read section “Before starting” on page 87.

5. Start the engine. Check that the hydraulic pump is delivering oil.

IMPORTANT! If the hydraulic pump is not deliver-ing oil within one minute the engine must be stopped and the reason for this must be investi-gated.

One reason may be air in the lines. Bleed the suc-tion line again and open the pressure line a little bit to let out the air. Do not open the pressure line too much, due to the high pressure in the lines.

6. Check the oil level in the hydraulic oil tank, it will drop since the system is empty. Replenish immedi-ately so the oil level won´t sink too low.

IMPORTANT! The hydraulic oil tank must not be empty while the engine is running, this may cause damage to the servo pump.

7. Check if the reversing bucket moves when moving the reversing bucket controller. If not, the supply to the solenoids on the hydraulic valve is wrong.

8. Check if the steering nozzle turns starboard when turning the steering wheel to starboard. If not, the hydraulic hoses are incorrect installed.

Adjusting the reversing cylinder(s)

WARNING! Be careful when adjusting the revers-ing cylinder. There is a risk of personal injury if you get jammed between the reversing cylinder and the reversing bucket control mechanism.

1. Adjust the maximum speed of the reversing bucket by adjusting the stop screws on the hydraulic valve. The time from “full ahead” to “full astern” position and vice versa should be about 3-5 seconds.

When moving the reversing bucket lever to “full ahead” or “full astern” position, the reversing cylinder should have stopped about 5 mm (0.20 in) from the mechanical end position. The pressure in the system should now drop down to about 20 bar (290 psi).

The system is pre-adjusted to 90 bar (1305 psi), when reversing cylinder is in the mechanical end position.

The pressure can be checked as follows:

1. Move the reversing bucket lever to “full ahead” posi-tion.

2. Connect the pressure gauge to the hydraulic valve.

If the pressure remains high the stroke length of the reversing cylinder must be adjusted.

82


Check the end positions of the reversing cylinder(s):

1. Move the reversing bucket lever to “full ahead” posi-tion, check the position of the reversing cylinder.

There should be about 5 mm (0.20 in) left of the stroke (if the distance is greater than 5 mm (0.20 in) the “full ahead” position will not be reached).

2. Move the reversing bucket lever to “full astern” posi-tion, check the position of the reversing cylinder.

There should be about 5 mm (0.20 in) left of the stroke (if the distance is greater than 5 mm (0.20 in) the “full astern” position will not be reached). Press the micro switch lever ahead and measure the cylin-der movement.

Adjust the “full ahead” position of the reversing cyl-inder:

WARNING! The engine must be stopped during these adjustments.

1. Unlock the stopper more aft (4). Move the stopper a little bit more aft to allow a longer cylinder stroke.

If the reversing cylinder is reaching the mechanical end position, move the stopper a little bit more fore.

Adjust the “full astern” position of the reversing cyl-inder:

WARNING! The engine must be stopped during these adjustments.

1. Unlock the stopper more fore (5). Move the stopper a little bit more fore to allow a longer cylinder stroke.

If the reversing cylinder is reaching the mechanical end position, move the stopper a little bit more aft.

WARNING! If the cylinder is reaching the mechani-cal end positions the hydraulic system can be overheated.

1. Control arm

2. Micro switch

3. Micro switch

4. Stopper more aft

5. Stopper more fore

6. Clevis

7. Cable

83


Bleeding the steering lines

NOTE! Normally it is not necessary to bleed the steering lines because of self-priming. But if necessary, follow in-structions below.

1. Turn the steering wheel to port, disconnect the hose nearest aft on the steering cylinder. Keep a suitable container under the connection to prevent the oil from flowing out in the boat.

2. Turn the steering wheel to starboard a few turns. Connect the hose again when there is no more air in the oil.

3. Turn the steering wheel to starboard, disconnect the hose nearest fore on the steering cylinder. Keep a suitable container under the connection to prevent the oil from flowing out in the boat.

4. Turn the steering wheel to port a few times. Connect the hose again when there is no more air in the oil.

5. For twin installations repeat steps 1 to 4 on the other cylinder.

6. Check that the steering is working properly. The steering wheel may twitch sometimes when steering max. to port or starboard side, this is however nor-mal behaviour.

Adjusting the synchronization valve

This valve is adjusted to min. value at delivery. Adjust as follows:

1. Turn the steering wheel to max. Starboard position, open the bypass valve of the starboard steering cyl-inder.

2. Turn the steering wheel to max. Port position (the pressure over the safety valve will rise to the ad-justed pressure). Take your hands from the steering wheel. The pressure will go down.

3. Close the bypass valve of the starboard steering cylinder. The steering nozzles are directed the wrong way, (starboard steering cylinder has not moved).

4. Turn the steering wheel to max. Port position. Check the speed of the starboard steering cylinder, if the speed is the same as in normal driving it has to be adjusted by the adjusting screws on the hydraulic valve block. Adjust only half a turn.

5. Repeat step 4 until the speed of the steering cylin-der has reached about half speed of normal driving.

6. Repeat steps 1 to 5 when adjusting port steering cylinder.

Lock the locking screw then adjustments are ready.

Then adjustments is ready, distance from the top to the large cylinder should be approximately 14-16 mm (0.55-0.63 in).

84

85

Precaution against corrosion

Galvanic corrosionA boat that lies in the water constitutes a galvanic ele-ment since different metals (or metal alloys) such as steel and aluminium are in electrical contact with each other while in the same electrolyte, namely salt water. This produces galvanic corrosion.

In popular terms, this can be compared with the similar electrochemical process that goes on in a starter bat-tery. It is called a galvanic element. In a non-battery con-text the result of this process is called galvanic corrosion.

Measuring with calomel electrode 885156-0 connected to Digital probe tester 9988452-0

1. Connect the calomel electrode to the digital probe tester measurement cable.

2. Connect the probe tester tip to a good ground con-nection, e. g. the ground screw on the inside of the water jet unit. Set the tester for D.C. measurement.

3. Carefully remove the protective sleeve over the probe tip. The protective sleeve is filled with a satu-rated salt solution (NaCI) and must be replaced after measurement with the salt solution in it. Dry the tip with a clean paper tissue or equivalent after meas-urement.

4. Dip the electrode in water approximately 30 cm (12") from the drive/shield water jet unit. The meas-urement result is the mean value for the complete drive and shield water jet unit. The result should lie between (minus) -900 mV and -1340 mV.

To check individual parts such as bolts, hydraulic cylin-ders etc., move the electrode so that the tip is directed towards an aluminium surface, about 5 mm away from the surface where the stainless part is fitted.

The measurement result here should also lie between -900 mV and -1340 mV.

If the result exceeds this (i.e. a higher more positive value such as -800 mV), the proportion of "noble" met-als such as stainless steel, bronze etc., is too great for the anodes to overcome the corrosion current. The amount of anodes should be increased.

The result may also be stray currents caused by incor-rect or wrongly connected (+) cable or (+) cables ex-posed to bilge water.

There is overprotection if the digital tester gives a result less than -1340 mV. This could also be caused by stray currents from separate ground cables for VHF radio or other equipment fitted with separate ground cables which are wrongly connected.

The reason may also be that the anodes provide too much protection current, e.g. magnesium anodes in salt water.

There are different quality of water in harbours around the world. Some areas give different results due to salt and pollution content in the water. It is important that if the anodes disappear fast the reason has to be investi-gated, if there is no fault found in the boat system, the solution could be for this water condition just add more anodes.

NOTE! If you need more anodes contact Volvo Penta for more information.

Before delivery

Check listBefore launching and when launching the boat check the following:

1. Hull

Check:

• that the transition between water jet unit and hull is smooth,

• that there are no cooling water intakes, keels or slips in front of the water jet unit inlet duct,

• that painting is correct,

• the anode protection of the hull.

2. Water jet unit

Check:

• that the oil level in the bearing housing is correct (not valid for K22 & K25)

• that the impeller shaft rotates freely,

• that no oil leakage exists,

• that the inspection and anode hatches are closed,

• that there are no foreign objects in the inlet duct or in the impeller housing,

• that the painting is correct,

• the anode protection of the water jet unit.

3. Steering nozzle and reversing bucket

Check that:

• all screws are tightened and secured with the lock-ing washer,

• the steering and reversing rod are tightened to given tightening torques,

• no foreign objects are preventing the steering nozzle and reversing bucket,

• the painting is correct.

4. Hydraulic system

Check that:

• all hoses are connected correctly,

• all hoses and pipes are installed properly,

• all hoses are free and are not scarping against other objects,

• there is no oil leakage,

• the oil level is Ok,

• the hydraulic pump is bleeded.

5. Intermediate shaft

Check that:

• the alignment is Ok. Poor alignment will give shorter service life and more noise.

CV-shaft

Check that:

• max. permissible joint angle is not exceeded,

• the CV-shaft is installed to the exact V-length (nomi-nal operating length) specified,

• that all CV-shaft parts are properly secured and that the CV-rubber boots are undamaged,

• that there is no risk of water splashing on to the CV-shaft assembly during operation.

Propeller shaft

Check that:

• all shaft parts are properly tightened and secured,

• the shaft is proper protected so no personal injury can happen.

6. Launching the boat

When launching the boat check the following:

• that there is no leakage between water jet unit and hull,

• that there is no leakage in the bearing housing,

• that the water line is above the centre line of the wa-ter jet unit.

86

Before deliveryBefore delivery

Sea trialWhen launching the boat it must be tested and all test results must be documented in the “Sea trial“ section in the instruction book.

Before starting

IMPORTANT! Check that there are no foreign ob-ject in the inlet duct or impeller housing. Check that the shaft rotates freely.

If a foreign object is blocking the water jet unit or if the shaft does not rotate freely, this must be investigated and remedied.

Check the following before starting:

1. That there is no oil or water leakage.

2. That the oil level in the bearing housing is satisfac-tional. The oil level is checked with the oil dipstick and must be between the max. and min. markings.

NOTE! This is not valid for water jet units K22 & K25 be-cause the bearing housing is grease lubricated.

IMPORTANT! If no max. or min. markings are found on the oil dipstick, see page 55 for instruc-tions how to mark the oil dipstick.

Starting the engine and water jet unit

NOTE! In case of possible operational troubles see the troubleshooting table on page 90.

1. Check that the engine speed control is in idling posi-tion and that the gear is in neutral position.

2. Start the engine.

3. Check that the steering nozzle turns to both star-board and port and that the reversing bucket ma-noeuvres correctly.

4. Set the steering wheel in the centre position and the reversing bucket control to zero thrust position.

5. Engage the gear. Only ahead position is used, coun-ter-clockwise (K22-K36) or clockwise (K40) rotation viewed from the stern, during normal operation.

IMPORTANT! The water jet unit must not be oper-ated dry, since the rubber bearing and the me-chanical seal require water lubrication.

87

Before delivery

Test procedure

The following data must be documented in the “Sea trial report” in the instruction book:

NOTE! All test results must be documented in the in-struction manual, if not the warranty is not valid.

1. Check that the safety valve is not opening when the reversing bucket is operated to “full ahead” or “full astern” position. If the safety valve opens, read the instructions in “Adjusting the reversing cylinder(s)” on page 82 to adjust the installation.

2. Check that the reversing cylinder is stopping 5-10 mm (0.2-0.39 in) from the mechanical end position (valid only for servo system). If not, read the instruc-tions in “Adjusting the reversing cylinder(s)” on page 82 to adjust the installation.

NOTE! If operating the boat with the reversing cylinder adjusted incorrectly as described above, then the war-ranty is not valid.

3. Check the idle pressure of the PVG-valve (if in-stalled) it should be about 20 bar (290 psi). Check the max. pressure by turning the steering wheel to port and starboard, the max. pressure should be about 90 bar. K22 single installations have no con-nection for the pressure gauge but is still pre-ad-justed to 90 bar (1305 psi). In some applications the pressure may reach 125 bar (1813 psi).

4. Check for abnormal noises from the control system. If there are abnormal noises this must be investi-gated and remedied before delivering the boat.

5. After driving for a while the bearing housing temper-ature must be checked. Normal temperature is ap-proximately 20–40 °C (68-104 °F) higher than the temperature of the water.

WARNING! The gear must be disengaged when measuring the temperature. Place a sign on the gearbox control “Maintenance under progress!” There is a risk of personal injury if the gear is en-gaged.

6. Measure exact max. speed and engine RPM during a specified distance.

The engine RPM is measured with a revolution counter at the front pulley on the engine. Compare the result with the RPM counter in the boat as cali-bration support.

7. Measure the speed of the boat at various engine RPM.

8. Perform an emergency stop, i.e. from “full ahead” to “full astern” with max. engine RPM. Note the behav-iour of the boat. If the manoeuvre seems to be dan-gerous this has to be documented in the “Sea trial” section in the instruction book. The brake distance must also be noted.

WARNING! This manoeuvre may cause personal injury and equipment damage if it is performed in-correctly. Begin this manoeuvre with low speed, then increase the speed gradually until max. speed is achieved. If something abnormal is detected the manoeuvre must be interrupted and the reason in-vestigated. Normally this kind of manoeuvre should not be performed, but it is possible without dam-aging the boat or water jet unit. The test driver is responsible for this manoeuvre.

88

Before delivery

Stopping the engine and water jet unit

1. Set the steering wheel to the centre position and the reversing bucket controller to zero thrust position.

2. Disengage the gear.

3. Set the reversing bucket in “full ahead” position and turn the steering nozzle so that the piston rod is in-side the cylinder. See the figure below.

These steps must be carried out so that the piston rods on the reversing cylinder and the steering cylinder are inside their respective cylinders. This protects the piston rods from fouling and corrosion.

NOTE! If the instruction above is not followed the cylin-ders may start to leak and the warranty will conse-quently not cover this.

IMPORTANT! If the cylinders are above the water line it is recommended that the reversing bucket is kept in reversing position because the anodes pro-vide better anti-corrosion protection when the re-versing bucket is in the water.

4. Stop the engine.

5. Check that there is no oil or water leakage.

6. Check the oil level in the bearing housing (not valid for water jet units K22 & K25).

89

Before delivery

TroubleshootingA number of symptoms and possible causes of opera-tional problems are described in the table below.

In the event of faults or errors that you cannot remedy yourself you should always contact Volvo Penta.

Symptom Possible cause

Steering does not function correctly 1, 2, 3

The boat does not reverse 1, 4, 5, 6

Poor performance 6, 7, 8, 9, 10, 11, 12, 13

Abnormal noise from the impeller housing 9, 12, 14, 15

Abnormal vibrations 9, 10, 12, 16

Abnormal noise from the bearing housing 11, 18, 19

Bearing housing leaking oil or water 19, 20

The axial bearing is hot 11, 18, 21

The shaft nut has loosened 11, 16, 17, 22

1. Hydraulic fault.

2. The installation of the steering components.

3. The function of the steering wheel unit.

4. Obstruction in the reversing bucket.

5. The installation of the bucket components.

6. The bucket rod setting.

7. Engine fault.

8. Control setting.

9. Foreign objects in the impellerhousing or in the guide vane chamber.

10. Foreign objects in the inlet duct.

11. Bearing fault.

12. Partially defective impeller.

13. The clearance between the impeller and impeller housing is too great.

14. Defective impeller housing.

15. Sand in the water jet unit afterdriving in shallow waters.

16. Shaft damaged due to running aground.

17. Intermediate shaft not balanced.

18. Oil level too low in bearing housing.

19. Defective mechanical sealing.

20. Defective seals in bearing housing.

21. Water in the oil.

22. Defective locking washer or shaftnut not sufficiently tightened.

90

Technical information

Technical data

Recommended lubricants and sealants

In the table below you will find lubricants and sealants, needed for the installation of the water jet unit, recom-mended by Volvo Penta.

Water jet units

Type K22 K25 K28 K32 K36 K40

Weight (dry) 110 kg(242 lb)

160 kg(353 lb)

230 kg(507 lb)

310 kg(683 lb)

425 kg(937 lb)

750 kg(1654 lb)

Entrained water inside transom

15 l(4.0 US gal)

29 l(7.7 US gal)

50 l(13.2 US gal)

95 l(25.1 US gal)

136 l(36.0 US gal)

166 l(43.9 US gal)

Entrained water 43 l(11.4 US gal)

63 l(16.6 US gal)

88 l(23.2 US gal)

132 l(34.9 US gal)

188 l(50.0 US gal)

256 l(67.6 US gal)

Oil quantity in thebearing housing

- -0.5 l

(0.13 US gal)1.3 l

(0.34 US gal)2.1 l

(0.55 US gal)4.1 l

(1.08 US gal)

Type Volvo Penta recommend

Sealant, medium adhesion Sikaflex® 221Bostic® 26393M® 5200

Sealant, strong adhesion Sikaflex® 252, 291

Thread sealant, securingThread sealant, locking

1161053 alt. Loctite® 243Loctite® 270

Sealant, to lock and seal hydraulic fittings 840879 alt. Loctite® 542

Installation paste CRC® aluminium paste

Lubricating grease in the bearing housing (K22 & K25) 1161251 (420ml/400g) alt.1 SKF® LGWA 2/0.4 alt.2 FAG L135V

Lubricating oil in the bearing housing (K28, K32 & K36) The same as in the engine

Lubricating oil in the bearing housing (K40) Mobilgear 626 (ISO VG 68 with EP additives)

Hydraulic oil in servo control system Standard mineral oil ISO VG32

Hydraulic oil in the hand hydraulic control system VP steering pump oilpart no. 1141640-1

Water resistance grease 828250 (25g) alt. FAG L71V

Cleaning-agent SikaClean® 205

91

Component drawings

Steering unit

92

Technical informationTechnical information

Connection of cylinder valve and synchro-nisation block

(twin installation)

93


Hydraulic valve (single installation), 3829406 12V / 3828333 24 V

94


Hydraulic valve (twin installation), 3828453 12V / 3829294 24 V

95


Connection box

96


Clutch control panel, cut-out template (scale 1:1)

97


Gearbox connection diagram

For direct operated electric gearbox solenoids.

98


Hydraulic tank (20 l) 3828332

99


Hydraulic tank (40 l) 3828199

100


Intermediate shaft

CV30

Drawing No: 3814464-01

CV42 Drawing No: 3814460-01

All dimensions

in mm

All dimensions

in mm

101


Calculation formulasTo find power (kW) calculate:

where

P = Power (kW)T = Torque (Nm)N = Engine speed rpm / 60 (rps)

To find torque (Nm) calculate:

where

P = Power (kW)T = Torque (Nm)N = Engine speed rpm / 60 (rps)

Calculation of the impeller curve:

where

P = Power (kW)n = rpm

where

P1 = Power (kW)P2 = Calculated power (kW) when rpm = n2n1 = rpmn2 = modified rpm to obtain power P2

Calculation example of the impeller curve:

P 2π T N××1000

--------------------------=

TP

2π N×---------------- 1000×=

P n3=

P2P1

n1

n2-----

3-------------=

RPM Power (kW)

2200 45

2400 58

2600 74

2800 92

3000 113

3200 137

3400 165

3600 196

3800 230

P2230

38002200------------

3-------------------- 45kW≈=

102


Froude number, Fl (length):

where

v = speed of boat or ship (m/s)g = gravity constant (m/s2)l = length of water line (m)

Froude number, F∇ (volumetric):

where

∇ = volumetric displacement (m3)v = speed of boat or ship (m/s)g = gravity constant (m/s2)

Hydraulic power:

where

Pout = power (W)p = pressure (Pa = N/m2)Q = flow (m3/s)

Flv

g l×---------------=

F∇v

g ∇3×----------------------=

Pout p Q×=

103


Conversion factors

Metric to U.S. or IMP. Conversion factors: U.S. or IMP. to metric conversion factors

To convert

from To

Multiply

by

To convert

from To

Multiply by

Length mm

cm

m

inch

inch

foot

0.03937

0.3937

3.2808

inch

inch

foot

mm

cm

m

25.40

2.540

0.3048

Area mm2

m2

sq. in.

sq.ft.

0.00155

10.76

sq. in.

sq.ft.

mm2

m2

645.2

0.093

Volume cm3

litre, dm3

litre, dm3

litre, dm3

litre, dm3

m3

cu. in.

cu. ft.

cu. in.

imp. gallon

U.S gallon

cu.ft.

0.06102

0.03531

61.023

0.220

0.2642

35.315

cu. in.

cu. ft.

cu. in.

imp. gallon

U.S gallon

cu.ft.

cm3

litre, dm3

litre, dm3

litre, dm3

litre, dm3

m3

16.388

28.320

0.01639

4.545

3.785

0.0283

Force N lbf 0.2248 lbf N 4.448

Weight kg lb. 2.205 lb. kg 0.454

Power kW

kW

kW

hp (metric)

bhp

BTU/min

1.36

1.341

56.87

hp (metric)

bhp

BTU/min

kW

kW

kW

0.735

0.7457

0.0176

Torque Nm lbf ft 0.738 lbf ft Nm 1.356

Pressure MPa

Pa

Pa

KPa

mH2O

psi

mm H2O

in H2O

in H2O

in H2O

145.038

0.102

0.004

4.0

39.37

psi

mm H2O

in H2O

in H2O

in H2O

MPa

Pa

Pa

KPa

mH2O

0.0069

9.807

249.098

0.24908

0.0254

Energy

Work

kJ/kWh

kJ/kg

MJ/kg

kJ/kg

BTU/hph

BTU/lb

BTU/lb

kcal/kg

0.697

0.430

430

0.239

BTU/hph

BTU/lb

BTU/lb

kcal/kg

kJ/kWh

kJ/kg

MJ/kg

kJ/kg

1.435

2.326

0.00233

4.184

Fuel

Consump.

g/kWh

g/kWh

g/hph

lb/hph

0.7355

0.00162

g/hph

lb/hph

g/kWh

g/kWh

1.36

616.78

Inertia kgm2 lbft2 23.734 lbft2 kgm2 0.042

Flow l/s cu.ft/min 2.1189 cu.ft/min l/s 0.47194

Speed m/s ft.per/min 196.85 ft.per/min m/s 0.00508

Temp °F = 9/5x°C+32 °C = 5/9x°F-32

104

Environmental management

Volvo Penta are glad to offer the following environmental management of the K-series water jet units after operat-ing the boat for many years.

105

Water jet unit K22

106



Water jet unit components

Pos. no. Component Material Final management

41 Impeller AlSl 1329 Hand over to smelting

26 Impeller shaft AlSl 1329 Hand over to smelting

51, 52, 53, 54 Shaft coupling Fe 52 Hand over to smelting

7 Impeller housing AlMg3/Polyu.Hand over the polyurethane to combustionHand over the remains (AlMg3) to smelting

9Guide vane cham-

berAlMg3 Hand over to smelting

15 Reversing bucket AlSi7Mg+T6 Hand over to smelting

14 Steering nozzle AlSi7Mg+T6 Hand over to smelting

2, 23 Cylinder AISI 1316Hand over the rubber seal to combustion

Hand over the cylinder to smelting

3, 6, 8, 11, 13, 16, 19, 21, 25, 28, 33, 34, 35,

37, 40, 49

Screw, bolts and nuts

A4-80 Hand over to smelting

5, 17, 38, 47 Rubber components Rubber Hand over to combustion

31 Rubber bearing Rubber/Fibre Hand over to combustion

1 Inlet duct AlMg4,5Mn Hand over to smelting

9, 14, 15, 36Remaining Al. com-

ponentsSIS Hand over to smelting

12, 24, 39 Zinc components Zn Hand over to smelting

4, 10,18, 20, 22, 27, 29, 30, 43,

44

Remaining compo-nents

SIS 2324 Hand over to smelting

Bearing housing components


1 Mechanical sealingInoxSixx

Rubber

Hand over to smeltingHand over the o-ring (rubber) to combustion

2, 4, 8, 10 O-rings Rubber Hand over to combustion

9, 11, 13, 17, 18 Bearing Fe Hand over to smelting

3, 6, 16Screw, bolts and

nutsA4-80 Hand over to smelting

5, 14, 15 Bearing housing AlMg3 Hand over to smelting

107


Water jet unit K25 .

108




51 Impeller AlSl329 Hand over to smelting

43 Impeller shaft AlSl329 Hand over to smelting

32 Impeller housing AlSi7Mg/Polyu.Hand over the polyurethane to combustionHand over the remains (AlSi7Mg) to smelt-

ing

34Guide vane cham-

berAlSi7Mg Hand over to smelting

13 Reversing bucket AlSi7Mg Hand over to smelting

38 Steering nozzle AlSi7Mg Hand over to smelting

2, 20 Cylinder AISI316Hand over the rubber seal to combustion


3, 7, 8, 17, 23, 27, 28, 30, 36, 39, 50, 52, 58,

63

Screw, bolts, nuts and washers

A4 Hand over to smelting

45, 59 O-ring NBR Hand over to combustion

6, 24 Bearing bushes PETP Hand over to combustion

55 Nose cone POM Hand over to combustion

54 Rubber bearing Ruber/Fibre Hand over to combustion

1 Inlet duct AlSi7Mg Hand over to smelting

29, 37, 44, 46Remaining Al. Com-

ponentsAlSi7Mg/AIMg4,

5MnHand over to smelting

18, 26, 31, 53 Zinc anode Zn Hand over to smelting

49 Lock pin SS2387 Hand over to smelting

60 Gasket Fibre/Rubber Hand over to combustion

4, 10, 11, 12, 14, 15, 19, 21, 22, 25, 33, 35, 47, 48, 56, 57,

61


AISI316/ AlSl329

Hand over to smelting

5 Rubber bellow CR Hand over to combustion

9Cover for screw

headPELD Hand over to combustion

62Guide sleeve in im-

peller housingPOM Hand over to combustion

109


Water jet unit K25

Bearing housing

110


NOTE! FPM (fluor rubber) emits poisonous gases at temperatures above 300°C.



10 Mechanical sealingSIS2343/SiC/NBR

Hand over to smeltingHand over the o-ring (NBR) to combustion

2, 7, 9 O-ring NBR Hand over to combustion

14 Seal FPM Hand over to combustion

4 Spring Fe Hand over to smelting

17 Bearing Fe Hand over to smelting

8, 11, 18, 20, 23, 25

Screw, bolts and nuts A4 Hand over to smelting

1 Bearing housing AlMg3 Hand over to smelting

5 Bearing housing cover AISiMg Hand over to smelting

6 Seal holder AISI316 Hand over to smelting

15 Support/Sealing sleeve AISI329 Hand over to smelting


13 Bearing tensioner nut Fe Hand over to smelting

3, 12, 16, 24 Remaining componentsAISI316/AISI329


111


Water jet unit K28

112




46 Impeller AlSl 1329 Hand over to smelting

50 Impeller shaft AlSl 1329 Hand over to smelting

12 Impeller housing AlMg3/Polyu.Hand over the polyurethane to combustionHand over the remains (AlMg3) to smelting

14Guide vane cham-

berAlMg3 Hand over to smelting

21 Reversing bucket AlSi7Mg+T6 Hand over to smelting

20 Steering nozzle AlSi7Mg+T6 Hand over to smelting

2, 32 Cylinder AISI 1316Hand over the rubber seal to combustion


7, 11, 13, 16, 19, 22, 26, 30, 34, 35, 37, 38, 39, 45, 48, 52,

53, 56, 65




3, 9, 25, 27, 31, 41, 43, 47


AISl 1329 Hand over to smelting

6, 17, 55 Rubber/Plastic Rubber/Plastic Hand over to combustion

44 Rubber bearing Rubber/Fibre Hand over to combustion

1, 54 Inlet duct /Hatches AlMg4,5Mn Hand over to smelting

Remaining Al. com-ponents

SIS Hand over to smelting



5 Mechanical sealingInox, SixxRubber

Hand over to smeltingHand over the o-ring (rubber) to combustion

7, 9, 12, 16, 23 O-rings Rubber Hand over to combustion

15, 20, 21, 22 Bearing Fe Hand over to smelting

3, 8, 10,17,18,19



13, 24, 25 Bearing housing AlMg3 Hand over to smelting

11, 14 Gasket - Hand over to combustion

1, 2, 4 Remaining Fe Fe Hand over to smelting

113


Water jet unit K32/K36





66, 67Shaft flange/Shaft

couplingFE52 Hand over to smelting


ing

114


18Guide vane cham-






3, 6, 9, 16, 20, 24, 26, 30, 34, 37, 40, 43, 45, 47, 49, 52, 55, 58, 60, 63, 68,

69



54, 57, 61 O-ring NBR Hand over to combustion

11, 28 Bearing bushes PETP Hand over to combustion

4, 42Nose cone/Sleeve

for bellowPOM Hand over to combustion


1 Inlet duct AIMg4,5Mn Hand over to smelting

44, 56, 62Remaining Al. Com-



25, 35, 46, 64 Zinc anode Zn Hand over to smelting



5, 8, 10, 12, 14, 15, 19, 23, 27, 29, 39, 41, 48,

51, 59

Remaining compo-nents AISI316/

AlSl329Hand over to smelting


7Cover for screw


53Inspection hatch

tubeAIMg4,5Mn Hand over to smelting

Guide sleeve in im-peller housing

POM Hand over to combustion



115


Water jet unit K32/K36

Bearing housing

116





8 Mechanical sealingSIS2343/SiC/

NBRHand over to smelting

Hand over the o-ring (NBR) to combustion

2, 6, 7, 18 O-rings NBR Hand over to combustion

17 Seal FPM Hand over to combustion *

22, Bearing Fe Hand over to smelting

5, 9, 12, 15, 27, 29, 32



1 Bearing housing AISi7Mg Hand over to smelting

4Bearing housing

coverAISi1Mg Hand over to smelting


19, 24Support/Sealing

sleeveAISI329 Hand over to smelting

13, 30 Gasket Fibre/Rubber Hand over to combustion

20Bearing tensioner

nutFe Hand over to smelting

23 Spring Fe Hand over to smelting

11, 16Oil dipstick,

BreatherAl/Fe Hand over to smelting

25Insptection hole

sleevePA12 Hand over to combustion

14, 31Remaining Al. com-

ponentsAIMg4, 5Mn Hand over to smelting

10, 21, 26, 28Remaining compo-

nentsAISI316/AISI329


117


Water jet unit K40





71 Shaft coupling FE52 Hand over to smelting

70 Shaft flange FE52 Hand over to smelting


ing

50Guide vane cham-




118




4, 5, 7, 15, 21, 24, 25, 29, 30, 34, 37, 41, 44, 46, 52, 53, 56, 58, 60, 61, 67, 72, 74, 76, 81,

83, 89



64, 66, 78 O-rings NBR Hand over to combustion

17, 23, 32 Bearing bushes PETP Hand over to combustion

54 Nose cone POM Hand over to combustion


1 Inlet duct AIMg4,5Mn Hand over to smelting

73, 88Remaining Al. Com-



28, 43, 51, 57, 75, 79

Zinc anodesZn Hand over to smelting



2, 3, 5, 6, 9, 11, 12, 14, 16, 18, 19, 20, 22, 31, 33, 36, 40, 47, 48, 55, 68, 77,

90


AISI316/ AlSl329


35Cover for screw


63Inspection hatch

tubeAIMg4,5Mn Hand over to smelting

91Guide sleeve in im-

peller housingPOM Hand over to smelting

86 Hydraulic pipes AISI316 Hand over to combustion

10, 38Steering- and re-

versing through rod arrangement

AISI316/AlSl329/PU/

PTFE

Hand over to smeltingHand over the seals (PU) and bearing bush-

ings (PTFE) to combustion

80, 82, 87Level switch, Temp switch, Connection

boxHand over to dismantling

84, 85Feedback transmit-

tersHand over to dismantling



119


Water jet unit K40

Bearing housing

120





7 Mechanical sealingSIS2343/SiC/

NBRHand over to smelting

Hand over the o-ring (NBR) to combustion

20, 35, 37, 38, 40

O-rings NBR Hand over to combustion

27, 33 Seals FPM Hand over to combustion *

22, 25 Bearing Fe Hand over to smelting

5, 6, 8, 14, 16, 18, 28,



1 Bearing housing AISi7Mg Hand over to smelting

2Bearing housing

coverAISi1Mg Hand over to smelting


21, 34Support/Sealing

sleeveAISI329 Hand over to smelting


26Bearing tensioner

nutFe Hand over to smelting

19, 24 Spring/Shaft sleeve Fe Hand over to smelting

10, 15Oil dipstick,

BreatherAl/Fe Hand over to smelting

23 Distance nut Fe Hand over to smelting

36Insptection hole

sleevePA12 Hand over to combustion

13, 29Remaining Al. com-

ponentsAIMg4, 5Mn Hand over to smelting

4, 9, 11, 17, 30, 32


AISI316/AISI329


121

122

Glossary

Anode A metal that protects the water jet unit from corrosion by sacrificing itself.

Anti-fouling paint Paint that prevents fouling.

Booster Water jet unit without steering and reversing bucket. Of-ten used as the centre water jet unit on boats with three water jet units.

Cavitation Cavitation is a phenomenon that may occur in any fluid subjected to velocity increase or a body moving rapidly through the fluid. According to Bernoulli’s equation an in-crease in velocity causes a drop in static pressure. If the pressure drops to the vapour pressure of the fluid, pock-ets of vapour will be formed. The vapour pressure varies with the temperature of the fluid. These pockets may sud-denly collapse, either because they are carried along by the liquid until they arrive at a point of higher pressure, or because the pressure increases again at the point in question. The forces then exerted by the liquid rushing into the cavities may cause very high local pressures which can lead to serious erosion of boundary surfaces. In extreme cases light may be emitted when the cavity col-lapses.

Displacement boat Type of boat on which the hull never planes on the water but ploughs through the water. In contrast a planing craft functions as a displacement craft up to a certain speed when the hull rises out of the water and reaches planing position.

Docked Dock, equipment (fixed or floating) which allows the boat to stand dry on the bottom when the water has been pumped out of the dock. Docks are usually used for larger craft. Smaller craft are usually lifted onto land.

Laid up water jet unit Boat docked.

Marine gear Transmission for boats, also designated reverse gear. Usually has only two gear positions, forward and reverse, plus neutral position. Generally produces a reduction in engine speed (RPM).

Thrust The pressure force generated by the jet of water that forc-es the boat forward.

Zero thrust position All ahead and astern thrusts are equal. See page 11.

123

References to service bulletins

Group No. Date Concerns

124

Notes

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AB Volvo PentaTechnical Information

Dept. 42200SE-405 08 Göteborg

Sweden

773

9920

-2 E

nglis

h 1

0-20

01

installation manual waterjet - 7739920

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