Volvo Penta
Volvo Group
Volvo Penta is a leading manufacturer of
engines and complete power systems for
marine and industrial applications. The
company’s products are sold in more than
100 countries. Development and production of diesel engines are carried out in
Vara and Skövde in Sweden. Gasoline engines and drive systems for installation in
leisure boats are developed and produced
in Lexington, Tennessee, USA.
ness segment have power outputs ranging from 100 hp to 770 hp and complete
ers of trucks, buses and construction
equipment and holds leading positions in
power systems for marine and industrial
applications as well as aircraft engine
components. The Volvo Group focuses
on transport vehicles for commercial
operations that create new conditions for
increased
coordination benefits and improved competitiveness.
The product range in Volvo Penta’s Marine
Leisure business segment are gasoline
and diesel powered engines with power
outputs in the range of 10 hp to 770 hp,
as well as complete power systems.
Engines in the Marine Commercial busi-
power systems for ship propulsion as well
as marine auxiliary engines.
The Industrial Engines business segment
includes engines for many different uses,
such as in irrigation systems, generators,
power systems for trains and heavy forklift
trucks, terminal handling equipment and
farm machines are a few examples.
Volvo is one of the best known brands in
the world, linked strongly to quality, safety
and care for the environment..
Volvo is one of the world’s largest produc-
abcde
Volvo Penta’s quality assurance system meets the international ISO 9001 standard
(ISO 9001 :2000) and is certified by Lloyd’s Register Ouality Assurance. Approval Certificate No 937890.
Volvo Penta’s environmental management system meets the the international ISO 14001
(1996) standard and is certified by Lloyd’s Register Ouality Assurance. Approval Certificate No 771827.
ISO 9001 Quality Management System
is applicable to:
Development, design, manufacture, marketing and sales of Marine and Industrial
Engine Power Systems including associated Parts Service.
ISO 14001 Environmental Management System is applicable to:
The manufacture and development of marine and industrial engine power systems
in accordance with the publicly available
environmental policy.
Volvo Penta
General - 1
Rating 1
Heavy Duty Commercial
This power rating is intended for commercial vessels with displacement hulls
in heavy operation, unlimited* number of
running hours per year.
Typical boats: Coastal fishing boats.
Load and speed could be constant, and
full power can be used without interruption.
Rating 2
Medium Duty Commercial
This power rating is intended for commercial vessels with semiplaning or displacement hulls in cyclical operation, running
hours less than 3000 h* per year.
Typical boats: Most patrol and pilot boats,
coastal fishing boats in cyclical operation,
(gill-netters, purse seiners, light trawlers),
passenger boats and coastal freighters
with short trips.
Full power could be utilized maximum 4
h per 12 h operation period. Between
full load operation periods, engine speed
should be reduced at least 10% from the
obtained full load engine speed.
Please Note:
Measurements of technical data in the
catalog fulfill the conditions required in
ISO standards 3046
and/or 8665.
It is not always possible for customers to
compare their own data with those in the
catalog due to variations in installation,
ambient conditions, fuel quality and tolerances between individual engines.
2 - General
Rating 3
Rating 5
Typical boats: Fast patrol, rescue, police,
light fishing, fast passenger and taxi boats
etc.
Full power could be utilized maximum 1
h per 12 h operation period. Between
full load operation periods, engine speed
should be reduced at least 10% from the
obtained full load engine speed.
Light Duty Commercial
This power rating is intended for commercial boats with high demands on speed
and acceleration, planing or semiplaning
hulls in cyclical operation, running hours
less than 2000 h* per year.
Full power could be utilized maximum 2
h per 12 h operation period. Between
full load operation periods, engine speed
should be reduced at least 10% from the
obtained full load engine speed.
Pleasure Duty
This power rating is intended for pleasure
craft applications only, which presumes
operation by the owner for his/ her recreation, running hours less than 300 h per
year.
* When Volvo Penta commercial rated
engines Cost Manager is used for lifetime
expectancy calculations this result should
be regarded as expected lifetime.
Rating 4
Special Light Duty Commercial
This power rating is intended for light
planing craft in commercial operation, running hours less than 800 h* per year.
Typical boats: High-speed patrol, rescue,
navy, and special high speed fishing
boats. Recommended minimum speed at
cruising, 25 knots.
Full power could be utilized maximum 1
h per 12 h operation period. Between
full load operation periods, engine speed
should be reduced at least 10% from the
obtained full load engine speed.
Volvo Penta reserves the right, without
prior notice, to revise prices, materials,
standard equipment, specifications,
models and to discontinue models. Not all
models, standard equipment, and accessories are available in all countries.
Volvo Penta
Please Note!
The rating on each product in this
catalog states the toughest application
allowed.
Of course, the product can also be
used in an application with a higher rating. For example; TAMD63L, Rating 3,
can also be used for Rating 4 or 5!
Warranty: If the use of the product is of
a lower rating type than allowed the international limited warranty will not be valid.
The VP Int. Ltd. Warranty does not apply
in countries where a
national warranty applies, nor in countries
where VP is not
represented.
ISO 3046 standard for power measurement
ISO 3046,
Reciprocating internal combustion
engines – Performance
This International Standard covers reciprocating internal combustion engines for
land, rail-traction and marine use, excluding engines used to propel agricultural
tractors, road vehicles and aircraft.
Standard reference conditions
ISO 3046
Total barometric 100 kPa
pressure
Air temperature298 K (25°C)
Relative humidity30%
Charge air coolant 298 K (25°C)
temperature
ISO 8665
Small craft – Marine propulsion engines and systems – Power measurements and declarations
ISO 8665 specifies test requirements in
additional to those given in ISO 3046-1
for determine the power of marine
engines or systems for recreational craft
and other small craft up to 24m (79 foot)
length of hull.
Power and fuel correction
When the engine has been tested under
ambient conditions different from standard
reference conditions or when the power
shall be declared for conditions, the
power and the fuel consumption shall be
corrected with respect to.
- barometric pressure
- air temperature
- relative humidity
Fuel:
Fuels used must at least satisfy national
and international standards for commercial fuels, for example:
EN 590 (adapted to national environmental and low temperature requirements)
ASTM D 975 No 1-D and 2-D
JIS KK 2204
Merchant fuel may differ from this specification which will influence engine power
output and fuel consumption
Requesting a customized product
An customized product is a product
combination that can not be ordered
from the Sales Guide. When requesting
a customized product, please contact
your Adaptation Center. The Adaptation
Center will help you with cost, possible
configurations and preliminary delivery
time. An example of a customized product
is different transmission, cooling system,
electrical system, etc.
PLEASE NOTE
The basic product you are asking for
must be in production. Please send your
requests by fax or mail together with our
request form, publication no 7738779. It
is possible to find a released customized
product on Volvo Penta Intranet.
For further information, please contact:
Adaptation Center Europe
Fax. No. +46 31 663550
E-mail: support.acenter.eu@volvo.com
Adaptation Center North America
Fax. No. +1 757 436 5159.
E-mail: support.acenter.na@volvo.com
Routine for handling of TVC
When a Torsional Vibration Calculation
is required, please order your calculation
through the Volvo Penta ordering system
with the appropriate kit number.
1.
Fill in the PDF form you will find in the
sales support tool (order specification)
and send it together with all necessary
documentation to Volvo Penta Production
Classification Function (47870)
actual cost.
It is therefore of extreme importance
that the documents for the calculation
are complete and that no information is
missing. In order to minimize the risk of
missing information, we require you to
use our publication “Input data for TVC”.
Publication number 7733565.
2.
The cost for TVC will be charged according to the following principle:
If the received documentation is complete
from the beginning a basic calculation will
be charged according to the price list.
Each additional operation e.g. recalculation due to missing or wrong information
or complex calculations will be charged at
Volvo Penta
General - 3
Classification issue
The classification procedures outlined
below are general and can be changed
from time to time by the Classification
Societies.
The classification procedure was originated for the purpose of introducing similar and comparable rules and regulations
for, among other things, production and
maintenance of ships and their machinery
and equipment. As a result of these rules
and regulations “safety at sea” could be
improved and for insurance matters better
documentation could be introduced.
The government authorities in most countries concerned with shipping have authorized the classification societies to handle
these rules and make sure that they were
fulfilled. The classification procedure is
dated a long time ago. It can be noted
that Lloyd’s Register of Shipping, London,
was founded as early as 1760.
The Classification Societies that are of
most interest to us are
American Bureau of Shipping (ABS)
Bureau Veritas (BV)
China Classification Society (CCS)
Det norske Veritas (DnV)
Germanischer Lloyd (GL)
Lloyd’s Register of Shipping (LR)
Korean Register of Shipping (KR)
Nippon Kaiji Kyokai (NK)
Registro Italiano Navale (RINA)
Russian Maritime Register of Shipping,
(RMRS)
As examples of government authorities
responsible for ship’s sea worthiness we
can note the following: Sjöfartsverket,
Sweden (National Maritime Administration), Sjöfartsdirektoratet, Norway, Statens
Skibtilsyn, Danmark, Department of Transport, England.
The Classification Societies have established their rules so that the authorities’
requirements are covered. For lifeboats
however the authorities have requirements
that are not included in the Classification
Societies’ rules.
In 1974 an International Convention for
the Safety of life at sea (SOLAS) was adopted by International Maritime Organization (IMO). This document ratifies uniform
rules for life saving equipment on board
on lifeboats and rescue boats.
Classified engine, range of use
An engine with equipment which is used
in a classified vessel must be approved by
the Classification Society which handles
the matters relating to the ships’ sea worthiness. The rules apply for instance to the
propulsion engine, auxiliary engine, power
take off, reverse gear, shaft and propeller.
This means that if an installation needs to
be classified this shall be stated clearly
when addressing inquiries and quotation
requests to AB Volvo Penta.
Special rules for different operational
conditions
The classification Societies have, in
general, different rules relating to the following:
Varying shipping conditions e.g.:
– Shipping in tropical water
– Coastal shipping
– Ocean shipping
– Operation in ice (several different
classes)
Type of load e.g.:
–Passenger shipping
–Tanker shipping
–Freezer shipping
Type of manning e.g.:
–Unmanned machine room
–Manned machine room
The rules are adapted so that each vessel
can be assumed to function faultlessly in
the area or type of operation for which it is
approved.
Type approval
To be able to classify an engine, the type
of engine must first be type approved. In
such cases, where Volvo Penta is concerned, an application for type approval is
sent, followed by the required drawings,
data and calculations to the Classification
Society in question.
After certain tests and checks and
possible demands for supplementary
information, the engine is type-approved
for a specified maximum power at a given
rated speed. This type approval must not
however be considered as a classification, it is only a certificate which states
that the engine type with specified power
is able to be classified. Final classification
can only be given when all components
are approved and the installation and test
run in the vessel are completed and being
found in order.
Procedure for classification (Product
4 - General
Volvo Penta
orientated)
To achieve a classification certificate it is
necessary that both the engine and its
components and the installation and test
run are approved by a surveyor from the
Classification Society in question. The
surveyor can, after final inspection and
with certificates from the built in machinery, issue the final certificate for the vessel. (Thus the final certificate cannot be
issued by AB Volvo Penta).
Usually the procedure is initiated as a
result of a request from a customer or
dealer who has to deliver an engine in a
classified installation. For these orders we
normally start at Volvo Penta with a “type
approved engine”. During production of
such an engine the surveyor checks the
production if we don’t have a quality assurance system agreement.
Crankshaft, Connecting rods,
Heat exchanger, Oil cooler,
turbo charger, Coupling,
Reverse gear, Propeller and Shaft,
Generator, Alternator.
Separate certificates are issued for some
of these components. The surveyor then
checks the pressure testing and test running of the engine after which a certificate
for the engine itself, will be issued.
Torsional Vibration Calculations (TVC)
must be carried out for the complete
installation of the engine in the vessel and
approved by the Classification Society.
These calculations are carried out to
check that no critical torsional vibrations
occur in the speed range at which the
engine is operated.
The procedure can be somewhat different depending on which Classification
Society issued.
Simplified rules for engines produced
in series (Process orientated classification)
Most Classification Societies can use
simplified classification procedures based
on a well implemented Quality Assurance
system at the Engine Manufacturer.
As Volvo Penta fulfills the Quality Assurance according to Swedish standard
SS-ISO 9001, AB Volvo Penta has been
approved by the Classification Societies
below:
Lloyd’s Register of Shipping (LR)
Registro Italiano Navale (RINA)
Lists of type approved and classifiable diesel engines are available within
the “optional equipment”-chapter pos.
89.41-89.50.
Basic Requirements
1. Power ratings
Diesel engines are to be so designed that when running at rated speed their rated power
can be delivered as a continuous power. Continuous power means the net brake power
which an engine is capable of delivering continuously between the maintenance intervals
stated by the engine manufacturer.
To determine the power of all engines used on board ships with an unlimited range of
service, the following ambient conditions are to be used:
Classification
societies
Barometric
Pressure*
Temperatures
Intake air
DnV
Relative
Humidity
Seawater/
Charge Air
Coolant
According to ISO 3046/1
BV
1000 mbar
45°C
32°C
60%
GL
1000 mbar
45°C
32°C
60%
LRS
1000 mbar
45°C
32°C
60%
RINA Propulsion
1000 mbar
15°C
15°C
-
RINA Aux.service
1000 mbar
45°C
30°C
-
Engines driving generators are to be capable of developing 10% for a short period (15
minutes).
2. Inclinations
All components and systems shall natibe capable to operate in the following trim and
pitch positions.
Angle of inclination 1)
Installation
ÁBS
Stat.
NV
GL
LR
RINA
Dyn.
Stat.
Dyn.
Stat.
Dyn.
Stat.
Dyn.
Stat.
Dyn.
Main and 15
AUX
Athwart
ships
22.5
15
22.5
15
22.5
15
22.5
15
22.5
For-andAft
5
7.5
5
7.5
5
7.5
5 2)
7.5
5
7.5
Emergency
Athwart
ships 3)
22.5
22.5
22.5
22.5
22.5
22.5
22.5
22.5
22.5
22.5
4. Important units of equipment
Below is a list of important units of equipment for which the workmanship is to be to
the Surveyor’s satisfaction. it should also
be to the Surveyor’s satisfaction that the
components are suitable for the intended
purpose and duty.
Main propulsion engines, including gearing, flexible coupling and superchargers.
Auxiliary engines which are the source of
power for service essential for safety or for
the operation of the ship at sea.
Steering machinery.
Athwart ships thrust units, their prime movers and control mechanisms.
All pumps necessary for the operation
of main propulsion and other essential
machinery, e.g. cooling water circulation
pumps, oil fuel pumps and lubrication oil
pumps.
All heat exchangers necessary for the
operation of main propulsion and other
essential machinery, e.g. air coolers, water
coolers and lubrication oil coolers.
Air compressors, air receivers and other
pressure vessels necessary for the operation of main propulsion and other essential
machinery.
All pumps essential for safety of the ship,
e.g. fire-, bilge- and ballast pumps.
Valves and other components intended for
installation in pressure piping systems.
Alarm and control equipment.
Electrical equipment and electrical propelling machinery.
Note: Surveyor means Surveyor from the
Classification Society.
For-and- 10
10
10
10
10
10
10
10
10
10
Aft
1) Athwart ships and for-and-aft inclinations may occur simultaneously.
2) Where the length of the ship exceeds 100 m, the for-and-aft static angle of inclination
may be taken as: (500)°/L, L=length of ship (m).
3) In ships for the carriage of liquefied gases and of chemicals the emergency power
supply must also remain operable with the ship flooded to a final athwart ships inclination up to maximum 30°.
3. Hydraulic tests
Hydraulic pressure tests are normally to be carried out as per
the table below. Modifications to these test requirements may be
specially agreed upon.
Component
Test pressure,
P (bar) 1) 2)
Cylinder cover, 7 bar
cooling water space
Cylinder liner, over
7 bar
whole length of
cooling water space
Cylinder jacket,
4 bar, at least 1,5 P
cooling water space
Pump body,
1,5 P or P+300 bar
delivery side
(whichever is less)
Fuel injection system Valves 1,5 P or P+300 bar
(whichever is less)
Pipes
1,5 P or P+300 bar
(whichever is less)
Turbo charger, cooling
water space
Exhaust gas line, cooling
water space
Cooler, both sides
(after cooler
only on water side)
Main-engine-driven pumps (oil, water, fuel
and bilge pumps)
Starting and control
air systeminstallation
4 bar, at least 1,5 P
4 bar, at least 1,5 P
4 bar, at least 1,5 P
4 bar, at least 1,5 P
1,5 P before
1) P (bar)=maximum permissible working
pressure of component concerned.
2) Components shall normally be hydraulically tested. In the case
of engines other than large, slow-speed engines, where design
features may call for modification of these test specifications,
other special arrangements may be agreed.
Volvo Penta
General - 5
Components and System Requirement
1. Engine label
The engine label shall indicate
a complete identity of the engine
rated maximum power and rated speed
serial number
2. Crank mechanism
The crankshaft and the connecting rods
shall fulfill the Classification Society’s
rules for dimensions, material and heat
treatment.
They shall be individually classified with
a certificate. An exception to this is if a
Quality Assurance – agreement exists,
in which case it is acceptable with an
individual identity – code (charge-code) to
be able to trace the component back to
its material – certificate.
A complete documentation (drawings,
material-specification etc.) shall be
submitted to the Classification Society for
approval.
3. Lubricating – oil system
If the crankcase has a volume greater than
0.6 m3 it has to have an over pressure
relief-valve.
For main propulsion engines with a power
greater than 370 kW, some classification societies require a lube-oil pump in
“standby”.
For main propulsion engines the lubeoil filters shall be able to be cleaned or
replaced when the engine is running.
Valves to by-pass the filters are usually not
permitted.
fuel-oil filters.
Engines intended for unmanned machinery rooms shall have well shielded fuel-oil
pressure pipes, in case of a broken pipe
prevents fuel-oil to leak on hot surfaces
which can cause fire. The most effective
way to fulfill this requirement is to use
double-jacketed pressure pipes.
Hoses in the fuel-oil system is usually not
permitted except as short linings nearest to the engine between the fuel-oil
tank and the engine. Hoses should be
approved by the classification societies.
RINA require, besides a conventional
approval, that the hose shall stand fire-test
at 800°C during 30 minutes in an open
gas-flame.
5. Intake- and exhaust system
Where the temperatures on external surfaces in the intake- and exhaust systems
are exceeding 220°C the systems shall
be well insulated.
If not fixed insulation material is used the
insulation material should be covered by
sheets of metallic material or equivalent.
This requirement is applicable also for
connections, flanged joints and elastic
compensators.
The exhaust system ought to be watercooled (water-jacketed).
The engine shall be able to run (with reduced power) with a failed turbo charger.
Hoses in the lube-oil system is usually
not permitted. If a hose has to be used it
should be of a type approved hose, which
means that the hose shall stand fire-test
at 800°C during 30 minutes in an open
gas-flame.
6. Cooling – water system
Hoses in the seawater system should be
avoided. If hoses are used they should
be of a fireproof quality which means that
they should be of at least fire-resistant
class no 2 according to standard ISO
162222.
Twin acid-resistant clamps should always
be used at both connection ends of the
hose.
Requirements on oil-coolers:
Each individual oil-cooler shall be
pressure-tested with 1.5 x the working
pressure, but at least a pressure of 4 bars
on both the water- and oil-side.
Requirements on heat-exchangers:
Each individual heat-exchanger should
be pressure tested with 1.5 x the working
pressure, but at least a pressure of 4 bars
at the seawater and freshwater side.
Requirements on lube-oil pumps:
Each individual oil pump shall be pressure
tested with 1.5 x the working pressure,
but at least a pressure of 4 bars.
Requirements on charge-air coolers (after
coolers):
Each individual charge-air cooler should
be pressure tested with 1.5 x the working
pressure, but at least a pressure of 4 bars
at the seawater and freshwater side.
4. Fuel-oil injection system
The hand-feed pump must be of metal/
steel. (Plastic is not permitted).
For main propulsion and auxiliaryemergency service the fuel-oil filters shall
be able to be cleaned or replaced when
the engine is running. It is not allowed
to have plastic or glass anywhere in the
6 - General
Requirements on water pumps (sea water
and freshwater) and bilge pumps:
Each individual pump should be pressure
tested with 1.5 x the working pressure,
but at least a pressure of 4 bars at the
seawater and freshwater side.
Volvo Penta
7. Engine controls
Requirements on the speed control of
main propulsion engines.
The speed governor should prevent the
engine speed from exceeding the rated
speed the engine has been classified for
by more than 15%.
Engines with a rated continuous power
greater than 220 kW must be equipped
with an approved separate over speed
protection device that prevents the
engine speed to exceed the maximum
rated speed by more than 20% for main
engines .
The over speed protection device should
be independent of the normal standard
governor.
Requirements on the speed control of
engines driving generators.
The speed governor should prevent momentary speed variations over 10% of the
rated speed when the rated load of the
generator is suddenly thrown on or off.
At all loads between no load and rated
load the permanent speed variation is not
to be more than 5% of the rated speed.
The engine should be able to take a sudden load in two steps, 50% + 50% of the
rated power of the generator, and should
achieve steady state conditions in no
more than 5 seconds.
The speed variation at steady state
conditions should not exceed 1% of the
declared speed.
Engines with a continuous power greater
than 220 kW must be equipped with an
approved separate over speed protection
device that prevents the engine speed
to exceed 15% of the rated speed at a
sudden drop in load. The additional over
speed protection device should operate
independent from the standard speed
governor.
When using an electronic governor an
electrical system used as a “back-up”
should be connected to the governor.
Installation of twin remote control stations
requires a system of preference that
prevents the engine to be operated from
more than one control station at a time.
Switch over between the bridge and the
engine room is only to be possible from
the engine room.
Main propulsion engines should be able
to the stopped from the bridge with a
system independent of the normal remote
control system.
General
8. Electrical system
made according to “International Electro
A two-wire electrical system is normally re- As a general rule all electrical equiptechnical Commission (IEC) Publ. No.
quired. During cranking a one-wire system ment should be easily accessible to
92-3 (1965). Electrical Installations in
is accepted.
adjust,repair and exchange.
Ships, Part 3”.
Electrical equipment in engine rooms
should be able to operate during ambiElectrical connections should be insulated Instrumentation
ent temperatures of between 0°C and +
acc. to IP44. Wires should be deloaded
All instruments should have a marking on
45°C. Lower or higher operating tempera- before connected to the senders or
the scale for abnormal running conditions.
tures may be required if the actual ambiswitches.
The instrumentation should be able to
ent conditions are different and exceed
enclose.
these limits. Electrical components should The function and pre-set value shouldbe
normally be insulated according to IP44
easy to check on temperature- andpresMonitoring Systems
(IEC publ. 144). For electrical equipment
sure switches. This could beachieved
In general there should be some kind of
above floor, IP22 may be accepted. IP44
by installing the temperature-switches in
monitoring system on main propulsion and
requires insulation against splashing
tubular housings and bymounting taps
auxiliary engines regardless type of class
water, touching and penetration
of objects
(mannedor unmanned
machinery
technical
Commission (IEC)
Publ. No.room).
8. Electrical
system before the pressure-switches where caliAs a general
rule all electrical equipment 92-3 (1965). Electrical Installations in
greater than 1 mm. IP22- isAatwo-wire
requirement
bration
gauges canbe
connected.
electrical system
is normally
should be easily accessible to adjust, The monitoring
Ships, Part 3".
required.
During cranking a one-wire
of a lower degree and requires
among
should comprise of: an
repair and exchange.
system is accepted.
other things insulation against
dripping
Senders
and
switches,
and
also
otheralarm
system that warns for abnormal
Instrumentation
- Electrical equipment in engine rooms
Electrical
connections
should be
water.
electrical
equipment,
should
be properlyconditions
through should
an acoustical
and optiAll instruments
have a marking
should be able to operate
during
insulated acc. to IP44. Wires should
on the
scale forsystem
abnormalthat
running
ambient temperatures ofmarked
between so
0°Cthey easily can be identifiedon
cal
signal
a
safety
intervenes
be deloaded before connected to the
conditions.
and + 45°C. Lower or higher operating
Starting Batteries
plans and in instrument
automatically
in the process and limits the
senders orlists.
switches.
The instrumentation should be able to
temperatures may be required if the
For main propulsion engines
there
are conditions
to
consequences
enclose. of failures (automatic stop
actual
ambient
are different
The function and pre-set value should
and exceed
these limits. All monitoring systems
be at least two separate batteries
with
should
fulfill
the
of engine speed).
be easy to
check on
temperatureandor reduction
Monitoring Systems
should
normally
- Electrical components
pressure
switches.
enough capacity for 6 consecutive
startspecial
requirements
that
are setThis
bycould be
In general there should be some kind
be insulated according to IP44 (IEC
achieved
by installing
the vibratemperatureof monitoring
on main
propulsion
ing attempts.
societies
regarding
The safety
systemsystem
for main
engines
should
publ. 144). For electricaltheclassification
equipment
switches in tubular housings and by
and
auxiliary
engines
regardless
typein an
humidity, temperature
resistance
etc.
be
able
to
by-pass
from
the
bridge
above floor, IP22 may betion,
accepted.
mounting taps before the pressureof class (manned- or unmanned
requires
insulation against
switches where calibration gauges can
For auxiliary engines there IP44
are to
be either
emergency
situation.
machinery
room).
splashing water, touching and
connected.
two separate batteries or power
could be
It would make a be
final
classification easier
penetration of objects greater than 1
The monitoring should comprise of:
taken from the main engine’s
if the
are
approved
by theand
classystem should have a continuSenders
and switches,
also otherThe alarm
mm.batteries,
IP22 is a requirement
of a switches
lower
- an alarm system that warns for
electrical
equipment,
should
be
properly
degree circuit.
and requires among
other societies.
but in this case from a separate
sification
ous power
supply
and become
abnormal
conditions
through anactive
marked so they easily can be identified
things
acoustical
and optical or
signal
The capacity of the batteries
forinsulation
auxiliaryagainst dripping water.
upon
a
current
shortage
have another
on plans and in instrument lists.
- a safety system that intervenes
engines should be enough
for
3
consecuCables
and
wires
system
to
monitor
the
power
supply to the
Starting Batteries
automatically in the process and limits
For main propulsion engines
there areentries
tive starting attempts.
All cables
besystems
enclosed.
alarm system
(self monitoring).
Allshould
monitoring
should fulfill the
the consequences
of failures
to be at least two separate
batteries
requirements
that are set by the
(automatic stop or reduction of engine
The
cable shouldspecial
always
be de-loaded
with enough capacity for 6 consecutive
classification
societies
regarding
speed).
For engines for emergencystarting
use the
capaceither
direct
in
the
cable
entry
or
with
a
The power
supply for the safety system
attempts.
vibration, humidity, temperature
The
safety
system for
main engines for unity of the batteries should be enough for 3
type of clamp before
the
connection
to
a
should
be
monitored
automatically
resistance etc.
For auxiliary engines there are to be
should
be able to rooms
by-pass from
consecutive starting attempts
where
after
switch
or
terminal.
manned
machinery
and the
automatieither two separate batteries or power
It would make a final classification
bridge in an emergency situation.
there should be the possibility
to
connect
cally
monitored
machinery
rooms.
could be taken from the main engine’s
easier if the switches are approved by
The alarm system should have a
batteries,
but in this caseCable
from a separanother source of power with
a capacentry to a the
terminal
box from
above
classification
societies.
continuous power supply and become
ate circuit. The capacity of the batteries
ity of 3 more starting attempts
within 30
is usually not allowed. The entry should
The alarmand the safety system should
active upon a current shortage or have
for auxiliary engines should be enough
Cables and wires
minutes. This requirementfor
applies
if therestartingbe
from the sideAllorcables
from entries
underneath.
work
independent
each the
other.
another
system toofmonitor
power
3 consecutive
attempts.
should be enclosed.
supply to the alarm system
is not a satisfactorily working starting sysWith the entry from
the side
analways
approved
The cable
should
be de-loaded
For engines for emergency use the
(self monitoring).
either direct in the cable entry or withThe
a system
tem. The engine should becapacity
able to
enclosure
design of a monitoring system
of start
the batteries should
be should be used.
type
of
clamp
before
the
connection
to
The power
supply
for the safety system
at 0°C. At lower temperatures
anforengine
for engines
used
in unmanned
machinery
enough
3 consecutive starting
a switch or terminal.
monitored automatically
for mawhere after there
should
be
heater should be installedattempts
and approved
The
conductor
cross-sectional area of
roomsshould
and be
automatically
monitored
unmanned machinery rooms and
the
Cable
entrythan
to a terminal
box
from above
by the Classification Society.
cables
and
wires
of
less
1
mm2
are
chinery
rooms
is
complex
and
has
automatically monitored machinery differpossibility to connect another source of
is usually not allowed. The entry should
to starting
be used except
in
instrumentation
ent
requirements
on its design dependent
rooms.
power with a capacity of not
3 more
be from the side or from underneath.
within 30 minutes.
This where an With
Charging alternator and attempts
governor.
wiring
areathe
notentry
less
than
on what
automation
applies to
from
the 0,5
side an
The kind
alarm-of
and
the safety system
requirement applies if there is not a
approved
used. every should
Electrical connections should
be insulated mm2 can be used
if the enclosure
current, should
is maxbe1A
specific
requireworkinstallation.
independent The
of each
other.
satisfactorily working starting system.
acc. to IP44. Further, rotating
partsshould
should
the
current cross-sectional
is max 100 A.
between
different
classification
The conductor
area ofmentsThe
The engine
be able and
to start
at short-circuit
system design of a monitoring
cables and wires of less than 1 mm societies
At lower
temperatures an engine
be covered for accidental 0°C.
access.
The
also
show some
system
for engines
used indiscrepancies.
unmanned
are
not
to
be
used
except
in
heater against
should be installedThe
and insulating
approved material for cables on the
machinery
rooms
and automatically
alternator should be protected
For each
specific
installation
a discussion
instrumentation
wiring
where
an
area
by the Classification Society.
monitored
machinery
rooms between
is complex the
harmful over voltages if the connection
engine should be
at
least
of
quality
PVC
should
therefore
take
place
not less than 0,5 mm can be used if the and has different requirements on its
current, is max 1Awiring
and thePVC
short-circuit
with the battery is brokenCharging
while the
engineand governor.
type V75. For instrumentation
in- volved
to agree
who
alternator
designparties
dependent
on whaton
kind
of has the
Electrical connections should
is running.
typebe
V60 may becurrent
used.is max 100 A.
responsibility
who
perform the
automationand
applies
to should
every specific
insulated acc. to IP44. Further, rotating
installation.
Thedifferent
requirements
between
of the
components
in
The insulating material for cables on installation
parts should be covered for accidental
different classification societies also
the
engine
should
be
at
least
of
quality
Starter Motor
The protective sheath over the core insula- the system
access.
show some discrepancies. For each
PVC type V75. For instrumentation
The alternator
should be tion
protected
Electrical connections should
be insulated
should be atwiring
leastPVC
of quality
PVC type
specific installation a discussion should
type V60 may be used.
against
harmful
over
voltages
if
the
therefore take place between the inaccording to IP44.
SV2, PCP type SP1 or Chlorosulphoconnection with the battery is broken
The protective sheath over the core
volved parties to agree on who has the
nated Polyethylene
type
SH1.
while the engine is running.
insulation should be at least of quality
responsibility and who should perform
- Electrical air preheating should be
PVC type SV2, PCP type SP1 or
the installation of the different
Starter
Motorfor
Polyethylene
components in the system.
insulated acc. to IP44. For
engines
Cables are to beChlorosulphonated
securely clamped
with
Electrical connections should be
type
SH1.
emergency use an air preheating
system
a
spacing
of
max
250
mm
between
the
insulated according to IP44.
It is the responsibility of
Cables
are to be
clamped with
cannot be used if more than 45 seconds
clamps. The clamps
should
besecurely
of a fire-rethe engine installer to
- Electrical air preheating should be
a spacing
of max
mmsharp
between the
are required before full load
can be apsistant material and
should
not250
have
ensure that surfaces
insulated acc. to IP44. For engines for
clamps. The clamps should be of a
which have a
plied to the engine.
edges that can damage
thematerial
insulation.
emergency use an air preheating
fire-resistant
and should not
temperature exceeding
system cannot
- Monitoring equipment – senders
and be used if more than 45
have sharp edges that can damage the
seconds are required before full load
150°C (302°F) are
insulation.
switches.
can be applied to the engine.
protected from contact.
In
general
the
design
of
cables
should
be
In general the design of cables should be
- Monitoring equipment – senders and
2
2
switches.
10
made according to “International Electro
Volvo Penta Marine Propulsion Diesel Engines, 63 - 163 series, 2001/2002
Volvo Penta
General - 7
Engines for life boats and rescue boats
9. Gears and transmissions
Flexible couplings in a propeller shaftsystem (between flywheel and reverse
gear etc.) should be approved by the classification Society.
Basic requirements for engines for lifeand rescue boat propulsion.
(Chapter III of 1983 Amendments to the
International Convention for the Safety of
Life At Sea, 1974).
For reverse gears the following apply:
An individual certificate for each reverse
gear is always required by DNv and GL
and for BV for engine power output over
300 kW (main engine) or over 150 kW
(auxiliary engine).
The SOLAS Amendment was entered into
force on July 1, 1986.
Type approval is required by LR and RINA
for engine power output over 220 kW
(main engine) or over 110 kW (auxiliary
engine).
Propeller shafts and propellers should
always be individually classified.
10. Auxiliaries and other equipment
Besides normal spare parts and repair-kits
the classification societies require spare
parts of a certain type and quantity.
Requirements
a.
The engine shall be of sufficient strength
to withstand drop as installed in the boat
into the water from a height of at least 3
m.
b.
The engine shall be provided with either
a manual starting system, or a power
starting system with two independent
rechargeable energy sources. Any necessary starting aids shall also be provided.
The starting system including starting
aids shall start the engine at an ambient
temp. of –15°C within 2 min. Denmark
and Sweden require –25°C and –30°C
respectively. In this case block heater is
permitted.
c.
The engine shall be capable of operating
for not less than 5 min after starting from
cold with the lifeboat out of water.
d.
The engine shall be capable of operating when the lifeboat is flooded up to the
centerline of the crank shaft.
e.
The propeller shafting shall be so arranged that the propeller can be disengaged from the engine. Provision shall be
made for ahead and astern propulsion of
the lifeboat.
f.
The exhaust pipe shall be so arranged as
to prevent water from entering the engine
in normal operation.
For self-righting partially enclosed lifeboats and totally enclosed lifeboats the
following demands shall be adhered to:
g.
The engine and engine installation shall
be capable of running in any position
during capsize and continue to run after
the lifeboat returns to the upright or shall
automatically stop on capsizing and be
easily restarted after the lifeboat returns
to the upright and the water has been
drained from the lifeboat.
8 - General
Volvo Penta
Type approval and certificates.
A Classification Agreement closed with
Bureau Veritas as Notified Body for the
new European Directive (MED) 96/98 EC
on Marine Equipment, authorizing Volvo
Penta to certify engines for life boat and
rescue boat propulsion duty.
The certificates issued under this agreement will be valid for all classification
societies within EU.
The MED has been established to ensure
that equipment which has to meet the
requirements of international conventions
(e.g. SOLAS, MARPOL), agreed at IMO
(the International Maritime Organization),
additionally meets a common standard of
safety and performance.
It also ensures that certificates issued by
EU member states, or on their behalf by
notified bodies, are acceptable to each
member state through the harmonization
of their approval requirements.
How to select the right propulsion system
Volvo Penta offers two alternatives
Today Volvo Penta offers two alternative
propulsion systems for marine application
namely: water jet- and propeller systems.
Each of them have their features, to avoid
a poor selection it is important to be
aware of the predicted operational conditions of the vessel. Examples of decisive
factors/features are listed below:
Shallow draft e.g. grounding
High trust e.g. towing
High maneuverability
Cruising speed exceeding 25 knots
Rough sea conditions
Operation at various displacement
Water containing branches an suchlike
Operation in vicinity of people in the water
Comfort demands
Cruising speed
Stability and center of gravity
Appendages
Safety aspects
preferable
Water jet systems are, due to the absence
of appendages, generally very efficient in
high speed crafts
The water jet unit`s low water resistance
means that the water jet is very efficient at
high speeds.
When the draft is to be minimized. Water
jet systems are suitable for vessels used
for grounding and transportation in shallow waters.
When operating in vicinity of e.g distressed persons.
If there are very specific maneuvering
requirements. Water jet systems makes
it possible to achieve extremely powerful
maneuvering due to the fact that the direction of the water jet controls the direction
of movement.
system (Conventional inboard system)
preferable
In application from lower to medium
speed vessels (speeds relative vessel
size). Usually speeds up to 35-40 knots
within Volvo Penta`s power range.
Open propellers (fixed pitch) are relatively
seen most efficient at cruising speeds
and perform good thrust for temporary
towing in normal installations.
The conventional inboard system provide
good course stability.
The conventional inboard system are reliable in rough sea and do not aerate easily.
A controllable pitch propeller can optimize
efficiency and thrust over the entire speed
range.
Safety aspects, water jet systems are providing the best maneuvering safety ever
to obtain. A “cross over” (full ahead to full
astern) manouevre is performed extremely
smooth. It is carried out without changing
the rotating moment of inertia
Factors making a water jet system
Factors making an open propeller
Volvo Penta
General - 9
How to select the right water jet system
General
Volvo Penta Advanced Propulsion System
is suitable for almost every application
however to get the best propulsive efficiency out of each installation there are
some basics to bear 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 categorization. A short
boat will create the same wave pattern at
lower speed as a longer(up scaled) boat
at higher speed.
In order to get a correct categorization 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 Froudes number is suitable for
values above three.
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:
T = r Q( nout— nin )
Where:
T
r
Q
nout nin = thrust (N)
= water density (kg/m3)
= volumetric flow (m3/s)
= average speed out (m/s)
= average speed out (m/s)
Operation restrictions
Depending on the combination of shaft
speed (absorbed power) and ship speed,
the water jet units are operating within
different cavitation zones, reflecting the
intensity of impeller cavitation.
The choice of size of a water jet unit
should be based on the design resistance
curve, and that curve should include the
following: Full load displacement, effects
from normal sea conditions in the area of
operation.
Application flow chart
The flow chart below gives an indication
of how to plan for a successful application.
For further information see the application
& installation guide
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
regarding the course stability. It is of great
importance that the hull is designed with
this in mind.
Hard chines are generally 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 aerated
water in the water jet unit intake.
Short and wide boats will have a more
evident hump contrary to long and narrow
boats. This will also be the case with the
center of gravity moved aft.
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
increase 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.
For further information, refer to Volvo Penta Partner Network, log-on id required.
10 - General
Volvo Penta
How to select the right propeller system
If you want to get the best performance out
of your boat, you need to select the propeller and gearing that will suit your particular
boat, engine and speed range.
The relations between pitch and diameter
should be:
Below you will find a brief description of
how propeller systems are designed. It is
not just the engine capacity which determines the speed of the boat; it depends
just as much on the efficiency of the reverse gear and the propeller system. Using
the right propeller system will not only give
you good fuel economy, higher speed; you
will also experience greater comfort, with
less noise and vibration.
0.9–1.15 at 20 knots
1.0–1.3 at 30 knots
1.05–1.35 at 35 knots
Planing boats
In planing boats over 20 knots, the size of
the propeller depends on the engine power. To transfer the power from the engine
to the water, you need approximately 7–8
cm2 propeller blade surface per kW shaft
power. If the shaft is at an angle in relation
to the flow of the water, this requirement
may be considerably greater: 8–15 cm2/
kW is reasonable, depending on the angle
of the shaft and the water flow.
At a shaft power of 400 kW, therefore, the
propeller blade surface may need to be
400 kW x 9 cm2/kW = 3 600 cm2.
This surface may be divided over three,
four or five blades.
The efficiency of a propeller blade diminishes when it becomes far too wide in
relation to its length. This means that if the
propeller diameter is limited in size (as is
often the case), it is better to select several
narrower blades (four or five) rather than
three wide ones, for example.
The angle of the propeller shaft should be
as small as possible. Shaft angles of less
than 12° do not usually cause any major
problems, but shaft angles of more than
14–15° should be avoided.
P/D=pitch/diameter
Generally, a larger propeller with narrow
blades and low revolutions is more efficient than a small, high-speed revolving
propeller. When the boat’s speed goes
above 24–28 knots, the resistance of the
shafts, rudders and propeller supports
starts to become so great that the greater
efficiency of the propeller is not beneficial.
The resistance on the propeller system can
be reduced by reducing the shaft diameter,
selecting stronger materials and reducing
the rudders and surfaces of the propeller
supports. Lower gear ratios also mean
thinner shafts. It is necessary to find a balance between propeller efficiency, water
resistance on the shaft, etc.
Displacement and semiplaning boats
Boats of less than 15 knots need propellers which are as large as possible. For
example, in a trawler it is possible to save
20–30% fuel or to gain 20% greater thrust
when trawling by increasing the propeller
diameter by 50% and reducing the propeller speed by 40%.
The blade surface of the propeller is designed according to the minimum of 0.17
m2 per ton of thrust.
As described above, a large, slow-moving
propeller is preferable. At a speed of 12
knots, for example, a three-blade propeller with a 50% blade area will achieve an
efficiency rate of approximately 57% if the
propeller blade cuts through the water at
50 knots with 70% of its diameter. At a
blade speed of 70 knots, approximately
only 47% efficiency is achieved.
The distance between the bottom of the
boat and the propeller blades should be
at least 12–13% of the diameter of the
propeller.
The formula:
When you have selected the diameter of
the propeller, you are ready to go on to
select the pitch.
can be used to calculate the thrust and,
therefore, the blade surface.
Propeller blades should no travel faster
than 60–70 knots through the water at
70% of the maximum propeller diameter.
This means that the speed of the propeller revolutions must be reduced when the
engine capacity is greater, which requires
a larger blade surface and therefore a
greater diameter.
T Newton=propeller effiency
x shaft output in kW x1944
speed of boat
Three-blade propellers are often more efficient for large, slow-moving propellers than
four-blade or five-blade propellers. However, four-blade propellers usually produce
less vibration, which is often preferable. In
general, there is a tendency towards fourblade propellers.
A suitable pitch ratio at 10 knots is
0.7–0.9 and at 15 knots 0.8–1.05.
As the best pitch ratio varies according to
the speed of the boat, it is necessary to
decide whether the propeller should be
at its best when trawling, e.g. with a pitch
Volvo Penta
ratio of 0.7, or whether it should be better
when not trawling with a slightly higher
pitch ratio.
Adjustable propellers are an excellent solution for trawlers, tugs and freighters.
As a very rough estimate, the bollard pull
thrust can be calculated using the formula
Adjustable propeller (kp) ¢ 13– 14 x hp
Fixed propeller (kp) ¢ 11–12 x hp
An adjustable propeller fitted to “the right
boat” (up to 10 knots) can therefore save
a lot of fuel.
Speed range between 15 and 20 knots
Within this speed range, a large slow
propeller is preferable to a small, fast one.
The blade surface is designed as a compromise between kW/cm2 and m2/ton of
tractive force.
The above description is very general and
describes only superficially how propellers are designed. The propeller manual
“Propellers – Marine Engines, 60 to 120
Series, Part A – Calculation and Propeller Selection” contains a more in-depth
description of propellers.
Volvo Penta also have various catalogs
which contain proposals for propellers
for each type of engine and reverse gear,
“Propellers, Part B”.
Over the last year, Volvo Penta has been
developing computer programs for calculating speed, gear ratios and propellers.
This is excellent for calculating speed and
propellers simply and safely.
The estimated speed in the individual computer programs is based on the experience
gained from a number of installations. It is
often better to calculate the speed from
your own experience: propeller manual A
and the like simply calculate the propellers
using the computer program.
Volvo Penta is constantly developing new,
powerful, more refined computer programs
which will enhance both speed and propeller calculations. However, these calculations will never improve upon the values
which have been built up over many years
of experience and programmed into the
computer.
Volvo Penta manufactures its own very
efficient reverse gears and collaborates
with leading suppliers of reverse gears and
manufacturers of propellers, shafts, stern
tubes etc. If you buy the entire “package”,
from engine to propellers, from us at Volvo
Penta, you can be sure that all your components will fit together properly.
General - 11
The Volvo Penta Cost Control Program
Economy and efficiency at sea
With the Volvo Penta Cost Control Program, you have the ability to gain a firm
grip on your costs. With it, and with the
help of your local Volvo Penta dealer,
you can take even greater advantage
of Volvo Penta’s complete range of
products and services to maximize
your operating economy.
The Cost Control Program starts by
analyzing your operational needs
through a computerized calculation
of your current costs and operating
schedules. This allows us to help you
select the engine that is best suited to
you for overall economy and reliability.
Within the Cost Control Program, there
is a range of dedicated marine diesels
spanning 4 to 16 liter.
Overall, optimum efficiency and performance is ensured through a well
matched drive line, including transmission and propeller, and through highly
professional installation support. Volvo
Penta’s preventative service agreements are designed to keep downtime
to a minimum and offer you a choice
of maintenance program including the
option of a Three Year Engine Warranty.
Operational cost calculations
The Volvo Penta Cost Manager shows
you the extent to which different operating factors will affect your overall costs.
Calculated on your own operating conditions and routines, it provides a detailed
year-by-year analysis of expenses, including fuel, lube oil, maintenance, repairs
and also reconditioning costs. Indeed, by
making one change to any of these basic
variables and you will see immediately
how it effects your annual costs.
Because of local conditions, not all
markets are able to participate in the
full CCP scheme, or certain parts of it.
Check with your Volvo Penta importer.
Professional installation support
Volvo Penta is able to offer a vast pool of
installation knowledge and experience
gained from over eighty years of working
with work boat applications. This experience has also resulted in us being able to
offer well matched transmission systems
to suit a variety of individual applications
through the close associations we have
developed with several leading transmission suppliers.
Speed, thrust and propeller calculations, carried out with the aid of sophisticated computer programs
(MACP 2)are able to provide you with
vital information on performance and
economy, well in advance of purchase.
Total installation support, direct from
your local Volvo Penta dealer, and covering engine transmission, auxiliary units
etc. further ensures that your engine
delivers its performance fully according to
expectation.
12 - General
Correct choice of engine and drive line
ensure reliability and security, better
control of costs and longer term profitability.
Volvo Penta
MACP 2 – Marine Application Computer Program – a speed and power
prediction software by Volvo Penta
featuring:
- Windows user interface.
- Hull resistance prediction, displacement, semiplaning and planing vessels.
- Optimum wageningen B-series propeller
analysis.
- Fixed diameter wageningen B-series
propeller analysis.
- Partial engine propeller load analysis.
- Propeller shaft dimensions, standalone
function.
- Shaft material data file.
- Graphical representation with numerical
analysis and zoom.
- Five independent system analysis per
project.
- Customized input units setup metric and
US.
Reports including input, results and
comments in A4 and letter formats.
Example files.
Dedicated marine diesels
Offered within the Volvo Penta Cost Control Program is a complete range of in-line
six diesel engines and transmissions with
displacements from 4 to 16 liter. Each
engine is designed and specifically built
for the demanding conditions at sea and
each provides a solid business basis for
good long term reliability and efficient
operating economy.
Auxiliary applications. The range spans
from 7 to 16 liter and all are well suited
to multi-engine installations. Each engine
can be fully equipped to meet the requirements of leading classification societies
for operation in unmanned engine rooms.
Volvo Penta Marine Propulsion
Diesels – for superb fuel economy,
excellent reliability and good overall
operations economy.
Latest combustion technology – for superb fuel economy, high reliability and low
emissions.
Built-in servicing features – for easier
and more cost efficient service and
maintenance. Oil and fuel filters mounted
within easy reach, heat exchangers of the
tube type, separate cylinder heads and
inspection cover to the lower crankcase
of almost all 10-16 liter engines are good
examples of small, but important features
that greatly facilitate routine servicing.
Easy to install. A number of power take-off
positions greatly assist the fitting of extra
equipment.
Quality assurance program. This is in accordance with ISO 9001 and approved
by classification societies LR and RINA.
Type approvals can also be obtained from
other classification societies.
Preventative service agreements
Volvo Penta offers a choice of maintenance programs which can be adapted to
meet your individual needs. A commitment
to regular preventative service routines
significantly increases both safety and
economy at sea.
Emergency parts back-up systems
to ensure that any part you need which
is not stocked locally is delivered to you
quickly – usually through our round the
clock service. Full details are to be found
in the Volvo Penta Nonstop Parts Service
Dealer Guide.
The extended warranty option. This provides you with the opportunity to extend
the standard Volvo Penta warranty from
twelve months to a full three years.
The Volvo Penta condition test. This is a vital part of the Cost Control Program and a
condition of the extended warranty option.
Carried out twice a year, the test provides
you with a full and comprehensive insight
into your engine’s current status.
The full service agreement provides you
with the ability to plan and have total
control over your engine and maintenance
cost – well in advance.
Nonstop Parts Service
In more than 120 countries throughout
the world, you will have the support of
local Volvo Penta service dealers, each
stocking a comprehensive range of
replacement parts and providing professional service facilities. In addition, and as
a part of the Cost Control Program, other
specialist support services have been
developed for commercial operators.
These include:
A network of dedicated Nonstop
Parts Service Dealers across Europe,
equipped with specialized tools, equipment and large stocks of genuine Volvo
Penta parts.
Volvo Penta
Individually tailored preventative service agreements reduce unscheduled
downtime, provide greater reliability
and lower operating costs.
General - 13
Optional three-year warranty for Rating 1/2/3
An important part of the Volvo Penta
Cost Control Program is the ability to
extend the 12 month warranty to a full
three years. And with no running hours
limitation. A single low cost premium is
all that is needed, plus your commitment
to service the engine according to the
recommended schedule for the entire
thirty-six months.
Which engines are included and what
is the extent of the cover?
The Three Year Warranty simply extends
the existing international Volvo Penta
twelve month warranty by a further two
years. It covers all Volvo Penta commercially rated 4 to 16 liter propulsion
engines, with the exception of Rating 4
rated engines. To qualify for the warranty,
registration must be completed within
three months of delivery of the engine
unit to the vessel operator. Full details are
provided in the “Terms and Conditions of
Warranty”.
The service option
To gain the protection of the Three Year
Warranty the engine must be serviced
according to the recommended schedule
as specified in the engine manual. The
servicing can be done either by a specialist Volvo Penta commercial dealer or you
can undertake to do it yourself. You will
be asked to decide which method you will
use when you sign the agreement.
If you decide to carry out the servicing
yourself, it must be completed according
to Volvo Penta’s recommendations. You
will also need to have a condition test carried out every six months at a Volvo Penta
specialist commercial dealer and also
you will have to certify your service record
sheets. One other important condition
is that you only use genuine Volvo Penta
parts together with engine oils, lubricants
and fuel recommended by Volvo Penta.
Worldwide coverage
The Volvo Penta Three Year Warranty is
available for almost all countries. A list of
qualifying countries is available from your
local Volvo Penta commercial importer or
nearest dealer.
In the event that you should need to make
a claim whilst in a country that does not
operate the Three Year Warranty option,
you should settle the account directly with
the local Volvo Penta dealer that carried
out the work. Then, on returning to your
home port, present the invoice to your
Volvo Penta importer or the nearest authorized Volvo Penta dealer who will arrange
a refund.
The warranty is transferable if you decide
to sell your boat. The only conditions are
that the service record sheets are in order
and up-to-date, and that you notify the local Volvo Penta importer of the change of
ownership within 14 days of the transfer.
Two-year warranty for Rating 5 (Pleasure Duty)
Greater security for owners
All new Volvo Penta inboard diesel
engines included in this sales guide and
with outputs of between 300 and 770 hp
are covered by a two-year warranty up to
a maximum of 1000 running hours. The
warranty, which is free and valid worldwide, is conditional only on the engine
being serviced in accordance with the
instructions handbook and when carried
out by authorized Volvo Penta service
personnel.
Extended to pleasure craft only
The two-year warranty applies to engines
installed in craft used by their owners for
private recreational purposes only. That
excludes boats used for charter, for carrying of paying guests or for any other commercial activities. Volvo Penta has special
warranties to cover those situations.
14 - General
The warranty stays with the engine
The warranty is transferable. So even if
the boat changes ownership within the
two-year period, the warranty still remains
valid. That is as long as the service book
has been completed correctly and the
new owner is informed of the terms of the
warranty.
Worldwide protection
The Two-year engine warranty applies
wherever in the world Volvo Penta is represented. In the rare event that warranty
work need to be carried out, skilled service and assistance is available from any
of Volvo Pentas network of 5000 dealers
in more than 100 countries.
Volvo Penta
Service dependent
To minimize the risk of stoppages or
breakdowns at sea, it is important that the
engine is regularly maintained according
to the recommended service schedule.
Full individual service requirements are
supplied with each engine.
The maintenance of correct service
procedures together with the exclusive
use of Genuine Volvo Penta Parts are also
essential requirements in maintaining the
two-year warranty commitment.
Exhaust Emission Certification for Commercial Diesel Engines
As a world wide supplier of marine engines, Volvo Penta
products have to confirm with a number of emission rules and
regulations. In many cases there are also strong customer demands regarding exhaust emissions. Volvo Penta works actively
to develop resource efficient products with low environmental
impact during its useful life.
These four are the most important regulations in force world wide
today:
International Maritime Organization (IMO) MARPOL 73/78
Annex VI
The International Maritime Organization is a specialized agency
of the United Nations responsible for measures to improve the
safety of international shipping and to prevent marine pollution
from ships.
This international regulation sets limits for NOx from marine diesel engines above 130 kW (175 hp). The IMO MARPOL 73/78
Annex IV will entry into force May 19, 2005.
The regulation is retroactive and will cover all marine engines
that are either built new or exstensively modified after January
1, 2000 Sea going ships must carry individual certificates
onboard.
U.S. EPA Marine Regulation 40 CFR part 94
Starting in 2004, all new commercial marine diesel engines in
US waters must be certified by the United States Environmental
Protection Agency (U.S. EPA). Tier 1 standards limits regulates
only NOx acc to IMO regulation MARPOL 73/78 Annex VI
levels.
Tier 2 also sets limits to NOx, HC, CO and Particulates. US EPA
Tier 2 standard is the most stringent major standard in force for
commercial diesel engines.
From January 1, 2005 all commercial diesel engines with a per
cylinder volume of up to 2.5 liter must comply with Tier 2 and all
diesel engines with a per cylinder volume of 2.5 – 5.0 liter with
Tier 1. Recreational engines up to 2.5 liter per cylinder must
comply with Tier 2 two years after commercial engines.
U.S. EPA marine commercial Tier 2 standards
disp./cylinder
HC+NOx
PM
litres
g/kWh
g/kWh g/kWh
CO
Starting
date
disp.<0.9 & ≥
37kW
7.5
0.4
2005
5.0
0.9 ≤ disp. < 1.2
7.2
0.3
5.0
2004
1.2 ≤ disp. < 2.5
7.2
0.2
5.0
2004
IMO MARPOL 73/78 Annex VI
Speed (n)
NOx
rpm
g/kWh
n < 130
17
130 ≤ n < 2000
45 * n^-0.2
≥ 2000
9.8
EU Inland Waterway Vessels
The Non-Road Mobile Machinery directive (97/68/EC) was
amended by a new directive (2004/26/EC), EU will set limits to
NOx, HC, CO and Particulates emissions on inland waterway
vessels. Mutual acceptance of EU Inland waterway certificates
issued acc to EU directive 2004/26/EC and CCNR certificates
is expected . The standards, which start to apply in 2006, will
have the same levels as the U.S. EPA Tier 2.
Rhine Vessel Inspection Regulation (RVIR) Chapter 8a
The Central Commission for the Navigation on the Rhine
(CCNR) has the task of ensuring the safety of navigation on the
river Rhine and its environment.
Tier 1 emission standards is in force since January 1, 2003 and
limits NOx, HC, CO and Particulates. Tier 2 levels for marine
engines on the river Rhine are planned. However, mutual acceptance of EU Inland waterway certificates issued acc to EU
directive 2004/26/EC and CCNR certificates is expected.
EU Inland Waterway directive
disp. / cylinder
g/kWh
g/kWh g/kWh
Starting
date
disp. < 0.9 & ≥ 37
kW
7.5
0.4
5.0
2007
0.9 ≤ disp. < 1.2
7.2
0.3
5.0
2007
1.2 ≤ disp. < 2.5
7.2
0.2
5.0
2007
litres
HC+NOx
PM
CO
Rhine Vessel Inspection Regulation Tier 1 standards
Power (P)
Speed (n)
NOx
HC
PM
CO
kW
rpm
g/kWh
g/kWh
g/kWh
g/kWh
37≤P<75
-
9.2
1.3
0.85
6.5
75≤P<130 -
9.2
1.3
0.70
5.0
P>130
n≥2800
9.2
-0.2
45*n^
1.3
0.54
5.0
1.3
0.54
5.0
Volvo Penta
General - 15
16 - General
Volvo Penta