Iveco Marine Diesel Engines System manual

MARINE
DIESEL ENGINES
INSTALLATION
HANDBOOK
TECHNOLOGICAL EXCELLENCE

MARCH 2004
II MARINE ENGINES INSTALLATION
Publication IVECO MOTORS edited by:
IVECO PowerTrain
Advertising & Promotion
Pregnana Milanese (MI)
www.ivecomotors.com
Printed P3D63Z001 E – March 2004 Edition

CONTENTS
MARCH 2004INTRODUCTION III MARINE ENGINES INSTALLATION
CONTENTS 3
PREMISE V
INTRODUCTION 7
1.1 ENGINE 9
1.2 BOAT 17
ENGINE/BOAT CHOICE FACTORS 23
2.1 GENERAL INFORMATION 25
2.2 USE OF THE BOAT - ENGINE SETTING 25
2.3 ENGINE PERFORMANCE 26
2.4 ENVIRONMENTAL CONDITIONS
AND “DERATING” 29
2.5 MECHANICAL AND AUXILIARY
COMPONENTS 31
2.6 SPEED AND POWER PERFORMANCE 31
DRIVE 33
3.1 PROPULSION SYSTEMS 35
3.2 PROPELLERS 41
3.3 INVERTER-REDUCER 47
3.4 TORSIONAL VIBRATIONS 49
ENGINE INSTALLATION 51
4.1 TRANSPORTATION 53
4.2 INSTALLATION ON THE HULL 53
4.3 SUSPENSION 53
4.4 TILTING 56
4.5 AXIS LINE ALIGNMENT 57
AIR SUPPLY 59
5.1 SUPPLY AND VENTILATION 61
5.2 ENGINE ROOM VENTILATION 61
5.3 AIR FILTERS 62
FUEL SUPPLY 65
6.1 FUEL CHARACTERISTICS 67
6.2 HYDRAULIC CIRCUIT 67
6.3 RESERVOIR 69
6.4 ENGINE-RESERVOIR PIPES 71
6.5 FUEL FILTERING 72
LUBRICATION 75
7.1 LUBRICANT CHARACTERISTICS 77
7.2 OIL FILTERS 77
7.3 OIL QUANTITY AND LEVEL DIPSTICK 78
7.4 LOW PRESSURE SIGNALLING 78
7.5 PERIODIC CHANGE 78
7.6 ENGINE VENT 79
COOLING 81
8.1 INSTALLATION 83
8.2 PRIMARY CIRCUIT 84
8.3 SECONDARY CIRCUIT 84
8.4 KEEL COOLING 87
8.5 GALVANIC CORROSION PROTECTION 89
DISCHARGE 91
9.1 OVERVIEW 93
9.2 DRY DISCHARGE 93
9.3 MIXED DISCHARGE 94
9.4 SILENCERS 96
9.5 COUNTERPRESSURE 96
Page Page

AUXILIARY SERVICES 99
10.1 OVERVIEW 101
10.2 POWER TAKE-OFF ON THE FLY WHEEL
101
10.3 FRONT PULLEY POWER TAKE-OFF 102
10.4 BUILT-IN POWER TAKE-OFF ON
TIMING OR FLYWHEEL HOUSING 103
CONTROLS 105
11.1 OVERVIEW 107
11.2 FUNCTIONS 107
ELECTRICAL INSTALLATION 109
12.1 OVERVIEW 111
12.2 POWER CIRCUIT 111
12.3 WIRING 113
12.4 STORAGE BATTERIES 115
12.5 ENGINE ELECTRICAL CIRCUIT 117
12.6 CAN LINE 117
12.7 INSTRUMENT PANEL 118
12.8 WARNINGS AND PRECAUTIONS 118
GALVANIC CORROSION
PROTECTION 119
13.1 OVERVIEW 121
13.2 GROUND CONNEXION 122
13.3 DISPOSABLE ANODES PROTECTION 122
13.4 ISOLATED POLES INSTALLATION 123
CONTROL TEST PROCEDURES 125
14.1 OVERVIEW 127
14.2 STATIC TEST 127
14.3 OPEN SEA TESTS 128
14.4 RECOMMENDED GAUGES 130
MARCH 2004
IV MARINE ENGINES INSTALLATION
Page

MARCH 2004 V MARINE ENGINES INSTALLATION
Aim of this handbook
This handbook has been written to give you the basic information and instructions for the correct
choice and installation of IVECO marine Diesel engines.
The get the best performance and longest life from your engine you must install it correctly.The infor-
mation about the hulls and the propellers are provided as general guidelines for their applications in
relation to the choice and installation of the engine.
The content of this publication does not replace the expertise and work of marine designers and engi-
neers who have the full responsibility for the choice of the boat engine.
Further and more detailed information about the characteristics of IVECO engines can be found in the
specific publications.
Every information included in this Installation Handbook is correct at the time of approval for printing.
IVECO reserves the right to make changes without prior notice, at any time, for technical or commer-
cial reasons or possible adaptations to the laws of the different Countries and declines any responsibil-
ity for possible errors or omissions.
General installation criteria
As an introduction to this Handbook, reference must be made to the following basic installation criteria:
■choose the engine which is most suitable for the hull according to the power, torque and rpm
requirements and considering the type of use and the environmental conditions for the engine
operation (temperature, humidity, altitude);
■connect the engine to the driven elements (reducer-inverter, propeller and relevant axis, auxiliary
organs, etc.) in the correct way, bearing in mind the problems linked to the drive and the resulting
vibrations;
■choose the sea water circuit or the possible keel cooling system of the right size;
■adjust the size of the engine compartment or the engine room to facilitate access to the engine and
the connected parts, both for ordinary maintenance operations and possible repairing operations;
■foresee the suitable air intake needed for the engine combustion and fundamental for the engine
room ventilation (clean, fresh, without water);
■get the fuel system dimensioned and positioned correctly;
■give the priority to those safety problems concerning the personnel in charge of the engine oper-
ation, such as:
- use of the suitable protections and guards for each exposed moving part (pulleys, shafts,
belts, etc.)
- positioning of the tie rods and the controls in an easily accessible area, but safe and protected
at the same time
- correct insulation of wires and electrical parts
- suitable protection and insulation of all exhaust pipes.
Laws and regulations
The IVECO marine engines are designed and manufactured in compliance with the laws in force and
are approved by the main Classification Bodies.
As the subject is particularly complex, it is always necessary to make reference to the specific laws of
each country which can regulate the different aspects of this subject in different ways, especially:
■the limitations to gas and noise emissions
■the restrictions to the installed power for the operation in dangerous areas
■the engine characteristics to meet the requirements of particular electrical systems and safety
devices.
PREMISE

Warranty
The choice of a type of engine which is not suitable for the required application and/or the non obser-
vance of the installation instructions and the use and maintenance rules can make the warranty void.
Safety precautions
We remind you that IVECO marine engines are designed for professional and sailing applications, and
not for sports or competitive purposes for which the warranty decays and the supplier’s responsibility
is excluded.
The boat safety always depends on the user’s responsibility and common sense.
Keep away from the engine moving and hot parts, and take care when coming closer to the engine to
prevent possible injuries due to direct contact with the engine or through clothes, jewels, or other
objects.
Use the suitable protection devices when carrying out maintenance operations and engine setting.
Before starting the engine, make sure it is fitted with all the elements foreseen by the manufacturer and
the installation; do not start the engine with the lubricating, cooling and fuel circuits closed by plugs or
obstructed.
Daily check the complete tightness of fluid circuits, especially those of fuel and lubricants, which may
cause fires and thus damage people and things.
Make sure that the different pipes are not in contact with hot surfaces or moving elements.
Disconnect the battery in the event of maintenance operations concerning the electrical system.
Drain the cooling, lubrication and fuel circuits only after the fluids cooled down.The pressurised cap of
the water circuit can be opened only after the engine cooled down.
The batteries contain a solution of sulphuric acid which is highly corrosive, therefore they must never
be turned upside down and must be handled with great care to prevent the fluid transfer.
Make sure the battery compartment gets the suitable air intake.
The used engine fluids and air, water and oil filters must be suitably preserved and sent to the appro-
priate collection centres.
MARCH 2004
VI MARINE ENGINES INSTALLATION

SECTION 1
MARCH 2004INTRODUCTION 1.7 MARINE ENGINES INSTALLATION
INTRODUCTION
Page
1.1 ENGINE 9
Piston displacement 10
Real average pressure 10
Driving torque 10
Power 11
Brake real power 12
Correct power 12
Engine total efficiency 13
Fuel consumption 13
Load factor 14
Engine duration 16
1.2 BOAT 17
Types of hull 18
Displacement 19
Relative speed (Taylor ratio) 20
Power definitions for boat propulsion 21
Protection against galvanic corrosion 22

MARCH 2004 INTRODUCTION
1.8 MARINE ENGINES INSTALLATION

MARCH 2004INTRODUCTION 1.9 MARINE ENGINES INSTALLATION
Before analysing the main characteristics of the engine relevant for its choice and suitability for the boat
and the connection to the engine elements, we believe it is useful to identify the names of the engine
components.
1. Comburent air filter - 2. Suction manifold with electrical pre-heater possibility - 3. Union flange of
“Riser” or “stack” for gas exhaust - 4. Lifting eyebolts or grommets - 5.Oil fill-in plug - 6.Coolant
reservoir - 7.Coolant fill-in plug - 8. Exhaust manifold cooled down by coolant fluid - 9.Thermostatic
valve for engine coolant - 10. Pipe exchanger for coolant/water sea - 11. Auxiliary organ control
pulley - 12. Engine support bracket - 13. Sacrificial anodes - 14. Sea water suction - 15. Lubricating oil
draining plug - 16. Heat exchanger for air/sea water - 17. Sea water pump - 18. Electric starter motor
- 19. Rev reducer for sea water pump - 20. Fuel inlet/outlet pipe unions - 21. Fuel filter -
22. Fuel temperature sensor.
Figure 1
1 76 932 54 4 8
111215 101314
21
20
12
19
18
17
16
22
1.1 ENGINE

Piston displacement
The element which best distinguishes the engine is the “overall piston displacement” which represents
the total volume of air moved by the pistons during one complete turn of the drive shaft. It represents
also the theoretical quantity of air sucked by the cylinders during 2 revolutions of the drive shaft. It is
given by the formula:
in cm3, where:
•π: 3.1416
• d : cylinder diameter (bore) in cm
• c : piston travel in cm
• i : n° of engine cylinders
Real average pressure
It is the average value of the pressure inside the cylinders during the different operating phases of
the engine. It increases during the combustion phase and decreases during the exhaust and suction
phases. It is possible to consider it as an indicator of the engine stress since it represents the work
done per displacement unit. The real average pressure generates the driving torque and therefore
the engine power:
where:
• N : power [kW]
• p.m.e. : real average pressure [bar]
• V : total piston displacement [dm3]
• n : rotation speed [giri/min.]
From it you obtain:
With these formulas you obtain that:
■the power is the linear function of the real average pressure and of the engine rotation speed;
■with the same power and the same number of rpm, the engines with a higher piston displacement
are subject to a lower real average pressure
The power needed for a boat propulsion requires, if the operating rpm number is the same, the appro-
priate consideration about the engine to be used: an engine with a higher piston displacement is sub-
ject to a lighter mechanical load as shown by a lower value of the real average pressure and therefore
it will be possible to use it for heavy duties compared to the engine with a lower piston displacement.
Driving torque
It represents the thrust impressed by a piston through the connecting rod on the crank arm of the drive
shaft. It can be defined as the “rotating force” available to the engine flywheel; it depends on the real
average pressure and is strongly influenced by the volumetric efficiency of the engine, i.e. from its capac-
ity to suck as much air as possible. Other important factors to obtain a high driving torque and there-
fore power are the correct fuel intake and the perfect injection system setting.
MARCH 2004 INTRODUCTION
1.10 MARINE ENGINES INSTALLATION

MARCH 2004INTRODUCTION 1.11 MARINE ENGINES INSTALLATION
The driving torque M depends on the power according to:
where:
• M : driving torque [Nm]
• n : rotation rpm [rad/sec] (1 rev per min = π/30 rad/sec)
• N : power [kW]
The formula shows that with equal power it is possible to install engines with high torque and low rota-
tion speeds or vice versa, low torque and high rotation speeds.
High rotation speeds can generate a high torque by means of a speed regulator.
Figure 2 shows how a revolution reduction ratio of 4:1, obtained by coupling the gear wheels with this
ratio, makes the output torque increase by the same value 4.
Power
The air and fuel intake inside the cylinders and then burnt during combustion produces the same
heat energy which, translated into pressure and force, passes to the crank mechanisms and then to
the engine flywheel in the form of mechanical energy, less thermo-dynamic and friction losses. Such
energy referred to the time unit is the power that can be generated by the engine and is expressed
by the formula:
where:
• M : driving torque [Nm]
• n : rotation rpm [rad/sec] (1 rev per min = π/30 rad/sec)
• N : power [kW]
Figure 3 illustrates the process which generates power as the product of the torque by the angle speed,
corresponding to the work of the time unit referred to the rotating motion.
In addition, we provide the following equivalences:
■1 kW = 1.36 CV = 1.34 HP
■1 CV = 0.986 HP (unit of British Std. and S.A.E).
Figure 2

d. bore - c. travel - w. angle speed - F. force generated by the real average pressure. - c/2. crank arm.
Brake real power
It is the power measured with the dynamometric brake at the drive shaft (flywheel) during the bench
tests.
The real power values are considered as indicators of the engine capability of generating power in the
temperature, pressure and humidity conditions of the test room where the measurements have been
carried out.The resulting power can change according to the environmental and load conditions of the
accessories connected to the engine (air filters, silencers, fans, pumps, alternators, compressors, etc.).
Correct power
To make it possible to compare the power values measured on the brake in different environmental
and testing conditions, some “test standards” have been issued by the different ruling bodies (ISO, BS,
DIN, SAE, etc), whose aim is to establish the suitable correcting factors to be adopted to adjust the dif-
ferent power rates.The rules are different, basically for the choice of the number of accessories to be
connected to the engine during the test and the different reference environmental conditions. As a
result, the measurements carried out on the same engine, on the basis of the different prescriptions
given by different rules, lead to different results; therefore, it is possible to compare the engine powers
only if measured on the basis of the same rule or by applying the correcting coefficients for the off stan-
dard performance.
In particular, ISO 3046/1, concerning the definition of powers and the bench testing conditions, estab-
lishes and unifies:
■The test method for the brake net power and the engine equipment during the test (presence of
power-absorbing accessories)
■The reference environmental conditions: temperature of sucked air 298°K (25°C), ambient pres-
sure 100 kPa (750 mmHg), relative humidity 30% and the correcting formulas
■The fuel characteristics.
MARCH 2004 INTRODUCTION
1.12 MARINE ENGINES INSTALLATION
Figure 3

MARCH 2004INTRODUCTION 1.13 MARINE ENGINES INSTALLATION
In addition, IVECO provides the customers with the technical and commercial documentation concern-
ing IVECO engines including the reference to the rules required for the correct choice of the engine.
Figure 4 illustrates the power curves of an IVECO engine.
Engine total efficiency
The engine total efficiency is defined as the relationship between the flywheel work and that corre-
sponding to the quantity of the fuel heat energy used to obtain that work. All the technical factors con-
tribute to the engine efficiency, from the design to the setting, the maintenance to the fuel quality.
The engine efficiency, index of the efficiency of transformation of the fuel energy into mechanical ener-
gy, is inversely proportional to the fuel specific consumption: an higher efficiency means a lower fuel
consumption required to obtain the power yield.The overall efficiency of a Diesel engine is around 0.4
with a clear loss of 60%.
Fuel consumption
The mechanical energy supplied by the engine is obtained by means of the fuel introduced in the engine
itself.There are two definitions for the consumption:
■specific consumption
■hourly consumption.
Figure 4
1600 1800 2000 2200 2400 2600 2800 3000 g/min
180
170
160
245
230
215
170
160
150
140
130
120
110
100
90
220
200
180
160
140
120
600
575
550
525
500
60
55
50
Kgm g/CVh
Torque Nm BSFC g/KWh
CV KW
Torque
Power
BSFC

The “specific consumption” represents the quantity of fuel used to obtain a unit of mechanical energy;
it is expressed in g/kWh and derives from the formula:
Where L is the volume in cm3of the fuel having specific gravity y (in g./ cm3), consumed by the engine
in time t expressed in seconds, while power N (in kW) is supplied at given rpm.
The “hourly consumption” represents the quantity of total fuel used by the engine when supplying a
power with value N at constant rpm for 1 hour; it is expressed in kg/h and is derived as follows:
The corresponding value in litres is obtained by dividing the result by the fuel specific gravity; for the
diesel fuel y it amounts to 0.83 kg/dm3at ambient temperature.
As the consumption is related to the power supplied by the engine, the evaluations and the com-
parisons between hourly consumption rates must be made taking into consideration precise and
homogeneous engine operating conditions.
Load factor
It represents the average load in time of the power actually required to an engine, expressed as a per-
centage of the value of its maximum power.
As it represents the engine heavy duty index, it is a relevant indicator for the choice of the correct engine
in relation to its application and use. Analysing the engine “load factor” means evaluating which power
levels are required during the different work cycles in relation to its possible use at maximum power.
It is expressed by the following formula:
where :
•P
i: power absorbed for time ti
•P
max : maximum power
• N : number of phases in which the work cycle can be split.
Example of calculation for an application having:
■Max power 200 kW
■Working cycle of 12 hours, out of which 3 hours at maximum power and 9 hours at half power
The resulting load factor is:
MARCH 2004 INTRODUCTION
1.14 MARINE ENGINES INSTALLATION

MARCH 2004INTRODUCTION 1.15 MARINE ENGINES INSTALLATION
Since there are no established rules for the calculation of the heavy duty rate according to the load fac-
tor, it is possible to consider the following elements:
■Light work load factor below 50%
■Medium work load factor from 50 to 70%
■Heavy work load work above 70%
Therefore, the work factor is an index of the work heaviness.
The definition of load factor already includes the time parameter. However, it is important to stress the
concept of “continuous” work or “intermittent” work (see figure 5):
■As continuous work it is usually meant the engine constant operation at maximum load (24 hours
a day), with minor load and speed variations, or having no variations at all.
■As intermittent work it is meant the use of the engine with frequent and substantial load and/or
speed variations.
In the marine sector, for example:
■The continuous work corresponds to that of work boats
(fishing, tug-boats, ferry-boats).
■The intermittent work corresponds to that of commercial boats
(coastguard and sea rescue, crew transport, etc.).
Finally, there is the definition of:
■Pleasure boats (yachts), where the engine use is intermittent and limited to the typical life of yachts,
for which maximum powers higher than the previous cases are accepted.
In this respect, see the power classification included in the technical-commercial documentation of each
engine.
The above mentioned points are fundamental for the choice of the engine in terms of piston displace-
ment, power, overhaul intervals, engine and transmission foreseeable duration.
In particular, it is important to bear in mind that the engine load, i.e. its real average pressure, influences
the engine overhaul intervals.
Figure 5
100
90
80
70
60
50
40
30
20
10
0
100
90
80
70
60
50
40
30
20
10
0
Load percentage
Heavy continuous Heavy intermittent Medium variable
A B C

Engine duration
The engine duration is identified by the relevant BE10 and is related to a given Load Factor (L.F.).
Example: BE10 (L.F. - 0.7) = 10.000 h
It shows that 90% of the engines working with a medium load factor of 70% exceed the operation
duration of 10,000 h, without actions needed for the removal of their main components.
Each engine family and each setting have been associated to a BE10 and the relevant “load factor”.The
values result from the use practical tests and the processing of the different data obtained during the
bench tests.
It is possible to foresee the engine duration for a specific setting and “load factor” with a good margin
of approximation, on the basis of the following correlation:
Figure 6 illustrates the function linking the Duration with the Load Factor.
CAUTION
The engine duration is closely linked to the correct and precise performance of the maintenance
actions foreseen by the manufacturer.
MARCH 2004 INTRODUCTION
1.16 MARINE ENGINES INSTALLATION
Figure 6
Duration (h)
Engine foreseen duration
Load Factor (L.F.)
1
0,9
0,8
0,7
0,6
0,5
0,4
0,3
0,2
0,1
0

MARCH 2004INTRODUCTION 1.17 MARINE ENGINES INSTALLATION
The choice of a boat engine and its performance in terms of power needed for reaching a pre-estab-
lished speed depend on the marine engineer.
The following data are given just for your information and therefore must be interpreted as such.
Figure 7 illustrates the main geometrical data of a boat.
1. Overall width - 2. Floating width - 3. Overall length - 4. Floating length - 5. Waterline - 6. Keel -
7. Draught.
Some parts of the hull mentioned in this handbook are identified in figure 8.
1. Frame - 2. Limber board - 3. Side keelson - 4. Bilge - 5. Keel.
The definition of “side keelson” is particularly important because the engine lays on them.
Figure 7
Figure 8
1 3
7
4
2
5
6
1
2
4
5
3
1.2 BOAT

Types of hull
Displacing hulls
This type of hull is usually characterised by a round bottom and narrow stern.
During sailing this type of boat maintains the same static trim and does not reduce its draught also
when the speed increases.
Fishing boats, work boats and ferry-boats belong to this category.
Semi-displacing hulls
These hulls, rather similar to the previous type, can change their trim during sailing as they lift the stem
and, as a result of the incidence of the bottom plane, they can use a small part of the water dynamic
pressure, thus obtaining a partial glide.
Patrol hulls and cruise hulls belong to this category.
MARCH 2004 INTRODUCTION
1.18 MARINE ENGINES INSTALLATION
Figure 9
Figure 10

MARCH 2004INTRODUCTION 1.19 MARINE ENGINES INSTALLATION
Gliding hulls
These hulls, due to the shape of their bottom and the power installed, can reach a gliding trim by
exploiting the hydro-dynamic phenomena, starting from an initial displacing condition.
The gliding hulls move the water only when stationary or at low speeds; as soon as the boat speed
increases, the floating angle changes and the water pressure lifts the boat stem.The pressure increases
with the speed square and at the same time the gliding surface is reduced; the pressure centre moves
from the stem to the boat centre of gravity which, at full speed and if correctly balanced, reaches the
horizontal trim.
Yachts, patrol boats and sea rescue boats belong to this category as they are required high speeds.
Displacement
It is the actual weight of the water moved by the boat fully laden and corresponds to the total weight
or mass of the boat fully laden.
The displacement is a weight and should not be confused with other terms, such as tonnage, which
refer to the volume measurements.
When unknown, the displacement of a boat can be calculated by making reference to the boat “block
coefficient”.
This coefficient, usually referred to with Cb , represents the relationship between the actual hull volume
and that of the parallelepiped, circumscribing the hull and limited by the floating length L, by the float-
ing width B and by the waterline D.
Therefore, as:
it is derived that the displacement is (for the sea water):
Displacement W = 1,025 · L · B · D · Cb
• L,B,D,inm.;
• W in metric tons;
• Sea water density 1,025.
or:
with
• L, B, D in feet;
• W in tons.
Figure 11
hull.volume
Displacement.W

The block coefficients are included in the following table:
Type of boat Coefficient Cb
Speedboat hulls with V bottom, gliding 0,30
Hulls for sports fishing with length up to 12 m (40 ft),V bottom 0,35
Pilot boats with length below a 12 m (40 ft) 0,35
Semi-gliding hulls (patrol and cruise boats) 0,40
Displacing hulls for cruise, yachts with sail and auxiliary engine 0,45 - 0,55
Fishing boats 0,50 - 0,55
Heavy duty boats 0,55 - 0,65
Tug-boats 0,60 - 0,75
Powered flatboats 0,70 - 0,95
Relative speed (Taylor ratio)
It is the ratio between the boat speed, expressed in knots, and the square root of the floating
length, expressed in feet.
This coefficient is a parameter which makes it possible to compare similar bottoms with the action of
waves and therefore their resistance to the hull motion: equal relative speeds correspond to compara-
ble waves.
Experiments and tests carried out on different types of boats pointed out that there is a limit value to
the speed beyond which any further increase requires excessive and expensive power growth.
For displacing hulls, the speed limit is for value ratios around an average of 1.34.
At this speed , the hull generates a wave as long as its floating hull length. Any attempts
to go beyond this speed, by increasing the engine power, make the hull stem lift thus creating expen-
sive and very often dangerous sailing conditions.
Actually, it rarely happens for bigger merchant ship hulls to exceed value 1 of this ratio , while
in smaller hulls it is possible to reach values up to 1.2-1.3.
On semi-displacing hulls, it is possible to gradually obtain growing ratios as the hull
characteristics become more and more similar to the gliding type: 1.7 for fast displacing hulls, from 2.5
to 3 for semi-displacing hulls.
MARCH 2004 INTRODUCTION
1.20 MARINE ENGINES INSTALLATION