MJM Yachts LLC 29z User manual

Note: This manual is published in accordance with ISO standard 10240:1995E Small Craft - Owner’s Manual
MJM Yachts LLC
89 Pinckney Street, Boston MA 02114
Tel [phone] Fax [phone]
2009
Dear 29z Owner:
Congratulations on becoming Captain and Owner of the world’s best built and most fuel efficient yacht of its size. The
enclosed copy of the 29z Owner Manual should further contribute to your enjoyment and proficiency afloat.
This manual was created jointly with Zurn Yacht Design, Boston BoatWorks and MJM Yachts. Our experience with the first
64 of the 34z’s and 33 of the 29z’s has been incorporated to make this manual as useful and relevant as possible. Keep in
mind that there maybe some variances such as location of the breakers on the panel. And, from time-to-time we will change
specifications to keep pace with changes made to improve the boat.
When addressing a problem with a specific piece of equipment, this 29z Owner’s Manual is to be regarded only as a
preliminary source of information. The equipment manufacturer’s own manual with trouble-shooting procedures, etc. is the
primary source and authority.
A National Marine Manufacturer’s Association (NMMA) publication Sportfish, Cruisers, Yachts accompanies, and forms
part of, this 29z Owner’s Manual. This booklet has many universal handling and operating tips worth reviewing.
This Owner’s Manual is designed to be a living document, not only for builder updates but for your own use and record.
Each boat is provided with a copy of the current Manual organized in a STAPLES “Mini-Ring” type binder that allows you
to add pages as needed.
One of the great advantages of purchasing a series-built or semi-custom design is that owners have the benefit of learning
from one another. So, with your continued input and comments we can keep adding useful information and helpful hints to
this manual.
Part of the ISO CE Mark Certification Program is confirmation by the owner that the manual has been received. Please sign
the extra page No. 3 included in the Manual as a receipt and return it in the stamped envelope provided.
Best wishes for fair winds and sunny skies. On behalf of the builder and designer, we are most appreciative, and I am
particularly honored, that you have chosen the 29z.
Robert L. Johnstone
Chief Operating Member

Note: This manual is published in accordance with ISO standard 10240:1995E Small Craft - Owner’s Manual
29z
Length Overall (Including Swim Platform and Bow Roller) 32.5 ft. (9.91 m)
Length on Deck 29.0 ft. (8.84 m)
Length Waterline 26.4 ft. (8.05 m)
Beam 10.2 ft. (3.11 m)
Draft 2.4 ft. (0.73 m)
Displacement (1/2 load) 8,600 lbs. (3909 kgs)
Fuel Tank 125 gals. (473 liters)
Fresh Water Tank 30 gals. (106 liters)
Hot Water Tank 6 gals. (23 liters)
Holding Tank 10 gals. (38 liters)
Height over Water (w/ radar) 8.5 ft. (2.60 m)
Height of Boat (w/ radar & drive lifted) 10.8 ft. (3.3 m)

- 3 - 29z
BOAT INFORMATION
BOAT
MODEL: 29z DownEast Hardtop-
HULL SERIAL # (HIN): EOU29Z
DESIGN PATENT: Patent No. US D475.338S (3Jun03)
DELIVERY DATE:
REGISTRATION#:
ENGINE
MAKE: VOLVO
MODEL: D4-260A w/power steering
SERIAL #: ______
Volvo 24 Hour Service 1-877-74PENTA (747-3682) or Arjen Steegstra cell 508-246-1182
TRANSMISSION
MAKE: VOLVO TSK DP-H S/N
MODEL: TSK DP-H
DRIVE#:
RATIO: 1.85:1
PROPELLER
MAKE: Volvo
BLADES:
DIA./PITCH: Part # 3587380 G5
OTHER:
MJM YACHTS, LLC
CONTACT: Robert L. Johnstone
PHONE: [phone] MA
MOBILE: [phone]
FAX: [phone]
Email: [email protected]
ADDRESS: 89 Pinckney St., Boston MA 02114
NAVAL ARCHITECT
NAME: Doug Zurn
FIRM: Zurn Yacht Design
PHONE: [phone]
ADDRESS: 89 Front St., Marblehead, MA 01945
LICENSED BUILDER
NAME: Boston BoatWorks, LLC
CONTACT: Scott R. S. Smith
PHONE [phone]
MOBILE [phone]
FAX [phone]
EMAIL [email protected]
ADDRESS 256 Marginal St., Boston MA 02128
DEALER
NAME:
PHONE:
ADDRESS:

- 4 - 29z
CE CERTIFICATION
CERTIFICATE NO. BBBW001 (30Sept03)
AUTHORITY: International Marine Certification Institute
ADDRESS: Rue Abbe Cuypers 3
B-1040 Bruxelles, Belgique
PHONE: [phone]
WEBSITE: www.imci.org
CLASSIFICATION: CE Mark Design Category B Offshore Under 12m Small Craft (EC
Directive 94/25/EC) for craft designed for offshore voyages where
conditions up to and including wind force 8 (Beaufort Scale) and
significant wave heights up to and including 4 m may be experienced.
CAPACITY
PERSONS: Maximum 10 Persons or 750 kg
PERSONS/GEAR: Maximum 1175 kg
--------------------------------------------------------------------------------------------------------------------------------------------
RECEIPT BY OWNER In compliance with ISO 10240:1995(E) the owner hereby certifies receipt
of this manual and has read and agrees to the terms of the Builder’s
Limited Warranty included herein.
Signature
Printed Name Date
Boat Name Hull #
Address
City, State, Zip
Tel.
Email
NOTE: PLEASE SIGN ONE OF THE TWO COPIES OF THIS PAGE AND RETURN IT IN THE
ATTACHED STAMPED ENVELOPE TO: MJM YACHTS at 89 Pinckney Street, Boston MA 02114.
Denotes an extreme intrinsic hazard exits which would result in high probability of
death or irreparable injury if proper precautions are not taken.
Denotes a hazard exists which can result in injury or death if proper precautions
are not taken.
Denotes a reminder of safety practices or directs attention to unsafe practices
which could result in personal injury or damage to the craft or components.

TABLE OF CONTENTS
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CHAPTER 1 OPERATION
1.1 GENERAL
1.2 QUICK START GUIDE
1.3 OPERATING PROCEDURES
1.4 NAVIGATION
1.5 TOWING
1.6 HAULING OUT
CHAPTER 2 SAFETY EQUIPMENT
2.1 GENERAL
2.2 ENGINE
2.3 FIRE
CHAPTER 3 PROPULSION SYSTEM
INTRO – TOP 10 REASONS of ENGINE FAILURE
3.1 GENERAL
3.2 COOLING
3.3 NEW ENGINE BREAK-IN PERIOD
3.4 LUBRICATION
3.5 ZINCS
3.6 AIR
3.7 EVCecc-C Control Panel
3.8 STARTING ENGINE
3.9 Unused
3.10 STOPPING
3.11 ALARMS
3.12 OPERATION
3.13 VOLVO LCD ENGINE DATA
3.14 ELECTRONIC THROTTLE/SHIFT
CHAPTER 4 STEERING & TRIM SYSTEM
4.1 GENERAL
4.2 STEERING
4.3 POWER TRIM CONTROL
4.4 FOUR TRIM MODES
4.5 BOW-THRUSTER
4.6 TRIM TABS
4.7 AUTOPILOT OPERATION
4.8 WINDSHIELD WIPERS
CHAPTER 5 FUEL SYSTEM
5.1 GENERAL
5.2 FILLING THE TANKS
5.3 CHECKING THE SYSTEM
5.4 FUEL CONSUMPTION & LOG
CHAPTER 6 ELECTRICAL SYSTEM
6.1 GENERAL
6.2 DC SYSTEM
6.3 AC SYSTEM
6.4 REVERSE POLARITY
6.5 ELECTROLYSIS & CORROSION
6.6 BONDING
6.7 ELECTRICAL SAFETY
6.8 GENERATOR
6.9 INVERTER/CHARGER
6.10 FUSE LOCATIONS/SPECS
CHAPTER 7 FRESHWATER SYSTEM
7.1 GENERAL
7.2 FILLING
7.3 USING & MAINTAINING
7.4 HOT WATER
7.5 WATER PURIFIER
CHAPTER 8 RAW WATER SYSTEM
8.1 GENERAL
8.2 ENGINE RAW WATER
8.3 ADDITIONAL RAW WATER USES
CHAPTER 9 GRAY WATER SYSTEM
9.1 GENERAL
9.2 GRAY WATER SUMP
9.3 BILGE PUMPS
9.4 COMMON DRAINS
CHAPTER 10 EXTERIOR EQUIPMENT
10.1 GENERAL
10.2 ANCHOR WINDLASS
10.3 PILOTHOUSE CURTAINS
10.4 COCKPIT OPTIONS
CHAPTER 11 INTERIOR EQUIPMENT
11.1 VACUFLUSH MARINE HEAD SYSTEM
11.2 REFRIGERATION
11.3 COOKTOP
11.4 MICROWAVE/OVEN
11.5 AIR-CONDITIONING (Optional)
11.6 HEATING SYSTEM (Optional)
11.7 STEREO & MP3
11.8 SIRIUS SATELLITE SYSTEM
CHAPTER 12 ROUTINE MAINTENANCE
12.1 SCHEDULE
12.2 FLUIDS
CHAPTER 13 LAY UP/LAUNCHING
CHAPTER 14 MISCELLANEOUS
14.1 TRUCKING CHECKLIST
CHAPTER 15 LIMITED WARRANTY
CHAPTER 16 QUICK START

CHAPTER 1 OPERATION
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1.1 GENERAL
This manual has been compiled to help you operate your yacht with safety and pleasure. It
contains details of the yacht; the equipment supplied or fitted, its systems, and information on its
operation and maintenance. Please read it carefully, and familiarize yourself with the yacht
before using it.
If this is your first yacht, or you are changing to a type of yacht you are not familiar with, for your
own comfort and safety, please insure that you obtain handling and operating experience before
assuming command of the yacht. Your dealer or yacht club will be pleased to advise you of local
schools, or competent instructors.
PLEASE KEEP THIS MANUAL IN A SECURE PLACE ON THE BOAT, AND HAND IT OVER TO
THE NEW OWNER IF YOU EVER SELL THE CRAFT.
This Owner’s Manual is not intended to be a course in boating safety, boat handling, navigation
or general boating skills. It is the responsibility of the user to independently gain these skills.
Instead, this manual will serve as a reference for matters specific to the 29z. Standard options
are included in the manual with which your particular yacht may or may not be fitted. Custom
options may be addressed in an addendum.
1.2 QUICK START GUIDE (See CHAPTER 16)
A separate “Quick Start Guide” is included that briefly reviews the key items to check before
departure. Please review the topics in this manual before relying on the checklist – it is simply an
“at-a-glance” sheet to insure that you don’t overlook anything important.
1.3 OPERATING PROCEDURES – ENGINE INSPECTION
To access the propulsion system, the stern-seat must be tilted up. The procedure is as follows:
- Remove the stern seat cushions and cockpit side cushions with supporting panels
- Turn the securing locks 90 degrees
- Pull up and back on the handle on centerline.
1.4 NAVIGATION
The builder installed navigation system option generally includes autopilot w/compass, depth-
sounder, chart-plotter, and radar. Modern marine electronics are a subject unto themselves and
you should refer to the manuals that came with the equipment you purchased. However, here are
a few points to consider:
If you are unfamiliar with navigation, educate yourself before using the boat. Electronic
equipment is NOT a substitute for navigation skills.
It is not recommended to rely solely on electronic charts- bring paper chart back-ups.
Depending on your chart-plotter, it may be necessary to power up the depth-sounder prior to
the chart-plotter.
It is prudent to check (or have checked) your compass alignment once the boat is in your
primary area of operation. See the Ritchie instructions for compensation.
Check that all equipment is functioning, even if you intend not to use it.
Radar functioning and properly aligned (Double-check when underway) See manual to
adjust, tune and operate.
Compass Heading & Calibration
There are 3 heading references for navigation on the 29z: (1) The compass on the dash, (2)
Autopilot fluxgate compass, and (3) GPS COG (Course Over Ground). All of these headings

CHAPTER 1 OPERATION
- 7 - 29z
should be within a degree or so of each other. If not, it is recommended that differences be
recorded on a deviation card after following the calibration method outlined below or employing
the services of a compass adjuster. Use COG as the primary reference at a time when you are
not influenced by wind/wave/tidal set. The fluxgate compass sensor is located on the forward
bulkhead of the hanging locker and is accessible by removing the bottom drawer under the
galley. Avoid storing steel or iron items such as tools in the bottom drawer, in the bottom of the
hanging locker or under the companionway treads.
Ship’s Compass Calibration Method
1) With the compass in its intended position, but not finally secured, select a course on your chart
using two identifiable marks, buoys or landmarks that are within ten degrees (10°) of the
north/south line. Try to select this course so that you can maneuver your boat "down range" of
the marks selected.
2) From a position down range of the North/South marks, and keeping the marks lined up, run
the boat visually along the northerly course selected. Turn the port/starboard compensator until
the compass reads correctly.
3) Reversing direction, run the boat southerly, again keeping the marks lined up. If the compass
is not correct at this time, there is an alignment error. To correct, rotate the compass itself to
remove one half of this error. Repeat Steps 1 and 2 and then recheck this Step 3.
4) Simply repeat the procedures of Steps 1, 2 and 3, except this time, using an east/west course
and the fore/aft compensator, although at this time any alignment error should have been
eliminated.
5) Upon completing the procedure, secure the compass in its final position.
Boat Speed Boats equipped with the Raymarine C120 plotter and the optional High Definition
Fishfinder fairing block with paddlewheel sensor (located in aft port cockpit locker) have the
capability of reading Boatspeed through the water and Water Temperature. SOG (Speed Over
Ground) is displayed by the chart-plotter and may be shown on the Autopilot display. Eventually,
you will learn to approximate boat speed through the water by relating it to RPM on the
tachometer. For instance, boat speed in knots is about 70% of RPM in 100’s (1200 RPM = 8.3
kts) below 20 knots. Or at higher speeds RPM/100 is approximately mph.
1.5 TOWING
Refer to the included NMMA publication “Sportfish, Cruisers, Yachts – Owner’s Manual” for
towing instructions.
1.6 HAULING OUT
A facility that is unfamiliar with the 29z may require information before hauling the boat with a
TraveLift or crane & straps. The keel (centerline of the boat) and chines (edges) are reinforced
fiberglass and should be used to position weight bearing supports. Since the engine is aft, the
fore and aft lift points are located pretty much at either end of the pilot house hard top.
Point loading flat areas other than centerline and chine or setting the weight of
the hull on supports of insufficient area may result in damage to the hull.

CHAPTER 2 SAFETY EQUIPMENT
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2.1 GENERAL
Spend time reviewing where your safety equipment is and how it functions BEFORE you need it.
Remember, the best way to protect yourself and others from accidents is to eliminate potential
causes of accidents before they occur. Good seamanship and common sense go a long way in
this endeavor.
Here is a safety checklist derived in part from the USCG Vessel Check List. State Regulations
may vary:
PFD’s
A wearable USCG approved personal flotation device (life-jacket) must be provided for each
person aboard. On the 29z, these can be types I, II, III or V. Also, one type IV throwable PFD
must be immediately available for use.
Children under 13 years of age are required to wear a USCG life jacket that fits when underway
unless they are in an enclosed cabin or belowdecks.
Visual Distress Signals (VDS)
You must carry VDS’s aboard. If operating between sunset and sunrise, they must be suitable for
night use and be within the age dates marked on the side of the flares. A minimum of 3 day/night
use combination pyrotechnic flares are required. For a list of USCG approved devices, see the
USCG recreational checklist.
Fire Extinguisher
In addition to the automatic fire suppression system fitted in the engine space, you are required to
carry at least one type B-1 extinguisher aboard, which is located outboard of the port helm seat.
This should be checked regularly.
EPIRB
Especially if operating offshore, an EPIRB (electronic position indicating radio beacon) is
recommended.
Ships Papers & Registration
You should carry the vessel’s registration papers and number plate
Pollution Regulation Plaques
5”x8” Oil Discharge Plaque and a 4”x9” Waste Discharge Placard should be fixed were visible.
Charts & Light Lists
Charts, light lists and a USCG required copy of the Inland “Rules of the Road” Navigation Rules
Horn or Whistle
Recommended to signal intentions or signal position. For instance, when in a narrow channel or
the Intracoastal Waterway: To signal which side of another boat you will pass on, blow 1 blast if
you are passing to their starboard side and 2 blasts if passing on their port side..
Life Raft
If you plan to be coastal cruising out of sight of land, it is prudent to carry a Coastal Life Raft
which come in compact sizes that can be stored in one of the aft cockpit lockers.
Heaving Line
These floating lines are available and handy to have ready in case of emergency or to simply trail
behind the boat when swimming, .with the end attached to one of the stern cleats.

CHAPTER 2 SAFETY EQUIPMENT
- 9 - 29z
First Aid Kit
Not a place to scrimp. It is advisable to carry a good, comprehensive, and well-organized (by
injury) marine first-aid kit with manual. We recommend that it be stored in the head and that
everyone onboard be informed of its location. (Remember, you may be the one in need of it!)
2.2 ENGINE
The fuel shut-off valve is located at the aft top port corner of the fuel tank and is accessible from
the deck by opening the port settee locker hatch, reaching down and behind the gray textilene
storage bag and immediately under the deck you are kneeling. Best to get in the locker to be sure
you know exactly the location…ahead of the time you may need to access it. It is highly
recommended that you open this from time to time to insure that it has not become stuck. Make
sure you know how to shut off the fuel valve. (When the handle is perpendicular to the hose, the
valve is closed.) In case of a fuel fire, STOP any machinery and close the valve to cut the supply
of fuel to the fire/engine. If you should ever see fuel in the bilges, turn off the valve, clean the
bilges, and find the source of the leak immediately.
2.3 FIRE
Fire aboard a boat is a serious matter, and fire safety begins with fire prevention. You can reduce
the risk of fire by following common sense guidelines:
Do not allow debris to collect in bilges or machinery spaces.
Understand your electrical system, allow only qualified marine electricians to work on it, and shut
down as many circuits as practical when leaving the boat. Do not leave appliances running while
unattended.
Have your fire suppression equipment inspected regularly and learn how to use it.
An automatic fire suppression system is installed on every boat in the engine space. It is heat
activated. Read the information that comes with the equipment. The system can also be manually
activated at the helm station. [See Helm Console Section]Because a diesel engine would
evacuate the suppression agent from the affected space, the system will shut down the engine
(and generator) when it discharges. If manually activating the system, the engine should be shut
down first. After the situation has stabilized, the shut-down feature can be over-ridden to restart
the engine. A loud warning alarm will sound when the system has been activated.
There is a hand-held fire extinguisher mounted outboard of the port or starboard helm seat. It is
rated to fight type A, B & C fires. Periodically check that this extinguisher is fully charged.
To extinguish a fire, the most effective method is to cut the source of fuel to the fire. In the case of
a diesel fuel fire, the fuel tank valves should be closed. In the case of an electrical fire, the main
battery switches or main disconnect breakers should be turned off. Fire needs oxygen to burn, so
if a fire should occur in an enclosed area, the best course of action may be to exit the area and
seal it from the outside by closing all means of air intake.

CHAPTER 3 PROPULSION SYSTEM
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INTRODUCTION - THE TOP 10 CAUSES OF ENGINE FAILURE
It doesn’t happen often and if you’re familiar with the most common causes of engine failure you can cut
down on the chances of a breakdown. As an introductory to this chapter, we want to familiarize you with
this list of causes, compiled by Motorboating Magazine (February 2006) You will notice that none of the
top 3 causes for engine failure are prevented by the installation of twin engines. And, in the case of other
causes, normal maintenance procedures or the clearing of the raw water intake, etc, obviate any
perceived advantage of a twin installation in these instances. Here are the Top Ten to be aware of:
1. NO FUEL: This is probably less of a problem on a fuel-efficient MJM than on other boats, but lack of
owner attention to fuel consumption is the primary culprit for engine failure. A boat’s fuel tank can be
nearly dry as a bone – even when the guage claims there’s a 8th of a tank left. This makes sense when
you realize that at cruising speed, the gauge shows the tanks reading more than when the boat is at rest.
2. DIRTY FUEL: Engine problems are caused by dirt and water in the fuel. Debris, stirred up from the
bottom of the tank by wave action, is drawn into the fuel line and clogs the fuel filter element. Starved for
fuel, the engine begins to run poorly, and then not at all. Water in the fuel can drive you mad. Moisture
condenses out of the highly humid air on the inside walls of a fuel tank, then runs down into the fuel.
Water can also be introduced at the fuel dock from a contaminated fuel supply. Fuel floats on top of
water and the fuel pick ups are near the bottom of the tank. A fuel/water separator protects against this
by handily extracting the water. Check the bowl daily and drain off the accumulated water. For severe
contamination, use a fuel drying additive.
3. FUEL BUGS: Diesel engines suffer from microbial bugs growing in the fuel. If left unchecked, these
critters clog filters. If you leave the same diesel fuel in the tank for any length of time, a fuel conditioner
similar to that supplied with your boat by the builder will kill the bugs and break up any hydrocarbon
residue into particles that will burn completely in the combustion process.
4. TIRED PUMP: As boats age, a worn-out circulating water pump is another engine killer. Impeller
blades are commonly made of nitrile that stiffens over time and can break off entirely, reducing coolant
flow. Periodic engine maintenance procedures can prevent this problem. A spare is provided in the
Volvo Spares Kit.
5. HARD HOSE: Another issue to be concerned about with older boats. As water intake hoses age,
they lose their resiliency and collapse under suction, causing a restriction in the flow of engine coolant.
This results in over-heating.
Prevention is easy: Visually inspect cooling hoses and squeeze them to be sure they retain shape and
set.
6. CLOGGED INTAKE: Floating debris in the water is another culprit. Things like discarded plastic
baggies, weeds, etc. can plug up the raw-water intake. You can avoid this problem by visually inspecting
the strainer basket. When removing debris, be sure to properly replace the seal, otherwise the pump will
lose suction. Smearing the seal with Vaseline or other marine-grade grease helps.
7. HARD KNOCKS: Collision with an underwater obstacle that damages the prop. Often you can still
operate the boat at low RPM to return to port, being careful to avoid excessive vibration that might
otherwise compound the damage by breaking/bending the strut and/or shaft. In 4 known incidents on
34z’s over 3 years, boats made it home at low RPM or there was no damage. (1) Hitting a rock ledge in
the Narrows above Mt. Desert Island at mid-tide. The strut was also bent. (2) Hitting submerged
Hurricane debris in Miami – Diver fixed blade in a day (3) Grounding at 15 knots in Sarasota – backed off,
no damage. (4) Grounding in mud/sand in Stuart FL – no damage. The problem may be corrected in a
day or so without hauling by an experienced diver who has access to a prop shop where the blades can
be repaired and the prop re-balanced, then re-installed.
8. BAD BATTERY: Marine starting batteries die from old age and neglect. Keep the terminals and
posts clean from that green corrosion that builds up, restricting the flow of current – preventing them from

CHAPTER 3 PROPULSION SYSTEM
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fully charging. Periodically have your batteries tested to determine their condition and expected longevity.
The 29z is equipped with a “parallel” switch which can be turned on to employ the 400 ampere-hour
house bank in starting the engine.
9. STALE GASOLINE: Not applicable
10. SAGGING BELT: As V-belts wear, they stretch and begin to slip. Consequently, alternators and
water pumps don’t spin to their full speed. Batteries may not fully charge and coolant circulates
sluggishly. The solution is to check belt tension regularly and tighten belts when necessary. Drive belts
can also snap. The only way to avoid this malady is to replace them once they begin to show wear.
Spare belts are provided in the Volvo spares kit.
3.1 GENERAL Your 29z is propelled by the latest electronic VOLVO D4 Common Rail 4 cylinder
diesel engine turning (via a transmission) a pair of Volvo DuoProp, counter-rotating four-blade propellers.
The single-lever electronic control acts as a combination throttle and gear selector. Care should be taken
when shifting. Always allow the transmission to engage the new gear before throttling up.
The engine should never be running when swimmers are near the boat.
Most of the propulsion system is accessed by tilting the bridge-deck (using the electric lifts).
Shift Drive. For
manual operation see
pg 101 of Volvo
Operator’s Manual.
Power Trim Hydraulic
Reservoir/System
FireBo
y
Extin
g
uisher
Transmission & Oil
Drain Hoses
Racor Fuel pre-Filter
On Bulkhead Below
Steering System Servo
Pump Oil Recovery Tank
Hot Water In & Out
To Hot Water Heater

CHAPTER 3 PROPULSION SYSTEM
- 12 - 29z
3.2 COOLING
Your engine passes seawater (raw water) from the intake on the sterndrive, through a heat
exchanger where it cools the engine’s coolant. This coolant is circulated through the engine and
returns to the heat exchanger. For the engine to keep cool, it must have an adequate supply of
raw water and coolant. Before starting check the seawater filter and the coolant level. .
Do not attempt to remove the coolant cap of a hot engine.
For details on what type of coolant to use, consult the Volvo operator’s manual or the
maintenance schedule included in this manual..
3.3 NEW ENGINE BREAK-IN
On the initial engine start-up, check for proper engine oil pressure, diesel fuel leaks, engine oil
leaks, coolant leaks, proper operation of the indicators and gauges, proper exhaust color, engine
vibrations and sounds, adequate seawater discharge from the exhaust.
The engine must be run-in for its first 10 operating hours as follows: Operate the engine normally.
Do not operate at full load except for short periods. Never run the engine at a constant speed for
long periods during the running-in period.
The engine can be expected to use more engine oil during the running-in period than would
otherwise be normal.
Carefully observe oil pressure and engine temperature and check engine oil and coolant levels
frequently.
3.4 LUBRICATION (See Volvo D4 Engine Manual)
Both the engine and transmission (reverse gear) use oil for lubrication. The transmission will tend
to use less oil than the engine, but both should be checked frequently. For the proper type of oils
to use (which may depend on the service area and conditions) consult the maintenance schedule.
The engine oil may be checked on either side by pulling the red dipstick on the port top of the
engine The transmission dipstick is red.
Sea Water Filter
Check & Cleaned
Racor Fuel pre-Filter
Engine Oil Dipstick
Check Level
Coolant Checked
here to be between
MAX & MIN

CHAPTER 3 PROPULSION SYSTEM
- 13 - 29z
KEY for dual stations or
to activate Sterndrive
Trim Panel.
BACK button jumps
back from sub-menus
to main menu page.
MULTI- function button
2n
d
Station Lock
Indicator
NEUTRAL Button.
Green LED light above
Red LED light below.
ENTER/scroll knob –Push
in response to alarms,
toggle menus, enter sub
menus & confirm choices
KEY LED light
Only use the fuel and oils recommended in the chapter on Technical Data in the Volvo Engine
Manual.
3.5 ZINCS
With a sterndrive, TO AVOID SERIOUS DAMAGE TO THE STERNDRIVE, PAY VERY CLOSE
ATTENTION, AS IN CHECK EVERY DAY, the condition of the zinc on the top of the cavitation
plate on the sterndrive. It’s easy to see from the swim platform without swimming. That could be
your first indication of a problem. There is a 2nd zinc on the sterndrive up under the drive next to
the collar where it attaches to the stern. You will need a diver to check that one. In fact, a diver
should check the thruster and transom zincs every time the bottom is cleaned or once per month.
In addition to sterndrive, thruster and transom zincs, pay close attention to any engine zincs
(sacrificial anodes) on the heat exchanger and intercooler. See Volvo manual. The timing for
replacing zincs varies depending on the characteristics of the seawater, the amount of electrical
current in marinas, or even (if excessive wear is noted) an electrical short on the boat, etc.
Inspect the engine zincs periodically at the time of oil changes and remove the corroded area on
the surface, replacing them when they’ve deteriorated to less than 50% of original size. Extra
engine zincs are provided in the Volvo Spare Parts Kit. Otherwise corrosion of the seawater
cooling system will occur and water leakage or parts breakage will result.
3.6 AIR
Diesel engines use a large quantity of air for combustion. The engine of the 29z gets this air thru
intakes in cockpit walls, both port and starboard. It is important to keep these intakes clear and
free of foreign matter. Before entering the engine, air passes thru an air filter in a plastic case on
the starboard side of the engine, which should be checked at intervals per the maintenance
schedule.
3.7 EVCec-C BUTTON CONTROL PANEL This allows the operator to perform settings and choose
information displayed on the engine control LCD screen.
CALIBRATION MODE – Calibrates different parts of the EVC system. To enter this mode, turn
ignition ON then press BACK and ENTER together for 3 seconds. This permits the following
calibrations: Throttle Lever – Slip Calibration for low speed – Idle Speed
SERVICE/OEM MODE – Turn ignition ON and press MULTI for 5 seconds to give access to
menus in the LCD that the builder needs to access, including more information regarding fault
codes and configuration of the LCD display pages.

CHAPTER 3 PROPULSION SYSTEM
- 14 - 29z
MAIN MENU – Turn ignition ON and press ENTER. The top 4 items (Speed, Water Temp,
Depth, Trip Computer) will only be visible if the information is available through a multi-sensor,
NMEA interface, or as optional software.
The 5th shows “cool temp” as a default. Pressing ENTER, you will be able to then turn the knob
to choose which of 11 available views you’d like presented in the main menu as the default.
Press ENTER to confirm.
“Settings” contains sub-menu “OEM mode” with settings normally set by the builder for Fuel
Tank/Volume, Fuel Tank/Set Empty, Fuel Alarm/Set Level. “Units” covers metric, nautical miles,
etc. “Language”, “Display Contrast”, “Info Beep”,
3.8 START ENGINE
Before starting the engine, make sure (1) the raw water intake seacock is in the forward OPEN
position (2) the raw water strainer is clean (3) the engine has sufficient oil and coolant (4)
transmission fluid is to the proper level (5) there are no restrictions to the air intake grills (6) ) the
fuel switch over the starboard tank is OPEN (8) the HOUSE and ENGINE battery banks (under
the top companionway step) are turned ON (9) the throttle is in the neutral position showing the
“N” Green Light on the EVC Control Panel (9) no one is in the water near the boat and (10) all
machinery space hatches are closed.
TURN ON ENGINE CONTROLS. Turn the spring-loaded Ignition Key clockwise to the first
detent. The LCD screen will momentarily show “Volvo Penta EVC”.
A long continuous beep indicates that the self-test function has failed.
Ignore the top “key” symbol on the EVC panel which is only activated for dual helm station boats.
START ENGINE Turn & hold the Ignition Key clockwise with pressure to the right for several
seconds until the engine starts. The engine will not start if the shift lever is in FWD or REV.
Never engage the starter motor (turning key hard to the right) while the engine
is running. This may damage the pinion and/or ring gear.
IF BATTERY VOLTAGE is low and you have difficulty turning over the engine, a momentary
Parallel Switch is located underneath the ignition key panel. By holding this switch UP and
turning the Ignition Key ON, you add the capacity of the house bank to the start battery.
TO REV RPMS in NEUTRAL by disengaging the shift function. With the lever in neutral, push and
hold down the “N” button on the EVC Control Panel while moving the Control Lever out of neutral
into forward. Green light over “N” flashes to acknowledge shift is disengaged. When the Lever is
pulled back to “N” (Neutral), normal function is activated, showing steady green light. Never race
the engine when it is cold.
3.9 Unused
3.10 STOP ENGINE
Turn & hold the spring-loaded Ignition Key with pressure to the left until the engine stops. If
unsuccessful, there’s a clearly labeled “Emergency Shutdown” button in the upper middle of the
starboard side of the engine. Make sure to turn OFF the Engine Battery Switch under the
companionway stair when leaving the boat.
Engine Stop & Restart after Crash-Stop If the engine otherwise stops, the following procedure
for re-start must be followed (pg 102 Volvo Manual):

CHAPTER 3 PROPULSION SYSTEM
- 15 - 29z
1. Put control lever in NEUTRAL
2. Acknowledge the ALARM by pressing ENTER on the EVC Panel.
3. TURN & HOLD ignition switch left to OFF until all lamps have gone out.
4. Then TURN the ignition system to the ON (not the engine Start) position only.
5. Acknowledge the ALARM by pressing ENTER on the EVC Panel.
6. START the engine by: TURNING & HOLDING the ignition switch to the right.
7. STOP the engine. Wait again until all lamps have gone out.
8. RESTART the Engine.
3.11 ALARM DISPLAY
When the ignition key is first turned ON or turned to the START position, you may hear an
audible alarm signal and see a “Stop Sign” appear on the EVC Display, indicating that the
diagnostic function has registered malfunction.
PRESS the ENTER knob once on the EVC Display to acknowledge the alarm. When the fault
has been acknowledged, the audible warning will become silent and the source of the problem
indicated on the display.
Please refer to Volvo Engine Manual chapters “In Case of Emergency” and “Fault Register” and
you will find detailed information about recommended action.
3.12 OPERATION
Engine trouble can arise if the engine is operated for a long time under
overloaded conditions at max RPM. Recommended “Max Cruising Speed” is at least 10% below
full throttle of 3400-3600 RPM.
OIL PRESSURE – Normally between 3 and 5 bars, except lower when idling
COOLANT TEMPERATURE – Normally between 167 and 203 degrees F.
CHARGING – System 13.5 – 14 Volts during Operation.
Depending on hull structure and engine installation, engine and hull resonance may be greater at
some speeds than others. This is normal and you will learn to pick the sweet spots. If you hear
any abnormal sounds, stop the engine and inspect.
If any warning lights or buzzers activate, stop the engine immediately.
Determine the cause and repair the problem before continuing to operate.
While running, pay attention to the engine gauges on the LCD display. A significant change in
temperature, oil pressure, or voltage should be investigated immediately, before the engine is
damaged.

CHAPTER 3 PROPULSION SYSTEM
- 16 - 29z
Shift Friction Brake Adjustment Hub Cap
3.13 ENGINE DATA DISPLAY
This single display is used instead of traditional gauges. The words VOLVO PENTA EVC will
appear briefly after turning the switch ON.
DISPLAY CONTRAST Press Button 5 to set contrast to one of five levels. Then EXIT.
CONFIGURATION MENU Press Button 5 for longer than 3 seconds. See page 39 of the Volvo
Owner’s Manual for configuration menu structure/options.
.
ENGINE DATA (button 1) is programmed to show RPM, Coolant Temp, Voltage and Fuel Level
on 1st page, then will show other info next time button is pushed.
MULTI DATA (button 2) Shows operating info in 4 different windows. The user can choose the
info to be displayed as numbers or analog, shifting between modes as button is pushed.
TRIP/FUEL INFO (button 3 - See Volvo Operating Manual page 44)
HISTOGRAPHS (button 4) - Values can be established for a range of 2 minutes to 8 hours.
3.14 ELECTRONIC THROTTLE/SHIFT CONTROL
There are 3 positions for the handle. FORWARD THRUST,
NEUTRAL and REVERSE THRUST.
SUDDEN MOVEMENT HAZARD This Electronic control lever
governs both throttle and shifting functions. The boat may start
to move abruptly when the marine gear is engaged: Ensure
the boat is clear of all obstacles forward aft. Cautiously shift to
the FORWARD position then quickly back to NEUTRAL
position. Observe whether the boat moves as you expect.
FRICTION BRAKE The control lever has a friction
brake which may be adjusted. After stopping the engine,
move the control lever forward to access a groove in the
hub. Use a screwdriver to remove the plug, then use an 8 mm wrench to make the action stiffer
(clockwise) or to loosen it (counter-clockwise).

CHAPTER 4 STEERING CONTROL SYSTEM
- 17 - 29z
Volvo EVC Display
EVC Control Panel
Power Trim Control
P
a
n
e
l
Anchor Lt. Switch
Wiper/Washer
Bow Thruster Joy
Stick
Spotlight Control
Thruster(s) Emergency
Push to Disconnect
A
uto Bil
g
e Pum
p
s
Horn Buttton
GPS Plotter/Radar
Engine Start/Stop
ST40 De
p
th
Trim Tabs (Optional)
FireBoy System
Battery Parallel Switch
4.1 GENERAL
The helm control console is where most of the operation controls of the boat are located. Become
familiar with these before you need to use them. You don’t want to be looking for your glasses
and a flashlight while trying to turn on the bow-thruster at night! In addition, make sure that when
you are using the boat, even if you are not using a specific piece of equipment, that the circuit
breakers are on for any equipment you might need. Again, you don’t want to be searching for a
breaker when you need something in a hurry.
4.2 STEERING
Steering of the 29z is by power assisted hydraulic system that directs the stern drive. There is no
rudder. Like an outboard engine,the thrust of the propeller can be directed from side to side.
4.3 POWER TRIM CONTROL PANEL
Activate by turning on the ignition then PUSH the “KEY” button
on the EVC Control Panel. The current position (angle) of the
drive can be shown on the EVC Disp lay. If not, PRESS button 2
of the display until “lower window” mode opens. Then turn the
ENTER/Toggle knob to “Trim Angle”. Push same ENTER/Toggle
knob to accept.
To RAISE the Bow (and to lift the drive up) PRESS “Up Arrow”
To LOWER the Bow ( and lower the drive) PRESS “Down Arrow”
Emergency Trimming. If a fault prevents the trim panel from working, PRESS & HOLD the
BACK button (--) on the EVC Control Panel then trim the drive using the Trim Panel.

CHAPTER 4 STEERING CONTROL SYSTEM
- 18 - 29z
This action over-rides preset automatic trim limits and could drive the top of the
housing up into the bottom of the swim platform, damaging both.
4.4 FOUR TRIM MODES
Automatic Power Trim Assistant (PTA) Ranges – The trim range is adjusted automatically
according to RPM. When a preset RPM level is reached, the drive is angled automatically to the
trim angle specified. In addition to “idle”, 4 trim angles can be selected at different RPM levels to
attain optimum comfort/performance. The PTA must be activated for this procedure. One
example of PTA RPM breakpoint/power trim settings is shown below:
Idle -3
1500 -1
2000 0
3000 2
3500 3
The PTA is turned ON or OFF in the EVC Display menu under “Settings/sub-menu PTA”. Port
side is the “master” for a single engine. The function must be turned “Off”
before hauling the boat out of the water to prevent any auto trimming if any test are performed
with the boat on land.
Manual Over-ride. When the PTA is activated and the driver desires a drive angle other than
the presets, use of the Trim Panel buttons momentarily deactivates the PTA until one of the
preset RPM levels is passed. Automatic mode then resumes.
To determine the best trim angle and ranges, familiarize yourself with the characteristics of the
boat, recording the RPMs and trim position at various speeds and in various wave conditions.
Beach Range – Used for running in shallow water at reduced speed of not
greater than 1500 rpm. Make sure the drive’s raw water intake is never trimmed out of the water.
Lift Range – When the drive is tilted to maximum height, but not when running, for trailing.
Power trim has an automatic stop that cuts power when the preset end limit has been reached.
The stop is reset automatically when activating down trimming. Never run the
engine when the drive is in “Lift Range”.
Auto Kick Up – Releases the drive if hits bottom or an object in the water.
This feature only protects the drive when going forward. There’s no protection in reverse. If the
function has been tripped and drive released, it must be trimmed back to the original position
using the control buttons.
Check after any contact that the dirve or propeller are not damaged, or if there are vibrations
from the drive. If this is the case, then the boat (if possible) can be run at slow speed to harbor to
haul and inspect. Check the oil level in the drive. If colored gray, water has entered. If this is the
case or other damage exists, contact an authorized Volvo Penta workshop. If only the propeller
is damaged, it must be replaced then the boat run to be sure there is no other damage.
If the parallel strut shows signs of damage, run at reduced speed to harbor as
this is a critical steering element and must be replaced. Never align or weld a damaged strut.
4.5 BOW-THRUSTER & STERN THRUSTER (Optional)
If fitted, thrusters can be used to greatly increase the maneuverability of the boat at slow speeds
in tight quarters around docks and slips.

CHAPTER 4 STEERING CONTROL SYSTEM
- 19 - 29z
Passengers on the foredeck are at risk if the bow thruster is engaged
without their prior knowledge.
Consult the user’s manual for specifics about your thruster. In general, thrusters are best used in
short bursts. Prolonged use may damage the motor, or at least trip the breaker. When not in a
situation where the thruster may be necessary, leave it turned OFF to avoid damage. Consider
the fact that your thruster gets DC power from the engine start battery, which is charged by the
engine’s alternator. If the engine is not running, has not warmed up for 7-8 minutes to the point
that the alternator is charging the start battery, or running at idle, the thruster can consume more
energy than the alternator can provide. It is possible to discharge the battery or burn out a
thruster motor by over-use of the thruster.
The thruster automatically turns OFF after 6 minutes with no use.
Turn on the thruster(s) by holding down the two left buttons (or turning the switch to ON with
some models) until the activation light appears. (You will hear the breaker click) If the light does
not appear, check to see that the large red knob for the bow-thruster circuit breaker (below
ignition panel) is pulled out.
When operating the thrusters, allow a second or two for the propeller to
come to complete stop before reversing direction. Failure to do so may result in damage
to a shear pin.
Thruster zincs should be checked periodically and replaced if significantly worn.
4.6 TRIM TABS (Optional)
While trim tabs are not necessary on the 29z because the running
angle is adjusted automatically by the angle of the stern drive,
they can come in handy to fine-tune the port to starboard trim of
the 29z. The trim tab breaker on the DC panel must be ON for the
unit to work. The trim tabs are wired intuitively, so by pushing
down the starboard tab, the bow leans down to starboard.
(Actually, the port tab is going down to lift the port aft corner of the
boat).
4.7 AUTOPILOT (Optional)
The Autopilot/Depth breaker (on the DC panel) must be ON for the autopilot to function. Check
the autopilot display and note the rudder angle indicator which helps in maneuvering the boat.
When the compass heading is displayed on the autopilot it is operational and can be activated by
pushing AUTO. The boat will then maintain the displayed heading. Push +1 or -1 for one degree
course corrections or +10 or –10 for ten degree increments. When not activated, the Autopilot
display maybe configured to show BOATSPEED (SOG from the GPS). See the Raymarine
manual.
The autopilot system is part of the hydraulic steering system. DO NOT
turn the wheel when the autopilot system is ON. Push STANDBY to switch back to manual
steering.
4.8 WINDSHIELD WIPERS
The 29z is fitted with two windshield wipers. For specific instructions, refer to the user manual.

CHAPTER 4 STEERING CONTROL SYSTEM
- 20 - 29z
The wash feature is connected to your boat’s freshwater system and requires that the system be
pressurized (i.e. that the freshwater pump is ON). If the wipers are to be used in sub-freezing
temperatures, a separate system must be installed which utilizes anti-freeze.