Perkins 415GM User manual

N38143 Title
Perkins Sabre Marine Auxiliary Engines
Installation Manual
415GM
422GM
422TGM
700GM
4GM
4TGM
4.4GM
4.4TGM
4.4TWGM
4.4TW2GM
6TG2AM
6TWGM
Publication N38143, Issue 5
Published in March 2009 by Wmborne Marine Power Centre, Wimborne, Dorset, England. BH21 7PW
Tel: [phone] Fax: [phone] Email: post @sabre-engines.co.uk
Website: www.Perkins-Sabre.com

Title N38143
Introduction
The aim of this publication is to provide information in the form of technical data and installation guidance,
enabling auxiliary engines to be installed in a manor which will ensure safety, reliability and ease of servicing.

N38143 Contents
1 Engine room ventilation
2 Exhaust systems
Wet Systems .................................................................................................... 3
Water lift systems............................................................................................ 4
Syphon break................................................................................................... 5
Part wet/part dry systems...............................................................................6
Water separator ............................................................................................... 7
Dry systems ..................................................................................................... 8
3 Fuel systems
Fuel connections ............................................................................................ 11
Fuel connections - 415GM, 422GM, 422TGM & 700GM............................ 11
Fuel connections - 4GM, 4TGM 4.4GM, 4.4TGM, 4.4TWGM, 4.4TW2GM,
6TG2AM & 6TWGM.................................................................................... 11
Fuel tank connections.................................................................................... 12
Typical fuel systems....................................................................................... 12
4 Raw water systems
Keel cooling or skin cooling.......................................................................... 17
Sizing the coolers...........................................................................................17
Keel cooling connections- 415GM, 422GM & 422TGM................................ 19
Keel cooling connections - 700GM............................................................... 20
Keel cooling connections - 4GM and 4TGM................................................. 21
Keel cooling connections - 4.4GM and 4.4TGM........................................... 22
Keel cooling connections - 4.4TWGM and 4.4TW2GM................................ 23
Keel cooling connections - 6TG2AM ............................................................ 24
Keel cooling connections - 6TGWM ............................................................. 25
De-aeration...................................................................................................... 26
Radiator cooled .............................................................................................. 26
Expansion Tank .............................................................................................. 26
Engine bleed (Vents) ...................................................................................... 26
Remote expansion tank - 4.4GM, 4.4TGM & 4.4TW2GM ............................. 28
5 Power take-off (not optional on the 415GM, 422GM & 422TGM)
Belt drives - 4.4GM, 4.4TGM, 4.4TWGM and 4.4TW2GM only..................... 35
Belt drives - 700GM only. ............................................................................... 36
Belt drives - 4GM and 4TGM only.................................................................. 37
Belt drives - 6TG2AM and 6TWGM only. ...................................................... 38
6 Electrical system
Electrolytic corrosion..................................................................................... 39
Denition of galvanic and electrolytic corrosion. ......................................... 39

Contents N38143
Avoiding electrolytic corrosion..................................................................... 39
Zinc Anode bonding system ......................................................................... 40
Battery and starter cables ............................................................................. 40
Other electrical features 415GM, 422GM & 422TGM ................................... 42
APECS calibration tool (ACT) part number 36204....................................... 44
Electronic governor overview .......................................................................45
Electronic governor in detail......................................................................... 46
Controller installation and wiring diagram ................................................... 46
Controller wiring table ................................................................................. 47
System wiring.............................................................................................. 47
Other electrical features 700GM.................................................................... 48
APECS calibration tool (ACT) part number 36204....................................... 50
Electronic governor overview ....................................................................... 51
Electronic governor in detail......................................................................... 52
Controller installation and wiring diagram ................................................... 52
Controller wiring table ................................................................................. 53
System wiring.............................................................................................. 53
Other electrical features 4GM & 4TGM......................................................... 54
L Series electronic governor guidelines ...................................................... 55
Other electrical features 4.4GM, 4.4TGM, 4.4TWGM & 4.4TW2GM ............ 56
Standard control system (optional on 4.4 range)........................................ 58
Voltage Converter Fitting Instructions ......................................................... 58
For the 4.4 range of engines supplied without a loom ............................... 59
Other electrical features 6TG2AM................................................................. 60
Other electrical features 6TWGM.................................................................. 61
Electronic governor........................................................................................ 62
7 Data
Data - 415GM...................................................................................................65
Data - 422GM...................................................................................................67
Data - 422TGM................................................................................................. 69
Data - 700GM...................................................................................................71
Data - 4GM.......................................................................................................73
Data - 4TGM..................................................................................................... 75
Data - 4.4GM....................................................................................................77
Data - 4.4TGM.................................................................................................. 79
Data - 4.4TWGM .............................................................................................. 81
Data - 4.4TW2GM ............................................................................................ 83
Data - 6TG2AM................................................................................................ 85
Data - 6TWGM ................................................................................................. 87

N38143 Chapter 1
Page 1
Engine room ventilation
The engine room must be ventilated for two reasons:
To supply the engine with air for combustion.
To provide a ow of air through the engine room to prevent an excessive temperature build up, which
may cause components such as the generator to overheat.
In most applications in temperate climates, the engine will draw air from the engine room. If this is the case
then, as a rough guide, it can be taken that every horsepower produced by the engines requires, as a minimum,
0.25 sq.ins. of vent area. If the boat is likely to be used in hot climates, and if engine room ventilation fans
are tted, then a vent area of 0.5 sq.ins. per horsepower should be provided, (see the table below). Wherever
possible a ow of air through the engine room should be encouraged by using forward facing intake vents to
take advantage of ram airow, together with other vents to allow hot air to escape.
With an effective ventilation system the engine air intake temperature will be no more than 10 Centigrade
degrees higher than the outside air temperature.
Minimum cross section of air duct per engine
Engine For hot climates For temperate climates
415GM 103sq.cm (16sq.ins) 52sq.cm (8sq.ins)
422GM
422TGM
700GM 135sq.cm (21sq.ins) 71sq.cm (11sq.ins)
4GM 200sq.cm (31sq.ins) 103sq.cm (16sq.ins)
4TGM 348sq.cm (54sq.ins) 174sq.cm (27sq.ins)
4.4GM 213sq.cm (33sq.ins) 106sq.cm (16.5sq.ins)
4.4TGM 275sq.cm (42.6sq.ins) 139sq.cm (21.5sq.ins)
4.4TWGM 358sq.cm (55.5sq.ins) 181sq.cm (28sq.ins)
4.4TW2GM 474sq.cm (73.5sq.ins) 240sq.cm (37sq.ins)
6TG2AM 477sq.cm (74sq.ins) 240sq.cm (37sq.ins)
6TWGM 626sq.cm (97sq.ins) 316sq.cm (49sq.ins)
Note: This is in addition to the ventilation needs of the main propulsion engines.
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Chapter 1 N38143
Page 2
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N38143 Chapter 2
Page 3
Exhaust systems
The exhaust system should conduct exhaust gases from the engine to the atmosphere with acceptable back
pressure at the same time reducing exhaust noise to the minimum, avoiding gas leaks and excessive surface
temperatures while accommodating engine movement on exible mounts.
There are two types of systems used, wet and dry.
Caution: In all types of exhaust system, when measured within 305mm (12 inches) of the exhaust outlet from
the engine, the exhaust back pressure must not exceed the amount stated in the relevant data section at the
back of this manual
Wet Systems
Wet exhaust systems, where the raw water used to circulate through the heat exchangers on the engine is
nally injected into the exhaust pipe to cool the exhaust gases, are the most common choice for small craft.
Their principal advantage is that a rubber exhaust hose may be used, with a fairly low surface temperature,
which presents no risk of re.
A general arrangement for such a system is shown on (A). In many cases the exhaust outlet passes through
the transom, just above the waterline (A1). It will be seen that a minimum fall of 10 degrees is required (A2),
and that the point of water injection must be at least 200mm (8 inches) above the waterline (A3), although the
actual height necessary for a particular boat can only be decided in the light of the exhaust system design, and
the pitch and roll which may be encountered in service.
Caution: It is essential that the exhaust system is designed so that water from the exhaust does not enter the
engine under any conceivable operational condition.
Exhaust pipes
Engine model Exhaust bore Engine mode Exhaust bore
415GM
50mm (2.0ins)
4.4GM 76mm (3.0 ins)
422GM 4.4TGM
422TGM 4.4TWGM
100mm (4.0ins)700GM 63.5mm (2.5ins) 4.4TW2GM
4GM 76mm (3ins) 6TG2AM
4TGM 6TWGM 125mm (5ins)

Chapter 2 N38143
Page 4
Water lift systems
For applications where the engine is installed below the water line, and in any installations where it is possible
for water from the exhaust pipe to run back into the engine there are a number of solutions which can be
considered.
In sailing yachts and deep draught displacement boats it may be found that the engine exhaust outlet is near
or below the waterline, a water lift exhaust system is then an option that may be considered.
The main features of such a system are shown in (B). Pressure developed by the exhaust gases force a
mixture of gas and water to a height which may be considerably above the engine. When the engine is stopped
the exhaust tank (B1) contains the water which falls back from the exhaust riser (B2).
If a commercially available unit is used the manufacturers instructions should be carefully followed, but the key
features are shown in (B).
The exhaust mufer/water lift (B1) should have a minimum volume equal to 3 times the volume of the water
that could be contained in the exhaust riser (B2). On sailing craft the mufer/water lift should be installed near
the centre-line of the vessel.
Particular care should be taken to prevent water from siphoning into the system and then ooding the engine.
There are two routes by which this could happen; from the exhaust outlet or by the sea water feed to the
engine.
The top of the exhaust riser (B3) should be a minimum of 450mm (18 inches) above the static water-line (B7),
and the exhaust outlet (B4) should either be well above the static water level, or a siphon break should be
tted at (B5).
The exhaust system may also become ooded by water entering through the sea water system on the engine,
as the sea water pump impeller can not be relied upon to seal when stationary. To prevent such ooding the
above system should be implemented.

N38143 Chapter 2
Page 5
Syphon break
A syphon break admits air to the top of any ‘inverted U bend and prevents unwanted syphonic action.
The syphon break should vent through a skin tting well above the water level.
Some commercially available syphon break units contain a valve to prevent water loss through the vent pipe
and vent within the vessel.
Note: Syphon breaks with a valve requires periodic maintenance, checks should be carried out every time the
engine oil is changed.
Caution: Do not overcrank your engine when it will not start or crank the engine to bleed the fuel system, as
there will not be the exhaust gas present to empty the exhaust riser. Water lls the riser and can back up the
exhaust and ll the engine. The seacock must be closed and raw water pump impeller removed if the engine
is to be cranked for more than one minute. Remember to replace the impeller and open the seacock when
nished.
Top of the exhaust riser and the point at which the syphon break (C1) is connected to the engine pipework must
be above the water line (C6) under the worst possible conditions (normally a distance of 450mm (18 inches)
(C2) under static conditions will be sufcient). There should be a minimum distance of 300mm (12 inches) (C3)
between the exhaust tank inlet (C4)and the water injection elbow (C5).
Note: Minimum volume of exhaust mufer/water lift should be three times the volume of the water in the riser.
The tank should be installed near the centre-line of sailing craft.
Warning! Sea water inlet ttings with a scoop must not be used. The pressure generated when the vessel is
under way can force the water past the raw water pump when the generator is not in operation, thus allowing
water to ll up the water lift. With no exhaust pressure to force the water out of the system, water can enter the
engine via the exhaust manifold.

Chapter 2 N38143
Page 6
Part wet/part dry systems
In some installations this arrangement may be chosen in place of a water lift. The part wet/part dry system
allows the engine exhaust manifold outlet to be near or below the waterline, and provides protection against
sea water back-ooding into the engine exhaust.
The general arrangement (D) shows that the dry part of the system extends to a safe height above the water
line, using an elbow (D1), a stainless steel bellows (D2), a riser pipe to give the required height (D3), and a
further elbow (D4), which is supported from the deck head by a exible hanger (D5), which supports the weight
of the system but permits movement side to side and fore and aft.
At this point water is injected into the exhaust through the injection elbow (D6), and the remainder of the
system follows usual wet exhaust practice, with a rubber hose falling to a transom tting.
The point of water injection should be at least 200mm (8”) above the water-line (D7), and the wet exhaust
should have an average fall of at least 10o. The table below shows the recommended minimum sizes.
Model Minimum diameter of dry part of
exhaust system
Minimum diameter of wet part of exhaust
system
415GM
40mm (1.6ins)
51mm (2ins)
422GM
63.5mm (2.5ins)422TGM
700GM
4GM
60mm (2.36ins) 76mm (3ins)
4TGM
4.4GM
4.4TGM
4.4TWGM
76mm (3ins) 102mm (4ins)4.4TW2GM
6TG2AM
6TWGM 127mm (5ins)
The dry part of the system
should be insulated to avoid
excessive heat loss to the engine
compartment.
Note: The bellows should be in an unstrained condition when installed, so that the full bellows movement is
available to absorb expansion and engine movement. The weight of the exhaust system should be supported
by brackets, and not carried by the bellows.

N38143 Chapter 2
Page 7
Water separator
The benet of a water separator (E1) in addition to a water lift silencer, is that it separates the water from
the water/gas mix and discharges below the waterline (E3) thus avoiding the often irritating spluttering noise
associated with water cooled generators, especially in a quiet marina. A water separator also reduces exhaust
back pressure in long exhaust runs.
Warning! Sailing yachts can present special problems when considering the amount of heel and therefore
care must be taken when designing the system.
When designing the exhaust system for sailing yachts the predicted heel and any engine installation offset
from the centreline must be taken into account.
The designer may include in the system a gate valve or sea cock (E2), if there is any likelihood of the engine
being at risk in extreme heel conditions as a precaution.

Chapter 2 N38143
Page 8
Dry systems
Dry exhaust systems are most commonly used with engines which are keel cooled and are used for
environmental reasons in some areas. This arrangement is particularly useful for commercial or pleasure craft
operating in heavily silted water with debris and with radiator cooled engines.
Dry exhaust systems for marine installations need careful design to minimise the disadvantages of enclosing
components that are at a high temperature in conned spaces. A typical system is shown in (F).
The rst part of a dry system should include exible connections (F2) to permit movement between the engine
and the xed part of the exhaust except the 415GM and 422GM which have a simple ange (F1) for the
customer to connect to. Connections of the stainless steel bellows type are suitable, but care must be taken
to ensure that they are only required to accommodate movements that do not involve twisting the ends of the
bellows relative to each other. Fitting a second bellows (F4) 90 degrees to the rst will achieve this.The bellows
and elbows should be covered with re blankets (F3).
The remainder of the exhaust system should be well insulated to avoid re risk.
If there is a long exhaust run which gains height as it leaves the exhaust manifold, it may be necessary to
incorporate a trap to collect condensate and allow it to be drained.
Minimum bore of the exhaust pipe
415GM
40mm (1.6ins)
422GM
422TGM
700GM
4GM
60mm (2.4ins)
4TGM
4.4GM
4.4TGM
4.4TWGM
76mm (3ins)
4.4TW2GM
6TG2AM
6TWGM
Bellows should be in an unstrained condition when installed, so that the full bellows movement is available to
absorb expansion and engine movement.

N38143 Chapter 2
Page 9

Chapter 2 N38143
Page 10
The weight of the exhaust system should be supported by brackets and not carried by the bellows, as shown
in (G).
Bracket with link to allow movement due to expansion in the exhaust system (horizontal exhaust systems
should be suspended from the deck head using similar brackets.
Note: Rigid brackets should not be used
Insulating lagging
Rigid bracket to support the weight of the vertical exhaust system
Heat blanket
Twin stainless steel bellows tted to avoid torsional load on bellows unit - it is strongly recommended that
twin bellows are used.
Turbocharger adaptor (except 415GM, 422GM, 700GM, 4GM, & 4.4GM)
90oelbow
1.
2.
3.
4.
5.
6.
7.

N38143 Chapter 3
Page 11
Fuel connections
A common reason for service problems with fuel systems is the use of poor or incompatible connectors, where
the pressure tightness depends upon the use of sealing compounds, hose clamps, bre washers trapped
between inadequate and unmachined faces, or compression ttings which have been over-tightened to the
point where they no longer seal.
Cleanliness during initial assembly is also of vital importance, particularly when fuel tanks are installed, as
glass bres and other rubbish may enter tanks through uncovered apertures.
It is strongly recommended that the exible fuel pipes available as an option with the engine are used, which
are as follows:
Fuel connections - 415GM, 422GM, 422TGM & 700GM
Standard Fuel Feed
The free end of the exible fuel pipe has either:
1/4” BSP male thread.
Standard Fuel Return
The free end of the exible pipe has either:
a 1/4” BSP male thread.
Optional Fuel Feed
The free end of the exible fuel pipe has either:
1/4” BSP male thread.
Optional Fuel Return
The free end of the exible pipe has either:
a 1/4” BSP male thread.
Caution: Ensure that exible fuel hose routing avoids coming into contact with parts of the engine which can
lead to abrasion of the hose.
Fuel connections - 4GM, 4TGM 4.4GM, 4.4TGM, 4.4TWGM, 4.4TW2GM, 6TG2AM &
6TWGM
Standard Fuel Feed
5/16” OD, nut and olive to suit 5/16” OD steel or copper tube.
Standard Fuel Return
a 1/4” OD, nut and olive to suit 1/4” OD steel or copper tube.
Optional Fuel Feed
5/16” BSP male thread, nut and olive to suit 5/16” OD steel or copper tube.
Optional Fuel Return
a 1/4” BSP male thread, nut and olive to suit 1/4” OD steel or copper tube.
Caution: Ensure that exible fuel hose routing avoids coming into contact with parts of the engine which can
lead to abrasion of the hose.
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Fuel systems

Chapter 3 N38143
Page 12
Fuel tank connections
The more simple the fuel system, the better it will perform in service.
Fuel tanks should have the following features as shown in (A):
The ller neck should be raised so that water will not enter when lling.
The ller cap should seal effectively to prevent water entering when under way.
A vent pipe should be tted, again in such a way as to avoid the entry of water.
The tank (A1) should have a sump or angled bottom with a drain tap (A5) so that water and sediment can be
removed. (This is not always possible).
Stop cocks can be tted where necessary (A6).
Internal bafes may be required to prevent fuel surge.
The tank should have a removable panel to simplify cleaning.
The fuel pipework should be as simple as possible with the minimum of valves and cross connections, so
that obscure fuel feed problems are minimised.
A fuel sedimenter (water separator) (A2) is required in the fuel system between the fuel tank and the engine
mounted lift pump. To avoid problems when venting air after draining the sedimenter, it should preferably be
installed below the normal minimum level of fuel in the fuel tank. (This is not always possible!).
The tank should have at least two connections; a fuel feed connection, (A3) and a fuel return connection
(A4). Whenever possible a tank should only supply one engine, but in any case each engine should have its
own fuel pipes, from tank to engine.
Typical fuel systems
The more simple the fuel system, the better it will perform in service. Figure (A) shows an ideal system.
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N38143 Chapter 3
Page 13
In some applications there may be legislation that requires that fuel lines draw from, and return to, the top of
the tank. Figure (B) shows an acceptable arrangement.
The fuel tank may be steel, aluminium, or G.R.P. (Glass Reinforced Plastic) or, alternatively, a rubber bag
tank may be used.
The main fuel connection is taken from the rear of the tank (B1) so that all the fuel is available for use when
under way when the hull will be at an angle.
The fuel return (B4) is extended within the tank to near the bottom in order to prevent air locks which can
arise due to syphoning of the fuel when the engines are stopped
The fuel returned to the tank should be kept away from the main fuel feed, to avoid recirculation.
A drain tube (B5) should be tted to aid servicing and cleaning.
From the tank the main engine feed line (B2) goes rst to a water separator (B3), preferably one tted with
a thick clear plastic bottom and a drain cock (use only if allowed by local regulations).
The fuel lines may be of metal, either copper or seamless steel tubing used either with compression ttings
or preferably soldered nipples, with a exible armoured rubber hose to connect to the fuel lift pump.
Stop cocks (B6) may also be tted where necessary.
This simple fuel system is satisfactory when one or more engines are run from a single fuel tank, and it may
also be used when there are two tanks each supplying one engine. In the latter case the system may include
a cross connection, between the tanks by means of a balancing pipe, with a valve, at each end. In some
installations cross connecting pipes between the two engine feed pipes and the two engine return pipes have
been used, but valves are necessary in every line so that the appropriate system may be selected, and the
complexity of installation and operation is such that the advantages in operating exibility are out-weighed by
the possibility of obscure problems due to component malfunctions, incorrect operation or engine interaction.
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Chapter 3 N38143
Page 14
In some cases it is necessary to have a number of fuel tanks in order to achieve the required operating range.
In such cases, where possible, one tank should be regarded as the main tank for each engine and the other
tanks should be arranged so that they will drain into the main tank by gravity. If a gravity system is not possible,
then the system shown in gure (C) should be used.
Figure (C) shows a collector tank (C1),fed by all the storage tanks (C2) and connected to the engine feed and
return systems, but with a vent pipe (C3) taken to any convenient tank and connected to it at the highest point.
The fuel feeds (C5) should be taken from the bottom of the collector tank and the fuel returns (C6) at the top.
A water separator (C4) should be installed which should suit the total ow for all the installed engines.
There is no doubt however, that a simple fuel system as illustrated in Figure (A) or (B) should be used wherever
possible, as having a completely separate tank and supply to each engine guarantees that if an engine
stops, due to running out of fuel or to water or foreign matter in the fuel, the other engine will not be affected
simultaneously. This will give some time for appropriate manoeuvring action to be taken. The simple system
will also require the minimum number of valves and ttings, which ensures maximum reliability in service.