Perkins M300TI User manual

TPD1317e Contents
Perkins Sabre Marine Engines
Installation Manual
M300Ti 6 Cylinder turbocharged, intercooled, diesel engine for
pleasure boat applications
M265Ti 6 Cylinder turbocharged, intercooled, diesel engine for
pleasure boat applications
M225Ti 6 Cylinder turbocharged, intercooled, diesel engine for
pleasure boat applications
M215C 6 Cylinder turbocharged, intercooled, diesel engine for
commercial applications
M185C 6 Cylinder turbocharged, intercooled, diesel engine for
commercial applications
M135 6 Cylinder naturally aspirated, diesel engine for pleasure boat
applications
M130C 6 Cylinder naturally aspirated, diesel engine for commercial
applications
M115T 4 Cylinder turbocharged diesel engine for all applications
M92 4 Cylinder naturally aspirated diesel engine for all
applications
M92B 4 Cylinder naturally aspirated diesel engine for all
applications
Publication TPD 1317e, Issue 10
Published in May 2007 by Sabre Engines Ltd, Wimborne, Dorset, England. BH21 7PW
Tel: [phone] Fax: [phone] Email: post @sabre-engines.co.uk
Website: www.Perkins-Sabre.com

Contents TPD1317e
This page is intentionally blank.

TPD1317e Contents
Location of Engine Installation Points ...........................................1
1 Engine Mounting ...........................................................................3
1.1 Installation Angles..................................................................................... 3
1.2 Engine Mounting Brackets ....................................................................... 4
1.3 Flexible Engine Mounts........................................................................... 5
1.4 Engine Bearers......................................................................................... 6
2 Propeller Shafts and Couplings...................................................7
2.1 Propeller Shafts ....................................................................................... 7
2.2 Gearbox Output Couplings ..................................................................... 8
3 Exhaust Systems..........................................................................11
3.1 Wet Systems............................................................................................ 11
3.2 Dry Systems ............................................................................................ 13
3.3 Part Dry, Part Wet Systems .................................................................... 20
3.4 Water Lift Systems.................................................................................. 20
4 Engine Room Ventilation .............................................................23
5 Engine Cooling Systems .............................................................25
5.1 Raw Water Systems................................................................................ 25
5.2 Keel Cooling Statement: M300Ti and M265Ti Engines -
keel cooling is not offered with these models. .................................... 27
5.3 Keel Cooling System: M225Ti, M215C and M185C Engines ............... 27
5.4 Keel Cooling System: M135 and M130C Engine .................................. 28
5.5 Keel Cooling System: M115T M92 and M92B engine .......................... 29
6 Fuel Systems ................................................................................33
6.1 Fuel Connections ................................................................................... 33
7 Engine Electrical Systems...........................................................37
7.1 Engine Wiring Looms ............................................................................. 37
7.2 Fuseboard................................................................................................ 43
7.3 Circuit Protection. M92B only. ............................................................... 44
Inverter/Converter Fitting Instructions.............................................. 44
7.4 Interconnecting Cable ............................................................................ 45
7.5 Instrument Panels................................................................................... 47
7.6 Battery and Starter Cables..................................................................... 51
7.7 Zinc Anode bonding system .................................................................. 52

Contents TPD1317e
8 Engine Controls............................................................................55
8.1 M300Ti, and M265Ti Engines................................................................... 55
8.2 M225Ti, M215C and M185C Engines ..................................................... 56
8.3 M135 and M130C Engines ...................................................................... 57
8.4 M115T and M92 Engines......................................................................... 58
8.5 M92B Engines ........................................................................................ 59
9 Provision for Power Take-off.......................................................61
10 Calorier and Block Heater Connections.................................63
10.1 Calorier .................................................................................................. 63
10.2 Block Heater - for 6 cylinder engine models ........................................ 65
11 Reference Data............................................................................67
11.1 M300Ti and M265Ti Engines .............................................................. 67
11.2 M225Ti, M215C and M185C Engines.................................................. 70
11.3 M135, and M130C Engines.................................................................. 73
11.4 M115T, and M92 Engines..................................................................... 76
11.5 M92B Engines ...................................................................................... 79

TPD1317e
Page 1
Location of Engine Installation Points
Exhaust Systems
(See section 3)
Electrical Systems
(See section 7)
Starter Cables (See
section 7.5)
Fuel Feed (See
section 6.1)
Bonding Stud
(See section 7.6)
Engine Controls
(See section 8) Fuel Return
(See section
6.1)
Ventilation (See
section 4)
Mounting Brackets
(See section 1.2)
Flexible Mounts
(See section 1.3)
Cooling Systems
(See section 5)
Warning!
Use spreader bar when
lifting 6 cylinder engines
Engine side views

TPD1317e
Page 2
Ventilation (See
section 4)
Exhaust Systems
(See section 3)
Electrical Systems
(See section 7)
Cooling Systems
(See section 5)
Flexible Mounts
(See section 1.3)
Mounting Brackets
(See section 1.2)
Engine end views

TPD 1317e Chapter 1
Page 3
Engine Mounting
1.1 Installation Angles
(a) The engine is intended to be mounted so that the cylinders are vertical, when viewed from ahead or astern
(gure 1). The heel angles that are permissible in service are shown in gure 2a for 6 cylinder models, and 2b
for 4 cylinder models.
(b) In standard form all engine models are suitable for installation so that in side view the crankshaft is ‘ywheel
down’ from a minimum of 3oto a maximum of 17o. An allowance has been made for an additional 3o rise to
occur in service, when climbing waves or on to the plane.
Figure 1 - Vertical
installation.
Figure 2a - Acceptable
heel angle for 6 cyclinder
models.
Figure 2b - Acceptable heel
angle for 4 cyliinder models.
SWL
3oMinimum
17oMaximum
SWL
Figure 3 - When in standard form all engine models may be installed ‘ywheel
down’ from a minimum of 3oto a maximum of 17O.
30o
Maximum
30o
Maximum
25o
Continuous
35o
Intermittent

Chapter 1 TPD 1317e
Page 4
Figure 5 - Typical engine mounting brackets - refer to installation
drawings for specic applications.
Slotted hole 36 x 17
(1.7/16” x 21/32”)
allows sideways engine
movement
(c) A kit of parts is available to modify 6 cylinder models (only) so that they are suitable for installation with the
ywheel end of the crankshaft above the pulley end by up to 5o. An allowance has been made for an additional
3orise to occur in service, when climbing waves or on to the plane.
1.2 Engine Mounting Brackets
The standard brackets, provide mounting points which are 76mm (3 in.) below, and parallel with, the crankshaft
centre line. The brackets may be used to mount the engine directly on the engine bearers, but for all applications
it is recommended that exible engine mounts are used.
The holes for the holding down bolts are slotted, to allow for some movement during the nal stages of
alignment. Where ne alignment is not necessary, for example when a exibly jointed drive shaft is used, the
bolts on all four corners of the engine should be positioned at the end of the slot - all either fully in or fully out.
This will provide additional security in the xing arrangements.
SWL
5oMaximum
ywheel up
3o ywheel
down
SWL
Header tank
raised using a
special kit of
parts
Figure 4 - Six cylinder models may be installed in a horizontal or nose
down attitude if a special kit of parts is tted, to raise the header

TPD 1317e Chapter 1
Page 5
1.3 Flexible Engine Mounts
It is recommended that exible engine mounts should be used for all applications. The principal purpose of the
mounts is to reduce the transmission of vibration from the engine to the hull, but another valuable advantage is
that the mountings reduce the shock transmitted from the hull to the engine under adverse weather conditions
and also prevent the engine being inadvertently used as a structural part of the boat, due to hull exure, a
function the engine will not satisfactorily full.
Figure 6 shows the leading dimensions of the exible engine mount which is satisfactory for most
applications.
Engines used with unusual drive arrangements, such as ‘V’ drives when integral with the engine unit, pose
special mounting problems and recommendations as to the most suitable mounting arrangement can be made
for specic applications.
Where transmission ratios in excess of 2.5:1 are employed, or where extreme service conditions can be
expected, (e.g. fast rescue boats) the standard mount should not be used, and a recommendation should be
obtained for the specic application.
Installation drawings are available showing the preferred mounting arrangements when using a variety of
gearboxes.
Radially
slotted hole
Dimensions:mm(inches)
*Dimensions given are for the
mount in the unloaded condition
Figure 6 - Typical exible engine mount - refer to installation drawing for
specic applications.
Height adjuster bolt
and nut
Height adjuster pad *Minimum 125(4.9)
*Maximum 137(5.4)
(Bottom of mount to crankshaft
centre line)
A maximum of 13 shims can be
used per mount, 11 at 1mm thick
and 2 at 0.5mm thick..

Chapter 1 TPD 1317e
Page 6
1.4 Engine Bearers
The materials and methods of construction of engine bearers which have proved to be satisfactory in service
vary to such an extent that it is difcult to lay down universal guide lines. However, as a rough guide it can be
said the engine bearers should be capable of supporting a static load of about eight times the weight of the
engine, to cater for the effects of rough seas.
The bearers should be cross connected to give lateral rigidity, in order to maintain the shaft alignment and to
prevent twisting and racking forces being applied to the engine.
To enable minimum shaft centre distances to be achieved in a twin installation, a common centre bearer
supporting the inner mountings of both engines is sometimes used as shown in gure 7. By this method shaft
centres down to 690mm (27”) may be adopted, but wider spacing is desirable.
The shaft centres could be theoretically reduced further, but this would result in the engine accessibility
becoming very restricted, and it would be impossible to carry out service operations. It should be noted that
if minimum shaft centres are to be adopted, space must be left in front of and behind the engine to provide
access. A minimum clearance on all sides will mean that the engine cannot be serviced!
Figure 7 - Illustration of the closest practicable engine spacing.
With this arrangement access space must be provided ahead and
behind the engines for servicing.

TPD1317e Chapter 2
Page 7
2.1 Propeller Shafts
It is recommended that all engines are mounted on exible mountings, which will reduce the transmission of
noise and vibration, and will prevent hull movements resulting in forces being applied to the engine.
The responsibility for the design and installation of the transmission system connected to the marine gearbox
lies with the boat designer, the boat builder, the naval architect or the engine installer. It is recommended that
a Torsional Vibration Analysis (TVA) is carried out on the complete drive system. Mass Elastic Data on the
engine can be provided on request from Sabre Engines Ltd. The following observations are offered, to show
some of the systems currently in use.
Figure 1 shows a simple arrangement, where the propeller shaft is supported only by the gearbox coupling
and an outboard rubber bearing at the propeller end. Entry of water into the boat is prevented by a shaft seal,
which must be exibly mounted to allow for engine movement. A exible shaft coupling is tted to the gearbox
coupling, to allow momentary angular misalignment in operation.
This system is only suitable for applications where the speed, diameter, and unsupported length of the propeller
shaft will not induce ‘whirling’ (i.e. the centrifugal force generated by the speed of rotation is not sufcient to
bend the shaft into a bow shape).
Propeller Shafts and Couplings
å
Flexibly mounted
shaft seals
Cutless
bearing
Flexible shaft
coupling
Flexible
mountings
Reinforced
rubber hose
Graphited asbestos
string
Stufng
box
Shaft

Chapter 2 TPD1317e
Page 8
Where the propeller shaft length is such that it cannot be simply supported by the gearbox coupling and ‘P’
bracket, without the risk of whirling, the arrangement shown in gure 2 may be adopted.
In this case one or more additional bearings are included in the shaft log, and exible shaft couplings (which
will accept thrust) are used to permit the engine to move on the exible mountings.
A variation of this system is to use a thrust block (bearing) at the point where the shaft emerges from the log
into the engine room, together with constant velocity joints at each end of the short shaft connected to the
gearbox coupling.
2.2 Gearbox Output Couplings
Flanged propeller shaft couplings, to suit the gearbox output couplings offered by the many gearbox
manufacturers, come in a number of different shapes and sizes, and a variety of methods can be employed to
grip the propeller shaft.
A traditional and sound method is to provide the same taper at both ends of the propeller shaft, so that the
gearbox coupling can be machined at the same time as the propeller. This system is still commonly employed,
particularly where high thrusts and heavy boats are involved. If the shaft becomes worn it can be turned end
for end, and re-used at minimum cost.
As an alternative to the above procedure the method shown in gure 3 may be adopted. Flanged couplings
supplied with Twin Disc gearboxes are intended for this system. The shaft is gripped by means of a split
coupling, with a key to provide positive drive, and a dowel pin to eliminate the possibility of the shaft being
drawn out of the coupling when going astern.
For lighter duty applications the system shown on gure 4 may be employed, utilising the anged couplings
supplied with Hurth gearboxes. In this case ahead thrust is taken directly by the gearbox output shaft, as the
propeller shaft is butted against it. The shaft is secured by means of two half dog setscrews which also prevent
loss of the shaft when going astern. Positive drive is provided by a key.
Water supply for bearings (use hose from 1/4” BSP
tapping on heat exchanger end cap). End cap with
tapping is optional.
Flexible mountings Flexible shaft couplings Shaft bearings
Warning! Use a
syphon break where
a water lift exhaust
system is specied.
See section 3.4
Figure 2 - Alternative shaft arrangement

TPD1317e Chapter 2
Page 9
Dimensions in inches
A B C D E F G H I J K
1.25 0.31 1.39
Drill 15/32
Ream
0.5005-0
5.75 3.0 3.4 1.12 4.25 3.12 4.761.38 0.31 1.52
1.50 0.38 1.67
Machining Procedure
Bore to size (dimension ‘A’).
Broach keyway 4.0” long (dimension
‘B’).
Split, 0.135 Max. width (dimension
‘J’).
Clamp the coupling to the propeller
shaft in the position shown.
Drill 15/32” Diameter hole through
the propeller shaft and far side of
the coupling, using the starter hole
(dimension ‘D’).
0.5005-0.4990 Diameter ream
through both the coupling and shaft.
Dismantle and clean, then assemble.
1.
2.
3.
4.
5.
6.
7.
Figure 3 - Twin Disc gearbox couplings

Chapter 2 TPD1317e
Page 10
Dimensions in inches
A B C D E F G H I J K
1.00 0.25 1.12
3/8
UNC 5.00 2.50 3.16 0.38 2.16 0.88 4.25
1.12 0.25 1.24
1.25 0.31 1.39
1.38 0.31 1.52
1.50 0.38 1.67
1.75 0.44 1.95
2.00 0.50 2.23
2.25 0.56 2.50
Key
Propeller
shaft
Half dog set
screws
Butt propeller shaft
against gearbox output
shaft
Gearbox
output
shaft
Figure 4 - Hurth gearbox couplings

TPD1317e Chapter 3
Page 11
Exhaust Systems
A wide range of exhaust components are available for use with all types of exhaust system. The components
are designed to connect together, allowing complex systems to be built from stock items, to suit most
installations.
Caution: In all types of exhaust system the exhaust back pressure must not exceed 10 kPa of mercury, (except
the M92B which is 15 kPa), when measured within 305mm (12 inches) of the exhaust outlet from the engine.
3.1 Wet Systems
Wet exhaust systems, where the raw water used to circulate through the heat exchangers on the engine is
nally dumped 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 Figure 1. In many cases the exhaust outlet passes
through the transom, just above the waterline. It will be seen that a minimum fall of 5o is required, and that
the point of water injection must be at least 8 inches above the waterline, 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.
Point of water injection to be 200mm(8”)
minimum height above water line
5ominimum average fall
Water line
Exhaust hose bore Engine model
125mm (5”) 6 cylinder turbocharged
90mm (3.5”) 4 cylinder turbocharged
76mm (3”) 4 & 6 cyclinider naturally aspirated
Figure 1 - General exhaust arrangement.

Chapter 3 TPD1317e
Page 12
In order to achieve sufcient height above the waterline it may be necessary to use the system shown in
Figure 2. This also enables the two elbows to be rotated relative to each other to allow the exhaust hose to
run towards the side of the boat. The arrangement shown raises the exhaust height above the turbocharger
outlet by about 230mm (9 inches) - greater heights can be achieved if necessary by using the arrangement
described in Section 3.3.
Elbow with facility for
water injection
Possible
rotation
Dry elbow
Insulating blanket
Figure 2 - High rise exhaust elbow.

TPD1317e Chapter 3
Page 13
Due consideration must be given to providing exibility in the exhaust hose, particularly if the engine is exibly
mounted. Where the exhaust hose must pass through a bulkhead immediately behind the engine it is preferable
that the arrangement shown in Figure 3 is adopted, using rubber bellows to provide exibility. Note that the
bellows should be in an unstrained condition when tted.
3.2 Dry Systems
Dry exhaust systems for marine installations need careful design to minimize the disadvantages of enclosing
components that are at a high temperature in conned spaces.
The rst part of a dry system should include a exible connection so that excessive weight is not carried by the
connection to the engine. 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.
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 engine, it may be necessary to incorporate a
trap to collect condensate and allow it to be drained.
Figures 4, 5 , 6, 7 & 8 show typical systems. The minimum bore of the exhaust pipe should be 76mm (3 inches)
for turbocharged engines, 63mm (2.5 inches) for naturally aspirated engines.
Point of water
injection to be
200mm (8 inches)
minimum height
above water line
5ominimum average fall
For turbocharged 6 cylinder
engines use silicone rubber
bellows
For turbocharged 6
cylinder engines, use
a single double hump
bellows where space is
restricted.
Figure 3 - Movement of the engine on the exible mounts must not be restricted by
the exhaust hose. Use rubber bellows as shown where space is restricted.

Chapter 3 TPD1317e
Page 14
Figure 4 - Dry Exhaust System Features - M265Ti, M300Ti.
Note: When tted, the bellows units should be in an unstrained condition so that the full bellows movement is
available to absorb expansion and engine movement.
Bracket with link to allow for movement due to
expansion in the exhaust system (horizontal
exhaust systems should be suspended from the
deck head using similar brackets - rigid brackets
should not be used).
Insulating lagging
Rigid bracket to support the weight of
the vertical exhaust system
Heat blanket
Twin stainless steel belows tted to
avoid torsional load on bellows unit
Heat blanket
Turbocharger adaptor
Flanges shown
without clips for
clarity
90OElbow
Heat blanket

TPD1317e Chapter 3
Page 15
Note: When tted, the bellows units should be in an unstrained condition so that the full bellows movement is
available to absorb expansion and engine movement.
Figure 5 - Dry Exhaust System Features - M185C, M215C, M225Ti, M265Ti & M300Ti
Bracket with link to allow for movement due to
expansion in the exhaust system (horizontal
exhaust systems should be suspended from
the deck head using similar brackets - rigid
brackets should not be used).
Insulating lagging
Rigid bracket to support the weight of the
vertical exhaust system
Heat blanket
Twin stainless steel belows tted to
avoid torsional load on bellows unit
Flanges shown without
bolts for clarity
90OElbow
Heat blanket

Chapter 3 TPD1317e
Page 16
Note: When tted, the bellows units should be in an unstrained condition so that the full bellows movement is
available to absorb expansion and engine movement.
Figure 6 - Dry Exhaust System Features - M130C, M135.
Bracket with link to allow for movement due to
expansion in the exhaust system (horizontal
exhaust systems should be suspended from
the deck head using similar brackets - rigid
brackets should not be used).
Insulating lagging
Rigid bracket to support the weight of
the vertical exhaust system
Heat blanket
Twin stainless steel belows tted to
avoid torsional load on bellows unit
Manifold adaptor
Flanges shown without
bolts for clarity
90OElbow
Heat blanket
Heat blanket