Perkins M65 User manual

®
Installation Manual
GB
Part No TPD 1399E
M65
M85T

TPD1399E
Perkins M65 and M85T Marine
Diesel Engine
INSTALLATION MANUAL
Four cylinder diesel engines for commercial and
pleasure boat applications
Publication TPD 1399E, Issue 7.
Proprietary information of Wimborne Marine Power Centre, all rights reserved.
The information is correct at the time of print.
Published in December 2013 by Wimborne Marine Power Centre, Wimborne, Dorset, England. BH21 7PW
Tel: [phone] Fax: [phone] E -mail: [email protected]
www.perkins.com/marine

TPD1399E

TPD1399E Contents
Contents
Engine mounting ..............................................................................1
Installation angles.............................................................................................. 1
Installation angles (continued)........................................................................... 2
Alignment of engine........................................................................................... 3
Engine bearers .................................................................................................. 4
Design guidelines .................................................................................. 4
Close spacing........................................................................................ 4
Propeller shaft couplings ................................................................5
Part nished shafts............................................................................................ 6
Flexible couplings.............................................................................................. 6
Exhaust systems ..............................................................................7
Wet Systems ..................................................................................................... 7
Dry Systems ...................................................................................................... 9
Water Lift Systems ........................................................................................... 10
Part wet / part dry systems............................................................................... 11
Systems for operation at high angles of heel. .................................................. 12
Engine Room Ventilation ................................................................13
Engine Cooling Systems ................................................................15
Sea Water Systems.......................................................................................... 15
Keel cooling system.......................................................................................... 16
Fuel systems....................................................................................17
Fuel connections .............................................................................................. 17
Fuel tanks......................................................................................................... 18
Multiple tanks.................................................................................................... 19
Engine electrical systems...............................................................21
Engine wiring loom ........................................................................................... 21
Insulated return................................................................................................. 21
Fuseboard ........................................................................................................ 23
Interconnecting cables and ‘Y’ harness............................................................ 24
Instrument panels............................................................................................. 25
Starter battery................................................................................................... 29
Starter cables ................................................................................................... 29
Grounding the battery negative ........................................................................ 29

Contents TPD1399E
Zinc Anode Bonding System ............................................................................ 30
Typical System in Common Use ........................................................... 30
Engine controls ...............................................................................33
Provision for Power Take-Off .........................................................35
PTO Fitting Instructions......................................................................... 36
Electro Mechanical Bilge Pump............................................................. 37
Calorier Connections....................................................................37
Reference data.................................................................................39

TPD 1399E Chapter 1
Page 1
Engine mounting
Installation angles
The engine is intended to be installed so that the
cylinders are vertical, when viewed from ahead or
astern (A).
In service, however, the sump tted as standard on the
M65 and as an option on the M85T (B) may operate
continuously at a heel angle of 20O, and intermittently
(i.e. for up to 15 seconds at a time) at an angle of
25O.
A high inclination sump tted as standard on the M85T,
and as an option on the M65, allows an operating
heel angle of 25Ocontinuously, and intermittently up
to 35O(C).

Chapter 1 TPD 1399E
Page 2
Installation angles (continued)
The engine is suitable for installation so that in side
view the crankshaft is horizontal, or ‘ywheel down’ to
a maximum of 17O(A).
An allowance has been made for an additional 3Orise
to occur in service, when climbing waves or starting
to plane.
Engine mounting brackets
The standard brackets provide mounting points which
are 35mm below, and parallel with, the crankshaft
centre line (B1).
The brackets may be used to mount the engine
directly on to engine bearers, but for all applications it
is recommended that exible engine mounts are used
(B2).
Engine mounting brackets are available for transverse
mounting centres of either 460mm or 550mm (C1).
In both cases the longitudinal mounting centres are
654mm (C2).

TPD 1399E Chapter 1
Page 3
Alignment of engine
The following method may be used:-
Place the engine on the bearers in the hull (A) and
adjust its position until it is aligned to the propeller
shaft, both when viewed from above and from the
side.
Drill 4 holes in the engine bearers in the positions
shown (B1, B2, B3, B4). Bolt the mounts to the
bearers, but do not fully tighten (if the mount has a
cross slot and a longitudinal slot, bolt through the
longitudinal slot).
Carry out any ne side-to-side adjustments necessary
by allowing the mount to rotate slightly about the bolts
just tted (C).
Then drill the remaining 4 holes for the engine mounts
through the centres of the slots. Fit bolts and tighten
all around.
The mounts are provided with studs to provide easy
height adjustment, but applications where there
may be heavy impacts should use shims for height
adjustment.

Chapter 1 TPD 1399E
Page 4
Engine bearers
Many types of engine bearer have been found to be
satisfactory in service, including:-
Foam lled f.r.p. with metal plates bonded in, which
are drilled and tapped during engine installation.
Plywood, with epoxy or f.r.p. coating.
Steel channels, attached to bulkheads fore and aft.
Although it is common for the engine mountings to
sit on top of the bearers, in some cases the bearers
are spaced so that the engine ts between the inner
faces, supported by stirrup brackets (A).
Design guidelines
The following rules apply to all bearers:-
The bearers should be capable of supporting a static
load of 5 to 8 times the weight of the engine and
gearbox, to cater for the effects of rough seas.
Cross connections should be arranged to give lateral
rigidity, in order to maintain shaft alignment and to
prevent twisting and racking forces being applied to
the engine.
If the bearers are exible, unwanted vibrations may
be set up in the hull, so the assembly should be made
as stiff as possible.
Close spacing
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 (B). By this method
shaft centres down to 630mm may be adopted.
The shaft centres could be 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!

TPD 1399E Chapter 2
Page 5
Propeller shaft couplings
Flanged shaft couplings can be supplied with any
gearbox. The couplings are pilot bored and must be
machined to suit the propeller shaft, and provision
must be made to take thrust, both ahead and astern.
The following machining procedure is recommended.
1. Machine the propeller shaft end to reduce the
diameter by about 2mm, over a length to suit the
coupling, as shown on (A1). Machine keyway slot
in shaft (A2).
2. Bore the coupling to give a transitional t on the
shaft end and broach to suit the key.
3. Assemble the coupling and shaft with the key,
ensuring that the shaft is pushed fully home (B1).
4. Drill a hole (1/4” diameter) so that it extends at
full diameter for not more than 2mm into the shaft
(measured on the shaft diameter) (B2).
5. Remove shaft, then open up the hole in the coupling
to 5/16” or 8mm, and tap 3/8” UNC. Clean up the
bore of the coupling as necessary.
6. Reassemble the shaft to the coupling. Fit the half
dog 3/8” UNC grubscrew (C1) (supplied with the
coupling). The grubscrew locks the coupling to the
shaft and will accept astern thrust (C).
Alternative methods of providing for astern thrust (in
place of the grubscrew) include:-
• Drilling right through the coupling hub and shaft
(close to the ange) and tting double roll pins (one
inside the other).
• Using a washer secured by a bolt threaded into
the shaft end. The coupling will require machining
to accomodate these components, and the shaft
engagement within the coupling will require
adjustment.

Chapter 2 TPD 1399E
Page 6
Part nished shafts
Where the precise shaft length can not be determined
until the engine has been tted in the boat, propeller
shafts are sometimes supplied with excess length, to be
completed locally.
In these cases a clamp type coupling (A) should be used,
and it is not necessary to machine a shoulder on the shaft
end to take forward thrust. It is good practice however
to use one of the methods described above to provide a
safeguard against loss of the shaft when going astern.
Flexible couplings
Elasticity may be incorporated in the connection between
the gearbox output ange and the propeller shaft by
means of a exible coupling (B1). This type of coupling
is not intended for use with continuous misalignment, but
will cater for momentary deections, due for example
to the effect of shock loadings on the anti-vibration
mounts supporting the engine. The exible coupling is
sandwiched between the gearbox output ange and the
shaft coupling.
Couplings can be supplied to suit most of the marine
transmissions that may be specied with the engine.

TPD 1399E Chapter 3
Page 7
Exhaust systems
A wide range of exhaust components are available for
use with all types of exhaust systems. Some of 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 75mm (3 inches) of
mercury when measured within 300mm (12 inches)
of the engine exhaust manifold outlet.
Wet Systems
Wet exhaust systems, where the raw water which
circulates through the engine-mounted heat exchanger is
nally injected by means of a special exhaust elbow (A)
into the exhaust pipe, 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.
The exhaust elbow incorporates a water feed connection
(A1) which may be used to cool a shaft stufng box,
and a sampling point (A2) for temperature or pressure
measurements.
Warning! Use a siphon break where a water lift
exhaust system is specied, see page 10.
A general arrangement for such a system is shown in (B).
It is usual for the exhaust outlet to pass through the
transom just above the waterline. The minimum average
fall (B1) should be 5O, and the point of water injection
(B2) must be at least 200mm (8 inches) above the
waterline, although the actual height necessary for a
particular boat can only be decided in the light of the pitch
and roll which may be encountered in service.

Chapter 3 TPD 1399E
Page 8
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.
It is important that there is sufcient exibility in the
exhaust hose to allow the engine to move on its
exible mounts.
The internal diameter of the hose for the wet exhaust
(B3) should be at least 63.5mm (2.1/2 inches)

TPD 1399E Chapter 3
Page 9
Dry Systems
Dry exhaust systems are most commonly used with
engines which are keel cooled. This arrangement
is particularly useful for commercial or leisure craft
operating in heavily polluted water.
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 (A).
The rst part of a dry system should include exible
connections (A1) to permit movement between the
engine and the xed part of the exhaust. 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 (A2) 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.
The minimum bore of the exhaust pipe should be
40mm (1.6 inches) for the M65 and 63.5mm (2.5
inches) for the M85T.
Note: 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.

Chapter 3 TPD 1399E
Page 10
Water Lift Systems
In sailing yachts and deep draught displacement
boats it may be found that the engine exhaust outlet
is near or below the waterline, and a water lift exhaust
system is then an option that may be considered.
The main features of such a system are shown in (A).
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 (A1) contains the water
which falls back from the exhaust riser (A2).
If a proprietary unit is used the manufacturers
instructions should be carefully followed, but the key
features are shown in (A).
The exhaust tank (A1) should have a minimum volume
equal to 3 times the volume of the water that could be
contained in the exhaust riser (A2). On sailing craft
the tank should be installed near the centre-line.
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 (A3) should be 450mm
(18 inches) above the static water-line, and the
exhaust outlet (A4) should either be well above the
static water level, or a siphon break should be tted
at (A5).
The exhaust system may also become ooded by
water entering through the sea water system on
the engine, as the sea water pump impeller may be
damaged, and can not be relied upon to seal when
stationary. To prevent such ooding the sea water
pipework should reach a high point (A5) of 450mm
(18 inches) above static water level prior to the point
of water injection, and a siphon break should be tted
at that point
A syphon break (B1) admits air to the top of any
‘inverted U bend’ (B2) and prevents unwanted
syphonic action.
The syphon break should vent through a skin tting
(B3) well above the water level.
Some proprietary syphon break units contain a valve
to prevent water loss through the vent pipe.

TPD 1399E Chapter 3
Page 11
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 (A) shows that the dry part
of the system extends to a safe height above the
water line, using an elbow (A1), a stainless steel
bellows (A2), a riser pipe to give the required height
(A3), and a further elbow (A4), which is supported
from the deck head by a exible hanger, 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 (A6), 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, and the wet exhaust should
have an average fall of at least 5O. The minimum
diameter of the dry part of the system should be 40mm
(1.6”) for the M65 and 63.5 (2.5”) for the M85T,and the
wet part of the system should be not less than 63.5mm
(2. 1/2”) for the M65 and 76mm (3”) for the M85T. 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.
A form of the part wet / part dry system shown on
the next page may be used in racing yachts, which
operate with high angles of heel.

Chapter 3 TPD 1399E
Page 12
Systems for operation at high angles of
heel.
Racing yachts may require special exhaust systems,
if the engine is to be run when sailing (for example, to
charge the batteries or to drive a watermaker pump).
A suitable system is shown on (A), in which a dry riser
(A1) takes the gases up to a safe height above the
waterline, on the hull centre-line. A water injection
elbow (A2) then cools the exhaust gas, and the
mixture of gas and water exits the hull either by a hose
through the transom or by a cross pipe (A3) running
between skin ttings on both sides of the hull, so that
the exhaust gases can escape from whichever outlet
is uncovered, and the raw water can escape through
the submerged outlet.
The minimum diameter of the dry part of the system
should be 40mm (1.6 inches) for the M65 and 76mm
(3 inches) for the M85T and the wet part of the system
should be not less than 63.5mm (2.1/2inches) for the
M65 and 76mm (3 inches) for the M85T.

TPD 1399E Chapter 4
Page 13
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 alternator 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 engine requires, as a
minimum, 1.6 sq. cm. (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 3.2 sq. cm. (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.
With an effective ventilation system the engine air
intake temperature will be no more than 10 Celsius
degrees higher than the outside air temperature.
1. Minimum cross section of air duct per engine
Model For hot
climates
For temperate
climates
M65 210 sq.cm. (32
sq.ins.)
110 sq.cm. (16
sq.ins.)
M85T 260 sq.cm.
(40.3 sq.ins.)
130 sq.cm.
(20.1 sq.ins.)
The air entry vents should be situated where spray is
not likely to enter them and some form of water trap
is desirable (A).
When the engines are shut down after a run at high
output in high ambient temperature conditions, it will
be found that very high air temperatures will build up in
the engine compartment. In boats with open cockpits
this is usually of no real consequence but if the engines
are mounted below a wheel house, then unpleasantly
warm conditions may result. In these circumstances
engine room ventilation fans are benecial, preferably
arranged to exhaust air from over the engine.

Chapter 4 TPD 1399E
Page 14