Side-Power SEP 150/215T User manual
Keep this
manual onboard !
Installation and user's manual
GB
NInstallasjons og brukermanual
Made in Norway
©Sleipner Motor AS 2010
SLEIPNER MOTOR AS
P.O. Box 519
N-1612 Fredrikstad
Norway
Tel: +47 69 30 00 60
Fax: +47 69 30 00 70
www.side-power.com
sidepower@sleipner.no
SEP 150/215T
SEP 120/215T
SIDE-POWER
Thruster Systems
2SEP120/215T - SEP150/215T 1.0.0-2010
Innhold
N
SAMSVARS ERKLÆRING
Sleipner Motor AS
Postboks 519
N-1612 Fredrikstad, Norge
Erklærer at dette produktet med tilhørende
standard kontrollsystemer er i samsvar med
helse, og sikkerhetskravene i henhold til Direk-
tiv 89/336/EEC FRA 23 Mai 89, korrigert av
92/31/EEC og 93/68/EEC.
Installasjonsinstruksjoner
Tekniske spesikasjoner.............................................................3
Planlegning og viktige forbehold.................................................4
Tunnel installasjon
Plassering av tunnel/thruster......................................................5
Utforming av tunnelåpninger ......................................................6
Hvordan unngå turbulens rundt tunnelåpninger .........................7
Forslag til tunnelinstallasjon på seilbåt.......................................8
Tunnel installasjon i glassberbåter ...........................................9
Thrusterinstallasjon
Gearhus og motorbraket...........................................................11
Propellere .................................................................................12
Elektromotor .............................................................................13
Elektrisk installasjon .................................................................14
Kontrollpanel og kontrollkabler .................................................15
Koblingsskjema elektrisk ..........................................................15
Koblingsskjema ........................................................................16
Sjekkpunktliste for kontroll av installasjon ................................17
Brukermanual
Viktige forbehold.......................................................................18
Hvordan operere Side-Power thrustere....................................19
Vedlikehold og service..............................................................20
Problemer og løsninger ............................................................21
Garantierklæring ....................................................................22
Reservedelsliste ....................................................................23
Servicesentere ...................................................................... 28
Installation instructions
Technical specications............................................................. 3
Planning & important precautions.............................................. 4
Tunnel installation
Positioning of the tunnel / thruster ............................................ 5
How to shape the tunnel ends................................................... 6
How to prevent drag from tunnel installation ............................. 7
Possible tunnel installation in sailboats ..................................... 8
Tunnel installation in a GRP boat .............................................. 9
Thruster installation
Gearhouse and motorbracket.................................................. 11
Fitting propellers...................................................................... 12
Electromotor ............................................................................ 13
Electrical installation ............................................................... 14
Control panel and control-leads............................................... 15
Visual wiring diagram .............................................................. 15
Technical wiring diagram ........................................................ 16
Checklist for control of the installation..................................... 17
User's manual
Important user precautions...................................................... 18
How to use Side-Power thrusters............................................ 19
Maintenance & service ............................................................ 20
Troubleshooting....................................................................... 21
Warranty statement .............................................................. 22
Spareparts list & drawing .................................................... 23
Service centres ..................................................................... 28
Contents
GB
DECLARATION OF CONFORMITY
We, Sleipner Motor AS
P.O. Box 519
N-1612 Fredrikstad, Norway
declare that this product with accompanying
standard remote control systems complies with
the essential health and safety requirements
according to the Directive 89/336/EEC of 23
May 1989 amended by 92/31/EEC and
93/68/EEC.
3
SEP120/215T - SEP150/215T 1.0.0-2010
Motor: Spesialutviklet reversibel DC-motor.
Girhus: Sjøvannsbestandig bronsje. Kulelagre på pro-
pellaksel. Kule og glidelager komb. på drivaksel.
Motorbraket: Sjøvannsbestandig aluminium.
Galvanisk isolert fra motor
Tunnel: Kryssvevet glassber.
Aluminium og ståltunnel på forespørsel.
Propell: 5-blads skewback "Q-prop" propell i kompositt-
materiale.
Batterier: Minimum anbefalt batteri størrelse.
(Kaldstart kapasitet etter DIN std.)
SEP120/215T 24V: 400 CCA DIN
SEP150/215T 24V: 450 CCA DIN
Driftstid: Opp til kontinuerlig drift avhengig av belastning.
Gjenværende kjøretid vises på kontrollpanelet.
Sikkerhet: Elektronisk tidsforsinkelse forhindrer motorskade
ved rask retningsendring.
Motoren stanser automatisk ved overopphetning
(slår seg automatisk på etter nedkjøling).
Fleksibel kobling mellom drivaksel og motor
beskytter gir hvis propell blir blokkert.
Panel (type PJC) slår seg automatisk av 5 min.
etter siste gangs betjening.(Fabrikkinnstilling).
Denne max-tid kan justeres opptil 60 min. i trinn
a 5min,eller man kan velge bort tidsbegrensnin-
gen helt og slå av med OFF-tasten.
Effektregulatoren PPC sørger for at motorstrøm-
men er slått av hver gang thruster-releet (ret-
ningsreleet) kobler ut eller inn.Dermed unngås
muligheten for sammenbrenning av relekon-
taktene. Evt feil på thruster-releet gir melding til
panelet og slår av motorstrømmen.
Tekniske spesikasjoner
N
Motor: Custom made reversible DC-motor.
Gearhouse: Seawater resistant bronze. Ball bearing at
propeller shaft and combination of ball bearing
and slide bearing at driveshaft.
Motor bracket: Seawater resistant aluminium,
galvanically isolated from motor
Tunnel: Cross spun with rowing G.R.P tunnel
Steel & aluminium tunnels available at request.
Propeller: 5-blade skewback "Q-prop" propeller, breglass
reinforced composite.
Batteries:
Minimum recommended battery capacity
(cold crank capacity by DIN/SAE standard)
SEP120/215T 24V : 400 CCA DIN/760 CCA SAE
SEP150/215T 24V : 450 CCA DIN/855 CCA SAE
Max. use: Up to continous run time depending on load.
Remaining run time shown on control panel.
Safety
:
Electronic time-lapse device protects against
sudden change of drive direction. Electric thermal
cut-off switch in electro motor protects against
over heating (auto reset when electro motor cools
down).
Flexible coupling between electro motor and
driveshaft protects electro motor and gear
system if propeller gets jammed.
PJC panel shuts of automatically 5 minutes
after last use (factory default). This interval can
be adjusted in 5 min steps up to 60 minutes or
turned off completely
The PPC Speed Control unit will turn off motor
power each time main solenoids is activated.
This removes any possibility for solenoid lock
in. Any fault in the main solenoids will give feed
back to the panel and turn off power to the
electric motor.
Technical specications
GB
SEP 120/215 T SEP 150/215 T
Thrust [lbs] 242 330
A [in] 8,46 8,46
B [in] 15,3 15,7
Cmin. [in] 8,5 8,5
D [in] 11 11
D recommended [in] 22 22
Emin. [in] 0,24 0,24
Emax. [in] 0,31 0,31
Motor output [Hp] 8,55 8,8
Voltage [V] 24 24
Weight [lbs] 74 79
Note: Emin.: wall thickness of a standard Side-Power tunnel
Emax.: maximum wall thickness when using other GRP,
steel or aluminium tunnels
SEP 120/215 SEP 150/215
Thrust [kg] 120 120
A [mm] 215 215
B [mm] 389 398
Cmin. [mm] 215 215
D [mm] 280 280
D recommended [mm] 560 560
Emin. [mm] 6 6
Emax. [mm] 8 8
Motor output [kW] 6,4 6,6
Voltage [V] 24 24
Weight [kg] 34 38
Note: Emin.: wall thickness of a standard Side-Power tunnel
Emax.: maximum wall thickness when using other GRP,
steel or aluminium tunnels
METRIC
IMPERIAL
4
SP 75 Ti / SP 95 Ti / SP 125 Ti
2.5.1- 2007
Technische Daten
D
C
Waterline
A
F
Motor: Custom made reversible DC-motor.
Gearhouse: Seawater resistant bronze. Ballbearing at
propellershaft and combination of ballbearing
and slide bearing at driveshaft.
Motor bracket: SP 75 Ti / SP 95 Ti / SP 125 Ti:
Seawaterresistant aluminium
Tunnel: Cross spun with rowing G.R.P tunnel
Steel & aluminum tunnels available at request.
Propeller: Symmetrical 4 blade propeller, fibreglass reinforced
composite.
Batteries:
Minimum recommended battery capacity
(cold crank capacity by DIN/SAE standard)
SP75Ti 12V : 550 CCA DIN/1045 CCA SAE
24V : 300 CCA DIN/570 CCA SAE
SP95Ti 12V : 750 CCA DIN/1425 CCA SAE
24V : 400 CCA DIN/760 CCA SAE
SP125Ti 12V : 750 CCA DIN/1425 CCA SAE
24V : 400 CCA DIN/760 CCA SAE
Max. use: S2 = 3 min. or appr. 7-10% within a limited time
frame.
Safety
:
Electronic time-lapse device protects against
sudden change of drive direction. Electric thermal
cut-off switch in electromotor protects against over
heating (auto reset when electro motor cools down).
Flexible coupling between electro-motor and
driveshaft protects electromotor and gearsystem
if propeller gets jammed.
If original Sidepower panel is used, the panel
shuts off automatically 6 minutes after last use.
Integrated microprocessor monitors solenoids,
reducing wear and risk of solenoid lock-in. Auto-
stop of thruster in case of accidental solenoid
lock-in or if run signal is continous for more than
3 minutes
Technical specifications
GB
SP 75 Ti SP 95 Ti SP 125 Ti
Thrust [lbs] 165 209 275
A [in] 7,28 7,28 9,84
B [in] 13,9 15,3 15,7
Cmin. [in] 7,87 7,87 9,0
D [in] 6,7 6,7 11,0
D recommended [in] 13,4 13,4 22,0
Emin. [in] 0,24 0,24 0,28
Emax. [in] 0,31 0,31 0,39
Motor output [Hp] 6 8 8,7
Voltage [V] 12/24 12/24 12/24
Weight [lbs] 44 68 77
Gear oil capacity [fl.oz]2.367 2.367 6,736
Note: Emin.: wall thickness of a standard Sidepower tunnel
Emax.: maximum wall thickness when using other GRP,
steel or aluminium tunnels
SP 75 Ti SP 95 Ti SP 125 Ti
Thrust [kg] 75 95 125
A [mm] 185 185 250
B [mm] 352 389 398
Cmin. [mm] 200 200 230
D [mm] 170 170 280
D recommended [mm] 340 340 560
Emin. [mm] 667
Emax. [mm] 8 8 10
Motor output [kW] 4,4 6 6,5
Voltage [V] 12/24 12/24 12/24
Weight [kg] 20 31 37
Gear oil capacity [ml] 70 70 200
Note: Emin.: wall thickness of a standard Sidepower tunnel
Emax.: maximum wall thickness when using other GRP,
steel or aluminium tunnels
METRICMETRIC
METRICMETRIC
METRIC
IMPERIALIMPERIAL
IMPERIALIMPERIAL
IMPERIAL
Motor: Gleichstrommotor
Getriebegeh.: Seewasserbeständige Bronze. Kugellager an
der Propellerachse, Kombination von Kugel-
und Gleitlager an der Antriebsachse.
Motorhalterung: SP 75 Ti / SP 95 Ti / SP 125 Ti:
Seewasserbeständiges Aluminium
Tunnel: Glasfibertunnel (Kreuzgewebe)
Stahl- & Aluminiumtunnel auf Anfrage.
Propeller: Symmetrischer, 4 flügeliger Kaplanpropeller aus
Glasfiberverbundmaterial.
Batterie:
Empfohlene mind. Batteriekapazität
(Kaltstartkapazität nach DIN/SAE)
SP75Ti 12V : 550 CCA DIN/1045 CCA SAE
24V : 300 CCA DIN/570 CCA SAE
SP95Ti 12V : 750 CCA DIN/1425 CCA SAE
24V : 400 CCA DIN/760 CCA SAE
SP125Ti 12V : 750 CCA DIN/1425 CCA SAE
24V : 400 CCA DIN/760 CCA SAE
Betriebszeit: S2 = 3 min. oder ca. 7-10% innerhalb eines
beliebigen Zeitraumes.
Sicherheit
:
Elektronische Zeitverzögerung zum Schutz des
Getriebes bei plötzlichem Wechsel der Drehrich-
tung. Elektrischer Thermoschalter zum Schutz
des Motors gegen Überhitzung (erneute Betriebs-
bereitschaft nach Abkühlung).
Scherstift zwischen Elektromotor und Getriebe-
achse als Schutz, wenn der Propeller blockiert
ist. Nach der letzten Benutzung schaltet das
Original Side-Power Panel automatisch nach 6
Minuten ab. Der integrierte Mikroprozessor
überwacht das Relais und reduziert sowohl
Verschleiß, als auch Relaisblockade. Das
Bustrahlruder stoppt automatisch bei Relais-
Blockade, oder bei Betrieb des Bugstrahlruders
von mehr als 3 Minuten.
E E
4SEP120/215T - SEP150/215T 1.0.0-2010
Viktige forholdsregler og planlegning
N
Før installasjon må instruksjonsmanualen leses gjennom, og bruker må gjøre seg kjent med produktet.
Thrusteren må ikke installeres i rom hvor gnister og høy varme medfører brannfare.
Elektromotoren vil produsere karbonstøv fra børstene under drift slik at en lagringsplass må fysisk avskilles fra thrusteren for å unngå at det man
lagrer blir støvete / møkkete.
Elektromotoren er avhengig av god kjøling, sørg derfor for ventilasjon eller god plass rundt motoren ved montering.
Elektromotoren kan monteres i alle vinkeler i fra vertikalt til horisontalt der hvor plassutnyttelsen krever det.
Hvis elektromotoren monteres i en vinkel på mer en 30o, må den støttes opp separat.
Elektromotoren må håndteres forsiktig. Den må ikke bæres etter kontaktpunktene, og motoren må ikke settes ned på drivakselen.
Følg de anbefalte målene som er oppgitt i manualen, propell eller girhus må ikke stikke ut av tunnelen.
Elektromotoren, tilhørende komponenter, kontakter eller åpne ledd i strømkabler må monteres så de ikke utsettes for vann.
Vi anbefaler å male girhuset med bunnstoff. PS sinkanoder, pakninger og propellaksel skal ikke påføres bunnstoff.
Ikke påfør gelcoat / topcoat eller lignende inne i tunellen. Det er bare plass til ett lag primer og to lag bunnstoff mellom tunellen og propellene.
Når båten ligger på land har ikke elektromotoren den motstanden den har i vann. Motoren bruker derfor ekstremt kort tid før den oppnår ødeleggende
høyt turtall. Med båten på land, unngå hurtig bytte av driftsretning da det kan forårsake skade på truster.
Effektregulatoren PPC skal monteres vertikalt på et tørt og ventilert sted med kabeltilkoblingen nederst. Den skal monteres slik at batteri pluss-kabel
blir forgrenet på PPC, ikke på motoren.Det må være fritt rom rundt enheten ,min 200mm over ,og min 100mm foran og på sidene.Ta hensyn til at en
5m multikabelskal plugges inn mellom PPC og thrustermotor.
Denne manualen er beregnet som støttemateriell for montører med erfaring / utdanning, og har derfor ikke all informasjon nødvendig for å oppnå en
korrekt installasjon.
Installer ikke elektromotoren i nærheten av lett brennbart materiale, da motoren oppnår temperaturer over 100oC før den stopper automatisk.
Området inntil thrusteren må ikke benyttes som lagringsplass da motoren vil bli varm samt at dette vil medføre en fare for at elektriske koblinger blir
løse eller kortslutter
I de tilfeller båter skal godkjennes eller klassiseres i henhold til internasjonal, eller spesielle standarder, er montør ansvarlig for at de gjeldende lover
og regelverk følges. Sleipner Motor AS kan ikke garantere at instruksjonene i denne manualen er i henhold til alle gjeldende regelverk og standarder.
NB ! Ved feilaktig installasjon av panel, thruster, PPC effektregulator eller tunnel frafaller all garanti stilt av Sleipner Motor AS.
Planning and important precautions
GB
Prior to installation, it is important that the installer reads this guide to ensure necessary acquaintance with this product.
The thruster must NOT be installed in compartments that require ignition proof electric equipment. If necessary, make a separate
compartment.
The electromotor will generate some carbon dust so that any storage compartment must be separated from the thruster to prevent the stored items
from becoming dusty/dirty.
If you are installing the Side-Power in a small room /compartment, it should be ventilated to ensure cooling of the electromotor.
If the height in the room you are installing the Side-Power is limited, the Side-Power can be installed horizontally or at any angle in between.
- If the electro motor is positioned more than 30° off vertical, it must be supported separately.
- The electromotor must be handled carefully. Do not lift it by the internal connections/main terminals or put it down on the driveshaft.
- Beware to keep installation within advised measurements. No part of the propeller or gearhouse must be outside the tunnel.
The electromotor, its components, contacts / plugs or other joints in the control cables must be mounted so that they will keep dry at all times.
We advice to paint the gearhouse and propellers with antifouling. PS! Do not paint the zinc anodes, sealings or propellershafts.
Do not nish the inside of the tunnel with a layer of gelcoat / topcoat or similar. It is only room for a thin layer of primer and two layers of
anti-fouling between the tunnel and the props.
With the boat on land, only run the thruster for a fraction of a second, as without resistance it will accelerate very fast to a damaging rpm.
Also, while the thruster is in air, make sure that the propellers have come to a complete stop before performing a directions change of the
thruster, as it might cause damage to the thruster.
The PPC Power control unit should beinstalled in a dry, ventilated place - cable connections facing down.Mount unit with battery positive cable branch-
ing out at unit terminal, not at thruster motor. Allow free space at min 200mm over and min 100mm in front and at sides.Take into consideration that a
5 m multicable shall be plugged in between thruster motor and PPC unit.
This manual is intended to support educated/experienced staff and is therefore not sufcient in all details for the correct installation.
Don’t install the electromotor at close range to easily ammable objects as it will reach over 100°C before the temperature switch is
activated.
Do not store items close to the thruster motor as it gets hot as well as any loose items near the thruster motor can cause problems with electrical wir-
ing coming loose and short-circuiting.
When installed in boats approved or classied according to international or special national rules, the installer is responsible for following the demands
in accordance with these regulations / classication rules. The instructions in this guide can not be guaranteed to comply with all
different regulations/classication rules.
These instructions are only general instruction. If you are not skilled to do this work, please contact professional installers for assistance.
NB! Faulty installation of the tunnel, thruster, PPC Power Control unit or panel will render all warranty given by Sleipner Motor AS void.
5
SEP120/215T - SEP150/215T 1.0.0-2010
Plassering av tunnel og thruster
N
Tunnelen bør plasseres lengst mulig frem i baugen (Fig. 1)
For å oppnå mest mulig moment rundt båtens dreiepunkt, er det meget
viktig å plassere tunnelen så langt fremme som mulig. Avstanden fra
båtens dreiepunkt til thruster vil ha stor betydning på thrusterens effekt.
Eks.:
A: 55kg skyvekraft x 11m moment = 605kgm skyvekraft
B: 55kg skyvekraft x 10m moment = 550kgm skyvekraft
Posisjon A vil gi 10% mer skyvekraft til rotasjon.
Tunnelen skal plasseres dypest mulig (Fig. 2)
Tunnelen skal plasseres så dypt som mulig av to grunner:
1. Så luft ikke suges ned i tunnelen og ødelegger skyvekraften.
2. Ved å øke vanntrykket jobber propellen mer effektivt.
Hovedregelen er at tunnelen skal plasseres minimum ½ x tunnelen dia.
under vannlinje. Anbefalt dybde er minst ¾ x dia. under vannlinje (). Når
tunnelen er plassert 33-35 cm under vannlinjen bør andre faktorer vur-
deres som viktigere, d.v.s. å plassere tunnelen lengre frem.
Optimal tunnel lengde
Dersom tunellen blir for lang vil friksjonen i tunellen reduser vannhastig-
heten og derved effekten.
Dersom tunellen blir for kort (normalt bare i nedre del av tunellen) kan det
oppstå kavitasjons problemer da vannet ikke har tid / av-stand til å «rette
opp strømningsretningen» før det treffer propellen (Fig. 3&4). Denne
kavitasjonen vil redusere effekten og lage mye støy.
Den optimale tunell lengden er 2 til 4 ganger tunell diameteren og dersom
tunellen blir så mye som 6 til 7 ganger diameteren i lengde vil effekt tapet
bli klart merkbart.
Positioning of the tunnel / thruster
GB
The Thruster should be as far forward as possible (Fig. 1)
Because of the leverage effect around the boats pivot point, it is very
important for the thrusters actual effect in the boat to get it as far for-ward
as possible. The relative distance change from the boats pivot point to the
thruster will be the change of actual thrust for the boat.
Example:
A: 55kg thrust x 11m leverage = 605kgm torque to rotate the boat
B: 55kg thrust x 10m leverage = 550kgm torque to rotate the boat
In position A you will get 10% more thrust to turn the boat around.
The thruster should be placed as deep as possible (Fig. 2)
The tunnel should be placed as deep as possible for two reasons:
1. So that it does not suck down air from the surface which will
destroy the thrust completely.
2. To get as high as possible a water pressure to get maximum
efciency from the propeller.
Generally the top of the tunnel should be a minimum of ½ x the tunnel
diameter below the waterline. This is an absolute minimum and we rec-
ommend that it is at least ¾ x tunnel diameter () below the waterline.
A really good distance is about 1/1 x tunnel diameter () below the
waterline.
When you get the top of the tunnel 30-35 cm*/1 feet below the surface,
other factors should be considered more important, i.e. moving the thrust-
er further forward.
Optimal tunnel length
If the tunnel gets to long, the friction inside will reduce the water speed
and thereby the thrust.
If the tunnel gets to short (normally only in the bottom section of the tun-
nel) you can get cavitation problems as the water will not have had time to
“straighten” itself before reaching the propeller (Fig. 3&4). This cavitation
will reduce performance as well as creating a lot of noise.
The optimal tunnel length is 2 to 4 x tunnel diameter and you should avoid
tunnels longer than 6 to 7 times the tunnel diameter as the performance
reduction is then clearly noticeable.
10
SP 75 Ti / SP 95 Ti / SP 125 Ti
2.5.1- 2007
Tunnelplazierung soweit vorne wie möglich (Fig. 1)
Um einen möglichst großen Abstand vom Drehpunkt des Schiffes zu
erreichen, ist der Sidepower möglichst weit vorne einzubauen.
Eine Vergrößerung des Abstandes vom Drehpunkt des Schiffes
hat eine direkte Auswirkung auf die verfügbare Schubkraft.
Beispiel :
A: 55kg Schubkraft x 11m = 605kgm zum Wenden des Bootes
B: 55kg Schubkraft x 10m = 550kgm zum Wenden des Bootes
In Beispiel A stehen damit 10% mehr Schubkraft zur Verfügung.
Den Tunnel so tief wie möglich positionieren (Fig. 2)
Den Tunnel aus zwei Gründen so tief wie möglich positionieren:
1. Damit nicht Luft mitangesaugt wird, die die Schubkraft
vollständig herabsetzt.
2. Um einen möglichst hohen Wasserdruck zu erhalten, um die
maximale Effizienz des Propellers erreichen.
Die Oberkante des Tunnels muß mind. einen halben Tunnel-
durchmesser unterhalb der Wasserlinie liegen. Dieser Wert ist ein
absolutes Minimum. Besser ist ein Wert von ca. ¾ des
Tunneldurchmessers (☺). Optimal ist eine Abstand von 1/1 x
Tunneldurchmesser (☺☺) zur Wasserlinie.
Liegt die Oberkante des Tunnels 30-35cm* / 1fuß unterhalb der
Wasserlinie, können andere Faktoren berücksichtigt werden.
Optimale Tunnellänge
Bei einem zu langem Tunnel reduziert der Reibungsverlust die
Wassergeschwindigkeit und damit die Schubkraft.
Bei einem zu kurzem Tunnel (häufig im unteren Bereich des
Tunnels) können Kavitationsprobleme entstehen, da sich das
Wasser nicht gerade auszurichten kann (Fig. 3&4). Diese Kavita-
tion ist leistungsreduzierend und kann starken Lärm verursachen.
Die optim. Tunnellänge ist das 2-4 fache des Tunneldurchmessers.
Tunnellängen von mehr als dem 6-7 fachen des Tunneldurch-
messers sollten vermieden werden, da dadurch die Leistung
reduziert wird.
Positionierung von Tunnel / Thruster
D
Positioning of the tunnel / thruster
GB
A = 11,0m
B = 10,0m
A
B
Pivot
point
min.
1/3Ø
Ø
min.
1/3Ø
3/4Ø
☺
1/1 Ø
☺ ☺
30 - 35 cm*
min.
1/2Ø
Fig. 1
Fig. 2
Fig. 3
Fig. 4
The Thruster should be as far forward as possible (Fig. 1)
Because of the leverage effect around the boats pivot point, it is very
important for the thrusters actual effect in the boat to get it as far for-
ward as possible. The relative distance change from the boats pivot
point to the thruster will be the change of actual thrust for the boat.
Example:
A: 55kg thrust x 11m leverage = 605kgm torque to rotate the boat
B: 55kg thrust x 10m leverage = 550kgm torque to rotate the boat
In position A you will get 10% more thrust to turn the boat around.
The thruster should be placed as deep as possible (Fig. 2)
The tunnel should be placed as deep as possible for two reasons:
1. So that it does not suck down air from the surface which will
destroy the thrust completely.
2. To get as high as possible a water pressure to get maximum
efficiency from the propeller.
Generally the top of the tunnel should be a minimum of ½ x the
tunnel diameter below the waterline. This is an absolute minimum
and we recommend that it is at least ¾ x tunnel diameter (☺) below
the waterline. A really good distance is about 1/1 x tunnel diameter
(☺☺) below the waterline.
When you get the top of the tunnel 30-35 cm*/1 feet below the
surface, other factors should be considered more important, i.e.
moving the thruster further forward.
Optimal tunnel length
If the tunnel gets to long, the friction inside will reduce the water
speed and thereby the thrust.
If the tunnel gets to short (normally only in the bottom section of the
tunnel) you can get cavitation problems as the water will not have
had time to “straighten” itself before reaching the propeller (Fig. 3&4).
This cavitation will reduce performance as well as creating a lot of
noise.
The optimal tunnel length is 2 to 4 x tunnel diameter and you should
avoid tunnels longer than 6 to 7 times the tunnel diameter as the
performance reduction is then clearly noticeable.
6SEP120/215T - SEP150/215T 1.0.0-2010
Tunnelåpninger
N
Avrundede åpninger vil minke støy, og maksimere effekt.
Vi anbefaler å avrunde tunnelåpningene mest mulig.
Den optimale avrundingen har en radie som er 10% av tunnelens diam-
eter.
Hvorfor er en avrundet tunnelåpning så viktig?
1. En avrundet tunnelåpning vil forhindre at det oppstår turbulens / kavi-
tasjon, noe som vil oppstå ved en installasjon med skarpe kanter.
Turbulensen forårsaker mer støy, og begrenser skyvekraften.
- Turbulensen / kavitasjonen blokkerer tunnelen og svekker skyvekraf-
ten.
- I det kavitasjon og turbulens når propellen påvirkes ytelsen til denne
og øker støyen.
2. En avrundet tunnelåpning gjør også at thrusteren suger vann langs
skroget på båten. Dermed oppstår det et lavtrykk som vil hjelpe å suge
båten i dreieretningen. Med skarpe åpninger klarer ikke thrusteren å
suge vann langs skroget, og lavtrykket uteblir. Så mye som 40% av
skyvekraften har blitt målt til å ligge her på noen installasjoner.
NB! Propellene til Side-Power thrustere kaviterer ikke på arbeidshasti-
ghet, så kavitasjon og støy som oppstår som følge av kavitasjon,
skapes av tunnelinstallasjonen.
NB! Selv der en perfekt avrunding ikke er mulig er det viktig å runde av
kantene så mye som mulig, en tunnelåpning med skråkant vil ha
stor effekt fremfor en med skarpkant (se side 20, ill. 1b & 1d).
Tunnel ends
GB
Rounded tunnel ends will maximize thrust and minimize noise.
We recommend rounding the tunnel connection to the hull-side as
much as possible.
The optimum rounding has a radius of 10% of the tunnels diameter.
Important advantages over sharp tunnel to hull connections are:
1. The rounded tunnel end will prevent creation of turbulence
cavitation that will come from a sharp tunnel end when water
passes by fast, thereby preventing a double negative impact on
the thrust and noise level (Fig. 1 & 2).
- The turbulence / cavitation blocks the outer area of the tunnel
and thereby reduces the effective tunnel diameter and thrust.
- The turbulence / cavitation hits the propeller and thereby reduce
the propellers performance and creates noise.
2. The curved tunnel end makes the thruster take water also from
along the hull-side, creating a vacuum that will suck the boat
sideways and thereby give additional thrust (Fig. 3 & 4).
With a sharp tunnel end, the thruster will be unable to take water
from along the hull-side, and you will not get the desired vacuum
and additional thrust. This “free” additional thrust can in optimal
installations be as much as 30 - 40% of the total thrust.
NB! A Side-Power thruster propeller does not cavitate at working
speed so that all cavitation and cavitation noise in the tunnel will
be caused by the tunnel installation.
NB! Even if it is not possible to make the perfect rounding, it is very
important to round the tunnel end as much as possible. A
angled tunnel to hull connection will also do much of the same
job as a rounded connection (see page 20, Fig. 1b & 1d).
12
SP 75 Ti / SP 95 Ti / SP 125 Ti
2.5.1- 2007
Formgebung der Tunnelenden
☺☺☺☺☺
�����
Abgerundete Tunnelenden erhöhen die Schubkraft und
reduzieren das Geräuschniveau.
Der Bereich Tunnelende / Außenseite des Rumpfes ist soweit
möglich abzurunden. Der optimale Wert für den Radius dieser
Rundung beträgt 10% des Tunneldurchmessers.
Vorteile gegenüber einer scharfen Tunnel / Rumpfverbindung sind:
1. Abgerundete Tunnelenden verhindern Turbulenzen / Kavitation,
wie sie an scharfenkantigen Tunnelenden auftreten. Damit
werden zwei negative Auswirkungen auf Schubkraft und
Geräuschentwicklung vermieden (Fig. 1 & 2).
- Turbulenz / Kavitation blockieren den äußeren Tunnelbereich.
Dadurch werden effektiver Tunneldurchmesser und Schub-
kraft reduziert.
- Die Turbulenz / Kavitation trifft auf den Propeller und reduziert
dessen Effektivität und führt zu zusätzl. Geräuschentwicklung.
2. Abrundungen ermöglichen, daß Wasser entlang der Rumpf-
außenseite angesaugt werden kann. Dadurch entsteht ein
Vakuum ("zusätzliche" Schubkraft"), das das Schiff seitwärts
bewegt (Fig. 3 & 4). Bei scharfkantigen Enden kann kein
Wasser entlang der Rumpfaußenseite angesaugt werden,
wodurch das benötigte Vakuum nicht zustande kommt.
Diese Schubkraft kann bei optimaler Installation bis zu 30-40%
der absoluten Schubkraft betragen.
NB ! Sidepower Propeller sind so ausgelegt, daß sie nicht
kavitieren, sodaß die Geräuschentwicklung aufgrund von
Kavitation durch die Tunnelinstallation bedingt ist.
NB ! Ist eine optimale Abrundung nicht möglich, so sind die
Tunnelenden soweit möglich abzurunden. Angeschrägte
Tunnel / Rumpfverbindungen sind zu einem gewissen Grad
ebenfalls mit ähnlich positiven Auswirkungen wie eine
Abrundung verbunden (siehe Seite 20, Fig. 1b & 1d).
Tunnel ends
Fig. 2
Fig. 4
Fig. 1
Fig. 3
GB D
R = 0,1 x D (10%)
R = 0,1 x D (10%)
D
Rounded tunnel ends will maximize thrust and minimize
noise.
We recommend rounding the tunnel connection to the hull-side as
much as possible.
The optimum rounding has a radius of 10% of the tunnels diameter.
Important advantages over sharp tunnel to hull connections are:
1. The rounded tunnel end will prevent creation of turbulence
cavitation that will come from a sharp tunnel end when water
passes by fast, thereby preventing a double negative impact on
the thrust and noise level (Fig. 1 & 2).
- The turbulence / cavitation blocks the outer area of the tunnel
and thereby reduces the effective tunnel diameter and thrust.
- The turbulence / cavitation hits the propeller and thereby reduce
the propellers performance and creates noise.
2. The curved tunnel end makes the thruster take water also from
along the hull-side, creating a vacuum that will suck the boat
sideways and thereby give additional thrust (Fig. 3 & 4).
With a sharp tunnel end, the thruster will be unable to take water
from along the hull-side, and you will not get the desired vacuum
and additional thrust. This “free” additional thrust can in optimal
installations be as much as 30 - 40% of the total thrust.
NB! A Sidepower thruster propeller does not cavitate at working
speed so that all cavitation and cavitation noise in the tunnel will
be caused by the tunnel installation.
NB! Even if it is not possible to make the perfect rounding, it is very
important to round the tunnel end as much as possible. A
angled tunnel to hull connection will also do much of the same
job as a rounded connection (see page 20, Fig. 1b & 1d).
7
SEP120/215T - SEP150/215T 1.0.0-2010
Motstand forårsaket av tunnel
Prevent drag from tunnel N
Et mulig problem for seilbåter eller meget hurtiggående båter er motstand
i tunnelen. Aktre ende på tunnelen vil være en liten loddrett ate mot
vannstrømmen som skaper uønsket motstand.
Denne aten kan også forårsake problemer med at vann føres inn i tun-
nelen under seilas, eller kjøring i høy fart og får da propellen til å rotere,
dette skaper uønsket støy.
Det er to mulige løsninger på problemet, avhengig av hva som er enklest
å få til på båten.
1. Den løsningen som vanligvis reduserer motstanden mest er å lage
en fordypning i skroget i aktre ende av tunnelåpningen. Den loddrette
aten vil da forsvinne og dermed motstanden. Hovedregelen å følge
er at bakkanten av tunnelen ikke skal synes når man står rett foran
båten og titter akterover langs båten senterlinje. Dybden, utformingen
og vinkling av fordypningen avhenger av båttypen, og hvordan vannet
følger skroget, men de este båter vil være tjent med en fordypning
som vinkler lett nedover (Fig. 2).
2. Motstanden vil også reduseres av en spoiler i forkant av tunnelen.
Spoileren fører det meste av vannstrømmen rundt og forbi tunnelen.
Størrelsen og utformingen på spoileren avhenger av båten. Hove-
dregelen er at bakkanten av tunnelen ikke skal synes når man står rett
foran båten og titter akterover langs båten senterlinje. Den enkleste
måten å lage spoileren på er å la tunnelen stikke ut i forkant av tunne-
len, og forme spoileren opp mot den (Fig. 3).
Det er alltid viktig å avrunde tunnelåpningene mest mulig for å motvirke
støy og for å få mest mulig effekt av thrusteren.
Mer informasjon om dette på side 10.
GB
A possible problem in sailboats or fast powerboats is that they get a
drag from the back face of the tunnel, as this becomes a “at” area
facing the water ow (Fig. 1).
This can also create problems with the thruster spinning (passive)
and making noise while sailing or driving the boat with water being
pushed through the tunnel at high speed.
This can be solved in two different ways, depending on what is
possible or easier to do.
1. The best solution which normally reduces the drag most is to make
a recess in the hull at the back of the tunnel. Thereby the back face
is gone and about all the drag (Fig. 2). The depth and shape of this
recess will depend on the boat. Basically you should not see the back
face of the tunnel when standing directly in front of the tunnel at the
angle of the boats centreline. The angle up or down backwards of the
insert in the hull, depends on the hull shape, but normally it is angled
slightly down because of the water ow on this area of the hull.
2. The drag will also be reduced a lot, especially in fast power boats, by
making a deector / spoiler in front of the tunnel. This will push the
water ow out from the hull so that most of it passes by the back face
of the tunnel (Fig. 3).
The shape and size of this deector will depend on the hull shape.
Basically you should not see the back face of the tunnel when standing
directly in front of the tunnel at the angle of the boats centreline. The
easiest way of making this is to let a part of the tunnel stick out in the
lower forward area of the hole, and use this as a support to mould a
soft curve/spoiler shape.
Remember to still round the tunnel ends as much as possible to get
optimum thruster performance and minimum noise. For more
information on how to practically do this see page 10.
14
SP 75 Ti / SP 95 Ti / SP 125 Ti
2.5.1- 2007
Segelboote und sehr schnelle Booten können gelegentlich durch
auf die rückseitige Fläche des Tunnels auftreffendes Wasser
gebremst werden (Fig. 1).
Dies kann dazu führen, daß sich der Thruster durch den perma-
nenten Wasserdurchfluß hörbar passiv zu drehen beginnt.
Das Problem kann je nach Möglichkeit auf zwei Arten beseitigt
werden.
1. Der störende Effekt wird am deutlichsten reduziert, indem man
im Rumpfbereich hinter dem Tunnel eine Aussparung vornimmt.
Dadurch werden Auftreffläche und störender Effekt eliminiert
(Fig. 2).
Tiefe und Form dieser Aussparung hängen vom Boot ab.
Die Innenseite des Tunnels sollte von vorne prinzipiell nicht
sichtbar sein.
Der mögliche Winkel der Aussparung hängt meist von der
Rumpfform ab. Bedingt durch die Wasserströmung in diesem
Bereich sollte dieser Winkel leicht nach unten gerichtet sein.
2. Der Geschwindigkeitsverlust kann speziell bei schnellen Booten
durch einen Abweiser bzw. Spoiler vor dem Tunnel deutlich
reduziert werden.
Das Wasser wird so beeinflußt, daß es größtenteils an der
frontalen Fläche vorbei geleitet wird (Fig. 3).
Form und Größe des Abweisers hängen von der Rumpfform ab.
Prinzipiell sollte auch hier die Innenseite des Tunnels von vorne
nicht sichtbar, sondern durch den Abweiser verdeckt sein.
Dieser läßt sich einfach realisieren, indem man den Tunnel ein
Stück aus dem Rumpf herausstehen läßt und darauf einen
geschwungenen Abweiser / Spoiler formt.
Die Tunnelenden sind zur vollen Leistung und minimalen
Geräuschentwicklung des Thrusters weitgehend abzurunden.
Weitere Informationen siehe Seite 20.
Optimaler Strömungsverlauf am Rumpf
D
Prevent drag from tunnel
GB
☺☺☺☺☺
�����
Fig. 2Fig. 1 Fig. 3
☺☺☺☺☺
A possible problem in sailboats or fast powerboats is that they get a
drag from the back face of the tunnel, as this becomes a “flat” area
facing the water flow (Fig. 1).
This can also create problems with the thruster spinning (passive)
and making noise while sailing or driving the boat with water being
pushed through the tunnel at high speed.
This can be solved in two different ways, depending on what is
possible or easier to do.
1. The best solution which normally reduces the drag most is to
make a recess in the hull at the back of the tunnel. Thereby the
back face is gone and about all the drag (Fig. 2). The depth and
shape of this recess will depend on the boat. Basically you
should not see the back face of the tunnel when standing directly
in front of the tunnel at the angle of the boats centreline. The
angle up or down backwards of the insert in the hull, depends on
the hull shape, but normally it is angled slightly down because of
the water flow on this area of the hull.
2. The drag will also be reduced a lot, especially in fast power
boats, by making a deflector / spoiler in front of the tunnel. This
will push the water flow out from the hull so that most of it passes
by the back face of the tunnel (Fig. 3).
The shape and size of this deflector will depend on the hull
shape. Basically you should not see the back face of the tunnel
when standing directly in front of the tunnel at the angle of the
boats centreline. The easiest way of making this is to let a part of
the tunnel stick out in the lower forward area of the hole, and use
this as a support to mould a soft curve/spoiler shape.
Remember to still round the tunnel ends as much as possible to get
optimum thruster performance and minimum noise. For more
information on how to practically do this see page 20.
8SEP120/215T - SEP150/215T 1.0.0-2010
Tunnelinstallasjon på seilbåter
N
Mange seilbåtskrog er bygget for å oppnå høy fart. De har brede skrog
som ikke stikker dypt i baugen. Skrogtypen gjør det vanskelig å installere
en thrustertunnel på vanlig måte, spesielt med tanke på å plassere den
langt nok frem (Fig. 1).
Thrustertunneler kan allikevel installeres i de este seilbåter. Dette gjøres
ved å la en del av tunnelen stikke ut i underkant av skroget. Tunnelen er
sterk nok til dette, og thrusteren blir plassert lav nok og langt nok fremme.
Dette gjøres ved at øvre halvdel av tunnelen støpes inn i skroget, tunne-
len styrkes i underkant ved å støpe en kul rundt tunnelen og jevne den ut
mest mulig.
Denne metoden brukes av noen av de helt største seilbåt-produsentene i
verden, de viser til at den ikke gir utslag på fart under normal seilas.
Denne installasjonen kan også være gunstig for båter med ate bunner,
for å unngå ekstremt lange tunneler og store ovale tunnelåpninger.
Tunnel installation in sailboats
GB
Many sailboats have a racing type hull which means that it is very at bot-
tomed and has a very shallow draft in the bow section. It is thereby very
difcult not to say impossible to t a tunnel thruster the usual way, at least
as far forward in the hull as a thruster should be (Fig. 1).
However, it is possible to install a tunnel thruster in most sailboats, even
when the hull does not directly support the tting of a tunnel.
This is done by tting the tunnel halfway into and halfway under-neath the
existing hull and then strengthen it and smoothening the water ow by
moulding a bulb around / underneath the tunnel.
This will allow installation in good position on the boat, maintaining the
reliability and space advantages of a tunnel thruster.
This installation is being used by some of the world’s largest sailboat
builders, and has been proven to give little to no speed loss for normal
cruising.
This can also be a good installation method for at bottomed barges to
avoid extremely long tunnels and huge oval tunnel openings in the hull.
16
SP 75 Ti / SP 95 Ti / SP 125 Ti
2.5.1- 2007
Segelboote weisen häufig einen Rumpf in Rennform auf, was
einen sehr flachen Rumpf im Bugbereich bedeutet. Es ist daher
schwierig oder fast unmöglich, den Tunnel an der gewünschten
(effektivsten) Stelle, also möglichst weit vorne im Bug zu plazieren
(Fig. 1).
Trotzdem ist es vielfach möglich unter diesen Bedingungen eine
Bugschraube einzubauen, auch wenn der Tunnel damit nicht völlig
vom ursprünglichen Rumpf umgeben ist.
Der Tunnel wird zur Hälfte in den bestehenden Rumpf integriert,
die andere Hälfte geht über diesen hinaus. Der Tunnel muß nur
noch verstärkt und strömungsgünstig abgerundet werden.
Dies erlaubt eine Installation in geeigneter Position bei Nutzung
der Zuverlässigkeits- und Platzvorteile einer Tunnelschraube.
Diese Installationsart wird von einigen der weltweit führenden
Segelboothersteller verwendet und führt meistens nur zu einem
äußerst geringen bzw. gar keinem Geschwindigkeitsverlust.
Diese Bauweise ist auch für Barkassen (z.B. Flußboote) mit
flachem Bug geeignet, um einen zu langen Tunnel und große
ovale Tunnelöffnungen im Rumpf zu vermeiden.
Installation in Segelbooten
D
Tunnel installation in sailboats
Fig. 1
GB
Min
�����☺☺☺☺☺
Pos. B
Pos. A
�����☺☺☺☺☺
Many sailboats have a racing type hull which means that it is very
flat bottomed and has a very shallow draft in the bow section. It is
thereby very difficult not to say impossible to fit a tunnel thruster the
usual way, at least as far forward in the hull as a thruster should be
(Fig. 1).
However, it is possible to install a tunnel thruster in most sailboats,
even when the hull does not directly support the fitting of a tunnel.
This is done by fitting the tunnel halfway into and halfway under-
neath the existing hull and then strengthen it and smoothening the
water flow by moulding a bulb around / underneath the tunnel.
This will allow installation in good position on the boat, maintaining
the reliability and space advantages of a tunnel thruster.
This installation is being used by some of the world’s largest sailboat
builders, and has been proven to give little to no speed loss for
normal cruising.
This can also be a good installation method for flat bottomed barges
to avoid extremely long tunnels and huge oval tunnel openings in the
hull.
9
SEP120/215T - SEP150/215T 1.0.0-2010
Tunnelinstallering
N
Sleipner Motor anbefaler at innstøping av glassbertunnelen utføres
av kyndig personell. Denne instruksjons manualen gir ikke detaljerte
opplysninger om glassberstøpning. Problemer som skyldes instal-
lering er installatørens fulle ansvar.
Bestem plassering av tunnelen ut i fra informasjonen gitt tidligere i ma-
nualen, og de angitte mål for thrusteren du skal installere.
Merk av senter på tunnelen på babord og styrbord side. Bor et 6 mm
vannrett hull, på begge sider (Fig. 1).
Bøy til og tilpass en 5 mm stålstang, som vist på g. 2 der den tilbake-
bøyde enden skal markere tunnelens radius. Stikk enden inn å marker
tunnelens ytre diameter, skjær ut hullet med en stikksag (Fig. 2).
Puss av gelcoat og polyester så glassberen ligger bar i et 12 cm stort
område rundt tunnel hullet. Dette må gjøres på innsiden og utsiden av
skroget, før tunnelen støpes fast i skroget (Fig. 3).
Sett inn tunnelen å marker hvor det skal kappes for å passe i skroget
(Fig. 4). Hvis det skal støpes en spoiler i forkant av tunnelen bør en del av
tunnelen stikke ut i for og underkant av skroget for å støpe spoileren mot
(Side 10, Fig. 2). Kapp tunnelen i ønsket størrelse. Slip lett med slipepa-
pir, og vask med aceton der hvor det skal støpes med glassber.
NB ! Det må ikke støpes der hvor thrusteren skal monteres.
Støp fast tunnelen først på innsiden av skroget, bruk minst 8 lag med 300
g Glassbermatte, og polyester. Ved bruk av alternative materialer, glass-
ber matter eller rovingtyper (Se s. 10, Fig. 1). Hvis tunnelåpningene
avrundes til den optimale 10% radius må ofte legge ekstra lag med polyes-
ter glassbermatte på innersiden av tunnelen, for å oppnå riktig tykkelse i
forhold til skrogtykkelsen.
NB ! Forsikre deg om at overgangene mellom tunel og skrog er nøye
sammenstøpt. På steder en ikke kommer til med vanlige lag med polyes-
ter/glassber matte, sørg for og lage en blanding av polyester og glass-
ber, som fylles i dette.
Tunnel installation
R
D
Fig. 1
Fig. 3 Fig. 4
Fig. 2
GB
We recommend that a professional does the breglass tting of the
tunnel. These instructions are only general, and do not explain in
any way the details of breglass work. Problems caused by faulty
installation of the tunnel, are the installers full responsibility.
Find the position in the boat considering the information given earlier in
this manual and the applicable measurements for the thruster model you
are installing.
Mark the centre of the tunnel on both sides. Drill a 6mm hole horizontally
in these marks (Fig. 1).
Bend a ø 5mm steel bar as shown with the “tip” bent back at the tunnel
radius and mark the circle for the tunnel opening (outside diameter of the
tunnel). Cut the hole with a jigsaw (Fig. 2).
Grind off the gelcoat and polyester so that you are down in the “real bre-
glass” in an area of 12cm around the hole both inside and outside in the
hull to cast the tunnel to the hull (Fig. 3).
Insert the tunnel and mark its shape to t the hull (Fig. 4). (if you are in-
stalling with a deector/spoiler, leave a part or the tunnel of the front- and
underside of the tunnel to have a base for this (see page 10, Fig. 2). Cut
the tunnel ends to the desired shape and lightly sand its surface and
clean with acetone or similar where you are going to apply breglass.
NB! Do not cast/glass on the area were the thruster will be placed.
Then cast the tunnel to the inside of the hull, use at least 8 layers of 300 g
glass and resin, preferably alternating mat and rowing types of breglass
(see page 10, Fig. 1). If you are rounding the tunnel ends to the perfect
10% radius you may in some cases have to make further layers inside to
preserve the desired hull thickness.
NB! Make sure that any gap between the tunnel and the hull are com-
pletely lled with resin/breglass. In areas where you can not access to
make normal layers of resin/breglass, a resin/ breglass mixture must be
lled in that area.
16
SP 75 Ti / SP 95 Ti / SP 125 Ti
2.5.1- 2007
Segelboote weisen häufig einen Rumpf in Rennform auf, was
einen sehr flachen Rumpf im Bugbereich bedeutet. Es ist daher
schwierig oder fast unmöglich, den Tunnel an der gewünschten
(effektivsten) Stelle, also möglichst weit vorne im Bug zu plazieren
(Fig. 1).
Trotzdem ist es vielfach möglich unter diesen Bedingungen eine
Bugschraube einzubauen, auch wenn der Tunnel damit nicht völlig
vom ursprünglichen Rumpf umgeben ist.
Der Tunnel wird zur Hälfte in den bestehenden Rumpf integriert,
die andere Hälfte geht über diesen hinaus. Der Tunnel muß nur
noch verstärkt und strömungsgünstig abgerundet werden.
Dies erlaubt eine Installation in geeigneter Position bei Nutzung
der Zuverlässigkeits- und Platzvorteile einer Tunnelschraube.
Diese Installationsart wird von einigen der weltweit führenden
Segelboothersteller verwendet und führt meistens nur zu einem
äußerst geringen bzw. gar keinem Geschwindigkeitsverlust.
Diese Bauweise ist auch für Barkassen (z.B. Flußboote) mit
flachem Bug geeignet, um einen zu langen Tunnel und große
ovale Tunnelöffnungen im Rumpf zu vermeiden.
Installation in Segelbooten
D
Tunnel installation in sailboats
Fig. 1
GB
Min
�����☺☺☺☺☺
Pos. B
Pos. A
�����☺☺☺☺☺
Many sailboats have a racing type hull which means that it is very
flat bottomed and has a very shallow draft in the bow section. It is
thereby very difficult not to say impossible to fit a tunnel thruster the
usual way, at least as far forward in the hull as a thruster should be
(Fig. 1).
However, it is possible to install a tunnel thruster in most sailboats,
even when the hull does not directly support the fitting of a tunnel.
This is done by fitting the tunnel halfway into and halfway under-
neath the existing hull and then strengthen it and smoothening the
water flow by moulding a bulb around / underneath the tunnel.
This will allow installation in good position on the boat, maintaining
the reliability and space advantages of a tunnel thruster.
This installation is being used by some of the world’s largest sailboat
builders, and has been proven to give little to no speed loss for
normal cruising.
This can also be a good installation method for flat bottomed barges
to avoid extremely long tunnels and huge oval tunnel openings in the
hull.
10 SEP120/215T - SEP150/215T 1.0.0-2010
TunnelinstalleringTunnel installation N
Rund av tunnelendene med en radius 10% av tunneldiameter (Fig. 1a),
eller lag en skråkant 10-15% av tunneldiameter (Fig. 1c). Der dette ikke er
mulig skal tunnel kantene rundes av mest mulig.
Vi anbefaler å støpe to lag utenpå tunnelavrundingen og over et område
på 6-8cm (Fig. 1c & 1d).
Gelcoat eller lignende må påføres på områdene der det har blitt pusset
eller støpt for å gjøre glassberen vanntett.
NB ! Alle originale Side-Power tunneler er vanntette ved levering!
Så fremt man ikke ønsker en annen farge er det ikke nødvendig å påføre
Gelcoat, Topcoat og ere lag med primer for å gjøre tunnelen vanntett.
Puss tunnelen med nt slipepapir og påfør et lag primer for å få bunnstoff
til å sitte.
Side-Powertunnelen er helt vanntett uten behandling med unntak av de
områder det som er støpt fast i skroget.
Påfør Gelcoat/Topcoat/epoxy og primer på de områder som er pusset ned
eller støpt. Vann skal ikke ha direkte kontakt med glassberen i skroget
fordi dette normalt ikke er vanntett.
PS ! Det må ikke støpes der braketten til thrusteren skal stå. Pass-
formen er nøyaktig tilpasset, og en feilplassert brakett kan for-
årsake svikt i girhus.
GB
Fig. 1a
Fig. 3
Fig. 2
Fig. 1b
Fig. 1c
Fig. 1d
Fig. 1
Soften the edges with a radius of 10% of the tunnel diameter (Fig. 1a) or
make a slope with a length of 10-15% of the tunnel diameter (Fig. 1c). If
this is not possible, at least round the tunnel end as much as possible.
We advice to also cast two layers on the outside of the tunnel/hull for an
6-8cm area (Fig. 1c & 1d).
You must apply topcoat/epoxy on the areas outside where you have
grounded or moulded to again make these waterproof.
NB! All original Side-Power tunnels are fully waterproof when
they are delivered.
This means that unless you want, because of special reasons, to have an-
other colour on it, you do not have to apply topcoat or the several layers
of primer that is necessary on the boats’ hull to make it water-resistant.
Sand it very lightly and apply one layer of primer to make the antifouling
sit.
The original Side-Power tube itself is fully water-resistant without treat-
ment except in the areas where you have bonded it to the hull.
Apply topcoat/epoxy paint and primer on the areas where you have
grounded or moulded as these areas give the water access to the hull
which normally is not waterproof without these applications outside.
PS! Avoid all casting where the motor-bracket is to be placed,
as this will cause mist and possible failure of the
gearhouse.
11
SEP120/215T - SEP150/215T 1.0.0-2010
Fig. 2
1. Marker båtens og tunnelens senterlinje på tunnelen.
Girhuset må plasseres med enden merket P mot babord og enden
merket S mot styrbord (Fig. 4) for at skyveretning skal korrespondere
med merkingen på kontrollpanelene.
2. Bruk girhuspakningen for å sjekke målene (7). Thrusteren skal plas-
seres på styrbord side av senterlinjen med boltehullet i midten av
båten (Fig. 1). Alle hull må være på båtens eller tunnelens senterlinje
for å får til en presis installasjon. Dette skyldes at det er meget liten
klaring mellom tunnelveggen og propellen.
3. Tunnelen må ha en jevn overate der braketen skal festes, all støp,
evt glassber- eller epoxy-rester må pusses ned så braketten passer
jevnt på tunnelen. Ujevnheter her vil resultere i svikt i girhuset.
4. Bor senterhullet Ø 46 mm, og de to boltehullene Ø 11 mm
5. Prøv girhuset i tunnelen sammen med pakning 1m.m. Monter propell
å sjekk at den er i midten av tunnelen. Hvis propellen ikke er i midten
av tunnelen, forsøk å bruk den andre pakningen, eller begge to sam-
tidig. Hvis tunnelen ikke har en jevn overate så kan et tetningsmate-
riale brukes for å sikre mot lekkasje.
6. Før girhuset gjennom hovedhullet i tunnelen og monter braketten og
girhuset forsiktig sammen.
7. Skru sammen motorbraketten og girhuset med orginalbolter (Fig. 3).
Bolt tightening forces:
Bolts (2x) holding gearhouse to bracket:
33 Nm (24 lb/ft)
Montering av girhus og brakett
N
Fitting gearhouse and motor bracket
GB
Fig. 1
PORT STARBOARD
S
P
Fig. 4
Fig. 3
1. Mark the centreline of the tunnel and the boats centreline.
The gearleg must be tted with the P-mark facing port and S-mark
facing starboard (Fig. 4) for the thrust direction to correspond with the
control panel
2. Use the gearhouse gasket (7) to mark the centre of the holes and
double check the measurements. Place the thruster in the boats
centreline with the bolt hole as the centre (Fig. 1). It is absolutely
necessary that all holes are in-line with the tunnels’ centreline to
ensure precise installation, as the clearance between the
propellers and the tunnel is minimal to ensure best possible
performance.
3. There must be no casting where the motor bracket is to be placed,
as this will cause possible failure of the gearhouse. The motor
bracket must t steady on the tunnel, if the tunnel is not smooth,
all bumps or uneven parts must be grinded smooth.
4. Drill the centre-hole ø 46mm and then the two screw-holes ø 11mm.
5 Try the lower-unit in the tunnel (without the zinc anodes and the
lower part of the exible coupling) by using the gasket inside the
tunnel. Try on the propellers to make sure they are in the middle of
the tunnel and turn freely with the same clearing from each blade to
the tunnel. Use appropriate sealant to ensure that no leakages
occur.
6. Push the gearhouse through the main hole in the tunnel and push
the gearhouse and motor-bracket gently together.
7. Screw the lower unit and the motor-bracket together with the two
provided bolts (Fig. 3).
22
SP 75 Ti / SP 95 Ti / SP 125 Ti
2.5.1- 2007
Fig. 3
7
1. Die Mittellinie von Tunnel und Boot markieren.
SP 75 Ti / SP 95 Ti: Damit Schubrichtung und Kontrollpanel
über-einstimmen, das Getriebegehäuse so einbauen, daß der
Ver-schluß des Getriebegehäuses (der verschraubte Verschluß
hinter einem der beiden Propeller) Richtung Steuerbord zeigt
(Fig. 5).
SP 125 Ti: Fig. 6
2. Die Löcher mit der Dichtung (7) markieren. Maße überprüfen!
Den Thruster schiffssmittig plazieren (Fig. 1). Da der Abstand
zwischen Propellern und Tunnel wegen größtmöglicher
Performance minimal konstruiert ist, müssen für eine präzise
Installation alle Löcher auf der Tunnelmittellinie liegen.
3. Im Bereich der Motorhalterung darf kein Laminat auf dem
Tunnel sein, da dies zu einem Getriebeschaden führen kann.
Liegt die Motorhalterung nicht eben auf dem Tunnel auf, so
sind sämtliche Unebenheiten in diesem Bereich abzuschleifen.
4. Bohren Sie das Zentrumsloch (ø 32 mm) und dann die
beiden Schraubenlöcher (ø 9 mm).
5. Das Getriebegehäuse mit Getriebeöl EP90 durch die Öffnung
der Ölablaßschraube (4) befüllen. Kupferdichtung (3) einsetzen.
6. Das Getriebegehäuse (ohne Zinkanoden und unteren Teil der
elastischen Kupplung) unter Verwendung der Dichtung in den
Tunnel einpassen. Den Propeller auf die Achse stecken; dieser
muß sich frei bewegen lassen und jedes Propellerblatt muß
den gleichen Abstand zum Tunnel aufweisen. Ist die Tunnel-
innenseite ungleichmäßig, etwas Sikaflex o.ä. auftragen,
damit keine undichte Stelle auftritt.
PS ! Die Durchgänge für das Öl (2) von Dichtmasse freihalten.
7. Etwas Öl oder Fett auf die O-ringe der Motorhalterung geben,
da diese sonst beim Montieren beschädigt werden können.
8. Das Getriebegehäuse durch das Hauptloch im Tunnel führen
und vorsichtig mit der Motorhalterung zusammenschieben.
9. Das Getriebegehäuse und die Motorhalterung mit Hilfe der bei-
den Bolzen verschrauben (Fig. 7).
GEAROIL
EP90
3
4
12
Fig. 4
PORT STARBOARD
Bolt tightening forces:
Bolts (2x) holding gearhouse to bracket:
SP 75 Ti / SP 95 Ti: 17 Nm (12,4 lb/ft)
SP 125 Ti: 33 Nm (24 lb/ft)
Getriebe und Motorhalterung
D
Fitting gearhouse and motor bracket
GB
40,0mm
1,57"
Ø 11,00mm
7/16"
TUNNELS
CENTRELINE
BOATS
CENTRELINE
Ø 46,00mm
1,81"
Fig. 1
SP 75 Ti
SP 95 Ti
28,0mm
1,1"
Ø 9mm
0,35"
TUNNELS
CENTRELINE
BOATS
CENTRELINE
Ø 32mm
1,26"
Fig. 2
SP125Ti
PORT STARBOARD
SP
Fig. 5
SP 75 Ti
SP 95 Ti
Fig. 6
SP125Ti
Fig. 7
1. Mark the centreline of the tunnel and the boats centreline. SP75Ti
/SP95Ti: The gearhouse must be fitted with the gearhouse lid (the
screwed in lid behind one of the propellers) on the starboard side of
the boat for the thrust direction to correspond with the control panel
(Fig. 5). SP 125 Ti: Fig. 6
2. Use the gearhouse gasket (7) to mark the centre of the holes and
double check the measurements. Place the thruster in the boats
centreline with the bolt hole as the centre (Fig. 1). It is absolutely
necessary that all holes are in-line with the tunnels’ centreline to
ensure precise installation, as the clearance between the
propellers and the tunnel is minimal to ensure best possible
performance.
3. There must be no casting where the motor bracket is to be placed,
as this will cause possible failure of the gearhouse. The motor
bracket must fit steady on the tunnel, if the tunnel is not smooth,
all bumps or uneven parts must be grinded smooth.
4. Drill the centre-hole ø 32mm and then the two screw-holes ø 9mm.
5. Pre-fill the gearhouse with gear oil type EP90 through the oil drain
screw (4). Make sure to get the copper gasket (3) on again.
6. Try the lower-unit in the tunnel (without the zinc anodes and the
lower part of the flexible coupling) by using the gasket inside the
tunnel. Try on the propellers to make sure they are in the middle of
the tunnel and turn freely with the same clearing from each blade to
the tunnel. Use sealant e.g. Sikaflex to ensure that no leakages
occur.
PS! Make sure that no sealant gets in to the oil-holes (2).
7. Make sure that there is some oil or grease on the O-rings in the
motor bracket before mounting it together with the gearhouse.
8. Push the gearhouse through the main hole in the tunnel and push
the gearhouse and motor-bracket gently together.
9. Screw the lower unit and the motor-bracket together with the two
provided bolts (Fig. 7).
22
SP 75 Ti / SP 95 Ti / SP 125 Ti
2.5.1- 2007
Fig. 3
7
1. Die Mittellinie von Tunnel und Boot markieren.
SP 75 Ti / SP 95 Ti: Damit Schubrichtung und Kontrollpanel
über-einstimmen, das Getriebegehäuse so einbauen, daß der
Ver-schluß des Getriebegehäuses (der verschraubte Verschluß
hinter einem der beiden Propeller) Richtung Steuerbord zeigt
(Fig. 5).
SP 125 Ti: Fig. 6
2. Die Löcher mit der Dichtung (7) markieren. Maße überprüfen!
Den Thruster schiffssmittig plazieren (Fig. 1). Da der Abstand
zwischen Propellern und Tunnel wegen größtmöglicher
Performance minimal konstruiert ist, müssen für eine präzise
Installation alle Löcher auf der Tunnelmittellinie liegen.
3. Im Bereich der Motorhalterung darf kein Laminat auf dem
Tunnel sein, da dies zu einem Getriebeschaden führen kann.
Liegt die Motorhalterung nicht eben auf dem Tunnel auf, so
sind sämtliche Unebenheiten in diesem Bereich abzuschleifen.
4. Bohren Sie das Zentrumsloch (ø 32 mm) und dann die
beiden Schraubenlöcher (ø 9 mm).
5. Das Getriebegehäuse mit Getriebeöl EP90 durch die Öffnung
der Ölablaßschraube (4) befüllen. Kupferdichtung (3) einsetzen.
6. Das Getriebegehäuse (ohne Zinkanoden und unteren Teil der
elastischen Kupplung) unter Verwendung der Dichtung in den
Tunnel einpassen. Den Propeller auf die Achse stecken; dieser
muß sich frei bewegen lassen und jedes Propellerblatt muß
den gleichen Abstand zum Tunnel aufweisen. Ist die Tunnel-
innenseite ungleichmäßig, etwas Sikaflex o.ä. auftragen,
damit keine undichte Stelle auftritt.
PS ! Die Durchgänge für das Öl (2) von Dichtmasse freihalten.
7. Etwas Öl oder Fett auf die O-ringe der Motorhalterung geben,
da diese sonst beim Montieren beschädigt werden können.
8. Das Getriebegehäuse durch das Hauptloch im Tunnel führen
und vorsichtig mit der Motorhalterung zusammenschieben.
9. Das Getriebegehäuse und die Motorhalterung mit Hilfe der bei-
den Bolzen verschrauben (Fig. 7).
GEAROIL
EP90
3
4
12
Fig. 4
PORT STARBOARD
Bolt tightening forces:
Bolts (2x) holding gearhouse to bracket:
SP 75 Ti / SP 95 Ti: 17 Nm (12,4 lb/ft)
SP 125 Ti: 33 Nm (24 lb/ft)
Getriebe und Motorhalterung
D
Fitting gearhouse and motor bracket
GB
40,0mm
1,57"
Ø 11,00mm
7/16"
TUNNELS
CENTRELINE
BOATS
CENTRELINE
Ø 46,00mm
1,81"
Fig. 1
SP 75 Ti
SP 95 Ti
28,0mm
1,1"
Ø 9mm
0,35"
TUNNELS
CENTRELINE
BOATS
CENTRELINE
Ø 32mm
1,26"
Fig. 2
SP125Ti
PORT STARBOARD
SP
Fig. 5
SP 75 Ti
SP 95 Ti
Fig. 6
SP125Ti
Fig. 7
1. Mark the centreline of the tunnel and the boats centreline. SP75Ti
/SP95Ti: The gearhouse must be fitted with the gearhouse lid (the
screwed in lid behind one of the propellers) on the starboard side of
the boat for the thrust direction to correspond with the control panel
(Fig. 5). SP 125 Ti: Fig. 6
2. Use the gearhouse gasket (7) to mark the centre of the holes and
double check the measurements. Place the thruster in the boats
centreline with the bolt hole as the centre (Fig. 1). It is absolutely
necessary that all holes are in-line with the tunnels’ centreline to
ensure precise installation, as the clearance between the
propellers and the tunnel is minimal to ensure best possible
performance.
3. There must be no casting where the motor bracket is to be placed,
as this will cause possible failure of the gearhouse. The motor
bracket must fit steady on the tunnel, if the tunnel is not smooth,
all bumps or uneven parts must be grinded smooth.
4. Drill the centre-hole ø 32mm and then the two screw-holes ø 9mm.
5. Pre-fill the gearhouse with gear oil type EP90 through the oil drain
screw (4). Make sure to get the copper gasket (3) on again.
6. Try the lower-unit in the tunnel (without the zinc anodes and the
lower part of the flexible coupling) by using the gasket inside the
tunnel. Try on the propellers to make sure they are in the middle of
the tunnel and turn freely with the same clearing from each blade to
the tunnel. Use sealant e.g. Sikaflex to ensure that no leakages
occur.
PS! Make sure that no sealant gets in to the oil-holes (2).
7. Make sure that there is some oil or grease on the O-rings in the
motor bracket before mounting it together with the gearhouse.
8. Push the gearhouse through the main hole in the tunnel and push
the gearhouse and motor-bracket gently together.
9. Screw the lower unit and the motor-bracket together with the two
provided bolts (Fig. 7).
12 SEP120/215T - SEP150/215T 1.0.0-2010
Montering av propeller
N
1. Vri propellakselen så drivpinnen (5) står loddrett. Pinnen må stå midt i
propellakselen.
2. Vri propellen så sporet for drivpinnen er loddrett, eller i lik vinkel som
du har stilt drivpinnen. Skyv propellen inn på propellakselen. Det skal
nesten ikke være klaring mellom propellen og girhuset.
3. Sett på skiven (4) på propellakselen, deretter strammes låsemutteren
(3).
4. Plasser sinkanoden (2) i sporet sitt. Fest den med skruen til sinkan-
oden (1). Bruk loctite eller lignende for at skruen ikke skal skrus ut av
propellrotasjonen.
Delebeskrivelse:
1: Skrue til sinkanode
2: Sinkanode
3: Låsemutter til propell
4: Skive til propell
5: Drivpinne for propell
Fitting propeller(s)
GB
1. Push the propeller onto the shaft, carefully rotate the propeller
until the drive pin aligns and moves into the slot/grove in the
propeller hub. There should be almost no gap (approximately
1mm) between the propeller hub and the gear house.
2. Place the washer (4) on the propeller shaft and then tighten the
lock-nut (3) on the propeller shaft.
3. Place the zinkanode (2) in its designated position and tighten the
zincanodes holding screw (1). Apply a thread glue (Loctite or
similar) to ensure that the zincanodes holding screw does not un-
screw itself from the propellers rotation.
Parts description:
1: Screw for zincanode
2: Zincanode
3: Propeller lock nut
4: Washer
5: Drive pin for propeller
5
3
2
14
Locktite
13
SEP120/215T - SEP150/215T 1.0.0-2010
1. Fjern de 4 boltene i i motorbraketten.
2. Plasser motoren på braketten. Plasser motoren slik at releene er
tilgjengelige for tilkobling senere. Ta hensyn til at motoren er tung når
den bæres og håndteres.
3. Fest motoren til braketten med de re boltene (Fig. 1).
4. Hvis motoren monteres i en vinkel på mer enn 30ofra loddrett, trenger
den separat/ekstra støtte. Jamfør tekniske tegninger.
5. Sjekk at børstefjærene sitter korrekt på børstene (gjøres ved å se
gjennom gitteret på siden av motoren).
I visse tilfeller (ved grunne installasjoner, ske / arbeidsfartøy) anbefaler vi
å beskytte propell og girhus ved å montere et gitter foran tunnelåpningene
(Fig. 2). Det er da meget viktig å beholde strømlinjeformen, og å begrense
gitteret til et minimum. Feil installasjon kan begrense skyvekraften med
10%
NB ! Påfør bunnstoff på girhus og propell for å unngå vekst som kan virke
sterkt hemmende på thrusterens effekt. Sinkanoder, propellaksling og
tetninger skal ikke stoffes.
NB ! Thrusteren må kun kjøres i meget korte perioder når den ligger på
land.
NB ! Hvis båten fortsatt er under bygging når thrusteren blir montert må
motoren dekkes til for å unngå at støv og lignende trenger inn i girhus og
elektromotor. Dekket må fjernes før motoren tas i bruk.
Fig. 1 Fig. 2
Bolt tightening force (4x):
33 Nm (24 lb/ft)
Bolt tightening force (2x):
33 Nm (24 lb/ft)
Montering av elektromotor
N
Fitting the electromotor
GB
1. Check if the springs for the brushes sit correctly on the brushes
(see through the metal web around the top of the electromotor).
2. Remove the 4 bolts in the motor bracket.
3. Place the motor gently on the motor bracket. Be careful, the motor
is heavy! Ensure that key on axle and keyway in one-piece coupling
are aligned.
Ensure that you are placing the motor so that the cable terminals on
it are available for electric installation later.
4. Fasten the motor to the bracket with the 4 bolts and tighten them.
5. If you are installing the motor in an angle of more than 30 degrees
off a vertical position, the electromotor needs a separate/additional
support. See illustration in the measurements drawings.
6. Check the drive system by turning the propeller, it will be a little
hard to turn (because of the gear reduction and the motor), but you
should easily be able to turn it by hand.
In some cases (shallow installation or workboat/shingboat only) we recom-
mend to protect the propeller by mounting a grid in the tunnel opening (Fig.
2). It is important to keep a grid to a minimum and as streamlined for the
thruster’s waterow as possible, as it will decrease the effect of the thruster.
Do not use Circular prole steel as it will decrease thrust signicantly.
NB! Paint the gearhouse and propeller with antifouling for propellers to
prevent growth of barnacles or similar which would reduce the perform-
ance dramatically. Do not paint the propeller shaft, the zincanodes or the
end face of the gearhouse.
NB! Do not run the thruster for more than very short bursts without being
in the water.
NB! If the boat is still being built when the electromotor is installed, it
must be covered up to avoid dust from the building going into the motor
and the solenoids. This cover must be removed before the thruster is
being used.
14 SEP120/215T - SEP150/215T 1.0.0-2010
Elektrisk installasjon
N
•Forklaring til elektrisk tabell
- Kabellengder tilsvarer totallengden (A+B+C+D+E, Fig. 1).
- Min. batterikap. som kaldstartkapasitet (CCA), ikke Ampere.
- Bruk trege sikringer for å forebygge spenningsfall.
•Det er viktig å bruke kabler som er store nok, og et batteri med god
kaldstartkapasitet for å drive thrusteren. Det er spenninngen ( i volt)
som kommer frem til motoren under kjøring som bestemmer turtallet til
motoren og dermed også skyvekraften. Vær vennlig og jamfør listen
over for minimum anbefalte kabel, og batteristørrelse.
•En hovedstrømbryter som ikke medfører stor spenningsfall må in-
stalleres på thrusterens plusskabel. Det bør være mulig å skru av
strømmen til thruster uavhengig av resten av det elektriske systemet,
når man ikke er om bord, eller i et nødstilfelle. Bryteren bør plasseres
på et tilgjengelig sted, og båtens instruksmanual må ta for seg at denne
skal skrus av slik som de andre hovedbrytere.
•Det må installeres sikring på pluss strømkabelen for å beskytte mot
kortslutning av hovedstrømkablene. Sikringen bør være av høy kvalitet,
noe som vanligvis betyr at de er fysisk store, for å unngå spenningsfall
som ofte er resultatet av å bruke mindre, enklere sikringer. Sikringen
skal være en treg type som tåler amper trekket til elektromotoren i
minimum 5 min.
•Det anbefales å bruke Side-Power automatisk hovedstrømbryter
897712 (12V) eller 897724 (24V).Denne aktiveres når panel slås på,
og har også innebygget kortslutningsikring, samt en manuell nød-
stopp.Den gir også melding til panel ved evt. feil.
•Kabelendene kan må påmonteres terminaler og disse må isoleres mot
alt som ikke er riktig kontaktpunkt.
•Det er viktig att kabelsko trekkes korrekt fast på koblingsbolt. Kontra
mutter på koblingsbolt må holdes fast ved tiltrekking (Fig. 2).
ø10mm / 3/8’’på motoren dras til med 15 Nm.
Electrical installation
GB
•Explanation of electrical table
- All cable lengths are the total of A+B+C+D+E in Fig. 1.
- Battery size is stated as minimum cold crank capacity, not Ah.
- Use slow fuse rated to hold stated Amp-Draw for min. 5 minutes.
•It is important that you use a good cable size and batteries with a
high cranking capacity to feed the thruster, because it is the actual
voltage at the motor while running the thruster that decides the
output rpm of the motor and thereby the actual thrust. Please see
the list below for advised min. sizes of cables and batteries. You can
of course use larger cables for even better results.
•A main switch that can take the load without noticeable voltage
drop must be installed in the main positive lead so the power for the
thruster can be turned off independent of the rest when not on board
or in emergencies. This should be placed in an easy accessible
place and the boats instructions should inform that this should be
turned off like the boat’s other main switches.
•We also advice to install a fuse in the positive lead for protection
against short circuiting of the main cables. This fuse should be of a
adequate quality which normally means that it is physically large as
these have less voltage drop than the simple / small ones. It should
be of the slow type and sized to take the amperage draw for at least
5 minutes.
•It is highly recommended to install a Side-Power Automatic Main
Switch 897712 (12V) eller 897724 (24V). The AMS will be activated
when the panel is turned on, contains an automatic short circuit
fuse and a manual emergency stop. The AMS will also provide
feedback to the panel regarding evt. faults.
• The cable ends must be tted with terminals and these must be well
isolated against contact with anything but the proper connection
point.
•Terminals must be properly tightened. Secure/hold inner nut when
tightening (Fig. 2). Tighten ø10mm / 3/8" bolt with 15 Nm/11lb/ft.
28
SP 75 Ti / SP 95 Ti / SP 125 Ti
2.5.1- 2007
•Übersicht:
- Leitungslängen beziehen sich auf die Gesamtlänge von + und -
- Batterieangabe ist min. Kaltstartkapazität, nicht Ah.
- Sicherung: träge Ausführung; angeg. Stomverbrauch min. 5 Min.
* Kabel- und Batteriegröße, falls eine zusätzliche Batterie, mit min.
der Kaltstartkapazität (mit A angegeben), im Bug installiert ist.
•Da die am laufenden Motor anliegende Spannung die Umdre-
hungszahl und damit die Leistungskraft bestimmt, sind Kabel mit
ausreichendem Querschnitt und Batterien mit hoher Strom-
kapazität zu verwenden. Bitte die unten angegebenen Mindest-
größen für Kabelquerschnitt und Batterien berücksichtigen.
Natürlich können für noch bessere Leistung überdimensionierte
Bauteile verwendet werden.
•Auf der positiver Hauptseite muß ein Hauptschalter (*C) mon-tiert
werden, der die Leistung ohne größeren Spannungsverlust
weiterleitet. Damit kann die Spannung für den Thruster in Not-
fällen abgeschaltet werden, ohne die übrige Bordelektrik zu be-
einflussen. Dieser sollte an einer leicht zugänglichen Stelle pla-ziert
sein und die Anleitung darauf hinweisen, daß dieser wie die andere
Bordelektrik bei Nichtbetrieb abgeschaltet werden sollte.
•Zum Schutz gegen Kurzschlüsse empfehlen wir, in der positiven
Leitung eine Sicherung (*D) zu installieren. Es sollte eine
Qualitätssicherung von ausreichender Größe verwendet werden.
Die Sicherung sollte in "träger" Ausführung sein und die
angegebene Amperezahl mindestens 5 Minuten aushalten.
•Statt Sicherung und Hauptschalter kann ein Sicherungsautomat
verwendet werden, falls die gleiche Funktionalität gewährleistet ist.
•Die Leitungsenden müssen so mit Kabelschuhen versehen und
isoliert sein, daß sie nur mit dem Terminal Verbindung haben.
•Die Kabelschuhe müssen korrekt angezogen werden. Die innere
Mutter sichern (Fig. 2). Anzugsmoment max. 15 Nm / 11 lb/ft.
Das Minus-Kabel (Negativ) (*A) am A1 (-) Terminal anschließen.
Das Plus-Kabel (Positiv) (*B) am "+" Terminal anschließen
SP 75/95/125: ø10mm Bolzen. Anzugsmoment: 15 Nm / 11 lb/ft.
Elektrische Installation
D
Electrical installation
GB
Battery
12V or 24V
+
-
M
-
+
*D
*C
SP 75 Ti
SP 95 Ti
SP 125 Ti
Fig. 1 Fig. 2
50 mm2 95 mm2 120 mm2 150 mm2 N / A N / A
OOOO+ OOOO+ 2xOOO
N / A 50 mm2 70 mm2 95 mm2 120 mm2 150 mm2
OOO+ OOO+ OOOO+ 2x OOO
35 mm2 35 mm2 50 mm2 7 0 mm2 95 mm2 120 mm2
2 2 O OO+ OOO+ OOOO+
70 mm2 105 mm2 150 mm2 175 mm2 N / A N / A
OO+ OOOO 2xOOO 2xOOOO
N / A 70 mm2 95 mm2 120 mm2 150 mm2 1 80 mm2
OO+ OOO+ OOOO+ 2xOOO 2xOOOO
50 mm2 50 mm2 70 mm2 9 5 mm2 1 20 mm2 1 50 mm2
O O OO+ OOO+ OOOO+ 2x OOO
M in .Bat te r y
CCA by Din
400 CCA Din
760 C CA SA E
400 CCA Din
760 C CA SA E
450 CC A Din
855 C CA SA E
450 CCA Din
855 C CA SA E
350 CCA Din
665 C CA SA E
350 CCA Din
665 C CA SA E
350 CC A Din
665 C CA SA E
350 CCA Din
665 C CA SA E
350 CCA Din
665 C CA SA E
350 CCA Din
665 CCA SA E
24 V 340 A 400 CCA Din
760 C CA SA E
400 CCA Din
760 CCA SA E
SP 95 Ti
SP 125 Ti
12 V 680 A 750 CCA Din
1425 C CA SA E
12V
Extr.batt * 400 A
300 CCA Din
570 CCA SA E
300 CCA Din
570 C CA SA E
350 CCA Din
665 C CA SA E
350 CC A Din
665 C CA SA E
750 CC A Din
1425 C CA SA E
750 CCA Din
1425 C CA SA E
750 CCA Din
1425 C CA SA E
12V
Extr.batt * 300 A 300 CCA Din
570 CCA SA E
300 CCA Din
570 C CA SA E
350 CCA Din
665 C CA SA E
350 CC A Din
665 C CA SA E
350 CCA Din
665 C CA SA E
550 CC A Din
1045 C CA SA E
550 CCA Din
1045 C CA SA E
600 CCA Din
1140 CC A SA E
SP 75 Ti
12 V 480 A 550 CCA Din
1045 C CA S A E
24 V 240 A 300 CCA Din
570 C CA SA E
M in. Cable
dim e nsion
M in .Batte ry
CCA by Din
Min.Batte ry
CCA by DIN
M in. Cable
dim ension
Min. Cable
dim ension
M in.Batte ry
CCA by DIN
M in .Batte r y
CCA by Din
21 - 28m total +& - 28 - 35m total +& - 36 - 45m total +& -
Model Voltage Current
draw
M in. Cable
dim e n s ion
M in .Batte ry
CCA by DIN
M in. Cable
dim e nsion
M in. Cable
dim ension
Table for selection of main cable,
battery, fuse and main-switch
sizes.
up to 7m total +& - 7 - 14m total +& - 14 - 21m total +& -
•Explanation of electrical table
- All cable lengths are the total of + and - (to and from).
- Battery size is stated as minimum cold crank capacity, not Ah.
- Use slow fuse rated to hold stated Amp-Draw for min. 5 minutes.
* Cable size and main battery size when an extra bow battery with
minimum the CCA mentioned as A is installed.
•It is important that you use a good cable size and batteries with a
high cranking capacity to feed the thruster, because it is the actual
voltage at the motor while running the thruster that decides the
output rpm of the motor and thereby the actual thrust. Please see
the list below for advised min. sizes of cables and batteries. You can
of course use larger cables for even better results.
•A main switch (*C) that can take the load without noticeable voltage
drop must be installed in the main positive lead so the power for the
thruster can be turned off independent of the rest when not on board
or in emergencies. This should be placed in an easy accessible
place and the boats instructions should inform that this should be
turned off like the boat’s other main switches.
•We also advice to install a fuse (*D) in the positive lead for protection
against short circuiting of the main cables. This fuse should be of a
adequate quality which normally means that it is physically large as
these have less voltage drop than the simple / small ones. It should
be of the slow type and sized to take the amperage draw for at least
5 minutes.
•A circuit breaker can be used instead of the fuse and main power
switch as long as the functionality is the same.
•The cable ends must be fitted with terminals and these must be well
isolated against contact with anything but the proper connection
point.
•Terminals must be properly tightened. Secure/hold inner nut when
tightening (Fig. 2). Tighten with max: 15 Nm/11lb/ft.The negative/
minus cable (*A) connects to the A1 (-) terminal. The positive/plus
cable (*B) connects to the “+” terminal. SP 75/95/125: ø10mm / 3/8"
bolt. Tighten with 15 Nm/11lb/ft.
NB! Very important to check the following with mainswitch
in off position:
After all electrical connections have been completed check withan
ohm meter that there is no electrical connection between electro-
motor body and positive terminal on the motor and between the
electromotor body and the negative (A1) terminal on the motor. If
you feel unsure on how to perform this check, contact skilled
personnel for guidance.
24V 400A 50mm2
O
50mm2
O70mm2
OO+ 95mm2
OOO+ 120mm2
OOOO+
150 mm2
2xOOO
450 CCA DIN
855 CCA SAE
450 CCA DIN
855 CCA SAE
450 CCA DIN
855 CCA SAE
450 CCA DIN
855 CCA SAE
500 CCA DIN
900 CCA SAE
500 CCA DIN
900 CCA SAE
SEP120/215T
28
SP 75 Ti / SP 95 Ti / SP 125 Ti
2.5.1- 2007
•Übersicht:
- Leitungslängen beziehen sich auf die Gesamtlänge von + und -
- Batterieangabe ist min. Kaltstartkapazität, nicht Ah.
- Sicherung: träge Ausführung; angeg. Stomverbrauch min. 5 Min.
* Kabel- und Batteriegröße, falls eine zusätzliche Batterie, mit min.
der Kaltstartkapazität (mit A angegeben), im Bug installiert ist.
•Da die am laufenden Motor anliegende Spannung die Umdre-
hungszahl und damit die Leistungskraft bestimmt, sind Kabel mit
ausreichendem Querschnitt und Batterien mit hoher Strom-
kapazität zu verwenden. Bitte die unten angegebenen Mindest-
größen für Kabelquerschnitt und Batterien berücksichtigen.
Natürlich können für noch bessere Leistung überdimensionierte
Bauteile verwendet werden.
•Auf der positiver Hauptseite muß ein Hauptschalter (*C) mon-tiert
werden, der die Leistung ohne größeren Spannungsverlust
weiterleitet. Damit kann die Spannung für den Thruster in Not-
fällen abgeschaltet werden, ohne die übrige Bordelektrik zu be-
einflussen. Dieser sollte an einer leicht zugänglichen Stelle pla-ziert
sein und die Anleitung darauf hinweisen, daß dieser wie die andere
Bordelektrik bei Nichtbetrieb abgeschaltet werden sollte.
•Zum Schutz gegen Kurzschlüsse empfehlen wir, in der positiven
Leitung eine Sicherung (*D) zu installieren. Es sollte eine
Qualitätssicherung von ausreichender Größe verwendet werden.
Die Sicherung sollte in "träger" Ausführung sein und die
angegebene Amperezahl mindestens 5 Minuten aushalten.
•Statt Sicherung und Hauptschalter kann ein Sicherungsautomat
verwendet werden, falls die gleiche Funktionalität gewährleistet ist.
•Die Leitungsenden müssen so mit Kabelschuhen versehen und
isoliert sein, daß sie nur mit dem Terminal Verbindung haben.
•Die Kabelschuhe müssen korrekt angezogen werden. Die innere
Mutter sichern (Fig. 2). Anzugsmoment max. 15 Nm / 11 lb/ft.
Das Minus-Kabel (Negativ) (*A) am A1 (-) Terminal anschließen.
Das Plus-Kabel (Positiv) (*B) am "+" Terminal anschließen
SP 75/95/125: ø10mm Bolzen. Anzugsmoment: 15 Nm / 11 lb/ft.
Elektrische Installation
D
Electrical installation
GB
Battery
12V or 24V
+
-
M
-
+
*D
*C
SP 75 Ti
SP 95 Ti
SP 125 Ti
Fig. 1 Fig. 2
50 mm2 95 mm2 120 mm2 150 mm2 N / A N / A
OOOO+ OOOO+ 2xOOO
N / A 50 mm2 70 mm2 95 mm2 120 mm2 150 mm2
OOO+ OOO+ OOOO+ 2x OOO
35 mm2 35 mm2 50 mm2 7 0 mm2 95 mm2 120 mm2
2 2 O OO+ OOO+ OOOO+
70 mm2 105 mm2 150 mm2 175 mm2 N / A N / A
OO+ OOOO 2xOOO 2xOOOO
N / A 70 mm2 95 mm2 120 mm2 150 mm2 180 mm2
OO+ OOO+ OOOO+ 2xOOO 2xOOOO
50 mm2 50 mm2 70 mm2 9 5 mm2 1 20 mm2 1 50 mm2
O O OO+ OOO+ OOOO+ 2x OOO
M in .Bat te r y
CCA by Din
400 CCA Din
760 C CA SA E
400 CCA Din
760 C CA SA E
450 CC A Din
855 C CA SA E
450 CCA Din
855 C CA SA E
350 CCA Din
665 C CA SA E
350 CCA Din
665 C CA SA E
350 CC A Din
665 C CA SA E
350 CCA Din
665 C CA SA E
350 CCA Din
665 C CA SA E
350 CCA Din
665 CCA SA E
24 V 340 A 400 CCA Din
760 C CA SA E
400 CCA Din
760 CCA SA E
SP 95 Ti
SP 125 Ti
12 V 680 A 750 CCA Din
1425 C CA SA E
12V
Extr.batt * 400 A
300 CCA Din
570 CCA SA E
300 CCA Din
570 C CA SA E
350 CCA Din
665 C CA SA E
350 CC A Din
665 C CA SA E
750 CC A Din
1425 C CA SA E
750 CCA Din
1425 C CA SA E
750 CCA Din
1425 C CA SA E
12V
Extr.batt * 300 A 300 CCA Din
570 CCA SA E
300 CCA Din
570 C CA SA E
350 CCA Din
665 C CA SA E
350 CC A Din
665 C CA SA E
350 CCA Din
665 C CA SA E
550 CC A Din
1045 C CA SA E
550 CCA Din
1045 C CA SA E
600 CCA Din
1140 CC A SA E
SP 75 Ti
12 V 480 A 550 CCA Din
1045 C CA S A E
24 V 240 A 300 CCA Din
570 C CA SA E
M in. Cable
dim e nsion
M in .Batte ry
CCA by Din
Min.Batte ry
CCA by DIN
M in. Cable
dim ension
Min. Cable
dim ension
M in.Batte ry
CCA by DIN
M in .Batte r y
CCA by Din
21 - 28m total +& - 28 - 35m total +& - 36 - 45m total +& -
Model Voltage Current
draw
M in. Cable
dim e n s ion
M in .Batte ry
CCA by DIN
M in. Cable
dim e nsion
M in. Cable
dim ension
Table for selection of main cable,
battery, fuse and main-switch
sizes.
up to 7m total +& - 7 - 14m total +& - 14 - 21m total +& -
•Explanation of electrical table
- All cable lengths are the total of + and - (to and from).
- Battery size is stated as minimum cold crank capacity, not Ah.
- Use slow fuse rated to hold stated Amp-Draw for min. 5 minutes.
* Cable size and main battery size when an extra bow battery with
minimum the CCA mentioned as A is installed.
•It is important that you use a good cable size and batteries with a
high cranking capacity to feed the thruster, because it is the actual
voltage at the motor while running the thruster that decides the
output rpm of the motor and thereby the actual thrust. Please see
the list below for advised min. sizes of cables and batteries. You can
of course use larger cables for even better results.
•A main switch (*C) that can take the load without noticeable voltage
drop must be installed in the main positive lead so the power for the
thruster can be turned off independent of the rest when not on board
or in emergencies. This should be placed in an easy accessible
place and the boats instructions should inform that this should be
turned off like the boat’s other main switches.
•We also advice to install a fuse (*D) in the positive lead for protection
against short circuiting of the main cables. This fuse should be of a
adequate quality which normally means that it is physically large as
these have less voltage drop than the simple / small ones. It should
be of the slow type and sized to take the amperage draw for at least
5 minutes.
•A circuit breaker can be used instead of the fuse and main power
switch as long as the functionality is the same.
•The cable ends must be fitted with terminals and these must be well
isolated against contact with anything but the proper connection
point.
•Terminals must be properly tightened. Secure/hold inner nut when
tightening (Fig. 2). Tighten with max: 15 Nm/11lb/ft.The negative/
minus cable (*A) connects to the A1 (-) terminal. The positive/plus
cable (*B) connects to the “+” terminal. SP 75/95/125: ø10mm / 3/8"
bolt. Tighten with 15 Nm/11lb/ft.
NB! Very important to check the following with mainswitch
in off position:
After all electrical connections have been completed check withan
ohm meter that there is no electrical connection between electro-
motor body and positive terminal on the motor and between the
electromotor body and the negative (A1) terminal on the motor. If
you feel unsure on how to perform this check, contact skilled
personnel for guidance.
24V 450A 60mm2
O
70mm2
OO+ 95mm2
OOO+ 120mm2
OOOO+ 150mm2
2xOOO
180 mm2
2xOOOO
500 CCA DIN
900 CCA SAE
500 CCA DIN
900 CCA SAE
500 CCA DIN
900 CCA SAE
500 CCA DIN
900 CCA SAE
550 CCA DIN
1050 CCA SAE
550 CCA DIN
1050 CCA SAE
SEP150/215T
Battery & cable recommendations:
Fig. 1
Fig. 2
Thruster
Battery
12/24V
Manual or
automatic
Main switch
Fuse
Proportional Power Controller PPC 800
190x300x145mm (w x h x d)
Thruster motor
5m fixed multicable
Min.
100mm
Min.
100mm
Min.
200mm
<5m
The Proportional Power Controller PPC800 is a bulkhead
(wall) mounted unit and must be installed in a dry and well
ventilated compartment.The unit also requires a 200mm
minimum head clearance and a 100 mm minimum
clearance surrounding its remaining outer casing.
4X
PPC
AB C
D
E
MOTOR
NB:
The Proportional Power Controller is a bulkhead
(wall) mounted unit and must be installed in a dry and
well ventilated compartment. The unit also requires
a 200 mm minimum head clearance and a 100 mm
minimum clearance surrounding its remaining outer
casing.
S-link control cables -
See page 15
Minimum and recommended cable dimensions can be identical due to safety margins and cable heat considerations for short cable lenghts.
* Minimum or recommended cable cross section in mm2
15
SEP120/215T - SEP150/215T 1.0.0-2010
Wiring diagram
GB
NKoblingsskjema elektrisk
+12/24V -
5A
S-link on/off
switch
red
yellow
black
12/24V12/24V
Stern thruster
battery
Bow thruster
battery
Bow thruster
(SEP model)
Stern thruster
(SEP model)
-
black
+
red
B+
-
black +
red
B+ Fixed multicable 5m
Fixed multicable 5m
5A
+12/24 5A +12/24
PPC
PPC
Proportional
Power Controller
Proportional
Power Controller
PJC 212
Proportional
Joystick
Controlpanel
Station 1
Automatic Main Switch
8977 12 / 8977 24
or
Manual main switch
w/ANL fuse
Automatic Main Switch
8977 12 / 8977 24
or
Manual main switch
w/ANL fuse
S-link control system End terminator
End terminator
Proportional
Joystick
Controlpanel
Station 2
PJC 212
Observe PPC battery
terminal polarity !
S-link supply
S-link external
switch interface
(optional)
Kontrollpanel og kontrollkabler
Kontrollpanel installasjon:
• Det er mulig å installere så mange kontrollpanel som ønskelig ved å
bruke Side-Power S-link T-stykker.
Hvis trusteren skulle motta signaler fra ere paneler samtidig, så kut-
ter den dersom signalene er til ulike retninger.Ved betjening til samme
retning vil det panel med størst stikke- pådrag bestemme trusterturtall.
• Ved bruk av Side-Power originalutstyr er alle elektriske kontakter klare
til å plugges sammen.
• Hvis kjøreretningen ikke stemmer overens med forventningene må blå
og grå ledning på thruster-releet byttes om.
• Monteringsveiledning for panelet følger panelet.
• Thrusterpanelet bør monteres et sted det er lett å bruke. Siden gass og
gir ofte brukes samtidigt som thrusteren, er det ofte en god løsning å ha
muligheten å operere disse med hver sin hånd.
N
Control panel and control-leads
GB
Control panel installation:
• You can install as many panels as you wish by using optional
Side-Power S-link T-connectors
If two or more panels are operated at the same
time in opposite directions, the thruster will stop. When two or more
panels is operated in the same direction, the thruster output will be
determined by the panel giving the largest signal.
• When using original Side-Power equipment it is all “plug & go”.
• If the drive direction of the thruster is the opposite of what
expected, the blue and grey wire must be changed on the thruster
solenoid.
• The mechanical installation of the panel is described in the
manual following the panel.
• The thruster control should be placed in a position were it is easy
to use, and it is very common to use the thruster at the same
time as your gear/throttle lever so it is normally a user friendly
solution to be able to access these with one hand for each
control.
16 SEP120/215T - SEP150/215T 1.0.0-2010
Technical wiring diagram, thruster motor
GB NKoblingsskjema, trustermotor
A1
A2
D2
NTC
red
Thruster motor
D1
1
2
3
4
5
6
7
8
To PPC
B+
To PPC
M-
Multi cable to PPC
grey
blue
white
redpink
(Opt.)
8-way connector
C
C
17
SEP120/215T - SEP150/215T 1.0.0-2010
Signatur: ..................................................................................................
Dato: ........................................................................................................
Anbefalt før leverings test for installør / verft som ikke bruker andre
kvalitetskontrollsystemer!
Thrustertype: ...........................................................................................
Volt: ..........................................................................................................
Serienummer: ..........................................................................................
Leveringsdato: .........................................................................................
Korrekt kjøreretning per kontrollpanel: ....................................................
Spenning målt på thruster under kjøring: ................................................
Strømkabler: ............................................................................................
Skottet hvor thrusteren er montert er isolert fra kjølvann og har ingen
åpenbar risiko for lekkasje.
Kommentar fra installør:
Propellers is fastened correctly to the shaft.
Propellers turns freely in tunnel.
The zinc-anodes holding screw is tightened well with thread glue.
Anti-fouling have been applied to the gearhouse and propellers but
NOT on the zincanodes or the gearhouse lid where the propellers is
fastened.
The brush springs are tted correctly on the brushes in the electro-
motor (check through the grid around the top end of the motor).
Correct drive direction as per controlpanel.
All electrical connections are clean, dry and tight, and the correct
cable, fuse and main switch sizes have been used.
With a ohm meter check that there is no electrical connection
between electromotor body and positive terminal on the motor and
between the electromotor body and the negative (A1) terminal on
the motor.
The bolts holding the gearhouse and motorbracket together are
tightened correctly.
The bolts holding the electromotor to its bracket are tightened
correctly.
The 4 main cables connected to 3 terminals on PPC is placed cor-
rectly and properly xed to avoid mecanical stress on the terminals
Checklist
GB
The thruster has been installed as per the instructions in this manual and
all points in checklist above have been controlled.
Signed: ..................................................................................................
Date:.......................................................................................................
Extra pre-delivery tests by installer/yard who does not use other
quality control systems !
Thruster type: ........................................................................................
Voltage: ..................................................................................................
Serial number: .......................................................................................
Date of delivery: .....................................................................................
Correct drive direction as per control panel: ..........................................
Voltage at thruster when running: ..........................................................
Battery cable size used: ........................................................................
The compartment where the thruster is tted is isolated from general bilge
water and has no obvious or suspected risks for ooding.
Other comments by installer:
Sjekkliste
N
Propellen er festet til akselen på korrekt vis.
Propellen roterer fritt i tunnel.
Festeskruen til sinkanoden er festet med gjengelim.
Bunnstoff er påført girhus og propell, men ikke på sinkanode,
tetninger eller propellaksel.
Børstefjærene er riktig plassert mot børstene. Dette sjekkes ved å se
gjennom gitteret på siden av motoren.
Kontrollpanel gir korrekt kjøreretning på thrusteren.
Alle elektriske koblinger er rene, tørre og tette. Korrekte kabler,
sikringer og hovedstrømsbryter er brukt.
Boltene som festet braket til girhus er festet korrekt.
Boltene som festet motor til braket er festet korrekt.
De 4 hovedkablene tilkoblet 3 terminaler på PPC er korrekt plassert
samt klamret for å unngå mekanisk påkjenning av terminalene.
Thrusteren er installert i henhold til instuksene gitt i denne manualen, og
alle punkter i sjekklisten er kontrolert.
18 SEP120/215T - SEP150/215T 1.0.0-2010
Important user precautions
GB
• Forviss deg om at du kjenner plasseringen av hovedstrømsbryteren
som kutter all strøm til thrusteren, så thrusteren kan skrus av i nød-
stilfelle.
• Før berøring av noen del av thrusteren må alltid strømmen skrus av.
En tilfeldig start kan volde stor fysisk skade.
• Skru alltid av kontrollpanelet etter bruk.
• Den maksimale sammenhengende kjøretiden for en elektrisk
thruster er ca. 3 min. da vil en føler automatisk skru av motoren når
den når en viss varme. Dette må tas i betraktning når en manøver
planlegges.
• Dette betyr at ved manøvere som tar lang tid vil ikke thrusteren
kunne brukes kontinuerlig. Ved manøvere som tar lang tid kan man
bruke thrusteren i ca 10 % av tiden, avhengig av temperaturen i van-
net.
• Bruk aldri thrusteren når noen er i vannet, thrusteren vil trekke gjen-
stander til seg og kontakt med propellen vil volde alvorlig skade.
• Kjør aldri thrusteren i mer enn 1 sek. når båten er på land. Uten
motstand fra vannet vil thrusteren nå ødeleggende turtall svært fort.
• Hvis thrusterne stopper å gi skyvekraft mens motoren er i gang, er
det trolig oppstått problemer i girsystemet. Stopp umiddelbart å kjøre
motoren,og skru den av. Uten motstand fra vannet vil thrusteren nå
ødeleggende turtall svært fort.
• Når man forlater båten skal alltid hovedstrømsbryteren slås av.
• Vi anbefaler å ha motoren i gang når thrusteren kjøres. Da vil bat-
teriene vedlikeholdes, og det vil være høyere spenning til elektromo-
toren. Høyere spenning gir høyere turtall og bedre ytelse.
• Ytelsen til en baugthruster avhenger av hvilken spenning motoren
mottar under kjøring. Kapasiteten til batterier avtar etter hvert som
de blir eldre, og dermed også ytelsen til thrusteren. Ved å installere
nye batterier vil thrusteren yte maksimalt igjen.
• Kun en kontroll skal brukes av gangen, hvis to kontroller brukes mot-
satt vei vil thrusteren stoppe automatisk. Hvis to paneler opereres
samme vei vil ikke dette skje.
• Hvis thrusteren ikke fungerer tilfredsstillende må feilen lokaliseres
og rettes så snart som mulig for at ikke thrusteren skal ta ytterligere
skade. Skru av hovestrømsbryteren hvis feilen er av elektrisk art.
Viktige brukerforebehold
N
• Ensure that you know the location of the main battery switch that
disconnects the thruster from all power sources (batteries) so that
the thruster can be turned off in case of a malfunction.
• Always turn the main power switch off before touching any part of
the thruster, as an incidental start while touching moving parts can
cause serious injuries.
• Always turn the control device off when the thruster is not in use.
• The maximum continues usage time of the electrical thruster is
approximately 3 minutes. The electromotor has a built in thermal
cut-off switch that will shut off the electromotor if it is overheating
and re-engage it when it has cooled down some. This should be
considered when planning your maneuvering.
• This also means that the thruster will limit its total running time per
time period so that you can not count on the thruster to hold you
in a current and side wind for extensive time periods. Depending
on the surrounding temperatures etc. the thruster will be able to
run approximately 10 % of the time.
• Never use a thruster close to somebody in the water, as the
thruster will draw objects close by into the tunnel and contact with
the rotating propellers will cause serious injuries.
• With the boat on land, only run the thruster for a fraction of a
second, as without resistance it will accelerate very fast to a
damaging rpm. Also, while the thruster is in air, make sure that the
propellers have come to a complete stop before performing a
directions change of the thruster, as it might cause damage to the
thruster.
• If the thruster stops giving thrust while the electromotor is running,
chances are that there is a problem in the drive-system. You must
then immediately stop trying to run it, and turn it off, as running the
electromotor for more than a few seconds without resistance from
the propeller, can cause serious damage to the electromotor.
• When leaving the boat always turn off the main power switch for
the thruster.
• We advice to always keep the main engine(s) running while using a
thruster. This will keep the batteries in a good charge condition. This
will also give better performance to the thruster, as a higher voltage at
the thruster results in a higher torque (power) in the electromotor.
• Please note that the performance of a thruster strongly depends on
the voltage available at the electromotor. This voltage will decrease
by time because aging batteries have a reduction of capacity. By
installing new batteries the effect of the thruster should be back at
the original level.
• Make sure that only one control is used at the same time, if two
panels are operated in opposite directions at the same time the
thruster will not run at all. If they are operated in the same direction
the thruster will run in this direction.
• If the thruster is not performing or functioning as usual, the cause for
this must be found and corrected as soon as possible so to avoid
causing any other or further damage to the equipment. You must
also turn off the main battery switch immediately in case the
problem is of electric origin.
• Never store anything (e.g. equipment, sails, ropes etc.) in the
same compartment as the thruster. When the thruster runs for
a longer period it will get hot and will cause damage.
19
SEP120/215T - SEP150/215T 1.0.0-2010
Hvordan bruke Side-Power trustere
N
Hvordan bruke en baugtruster
1. Skru på hovedstrømmen (skru alltid av hovedstrømmen når du ikke er
om bord i båten). En Side-Power Automatic Main Switch slås på / av
når panelet slå på / av.
2. Det er fordel om baugtrusteren prøves på åpent vann den første gan-
gen.
3. Skru på kontrollpanelet ved å trykke inn begge ”on” knappene på
Side-Power panelet.
4. Kjør baugen i samme ønsket retning som du beveger joysticken.
Andre kontrollenheter som fotbrytere, eller brytere på gass hendel
kan også brukes. Disse tilkobles S-link kontrollsystem via en spesiell
interface-boks.(Se skjema i manual for interfaceboks).
5. Avhengig av hvor stor fart baugen får sideveis må trusteren stoppes
før baugen er i riktig posisjon, dette fordi baugen vil fortsette sideveis
litt etter trusteren skrues av.
Hvordan bruke en enkel hekktruster
Enkelte båter vil av plassmessige, eller andre hensyn bare installere
en hekktruster. I disse tilfeller brukes hekktrusteren på samme måte
som baugtrusteren.
Hvordan bruke hekk og baugtruster kombinert
Kombinasjonen av baug og hekktruster gir en total kontroll over
båtens bevegelser p.g.a. muligheten til å bevege hakken og baugen
uavhengig av hverandre. Båten kan skyves sidelengs og dreies rundt
sin egen akse. Se egen brukermanual for PJC betjeningspanel.
• Det er også her en fordel å prøve ut systemet på åpent vann.
How to use Side-Power thrusters
GB
How to use a bowthruster
1. Turn main power switch for the bow thruster on. (Always turn off
the main power switch when not on board.) A Side-Power Automatic
Main Switch will turn on/off when the panel is turned on/off.
2. Please take some time to exercise thruster usage in open water
to avoid damages to your boat.
3. Turn the control panel on by pushing both “ON” buttons on the
original Side-Power panel simultaneously.
4. Move the joystick in the direction you wish the bow
to move. Other controls like foot switches or toggle-switches on
the throttle can be used. These are connected to the S-link control
system by a S-link interface (Refer to schematics in interface manual
for installation)
5. Depending on the sideways speed of the bow, you must
disengage the control device shortly before the bow is in the
desired direction, as the boat will continue to move after stopping
the bow thruster.
How to use a single stern thruster
Some boats might however have installed a single stern thruster
because of space limitation in the bow. In this case the stern
thruster is used in the same way as a single bow thruster or moving
the boat’s stern.
How to use a bow and stern thruster combined
The combination of a bow and stern thruster offers total
manoeuvrability to the boat and the opportunity to move the bow
and the stern separately from each other. This enables you to
move the boat sideways in both directions and to turn the boat
around its own axis staying at the same place. Refer to the PCJ
control panel manual for detailed instructions.
• Again, if in doubt, try in open water rst!
SIDE-POWER THRUSTER SYSTEMS CONFIDENCE BY CONTROLSIDE-POWER THRUSTER SYSTEMS
User info, PJC-212 - 1/4
TECH INFO
USER INFO
PJC-212 Control panel
PJC-212
Control panel with S-link™CAN-bus connection
Product features
• ForproportionalthrustercontrolwiththenewPowerControlledDC-thrusters
• Fingertipcontrolspeedcontrolwithpurposedesignedjoysticks
• Hold-functionforeasydocking,runsthrustersatselectedpower
• Back-litLCDdisplaywithinstantfeedback
- Systemstatus
- Amountofthrust&directionofthrust
- Thrustertemperature/remainingruntime
- Batterysupplyvoltagetothrusters
- MonitoringofAutomaticMainswitch(informsifthefusehasblown
orthemanualoverrideisactivated)
• Interactivemulti-languagemenus
• CAN-Buscommunicationwiththrustersandaccessories
• Plug&playcables,waterproofandcompactconnectors
• Systemsetupvia“wizard”
• Diagnosticsviapanel/computerinterface
• Built-inaudiblealarm“buzzer”
• Connectorforexternal“buzzer”/loudaudiblealarms
S-link
MENU
Speedcontroljoystickfor
bowthuster
Speedcontroljoystickfor
sternthuster
Holdingfunctionforauto-
runningofbowandstern
thrusterstogetherinthe
directionofthearrowsat
selectedpower
Press“+”formoreand
“-”forlesspower.
Informationdisplay,see
nextpagefordetails.
Pressboth“ON”buttons
simultanouslytoactivate
controlpanel.
Presstochange
betweendayand
nightlight
Presstoaccessmenu
systemandchoose
itemsinmenus
Presstode-activate
controlpanelorcancelor
gobackinmenusystem
20 SEP120/215T - SEP150/215T 1.0.0-2010
Vedlikehold
N
» Etterstram boltene som holder girhuset sammen med braketten ved
første på-land servicen med oppgitt moment (s. 13).
» Hold propellen og girhuset fritt for algevekst ved å påføre bunnstoff før
hver sesong.
PS ! Sinkanoder, tetninger og propellaksel skal ikke påføres
bunnstoff, pass på så det ikke kommer bunnstoff i gjenge-
sporene til propellmutteren.
» Skift sinkanode før hver sesong, eller når ca. halvparten av sink-
anoden har tæret bort. Bruk Locktite eller lignende på skruen til
sinkanoden for at den ikke skal falle av. Ta i betraktning at under noen
vannforhold er det nødvendig å montere en ekstra sinkanode for å
være sikker på at de skal vare i hele perioden mellom vedlikehold. Ta
kontakt med din forhandler for informasjon om hvordan å gjøre dette.
» Som en del av det periodiske vedlikeholdet av din båt, og før hver
sesong må følgende ting sjekkes:
• Propellen sitter godt festet.
• Boltene som holder elektromotoren til braketten sitter.
• Skottet der baugpropellen er montert skal være rent, og tørt. Hvis det
er vann i skottet må lekkasjen nnes og tettes.
• Alle elektriske tilkoblingspunkter er rene, og godt festet.
• Pass på at batteriene er i god stand så det kan gi høy spenning til
trusteren. Redusert spenning vil gi redusert effekt på trusteren.
5
32
1
4
Locktite
Maintenance
GB
Electromotor
Directional solenoids
Motorbracket for holding motor and
gearhouse together on the tunnel.
Flexible coupling secures the electromo-
tor if propeller is jammed. Changeable
from inside the boat.
5-blade skew propeller for ultimate
performance.
Oil-lled gearhouse.
Changeable zincanode protects gear-
house from corrosion in seawater.
Fastening screw for zincanode
Zincanode
Propeller lock nut
Washer
Drivepin for propeller
7
4
5
6
1
3
2
4
5
1
3
2
1
7
34
6
» Retighten the bolts holding the gearhouse to the motor bracket
during the rst on-land service with the specied bolt tightening
force (see page 13).
» Keep the propeller and gearhouse clean from growth by painting
with antifouling before every season.
PS! The zinc anode, sealing and propeller shafts must absolutely
not be painted. Be careful that you don’t ll paint in the “tracks” in
the gearhouse that the propeller hub moves in.
» Change the zinc anode before every season, or when about half
the anode is gone. Always use a sealant on the screw holding the
zincanode to ensure that it does not fall off. Please observe that in
some waterconditions it can be necessary to install an extra
zincanode to ensure that it lasts for the whole period between
regular service lifts of the boat. Consult your dealer for information
on how to do this.
» As a part of the seasonal service of your boat, and before every
season, always check that:
• The propeller is securely fastened
• The bolts holding the electric motor to the motor bracket are
fastened correctly.
• The area where the thruster is installed is clean and dry. If there
are signs of water you must try to nd the source and eliminate it.
• All electrical connections are clean and fastened rmly.
• Make sure that your batteries are in a good condition so that the
thruster gets a good voltage. Old or bad batteries will give a
reduced performance from the thruster.
5
3
2
14
Locktite
5
2
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