SLEIPNER MOTOR AS SE 170 User manual

Keep this
manual onboard !
SIDE-
POWER
Thruster systems
Installation and user's manual
GB
NInstallasjons og brukermanual
Made in Norway
©Sleipner Motor AS 2007
SLEIPNER MOTOR AS
P.O. Box 519
N-1612 Fredrikstad
Norway
Tel: [phone]
Fax: [phone]
www.side-power.com
[e-mail]
SE 170/250TC
SE210/250TC

2SE 170/250 TC - SE210/250TC 1.0.0- 2008
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.
Installasjons instruksjoner
Tekniske spesikasjoner.............................................................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 glassberbåter ...........................................9
Thruster installasjon
Gearhus og motorbraket...........................................................11
Propeller ...................................................................................12
Elektromotor .............................................................................13
Elektrisk installasjon .................................................................14
Kontrollpanel og kontrollkabler .................................................15
Koblingsskjema elektrisk ..........................................................16
Koblingsskjema ........................................................................17
Sjekkpunktliste for kontroll av installasjon ................................18
Brukermanual
Viktige forbehold.......................................................................19
Hvordan operere Sidepower thrustere .....................................20
Vedlikehold og servise..............................................................21
Problemer og løsninger ............................................................22
Garantierklæring ....................................................................23
Reservedelsliste ....................................................................24
Servicesentere ...................................................................... 28
Installation instructions
Technical specications............................................................. 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
Propeller.................................................................................. 12
Electromotor ............................................................................ 13
Electrical installation ............................................................... 14
Control panel and control-leads............................................... 15
Visual wiring diagram .............................................................. 16
Technical wiring diagram ........................................................ 17
Checklist for control of the installation..................................... 18
User's manual
Important user precautions...................................................... 19
How to use Sidepower thrusters.............................................. 20
Maintenance & service ............................................................ 21
Troubleshooting....................................................................... 22
Warranty statement .............................................................. 23
Spareparts list & drawing .................................................... 24
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
SE 170/250 TC - SE210/250TC 1.0.0- 2008
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 glassber.
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.)
SE170/250TC 24V: 560 CCA DIN
SE210/250TC 24V: 700 CCA DIN
Drift tid: S2 = 3 min. Eller gjennomsnittlig 7-10% innen
en begrenset tidsperiode.
Sikkerhet: Elektronisk tidsforsinkelse forhindrer motorskade
ved rask retningsendring.
Motoren stanser automatisk ved overopphetning
(slår seg automatisk på etter nedkjøling).
Brytepinne mellom drivaksel og motor beskytter
gir hvis propell blir blokkert.
Om orginalt Side-Power panel blir brukt så vil
dette slås av automatisk etter 6 minutter etter
siste gang trøsteren ble brukt.
Integrerte microprossessor føler hele tiden på
releet, reduserer slitasje og risk for ”heng” på
relé. Trøsteren vil stoppe automatisk etter 3
minutter om det oppstår ”heng” på relé, eller
Tekniske spesikasjoner
N
Motor: Custom made reversible DC-motor.
Gearhouse: Seawater resistant bronze. Ballbearing at
propellershaft and combination of ballbearing
and slide bearing at driveshaft.
Motor bracket: Seawaterresistant aluminium,
galvanicly insulated from motor
Tunnel: Cross spun with rowing G.R.P tunnel
Steel & aluminum 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)
SE170/250TC 24V : 560 CCA DIN/1065 CCA SAE
SE210/250TC 24V : 700 CCA DIN/1330 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 specications
GB
SE 170/250 TC SE210/250TC
Thrust [lbs] 341 462
A [in] 9,84 9,84
B [in] 16,6 18,80
Cmin. [in] 9,84 9,84
D [in] 11,81 11,81
D recommended [in] 23,6 23,60
Emin. [in] 0,28 0,24
Emax. [in] 0,39 0,51
Motor output [Hp] 10,7 13,5
Voltage [V] 24 24
Weight [lbs] 97 150
Note: Emin.: wall thickness of a standard Sidepower tunnel
Emax.: maximum wall thickness when using other GRP,
steel or aluminium tunnels
SE 170/250 TC SE210/250TC
Thrust [kg] 170 210
A [mm] 250 250
B [mm] 421 478
Cmin. [mm] 250 250
D [mm] 300 300
D recommended [mm] 600 600
Emin. [mm] 7 6
Emax. [mm] 10 13
Motor output [kW] 8 10
Voltage [V] 24 24
Weight [kg] 44 68
Note: Emin.: wall thickness of a standard Sidepower 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] 6 6 7
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.

4SE 170/250 TC - SE210/250TC 1.0.0- 2008
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 som der gnister og høy varme medfører brannfare.
Elektromotoren vil produsere karbon støv fra børstene under drift slik att en lagringsplass må fysisk avskilles fra thrusteren for å unngå att 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 plasee 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.
Denne manualen er beregnet som støttemateriell for montører med erfaring / utdanning, og har derfor ikke all informasjon nødvendig for å oppnå en
korrekt installasjoner.
Installer ikke elektromotoren i nærheten av lett brennbart materiale, da motoren oppnår temperaturer over 100oC ved før den stopper automatisk.
Området intill thrusteren må ikke benyttes som lagringsplass da motoren vil bli varm samt att dette vil medføre en fare for att elektriske koblinger blir
løse eller kortslutter
I de tilfeller båter skal godkjennes eller klassiseres 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 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 Sidepower 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 Sidepower is limited, the Sidepower can be installed horizontally or at any angle in between.
- If the electro motor is positioned more than 30o 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.
 This manual is intended to support educated/experienced staff and is therefore not sufcient 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 classied according to international or special national rules, the installer is responsible for following the demands
in accordance with these regulations / classication rules. The instructions in this guide can not be guaranteed to comply with all
different regulations/classication 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 or panel will render all warranty given by Sleipner Motor AS void.

5
SE 170/250 TC - SE210/250TC 1.0.0- 2008
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 å 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
efciency 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.

6SE 170/250 TC - SE210/250TC 1.0.0- 2008
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 Sidepower thrustere kaviterer ikke på arbeids-has-
tighet, så kavitasjon og støy som oppstår som følge av kavitasjon,
skapes av tunnel installasjonen.
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 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).
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
SE 170/250 TC - SE210/250TC 1.0.0- 2008
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 å 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 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 å 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 20.
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 deector / 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 deector 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.
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.

8SE 170/250 TC - SE210/250TC 1.0.0- 2008
Tunnel installasjon 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
difcult 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
SE 170/250 TC - SE210/250TC 1.0.0- 2008
Tunnel installering
N
Sleipner Motor anbefaler at innstøping av glassbertunnelen utføres
av kyndig personell. Denne instruksjons manualen gir ikke detaljerte
opplysninger om glassberstøpning. 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 m.m.
vannrett hull, på begge sider (Fig. 1).
Bøy til og tilpass en 5 m.m. 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 glassberen 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 20, Fig. 2). Kapp tunnelen i ønsket størrelse. Slip lett med slipepa-
pir, og vask med aceton der hvor det skal støpes med glassber.
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 Glassbermatte, og polyester. Ved bruk av alternative materialer, glass-
ber matter eller rovingtyper (Se s. 20, Fig. 1). Hvis tunnelåpningene
avrundes til den optimale 10% radius må ofte legge ekstra lag med polyes-
ter glassbermatte 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/glassber 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 deector/spoiler, leave a part or the tunnel of the front- and
underside of the tunnel to have a base for this (see page 20, 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 20, 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.

10 SE 170/250 TC - SE210/250TC 1.0.0- 2008
Tunnel installering
Tunnel 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 tunnellavrundingen 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 glassberen vanntett.
NB ! Alle originale Sidepower tunneler er vanntette ved levering!
Så fremt man ikke ønsker en annen farge er det ikke nødvendig å påføre
Gelkoat, Topkoat 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.
Sidepowertunnelen 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 glassberen i skroget
fordi dette normalt ikke er vanntett.
PS ! Det må ikke støpes der brakketen til thrusteren skal stå. Pass-
formen er nøyaktig tilpasset, og en feilplassert braket kan forår-
sake 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 Sidepower 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 Sidepower tube itself is fully water-resistant without treatment
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 mist and possible failure of the
gearhouse.

11
SE 170/250 TC - SE210/250TC 1.0.0- 2008
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 overate der braketen skal festes, all støp,
evt glassber eller epoxy rester må pusses ned så braketen 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 endre pakningen, eller begge to sam-
tidig. Hvis tunnelen ikke har en jevn overate 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
EP 90
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
EP 90
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 SE 170/250 TC - SE210/250TC 1.0.0- 2008
Montering av propeller
N
1. Vri propellakselen så drivpinnen (5) står loddrett. Pinnen må stå midt i
propellakselen.
2. Vri propellen så sporet for driv pinnen 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 locktight eller lignende for at skruen ikke skal skrus ut
av propellrotasjonen.
5. Monter propell merket LH på babord side og propellen merket RH
på styrbord side. Sjekk at propellene roterer fritt og at de er sentrert i
tunellen
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 (Locktite or
similar) to ensure that the zincanodes holding screw does not un-
screw itself from the propellers rotation.
4. Fit the propellers to the shafts with the LH marked propeller on
the port side and the RH marked propeller on the starboard
side. Turn them to again make sure they move freely and as
much in the centre of the tunnel as you have managed.
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
SE 170/250 TC - SE210/250TC 1.0.0- 2008
1. Fjern de 4 boltene i i motorbraketten.
2. Plasser motoren på braketten. Plasser motoren slik at de 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. SE170: Hvis motoren monteres i en vinkel på mer enn 30ofra loddrett,
trenger den separat/ekstra støtte. Jamfør tekniske tegninger.
SE210: Monter motorstøtten som beskrevet i instruksjonene over.
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 fartøy)
anbefaler vi å beskytte propell og girhus ved å montere et gitter foran
tunnelåpningene (Fig. 2). Det er da meget viktig å beholde strømlinjefor-
men, 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. 2
Montering av elektromotor
N
Fitting the electromotor
GB
1. Remove the 4 bolts in the motor bracket.
2. Turn the driveshaft in the gearhouse and the motorshaft so that the
key/keyway are aligned
3. Place the motor gently on the motor bracket. Be careful, the motor
is heavy!
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. SE170: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.
SE210: Install motor support according to instructions on top of page
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 waterow as possible, as it will decrease the effect of the thruster.
Do not use Circular prole steel as it will decrease thrust signicantly.
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
SP 155 TCi / SP 200 TCi / SP 240 TCi / SP 285 TCi 2.5 - 2006
Einbau des Elektromotors
D
1. Die 4 Bolzen in der Motorhalterung enfernen.
2. Die Antriebsachse im Getriebegehäuse und die Motorachse so
drehen, daß die elastische Kupplung dazwischen paßt.
3. Den Motor vorsichtig auf die Motorhalterung aufsetzen. Der
Motor ist sehr schwer!
4. Mit den 4 Bolzen Motor und Motorhalterung lose verschrauben.
5. Abmessen und die beiliegende Motorabstützung so anbringen,
daß der Motor anliegt. Die Abstützung muß gut am Boot be-
festigt werden. Die beiliegende Gummiplatte vor dem fest-
ziehen zwischen Motor und Abstützung bringen.
6. Mit den 4 Bolzen Motor und -halterung miteinander verschrauben.
7. Die Befestigungsschraube im unteren Teil der elastischen
Kupplung festziehen.
8. Überprüfen, ob sich die Propeller frei im Tunnel drehen lassen.
Aufgrund der Getriebeübersetzung und des Motors sollte das
Systemdies etwas schwergängig sein.
In manchen Fällen, z.B. bei flachem Rumpf oder im gerwerblichen
Einsatz (z.B. Fischfang) empfehlen wir, den Propeller durch ein
Gitter vor der Tunnelöffnung zu schützen (Fig. 3). Dieses sollte auf
ein Minimum beschränkt und so stromlinienförmig wie möglich sein,
da ansonsten die Leistung des Thrusters reduziert wird.
NB ! Wir empfehlen, auf das Getriebegehäuse Anti-Fouling
aufzutragen. Nicht auf die Propellerachse, Zinkanoden oder
den Verschluß des Getriebegehäuses auftragen.
NB ! Den Thruster nur für den Bruchteil einer Sekunde betätigen
wenn dieser nicht im Wasser ist.
NB ! Wird der Elektromotor eingebaut, falls das Boot noch in Bau
ist, so muß dieser abgedeckt werden, um eine Verschmutzung
von Relais und Motor zu verhindern. Diese Abdeckung muß
vor Benutzung des Thrusters entfernt werden.
1. Remove the 4 bolts in the motorbracket.
2. Turn the driveshaft in the gearhouse and the motorshaft so the
key in the shaft and the keyway in the flexible coupling are in-line.
3. Place the motor gently onto the driveshaft and the motor
bracket. Be careful, the motor is very heavy!
4. Fasten the motor loosely to the bracket with the provided bolts.
5. Measure up and fit the provided motor support so that the
motor sits tightly in it. The support must be sturdily fastened to
the boat. Make sure to put the provided rubber between the
support and the motor before tightening the strap.
6. Tighten the 4 bolts holding the motor to the motorbracket.
7. Tighten the set-screw in the lower part of the flexible coupling.
8. Check the system by turning the propeller, it will be a little hard
to turn (because of the gear reduction and the motor), but you
should be able to turn it by hand.
In some cases (shallow installation or workboat / fishingboat only) we
recommend to protect the propeller by mounting a grid in the tunnel
opening (Fig. 3). It is important to keep a grid to a minimum and as
streamlined for the thrusters waterflow as possible, as it will
decrease the effect of the thruster.
NB ! Paint the gearhouse and propeller with antifouling for pro-
pellers to prevent growth of barnacles or similar which would
reduce the performance dramatically. Do not paint the pro-
peller shaft, the zincanodes or the end face of the gearhouse.
NB! Do not run the thruster for more than very short bursts with-
out 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.
Fitting the electromotor
GB
Fig. 3
Fig. 1
Ke
y
in driveshaf
t
Driveshaft from
gearhouse
Keyway in
flexible-
coupling
Flexible-coupling
Set screw
Fig. 2
SP 200 TCi
SP 240 TCi
SP 285 TCi
SP 200 TCi
SP 240 TCi
SP 285 TCi
For safety the motor of the Sidepower SP200TCi / SP240TCi / SP285TCi must
be fastened in all installation positions with the included motor-support.
1. Fit the motor to the already fitted motorbracket on the tunnel.
2. Fasten the support to a bulkhead / the boat in a correct position to support the
motor firmly. The support can be fastened anywere on the motor as long as it
does not interfer with the cables, but we do advice to fit it on the top as shown
in these drawings.
3. Be sure to use the included rubber strip between the support and the motor.
88mm
212mm
88mm
Fig. 1
Bolt tightening force (4x):
33 Nm (24 lb/ft)
Bolt tightening force (2x):
33 Nm (24 lb/ft)
14
SP 155 TCi / SP 200 TCi / SP 240 TCi / SP 285 TCi 2.5 - 2006
Einbau des Elektromotors
D
1. Die 4 Bolzen in der Motorhalterung enfernen.
2. Die Antriebsachse im Getriebegehäuse und die Motorachse so
drehen, daß die elastische Kupplung dazwischen paßt.
3. Den Motor vorsichtig auf die Motorhalterung aufsetzen. Der
Motor ist sehr schwer!
4. Mit den 4 Bolzen Motor und Motorhalterung lose verschrauben.
5. Abmessen und die beiliegende Motorabstützung so anbringen,
daß der Motor anliegt. Die Abstützung muß gut am Boot be-
festigt werden. Die beiliegende Gummiplatte vor dem fest-
ziehen zwischen Motor und Abstützung bringen.
6. Mit den 4 Bolzen Motor und -halterung miteinander verschrauben.
7. Die Befestigungsschraube im unteren Teil der elastischen
Kupplung festziehen.
8. Überprüfen, ob sich die Propeller frei im Tunnel drehen lassen.
Aufgrund der Getriebeübersetzung und des Motors sollte das
Systemdies etwas schwergängig sein.
In manchen Fällen, z.B. bei flachem Rumpf oder im gerwerblichen
Einsatz (z.B. Fischfang) empfehlen wir, den Propeller durch ein
Gitter vor der Tunnelöffnung zu schützen (Fig. 3). Dieses sollte auf
ein Minimum beschränkt und so stromlinienförmig wie möglich sein,
da ansonsten die Leistung des Thrusters reduziert wird.
NB ! Wir empfehlen, auf das Getriebegehäuse Anti-Fouling
aufzutragen. Nicht auf die Propellerachse, Zinkanoden oder
den Verschluß des Getriebegehäuses auftragen.
NB ! Den Thruster nur für den Bruchteil einer Sekunde betätigen
wenn dieser nicht im Wasser ist.
NB ! Wird der Elektromotor eingebaut, falls das Boot noch in Bau
ist, so muß dieser abgedeckt werden, um eine Verschmutzung
von Relais und Motor zu verhindern. Diese Abdeckung muß
vor Benutzung des Thrusters entfernt werden.
1. Remove the 4 bolts in the motorbracket.
2. Turn the driveshaft in the gearhouse and the motorshaft so the
key in the shaft and the keyway in the flexible coupling are in-line.
3. Place the motor gently onto the driveshaft and the motor
bracket. Be careful, the motor is very heavy!
4. Fasten the motor loosely to the bracket with the provided bolts.
5. Measure up and fit the provided motor support so that the
motor sits tightly in it. The support must be sturdily fastened to
the boat. Make sure to put the provided rubber between the
support and the motor before tightening the strap.
6. Tighten the 4 bolts holding the motor to the motorbracket.
7. Tighten the set-screw in the lower part of the flexible coupling.
8. Check the system by turning the propeller, it will be a little hard
to turn (because of the gear reduction and the motor), but you
should be able to turn it by hand.
In some cases (shallow installation or workboat / fishingboat only) we
recommend to protect the propeller by mounting a grid in the tunnel
opening (Fig. 3). It is important to keep a grid to a minimum and as
streamlined for the thrusters waterflow as possible, as it will
decrease the effect of the thruster.
NB ! Paint the gearhouse and propeller with antifouling for pro-
pellers to prevent growth of barnacles or similar which would
reduce the performance dramatically. Do not paint the pro-
peller shaft, the zincanodes or the end face of the gearhouse.
NB! Do not run the thruster for more than very short bursts with-
out 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.
Fitting the electromotor
GB
Fig. 3
Fig. 1
Ke
y
in driveshaf
t
Driveshaft from
gearhouse
Keyway in
flexible-
coupling
Flexible-coupling
Set screw
Fig. 2
SP 200 TCi
SP 240 TCi
SP 285 TCi
SP 200 TCi
SP 240 TCi
SP 285 TCi
For safety the motor of the Sidepower SP200TCi / SP240TCi / SP285TCi must
be fastened in all installation positions with the included motor-support.
1. Fit the motor to the already fitted motorbracket on the tunnel.
2. Fasten the support to a bulkhead / the boat in a correct position to support the
motor firmly. The support can be fastened anywere on the motor as long as it
does not interfer with the cables, but we do advice to fit it on the top as shown
in these drawings.
3. Be sure to use the included rubber strip between the support and the motor.
88mm
212mm
88mm
For safety, the motor of the SE210/250TC MUST be fastened with
the included motor support - This applies for all installation posi-
tions!

14 SE 170/250 TC - SE210/250TC 1.0.0- 2008
Elektrisk installasjon
N
•Forklaring til elektrisk tabell
- Kabellengder tilsvarer + kabelen, og - kabelen (Frem og tilbake).
- 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 ka-
ldstartkapasitet for å drive thrusteren. Det er Volten 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 (*C) som ikke medfører stor spenningsfall må
installeres 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.
•En kretsbryter kan erstatte sikringen og hovedstrømbryteren hvis den
har de samme funksjonene.
•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).
Minus kabelen (*A) tilkobles A1 (-) terminalen.
Pluss kabelen (*B) tilkobles "+" terminalen.
SE 170: ø10mm / 3/8’’på motoren dra til med 15 Nm.
Electrical installation
GB
Battery
12V or 24V
+
-
M
-
+
*D
*C
Fig. 1 Fig. 2
•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 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 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. SE170: 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 with an
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.
15
SP 155 TCi / SP 200 TCi / SP 240 TCi / SP 285 TCi 2.5 - 2006
•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.
•Ein Sicherungsautomat kann statt Sicherung und Hauptschalter
verwendet werden, wenn die gleiche Funktionalität gewähr-leistet 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
Bolzen: ø8mm / Anzugsmoment 15 Nm / 11 lb/ft.
Elektrische Installation
D
NB! Very important to check the following with mainswitch in off position:
After all electrical connections has been completed check with a ohm
meter 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. If you feel unsure on how
to perform this check, contact skilled personell for guidance.
•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 above for
adviced 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 noticable voltage drop
must be installed in the main positive lead so the power for the thruster
can be turned off independent of the rest of the electrical system in the
boat when not on board or in emergencies. This should be placed in an
easily accessible place and the boats instructions should include
information that this should be turned off like the other main switches of
the boat.
•We also advice to install a fuse (*D) in the positive lead for protection
agains 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 atleast 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 / 11 lb/ft.
The negative / minus cable (*A) connects to the A1 (-) terminal.
The positive / plus cable (*B) connects to the "+" terminal.
Bolts: ø10mm / 3/8". Tighten with 15 Nm / 11 lb/ft.
Electrical installation
GB
D2
D1
Lead ends
must be
isolated
A1
A2
+ LEAD
- LEAD
+
-
Voltage Amp.
Draw
Min.
Cable
size
Min.
Battery
cold
crank
Min.
Cable
size
Min.
Battery
cold
crank
Min.
Cable
size
Min.
Battery
cold
crank
Min.
Cable
size
Min.
Battery
cold
crank
Min.
Cable
size
Min.
Battery
cold
crank
Min.
Cable
size
Min.
Battery
cold
crank
Direct to battery
bank 24 V 50 mm2
O
500CCA DIN
950CCA SAE
70 mm2
OO+
500CCA DIN
950CCA SAE
70 mm2
OO+
550CCA DIN
1045 CCA SAE
90 mm2
OOO+
600CCA DIN
1140 CCA SAE
100 mm2
OOOO
600 CCA DIN
1140 CCA SAE
120 mm2
OOOO+
600 CCA DIN
1140 CCA SAE
Bow battery min.
250A 24V crank
ca
p
acit
y *
24 V N / A N / A N / A 50 mm2
O
250CCA DIN
475 CCA SAE
70 mm2
OO+
300 CCA DIN
570 CCA SAE
70 mm2
OO+
300 CCA DIN
570 CCA SAE
Direct to battery
bank 24 V 70 mm2
OO+
700CCA DIN
1330 CCA SAE
90 mm2
OOO+
700CCA DIN
1330 CCA SAE
140 mm2
2 x OO+
750CCA DIN
1425 CCA SAE Extra bat. Extra bat. Extra bat.
Bow battery min.
350A 24V crank
ca
p
acit
y *
24 V N / A 70 mm2
OO+
300CCA DIN
570CCA SAE
70 mm2
OO+
300CCA DIN
570CCA SAE
90 mm2
OOO+
350CCA DIN
665 CCA SAE
90 mm2
OOO+
400 CCA DIN
760 CCA SAE
120 mm2
OOOO+
400 CCA DIN
760 CCA SAE
Battery bank 1
(i.e. Starter
batteries
)
24 V 50 mm2
O
400CCA DIN
760CCA SAE
70 mm2
OO+
400CCA DIN
760CCA SAE
90 mm2
OOO+
400CCA DIN
760CCA SAE
90 mm2
OOO+
450CCA DIN
855 CCA SAE
103 mm2
OOOO
450 CCA DIN
855 CCA SAE
140 mm2
2xOO
450 CCA DIN
855 CCA SAE
Feed cables
betw.banks/extra
bank ca
p
.
24 V 50 mm2
O
400CCA DIN
760CCA SAE
70 mm2
OO+
400CCA DIN
760CCA SAE
SP 155 TCi
SP 200 TCi
SP 240 TCi
SP 285 TCi
Table for selection of main cable, battery,
fuse and main-switch sizes.
400A
to
430A
(48V)
610A
to
670A
480A
to
540A
up to 7m
total+ and -
over 35m
total + and -
21 - 28m
total + and -
28 - 35m
total + and -
7 - 14m
total + and -
14 - 21m
total + and -
Fig. 2Fig. 1
SE170/250TC
SE250/250TC

15
SE 170/250 TC - SE210/250TC 1.0.0- 2008
Kontrollpanel og kontrollkabler
Kontrollpanel installasjon:
• Alle standard ”Sidepower” panel for 1999 modeller og senere kan
brukes i enhver kombinasjon med hverandre.
• Alle releders, toveis kontrollbrytere kan også brukes hvis de er utstyrt
med en ”av og på” bryter for som bryter strømmen til bryteren.
• Det er mulig å installere så mange kontrollpanel som ønskelig ved å
bruke ”Sidepower” Y-stykker.
• Hvis thrusteren skulle motta ere forskjellige signaler samtidig så kutter
den til den mottar kun et signal fra et kontrollpanel.
• Ved bruk av Sidepower originalutstyr er alle elektriske kontakter klare til
å plugges i sammen.
• Hvis kjøreretningen ikke stemmer overens med forventningene må blå
og grå ledning på Thruster-releet byttes om. For å få til dette må den
elektroniske kontrollboksen snus 180oi braketten.
• Alle paneler må ha et fjær oppheng som gjør at de automatisk hopper
til nøytral posisjon etter bruk.
• 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.
Pinne kongurasjon for releder AMP kontakt:
Pinne 1: Svart = Jord
Pinne 2: Blå = Aktiverer thruster rele Styrbord
Pinne 3: Grå = Aktiverer thruster rele Babord
Pinne 4: Rød = Pluss til kontrolpanel
N
Control panel and control-leads
GB
1 2
34
21
34
Pin 4Pin 3Pin 2
Pin 4Pin 3Pin 2
M
12 or 24V
SLEIPNER
SI D E PO W E R
THRUSTER
OFFON ON
SLEIPNER
SI D E PO W E R
THRUSTER
OFFON ON
Control panel installation:
• All standard Sidepower control panels of 1999 models and later
can be used in any combination as well as any two way
switching device when installed with an ON/OFF switch that
breaks control power to this switch.
• You can install as many panels as you wish by using optional
Y-connectors. If two or more panels are operated at the same
time in opposite directions, the electronic control box will stop the
thruster until it only receives a signal to go in one direction.
• When using original Sidepower 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. You must turn the electronic control box 180o around in
its clip to do this.
• All controls must have spring load for automatic return to neutral
position.
• 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.
Pin conguration of 4 pole AMP contact:
Pin1: BLACK = Ground
Pin2: BLUE = Engages thruster SB solenoid
Pin3: GREY = Engages thruster Port solenoid
Pin4: RED = Positive voltage for control panel

16 SE 170/250 TC - SE210/250TC 1.0.0- 2008
32
SP 75 Ti / SP 95 Ti / SP 125 Ti 2.5.1- 2007
Schaltplan - Übersicht
"Visual" wiring diagram
GB
DSchema di connessione visivo I
Schéma visuel de branchement
F
Visualinen kytkentäkaava
FI
Koblingsskjema elektrisk
N
A2A1
Fuse
9681245
red
grey
blue
black
grey
blue
brown
red
6 1232i
Electronic
control box
Thermal
switch
Battery
12V
or
24V
Battery
main
switch
M
4 3 2 1
3
red
red
black
7
white
NB! Make sure to not use
any electronic interface
box (delay box) older than
the 6 1232i (ex. 6 122x)
on SP75Ti, SP95Ti, and
SP125Ti.
"Visual" wiring diagram
GB NKoblingsskjema elektrisk
NB! Make sure to not use
any electronic interface
box (delay box) older than
the 6 1232i (ex. 6 122x)

17
SE 170/250 TC - SE210/250TC 1.0.0- 2008
33
SP 75 Ti / SP 95 Ti / SP 125 Ti 2.5.1 - 2007
Schaltplan
D
Technical wiring diagram
GB
Schema di connessione tecnico
I
Schéma technique de branchement
F
Tekninen kytkentäkaava
FI
Koblingsskjema
N
M
Thermal
switch
Electronic
interface box
6 1232i
A2 A1
4 pin
AMP
connector
On
Motor
4 2 1 3
Fuse Battery
main
switch
1
5
4
2
6
8
9red (+)
grey
(sig +)
blue
(sig +)
black (-)
red
grey
(sig -)
blue
(sig -)
brown
3red
Fused
inside
1A
black
7
white
NB! Make sure to not use
any electronic interface
box (delay box) older than
the 6 1232i (ex. 6 122x)
on SP75Ti, SP95Ti, and
SP125Ti.
Technical wiring diagram
GB NKoblingsskjema
NB! Make sure to not use
any electronic interface
box (delay box) older than
the 6 1232i (ex. 6 122x)

18 SE 170/250 TC - SE210/250TC 1.0.0- 2008
Signatur: ............................................... Dato: ................................
Anbefalt før leverings test for installør / verft som ikke bruker andre
kvalitetskontroll systemer!
Thrustertype: ................................................ Volt: .............................
Serienummer: .....................................................................................
Leveringsdato: ....................................................................................
Korrekt kjørerettning 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:
 Propeller is fastened correctly to the shaft.
 Propeller turns freely in tunnel.
 Lower-unit is lled with gearoil.
 Oil-drain screw is tightened and the copper seal is present.
 The zinc-anode holding screw is tightened well with thread glue.
 Anti-fouling have been applied to the gearhouse and propeller but
NOT on the zincanode or the gearhouse lid where the propeller is
fastened.
 Oil tank is tted above the waterline as required and lled with gearoil.
 The brush springs are tted correctly on the brushes in the electromo-
tor (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 tight-
ened correctly.
 The bolts holding the electromotor to its bracket are tightened cor-
rectly.
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.
Under vannshuset er fyllt med olje.
Det er tett ved tappeskruen, og kobbertettningen er på plass
Festeskruen til sinkanoden er festet med gjengelim.
Bunnstoff er påført girhus og propell, men ikke på sinkanode, tetnin-
ger eller propelaksel.
Oljetanken er montert over vannlinja, i henhold med instruksjonene
gitt i denne manualen.
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.
Thrusteren er installert i henhold til instuksene gitt i denne manualen, og
alle punkter i sjekklisten er kontrolert.

19
SE 170/250 TC - SE210/250TC 1.0.0- 2008
Important user precautions
GB
• Forviss deg om at du kjenner plasseringen av hovedstrømsbryteren
til baugthrusteren, som kutter all strøm til thrusteren, så thrusteren
kan skrus av i nødstilfelle.
• 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 hele kontinuerlig. Ved manøvere som tar lang tid kan
man bruke thrusteren i ca 10 % av tiden, avhengig av tempraturen i
vannet.
• 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 ødelegende 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
ødelegende 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-
terien 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.

20 SE 170/250 TC - SE210/250TC 1.0.0- 2008
Hvordan bruke Sidepower thruster
N
Hvordan bruke en baugthruster
1. Skru på hovedstrømmen (skru alltid av hovedstrømmen når du ikke er
om bord i båten).
2. Det er fordel om de prøver baugthrusteren på åpent vann den første
gangen.
3. Skru på kontrollpanelet ved å trykke inn begge ”on” knappene på
Sidepower panelet. Hvis annet en originalt panel brukes må dette
skrus på.
4. Snu baugen i ønsket retning ved å trykke rød knapp for babord, og
grønn knapp for styrbord. Hvis du har joystickpanel så må stikka
dyttes i den retning baugen skal vendes.
Andre kontrollenheter som fotbrytere, eller brytere på gass hendel kan
også brukes. Disse er vanligvis logisk installert og lette og operere.
Ved tvil lønner det seg og prøve på åpent vann først.
5. Avhengig av hvor stor fart baugen får sideveis må thrusteren stoppes
før baugen er i riktig posisjon, dette fordi baugen vil fortsette sideveis
litt etter thrusteren skruses av.
Hvordan bruke en enkel hekkthruster
Enkelte båter vil av plassmessige, eller andre hensyn bare installere
en hekkthruster. I disse tilfeller brukes hekkthrusteren på samme
måte som baugthrusteren.
Hvordan bruke hekk og baugthruster kombinert
Kombinasjonen av baug og hekkthruster 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.
• Det er også her fordel å prøve ut systemet på åpent vann.
Turn boat to port
Turn boat to starboardTo turn panel OFF
To turn panel ON
Bow+Stern
Thruster
How to use Sidepower thrusters
GB
How to use a bowthruster
1. Turn main power switch for the bowthruster on. (Always turn off
the main power switch when not onboard.)
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 Sidepower panel simultaneously. If another type of control
is installed, engage the On/Off switch for the bowthruster.
4. Turn the bow in the desired direction by pushing the red button for
port movement or the green button for starboard movement. If you
have a joystick control, move it in the direction you wish the bow
to move. Other controls like footswitches or toggle-switches on
the throttle can be used. These are normally logically installed,
so by engaging the port control, the bow goes port etc. In case of
any doubts, try in open waters rst.
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 bowthruster.
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 (see
above) for 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.
• Again, if in doubt, try in open water rst!