Sleipner motor as Side-power sep 240 tc User manual

Keep this

manual onboard !

Installation and user's manual

NInstallasjons og brukermanual

Made in Norway

©Sleipner Motor AS 2016

SLEIPNER MOTOR AS

P.O. Box 519

N-1612 Fredrikstad

Norway

Tel: +47 69 30 00 60

Fax: +47 69 30 00 70

www.side-power.com

sidepower@sleipner.no

SEP 240/300 TC

SIDE-POWER

Thruster Systems

2SEP 240/300 TC 1.0.3 - 2017

Innhold

SAMSVARS ERKLÆRING

Sleipner Motor AS

Postboks 519

N-1612 Fredrikstad, Norge

Erklærer at dette produktet med tilhørende

standard kontrollsystemer er i samsvar med

helse, og sikkerhetskravene i henhold til Direk-

tiv 89/336/EEC FRA 23 Mai 89, korrigert av

92/31/EEC og 93/68/EEC.

Installasjonsinstruksjoner

Tekniske 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

Thrusterinstallasjon

Gearhus og motorbraket...........................................................11

Propeller ...................................................................................12

Elektromotor .............................................................................13

Elektrisk installasjon .................................................................14

Kontrollpanel og kontrollkabler .................................................15

Koblingsskjema elektrisk ..........................................................15

Koblingsskjema ........................................................................16

Sjekkpunktliste for kontroll av installasjon ................................17

Brukermanual

Viktige forbehold.......................................................................18

Hvordan operere Sidepower thrustere .....................................19

Vedlikehold og servise..............................................................20

Problemer og løsninger ............................................................21

Garantierklæring ....................................................................22

Reservedelsliste ....................................................................23

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

Fitting propellers...................................................................... 12

Electromotor ............................................................................ 13

Electrical installation ............................................................... 14

Control panel and control-leads............................................... 15

Visual wiring diagram .............................................................. 15

Technical wiring diagram ........................................................ 16

Checklist for control of the installation..................................... 17

User's manual

Important user precautions...................................................... 18

How to use Sidepower thrusters.............................................. 19

Maintenance & service ............................................................ 20

Troubleshooting....................................................................... 21

Warranty statement .............................................................. 22

Spareparts list & drawing .................................................... 23

Service centres ..................................................................... 28

Contents

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.

SEP 240/300 TC 1.0.3 - 2017

Motor: Spesialutviklet reversibel DC-motor.

Girhus: Sjøvannsbestandig bronsje. Kulelagre på propel-

laksel. 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 skew "Q"-propell i kompositmateriale.

Batterier: Minimum anbefalt batteri størrelse.

(Kaldstart kapasitet etter DIN/SAE std.)

SEP240/300TC 24V:

700 CCA DIN/1330 CCA SAE

Drift tid: Opp til kontinuerlig drift avhengig av belastning.

Gjenværende kjøretid vises på kontrollpanelet.

Sikkerhet: Elektronisk tidsforsinkelse forhindrer motorskade

ved rask retningsendring.

Motoren stanser automatisk ved overopphetning

(slår seg automatisk på etter nedkjøling).

Fleksibel kobling mellom drivaksel og motor

beskytter gir hvis propell blir blokkert.

Panel (type PJC) slår seg automatisk av 5 min.

etter siste gangs betjening.(Fabrikkinnstilling).

Denne max-tid kan justeres opptil 60 min. i trinn a

5min,eller man kan velge bort tidsbegrensningen

helt og slå av med OFF-tasten.

E󰀨ektregulatoren PPC sørger for at motorstrøm-

men er slått av hver gang thruster-releet (retning-

sreleet) kobler ut eller inn.Dermed unngås muli-

gheten for sammenbrenning av relekontaktene.

Evt feil på thruster-releet gir melding til panelet og

slår av motorstrømmen.

Tekniske spesikasjoner

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,

galvanically isolated from motor

Tunnel: Cross spun with rowing G.R.P tunnel

Steel & aluminum tunnels available at request.

Propellers: 5 blade skew "Q"-propeller,

breglass reinforced composite.

Batteries:

Minimum recommended battery capacity

(cold crank capacity by DIN/SAE standard)

SEP240/300TC 24V:

700 CCA DIN/1330 CCA SAE

Max. use: Up to continous run time depending on load.

Remaining run time shown on control panel.

Safety

Electronic time-lapse device protects against

sudden change of drive direction. Electric thermal

cut-o󰀨 switch in electromotor protects against over

heating (auto reset when electromotor cools down).

Flexible coupling between electromotor and

driveshaft protects electromotor and gearsystem if

propeller gets jammed.

PJC panel shuts of automatically 5 minutes after

last use (factory default). This interval can be

adjusted in 5 min steps up to 60 minutes or turned

o󰀨 completly

The PPC Speed Control unit wil turn o󰀨 motor

power each time main solenoids is activated. This

removes any possibility for solenoid lock in. Any

fault in the main solenoids will give feed back to

the panel and turn o󰀨 power to the electric motor.

Technical specications

METRIC

IMPERIAL

SP 75 Ti / SP 95 Ti / SP 125 Ti

2.5.1- 2007

Technische Daten

Waterline

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

SP 75 Ti SP 95 Ti SP 125 Ti

Thrust [lbs] 165 209 275

A [in] 7,28 7,28 9,84

B [in] 13,9 15,3 15,7

Cmin. [in] 7,87 7,87 9,0

D [in] 6,7 6,7 11,0

D recommended [in] 13,4 13,4 22,0

Emin. [in] 0,24 0,24 0,28

Emax. [in] 0,31 0,31 0,39

Motor output [Hp] 6 8 8,7

Voltage [V] 12/24 12/24 12/24

Weight [lbs] 44 68 77

Gear oil capacity [fl.oz]2.367 2.367 6,736

Note: Emin.: wall thickness of a standard Sidepower tunnel

Emax.: maximum wall thickness when using other GRP,

steel or aluminium tunnels

SP 75 Ti SP 95 Ti SP 125 Ti

Thrust [kg] 75 95 125

A [mm] 185 185 250

B [mm] 352 389 398

Cmin. [mm] 200 200 230

D [mm] 170 170 280

D recommended [mm] 340 340 560

Emin. [mm] 667

Emax. [mm] 8 8 10

Motor output [kW] 4,4 6 6,5

Voltage [V] 12/24 12/24 12/24

Weight [kg] 20 31 37

Gear oil capacity [ml] 70 70 200

Note: Emin.: wall thickness of a standard Sidepower tunnel

Emax.: maximum wall thickness when using other GRP,

steel or aluminium tunnels

METRICMETRIC

METRIC

IMPERIALIMPERIAL

IMPERIAL

Motor: Gleichstrommotor

Getriebegeh.: Seewasserbeständige Bronze. Kugellager an

der Propellerachse, Kombination von Kugel-

und Gleitlager an der Antriebsachse.

Motorhalterung: SP 75 Ti / SP 95 Ti / SP 125 Ti:

Seewasserbeständiges Aluminium

Tunnel: Glasfibertunnel (Kreuzgewebe)

Stahl- & Aluminiumtunnel auf Anfrage.

Propeller: Symmetrischer, 4 flügeliger Kaplanpropeller aus

Glasfiberverbundmaterial.

Batterie:

Empfohlene mind. Batteriekapazität

(Kaltstartkapazität nach DIN/SAE)

SP75Ti 12V : 550 CCA DIN/1045 CCA SAE

24V : 300 CCA DIN/570 CCA SAE

SP95Ti 12V : 750 CCA DIN/1425 CCA SAE

24V : 400 CCA DIN/760 CCA SAE

SP125Ti 12V : 750 CCA DIN/1425 CCA SAE

24V : 400 CCA DIN/760 CCA SAE

Betriebszeit: S2 = 3 min. oder ca. 7-10% innerhalb eines

beliebigen Zeitraumes.

Sicherheit

Elektronische Zeitverzögerung zum Schutz des

Getriebes bei plötzlichem Wechsel der Drehrich-

tung. Elektrischer Thermoschalter zum Schutz

des Motors gegen Überhitzung (erneute Betriebs-

bereitschaft nach Abkühlung).

Scherstift zwischen Elektromotor und Getriebe-

achse als Schutz, wenn der Propeller blockiert

ist. Nach der letzten Benutzung schaltet das

Original Side-Power Panel automatisch nach 6

Minuten ab. Der integrierte Mikroprozessor

überwacht das Relais und reduziert sowohl

Verschleiß, als auch Relaisblockade. Das

Bustrahlruder stoppt automatisch bei Relais-

Blockade, oder bei Betrieb des Bugstrahlruders

von mehr als 3 Minuten.

E E

SEP240/300TC

Thrust [kg] 220

A [mm] 300

B [mm] 503

Cmin. [mm] 300

D [mm] 300

D recommended [mm] 600

Emin. [mm] 10

Emax. [mm] 13

Motor output [kW] 11,2

Voltage [V] *24

Weight [kg] 70

Gear oil capacity [ml] 250

Note: Emin.: wall thickness of a standard Sidepower tunnel

Emax.: maximum wall thickness when using other GRP,

steel or aluminium tunnels

* 12 V Kit available

SEP240/300TC

Thrust [lbs] 484

A [in] 11,81

B [in] 19,8

Cmin. [in] 11,81

D [in] 11,81

D recommended [in] 23,60

Emin. [in] 0,39

Emax. [in] 0,51

Motor output [Hp] 15

Voltage [V] *24

Weight [lbs] 154

Gear oil capacity [.oz] 8,45

Note: Emin.: wall thickness of a standard Sidepower tunnel

Emax.: maximum wall thickness when using other GRP,

steel or aluminium tunnels

* 12 V Kit available

4SEP 240/300 TC 1.0.3 - 2017

Viktige forholdsregler og planlegning

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 bunnsto󰀨. PS sinkanoder, pakninger og propellaksel skal ikke påføres bunnsto󰀨.

Ikke påfør gelcoat / topcoat eller lignende inne i tunellen. Det er bare plass til ett lag primer og to lag bunnsto󰀨 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.

E󰀨ektregulatoren PPC skal monteres vertikalt på et tørt og ventilert sted med kabeltilkoblingen nederst. Den skal monteres slik at batteri pluss-kabel

blir forgrenet på PPC, ikke på motoren.Det må være fritt rom rundt enheten ,min 200mm over ,og min 100mm foran og på sidene.Ta hensyn til at en

5m multikabelskal plugges inn mellom PPC og thrustermotor.

Denne manualen er beregnet som støttemateriell for montører med erfaring / utdanning, og har derfor ikke all informasjon nødvendig for å oppnå en

korrekt installasjon.

Installer ikke elektromotoren i nærheten av lett brennbart materiale, da motoren oppnår temperaturer over 100oC før den stopper automatisk.

Området 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, PPC eektregulator eller tunnel frafaller all garanti stilt av Sleipner Motor AS.

Planning and important precautions

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 30° o󰀨 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 propeller shafts.

 Do not nish the inside of the tunnel with a layer of gelcoat / topcoat or similar. It is only room for a thin layer of primer and two layers of

anti-fouling between the tunnel and the props.

With the boat on land, only run the thruster for a fraction of a second, as without resistance it will accelerate very fast to a damaging rpm.

Also, while the thruster is in air, make sure that the propellers have come to a complete stop before performing a directions change of the

thruster, as it might cause damage to the thruster.

The PPC Power control unit should be installed in a dry, ventilated place - cable connections facing down. Mount unit with battery positive cable

branching out at unit terminal, not at thruster motor. Allow free space at min 200mm over and min 100mm in front and at sides.Take into consideration

that a 5 m multicable shall be plugged in between thruster motor and PPC unit.

 This manual is intended to support educated/experienced sta󰀨 and is therefore not su󰀩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

di󰀨erent 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, PPC Power Control unit or panel will render all warranty given by Sleipner Motor AS void.

SEP 240/300 TC 1.0.3 - 2017

Plassering av tunnel og thruster

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 e󰀨ekt.

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 e󰀨ektivt.

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 e󰀨ekten.

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 tre󰀨er propellen (Fig. 3&4). Denne

kavitasjonen vil redusere e󰀨ekten 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 e󰀨ekt tapet

bli klart merkbart.

Positioning of the tunnel / thruster

The Thruster should be as far forward as possible (Fig. 1)

Because of the leverage e󰀨ect around the boats pivot point, it is very

important for the thrusters actual e󰀨ect 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

e󰀩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.

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

Positioning of the tunnel / thruster

A = 11,0m

B = 10,0m

Pivot

point

min.

1/3Ø

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.

6SEP 240/300 TC 1.0.3 - 2017

Tunnelåpninger

Avrundede åpninger vil minke støy, og maksimere e󰀨ekt.

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 e󰀨ekt fremfor en med skarpkant (se side 20, ill. 1b & 1d).

Tunnel ends

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 e󰀨ective 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).

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%)

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).

SEP 240/300 TC 1.0.3 - 2017

Motstand forårsaket av tunnel

Prevent drag from tunnel N

Et mulig problem for seilbåter eller meget hurtiggående båter er motstand

i tunnelen. Aktre ende på tunnelen vil være en liten loddrett ate mot

vannstrømmen som skaper uønsket motstand.

Denne aten kan også forårsake problemer med at vann føres inn i tun-

nelen under seilas, eller kjøring i høy fart og får da propellen til å rotere,

dette skaper uønsket støy.

Det er to mulige løsninger på problemet, avhengig av hva som er enklest

å få til på båten.

1. Den løsningen som vanligvis reduserer motstanden mest er å lage

en fordypning i skroget i aktre ende av tunnelåpningen. Den loddrette

aten vil da forsvinne og dermed motstanden. Hovedregelen å følge

er at bakkanten av tunnelen ikke skal synes når man står rett foran

båten og ser 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 og ser 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 eekt av thrusteren.

Mer informasjon om dette på side 10.

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 di󰀨erent 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 10.

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

Prevent drag from tunnel

☺☺☺☺☺

��

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.

8SEP 240/300 TC 1.0.3 - 2017

Tunnel installasjon på seilbåter

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

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

di󰀩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.

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

Tunnel installation in sailboats

Fig. 1

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.

SEP 240/300 TC 1.0.3 - 2017

Tunnel installering

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 mm stålstang, som vist på g. 2 der den tilbake-

bøyde enden skal markere tunnelens radius. Stikk enden inn å marker

tunnelens ytre diameter, skjær ut hullet med en stikksag (Fig. 2).

Puss av gelcoat og polyester så 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 10, 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. 10, 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

Fig. 1

Fig. 3 Fig. 4

Fig. 2

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 o󰀨 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 10, Fig. 2). Cut

the tunnel ends to the desired shape and lightly sand its surface and

clean with acetone or similar where you are going to apply breglass.

NB! Do not cast/glass on the area were the thruster will be placed.

Then cast the tunnel to the inside of the hull, use at least 8 layers of 300 g

glass and resin, preferably alternating mat and rowing types of breglass

(see page 10, Fig. 1). If you are rounding the tunnel ends to the perfect

10% radius you may in some cases have to make further layers inside to

preserve the desired hull thickness.

NB! Make sure that any gap between the tunnel and the hull are com-

pletely lled with resin/breglass. In areas where you can not access to

make normal layers of resin/breglass, a resin/ breglass mixture must be

lled in that area.

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

Tunnel installation in sailboats

Fig. 1

Min

��☺☺☺☺☺

Pos. B

Pos. A

��☺☺☺☺☺

Many sailboats have a racing type hull which means that it is very

flat bottomed and has a very shallow draft in the bow section. It is

thereby very difficult not to say impossible to fit a tunnel thruster the

usual way, at least as far forward in the hull as a thruster should be

(Fig. 1).

However, it is possible to install a tunnel thruster in most sailboats,

even when the hull does not directly support the fitting of a tunnel.

This is done by fitting the tunnel halfway into and halfway under-

neath the existing hull and then strengthen it and smoothening the

water flow by moulding a bulb around / underneath the tunnel.

This will allow installation in good position on the boat, maintaining

the reliability and space advantages of a tunnel thruster.

This installation is being used by some of the world’s largest sailboat

builders, and has been proven to give little to no speed loss for

normal cruising.

This can also be a good installation method for flat bottomed barges

to avoid extremely long tunnels and huge oval tunnel openings in the

hull.

10 SEP 240/300 TC 1.0.3 - 2017

Tunnel installeringTunnel 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 bunnsto󰀨

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.

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.

SEP 240/300 TC 1.0.3 - 2017

1. Marker båtens og tunnelens senterlinje på tunnelen.

2. Bruk girhuspakningen for å sjekke målene (A). 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 og bolthull iht. Fig. 1

5. Forfyll girhuset med girolje av typen EP90 gjennom hullet til oljedre-

neringsskruen (4). Pass på at kopperpakningen (3) er på plass når

sruen settes tilbake,

6. 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 center

av tunnelen, forsøk å bruk den andre pakningen, eller begge to sam-

tidig. Hvis tunnelen ikke har en jevn overate kan egnet tetningsma-

teriale brukes for å sikre mot lekkasje.

NB: Pass på at ikke oljekanalene (2) blir tettet av tetninngsmassen.

7. Sørg for at det er litt olje eller grease på o-ringene i motorbraketten

før girhuset monteres slik at de ikke skades,

8. Før girhuset gjennom hovedhullet i tunnelen og monter braketten og

girhuset forsiktig sammen.

9. Skru sammen motorbraketten og girhuset med orginalbolter (Fig. 4).

Montering av girhus og brakett

Fitting gearhouse and motor bracket

1. Mark the centreline of the tunnel and the boats. The propellers and the

lower unit must be completely inside the tunnel.

2. Use the gasket (A) to mark the centre of the holes and doublecheck

the measurements.

NB ! All holes must be in-line with the tunnels' centreline for precise installa-

tion, as the clearance between the propeller and the tunnel is minimal.

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 main hole and then the two screw holes.

5. Prell the gearhouse with gear oil type EP90 through the hole for the

oildrain screw (4). Make sure to get the copper gasket (3) on again.

6. Try the lower-unit in the tunnel (without the propeller) by using the

1mm gasket inside the tunnel. Try on the propeller to en sure it is in

the center of the tunnel and turns freely with the same clearance from

each blade to the tunnel. If propeller(s) is o󰀨 center, try to use the

other or both gaskets. If tunnel surface is not smooth, use suited seal-

ant to en sure that no leakages occur.

NB ! 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, as no lubrica-

tion could cause serious damage to the O-rings.

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 pro-

vided bolts.

SP 155 TCi / SP 200 TCi / SP 240 TCi / SP 285 TCi

2.5 - 2006

Getriebe und Motorhalterung

1. Die Mittellinie von Tunnel und Boot markieren. Die Propeller und

die Getriebeeinheit dürfen nicht aus dem Tunnel herausstehen.

2. Die Löcher mit der Dichtung (A) markieren. Maße überprüfen!

NB ! Da der Abstand zwischen Propeller und Tunnel minimal ist,

müssen für eine präzise Installation alle Löcher auf der Mittel-

linie des Tunnels 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. Erst das Hauptloch, dann die beiden Bolzenlöcher bohren.

5. Das Getriebegehäuse mit Getriebeöl EP90 durch die Öffnung

der Ölablaßschraube (4) befüllen. Kupferdichtung (3) einsetzen.

6. Das Getriebegehäuse unter Verwendung der Dichtung in den

Tunnel einpassen. Den Propeller auf die Achse stecken. Ist die

Tunnelinnenseite ungleichmäßig, etwas Sikaflex o.ä. auf die

DIchtung auftragen, damit keine undichte Stelle auftritt.

NB ! 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 Zusammensetzen von Getriebegehäuse

und Motorhalterung 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.

48,0mm

1,89"

Ø 11,00mm

7/16"

TUNNELS

CENTRELINE

BOATS

CENTRELINE

Ø 50,50mm

40,0mm

1,57"

Ø 11,00mm

7/16"

TUNNELS

CENTRELINE

BOATS

CENTRELINE

Ø 46,00mm

1,81"

Fitting gearhouse and motor bracket

Fig. 4

Fig. 2

SP 240 TCi

SP 285 TCi

Fig. 2

1. Mark the centreline of the tunnel and the boats. The propellers

and the lower unit must be completely inside the tunnel.

2. Use the gasket (A) to mark the centre of the holes and double

check the measurements.

NB ! All holes must be in-line with the tunnels' centreline for

precise installation, as the clearance between the propeller and

the tunnel is minimal.

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 main hole and then the two screw holes.

5. Prefill the gearhouse with gear oil type EP90 through the hole

for the oildrain screw (4). Make sure to get the copper gasket

(3) on again.

6. Fit the lower-unit in the tunnel with the gasket inside the tunnel.

Try on the propeller to make sure it is in the middle of the

tunnel. If the tunnel is not plain, use some Sikaflex on or other

sealant on the gasket to ensure that no leakages occur.

NB ! 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,

as no lubrication could cause serious damage to the O-rings.

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.

Bolt tightening forces:

Bolts (4x) holding motor to

bracket: 33 Nm (24 lb/ft)

Bolts (2x) holding gearhouse to

bracket: 33 Nm (24 lb/ft)

Fig. 3

GEAROIL

EP90

Fig. 1

SP 155 TCi

SP 200 TCi

SP 155 TCi / SP 200 TCi / SP 240 TCi / SP 285 TCi

2.5 - 2006

Getriebe und Motorhalterung

1. Die Mittellinie von Tunnel und Boot markieren. Die Propeller und

die Getriebeeinheit dürfen nicht aus dem Tunnel herausstehen.

2. Die Löcher mit der Dichtung (A) markieren. Maße überprüfen!

NB ! Da der Abstand zwischen Propeller und Tunnel minimal ist,

müssen für eine präzise Installation alle Löcher auf der Mittel-

linie des Tunnels 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. Erst das Hauptloch, dann die beiden Bolzenlöcher bohren.

5. Das Getriebegehäuse mit Getriebeöl EP90 durch die Öffnung

der Ölablaßschraube (4) befüllen. Kupferdichtung (3) einsetzen.

6. Das Getriebegehäuse unter Verwendung der Dichtung in den

Tunnel einpassen. Den Propeller auf die Achse stecken. Ist die

Tunnelinnenseite ungleichmäßig, etwas Sikaflex o.ä. auf die

DIchtung auftragen, damit keine undichte Stelle auftritt.

NB ! 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 Zusammensetzen von Getriebegehäuse

und Motorhalterung 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.

48,0mm

1,89"

Ø 11,00mm

7/16"

TUNNELS

CENTRELINE

BOATS

CENTRELINE

Ø 50,50mm

40,0mm

1,57"

Ø 11,00mm

7/16"

TUNNELS

CENTRELINE

BOATS

CENTRELINE

Ø 46,00mm

1,81"

Fitting gearhouse and motor bracket

Fig. 4

Fig. 2

SP 240 TCi

SP 285 TCi

Fig. 2

1. Mark the centreline of the tunnel and the boats. The propellers

and the lower unit must be completely inside the tunnel.

2. Use the gasket (A) to mark the centre of the holes and double

check the measurements.

NB ! All holes must be in-line with the tunnels' centreline for

precise installation, as the clearance between the propeller and

the tunnel is minimal.

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 main hole and then the two screw holes.

5. Prefill the gearhouse with gear oil type EP90 through the hole

for the oildrain screw (4). Make sure to get the copper gasket

(3) on again.

6. Fit the lower-unit in the tunnel with the gasket inside the tunnel.

Try on the propeller to make sure it is in the middle of the

tunnel. If the tunnel is not plain, use some Sikaflex on or other

sealant on the gasket to ensure that no leakages occur.

NB ! 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,

as no lubrication could cause serious damage to the O-rings.

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.

Bolt tightening forces:

Bolts (4x) holding motor to

bracket: 33 Nm (24 lb/ft)

Bolts (2x) holding gearhouse to

bracket: 33 Nm (24 lb/ft)

Fig. 3

GEAROIL

EP90

Fig. 1

SP 155 TCi

SP 200 TCi

Fig. 1

12 SEP 240/300 TC 1.0.3 - 2017

Montering av propeller

1. Plasser oljetanken over vannlinjen i en høyde minst 20% av avstand-

en mellom vannlinjen og senter av tunnelåpningen. Dette sørger for

tilstrekkelig overtrykk i girhuset

2. Monter oljeslangen mellom tanken og tilkoblingsrøret på motorbra-

ketten. Pass på at ikke slangen har sløyfer slik at det kan oppstå

luftlommer og at oljen strømmer uhindret til girhuset

3. Fyll oljetanken med girolje av typen EP90

4. Hvis du ikke forfyllte girhuset,, løsne dreneringsskruen i bunnen av

girhuset til olje begynner å renne ut. Stram skruen og pass på at kob-

berpakningen(1) er på plass.

5. Fjern limbåndet som holder kilene (2)til propellakselen. Påse at det

vannfaste fettet påført på fabrikken fremdeles er der. Hvis ikke, påfør

nytt. Dette forsikrer at propellen lett kan demonteres etter lang tid.

6. Monter propellene på akselen med propellen merket LH på babord

side og RH på styrbord side. Roter dem for hånd for å kontrollere at

de kan beveges fritt og at de er sentrert så godt som mulig i tunellen.

7. Fest låsemutterene(3)

8. Fest anodene (4) i deres angitte posisjone og stram skruene som

holder anodene. Bruk gjengelim (loctite eller lignende) for å forsikre at

festeskruene ikke løsner utilsiktet

Delebeskrivelse:

1: Oljedreneringsskrue med kobberpakning

2: Kiler

3: Låsemutter til propell

4: Anode

5: festeskrue for anode

Fitting oiltank & propeller(s)

1. Fit the oil tank above the waterline by at least 20% of the distance

from the waterline to the centre of the tunnel. This is for ensuring

enough overpressure of oil in the gearhouse.

2. Fit the oil tube to the tank and the feed pipe in the motor bracket.

Tighten the tube clamp screws. Make sure that the oiltube has no loops

that makes an airlock to stop the oil ow and has a good angle to allow

the oil to ow freely into the gearhouse.

3. Fill the oil tank with gear oil type EP90.

4. If you did not prell the gearhouse, open the oil drain screw (1) until oil

comes through, then tighten it securely and make sure that the copper

gasket (1) is present.

5. Remove the tape holding the keys (2) to the propeller shafts. Check

that the waterproof grease applied at the factory is still on both propeller

shafts. If not, apply new / more. This is to ensure you can get o󰀨 the pro-

pellers after a long time.

6. 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.

7. Tighten the lock nuts (3).

8. Place the zinkanode (4) in its designated position and tighten the zin-

canodes holding screw (5). Apply a thread glue (Locktite or similar) to

ensure that the zincanodes holding screw does not un-screw itself from

the propellers rotation.

Parts description:

1: Oil drain screw with washer

2: Keys

3: Propeller lock nut

4: Anode

5: Screw for anode

SP 155 TCi / SP 200 TCi / SP 240 TCi / SP 285 TCi

2.5 - 2006

1. Für genügend Öldruck im Getriebegehäuse muß der Getriebe-

ölbehälter oberhalb der Wasserlinie montiert werden. Der Ab-

stand muß mind. 20% der Distanz von Wasserline zum Zentrum

des Tunnels betragen.

2. Den Schlauch für das Öl am Vorratsbehälter und am vorge-

sehenen Nippel der Motorhalterung befestigen. Die Schlauch-

klemmen anziehen. Sicherstellen, daß das Öl ungehindert und

direkt in das Getriebegehäuse fließen kann.

3. Den Vorratsbehälter mit Getriebeöl EP90 füllen.

4. Wenn das Getriebegehäuse nicht schon vorher befüllt wurde,

die Ölablaßschraube (1) öffnen, bis Öl austritt, dann sicher

festziehen. Immer die Kupferdichtung (1) verwenden.

5. Den Klebestreifen über der Propellerfixierung (2) entfernen.

Falls auf den Propellerwellen nicht mehr ausreichend wasser-

festes Fett vorhanden ist, neues bzw. mehr Fett auftragen. Da-

durch können die Propeller später ohne Probleme abge-

nommen werden.

6 Die Propeller aufstecken und bis zum Anschlag schieben. Der

mit LH gekennzeichnete Propeller muß auf der Backbord Seite

stehen, der mit RH gekennzeichnete Propeller auf der Steuer-

bord Seite. Die Propeller müssen sich frei drehen können und

im Tunnel möglichst zentriert sein.

7. Die Befestigungsschraube (3) anziehen.

8. Die Zinkanode (4) mit der Befestigungsschraube (5) anbrin-

gen. Locktite o.ä. verwenden, damit sich die Schraube durch

die Rotation des Propellers nicht löst.

Teile:

1 : Ölablaßschraube mit Dichtung 4 : Zinkanode

2 : Propellerfixierung 5 : Schraube für Zinkanode

3 : Propellermutter

Ölvorratsbehälter & Propeller

Fitting oil tank & propeller(s)

1. Fit the oil tank above the waterline by atleast 20% of the distance

from the waterline to the centre of the tunnel. This is for ensuring

enough overpressure of oil in the gearhouse.

2. Fit the oil tube to the tank and the feed pipe in the motor

bracket. Tighten the tube clamp screws. Make sure that the oil-

tube has no loops that makes an airlock to stop the oil flow and

has a good angle to allow the oil to flow freely into the

gearhouse.

3. Fill the oil tank with gear oil type EP90.

4. If you did not prefill the gearhouse, open the oil drain screw (1)

until oil comes through, then tighten it securely and make sure

that the copper gasket (1) is present.

5. Remove the tape holding the keys (2) to the propeller shafts.

Check that the waterproof grease applied at the factory is still

on both propeller shafts. If not, apply new / more. This is to

ensure you can get off the propellers after a long time.

6. 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.

7. Tighten the lock nuts (3).

8. Place the zinkanode (4) in its designated position and tighten

the zincanodes holding screw (5). Apply a thread glue (Locktite

or similar) to ensure that the zincanodes holding screw does

not un-screw itself from the propellers rotation.

Parts description:

1 : Oil drain screw with washer 4 : Zinc anode

2: Keys 5 : Screw for zincanode

3 : Propeller lock nut

Fig. 2

nOil drain screw with washer

oKeys

pPropeller lock nut

qZinc anode

rScrew for zinc anode

Fig. 1

SEP 240/300 TC 1.0.3 - 2017

SP 155 TCi / SP 200 TCi / SP 240 TCi / SP 285 TCi

2.5 - 2006

Einbau des Elektromotors

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

Fig. 3

Fig. 1

in driveshaf

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

Montering av elektromotor

Fitting the electromotor

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 exible 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 t 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 exible 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 / shingboat 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 waterow as possible, as it will

decrease the e󰀨ect of the thruster.

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.

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.

Sjekk at kilespor i gummikobling og kile på aksel er på linje.

3. Fest motoren til braketten med de re boltene (Fig. 1).

4. Uansett plassering trenger motoren på SEP240 å støttes opp. Jamfør

tekniske tegninger.

5. Sjekk at børstefjærene sitter korrekt på børstene (gjøres ved å se

gjennom gitteret på siden av motoren).

I visse tilfeller (ved grunne installasjoner, ske / arbeidsfartøy 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 bunnsto󰀨 på girhus og propell for å unngå vekst som kan virke

sterkt hemmende på trusterens e󰀨ekt. Sinkanoder propellaksling og tet-

ninger skal ikke sto󰀨es.

NB ! Trusteren må kun kjøres i meget korte perioder når den ligger på

land.

NB ! Hvis båten fortsatt er under bygging når trusteren 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.

SP 155 TCi / SP 200 TCi / SP 240 TCi / SP 285 TCi

2.5 - 2006

1. Für genügend Öldruck im Getriebegehäuse muß der Getriebe-

ölbehälter oberhalb der Wasserlinie montiert werden. Der Ab-

stand muß mind. 20% der Distanz von Wasserline zum Zentrum

des Tunnels betragen.

2. Den Schlauch für das Öl am Vorratsbehälter und am vorge-

sehenen Nippel der Motorhalterung befestigen. Die Schlauch-

klemmen anziehen. Sicherstellen, daß das Öl ungehindert und

direkt in das Getriebegehäuse fließen kann.

3. Den Vorratsbehälter mit Getriebeöl EP90 füllen.

4. Wenn das Getriebegehäuse nicht schon vorher befüllt wurde,

die Ölablaßschraube (1) öffnen, bis Öl austritt, dann sicher

festziehen. Immer die Kupferdichtung (1) verwenden.

5. Den Klebestreifen über der Propellerfixierung (2) entfernen.

Falls auf den Propellerwellen nicht mehr ausreichend wasser-

festes Fett vorhanden ist, neues bzw. mehr Fett auftragen. Da-

durch können die Propeller später ohne Probleme abge-

nommen werden.

6 Die Propeller aufstecken und bis zum Anschlag schieben. Der

mit LH gekennzeichnete Propeller muß auf der Backbord Seite

stehen, der mit RH gekennzeichnete Propeller auf der Steuer-

bord Seite. Die Propeller müssen sich frei drehen können und

im Tunnel möglichst zentriert sein.

7. Die Befestigungsschraube (3) anziehen.

8. Die Zinkanode (4) mit der Befestigungsschraube (5) anbrin-

gen. Locktite o.ä. verwenden, damit sich die Schraube durch

die Rotation des Propellers nicht löst.

Teile:

1 : Ölablaßschraube mit Dichtung 4 : Zinkanode

2 : Propellerfixierung 5 : Schraube für Zinkanode

3 : Propellermutter

Ölvorratsbehälter & Propeller

Fitting oil tank & propeller(s)

1. Fit the oil tank above the waterline by atleast 20% of the distance

from the waterline to the centre of the tunnel. This is for ensuring

enough overpressure of oil in the gearhouse.

2. Fit the oil tube to the tank and the feed pipe in the motor

bracket. Tighten the tube clamp screws. Make sure that the oil-

tube has no loops that makes an airlock to stop the oil flow and

has a good angle to allow the oil to flow freely into the

gearhouse.

3. Fill the oil tank with gear oil type EP90.

4. If you did not prefill the gearhouse, open the oil drain screw (1)

until oil comes through, then tighten it securely and make sure

that the copper gasket (1) is present.

5. Remove the tape holding the keys (2) to the propeller shafts.

Check that the waterproof grease applied at the factory is still

on both propeller shafts. If not, apply new / more. This is to

ensure you can get off the propellers after a long time.

6. 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.

7. Tighten the lock nuts (3).

8. Place the zinkanode (4) in its designated position and tighten

the zincanodes holding screw (5). Apply a thread glue (Locktite

or similar) to ensure that the zincanodes holding screw does

not un-screw itself from the propellers rotation.

Parts description:

1 : Oil drain screw with washer 4 : Zinc anode

2: Keys 5 : Screw for zincanode

3 : Propeller lock nut

Fig. 2

nOil drain screw with washer

oKeys

pPropeller lock nut

qZinc anode

rScrew for zinc anode

Fig. 1

For safety the motor of the Sidepower SEP240/300Tc must be se-

cured in all installation positions with the included motor support.

Fig. 2

14 SEP 240/300 TC 1.0.3 - 2017

Minimum and recommended cable dimensions can be identical due to safety margins and cable heat considerations for short cable lenghts.

* Minimum or recommended cable cross section in mm2

Battery & cable recommendations:

Elektrisk installasjon

•Forklaring til elektrisk tabell

- Kabellengder tilsvarer totallengden (A+B+C+D+E, Fig. 1).

- Min. batterikap. som kaldstartkapasitet (CCA), ikke Ampere.

- Bruk trege sikringer for å forebygge spenningsfall.

•Det er viktig å bruke kabler som er store nok, og et batteri med god

kaldstartkapasitet for å drive thrusteren. Det er spenninngen ( i volt)

som kommer frem til motoren under kjøring som bestemmer turtallet til

motoren og dermed også skyvekraften. Vær vennlig og jamfør listen

over for minimum anbefalte kabel, og batteristørrelse.

•En hovedstrømbryter som ikke medfører stor spenningsfall må in-

stalleres på thrusterens plusskabel. Det bør være mulig å skru av

strømmen til thruster uavhengig av resten av det elektriske systemet,

når man ikke er om bord, eller i et nødstilfelle. Bryteren bør plasseres

på et tilgjengelig sted, og båtens instruksmanual må ta for seg at denne

skal skrus av slik som de andre hovedbrytere.

•Det må installeres sikring på pluss strømkabelen for å beskytte mot

kortslutning av hovedstrømkablene. Sikringen bør være av høy kvalitet,

noe som vanligvis betyr at de er fysisk store, for å unngå spenningsfall

som ofte er resultatet av å bruke mindre, enklere sikringer. Sikringen

skal være en treg type som tåler amper trekket til elektromotoren i

minimum 5 min.

•Det anbefales å bruke Sidepower automatisk hovedstrømbryter

897712 (12V) eller 897724 (24V).Denne aktiveres når panel slås på,

og har også innebygget kortslutningsikring, samt en manuell nød-

stopp.Den gir også melding til panel ved evt. feil.

•Kabelendene kan må påmonteres terminaler og disse må isoleres mot

alt som ikke er riktig kontaktpunkt.

•Det er viktig att kabelsko trekkes korrekt fast på koblingsbolt. Kontra

mutter på koblingsbolt må holdes fast ved tiltrekking (Fig. 2).

ø10mm / 3/8’’på motoren dras til med 15 Nm.

Electrical installation

Fig. 1

Fig. 2

•Explanation of electrical table

- All cable lengths are the total of A+B+C+D+E in Fig. 1.

- Battery size is stated as minimum cold crank capacity, not Ah.

- Use slow fuse rated to hold stated Amp-Draw for min. 5 minutes.

•It is important that you use a good cable size and batteries with a

high cranking capacity to feed the thruster, because it is the actual

voltage at the motor while running the thruster that decides the

output rpm of the motor and thereby the actual thrust. Please see

the list below for advised min. sizes of cables and batteries. You can

of course use larger cables for even better results.

•A main switch that can take the load without noticeable voltage

drop must be installed in the main positive lead so the power for the

thruster can be turned o󰀨 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 o󰀨 like the boat’s other main switches.

•We also advice to install a fuse in the positive lead for protection

against short circuiting of the main cables. This fuse should be of a

adequate quality which normally means that it is physically large as

these have less voltage drop than the simple / small ones. It should

be of the slow type and sized to take the amperage draw for at least

5 minutes.

•It is highly recommended to install a Sidepower Automatic Main

Switch 897712 (12V) eller 897724 (24V). The AMS will be activated

when the panel is turned on, contains an automatic short circuit

fuse and a manual emergency stop. The AMS will also provide

feedback to the panel regarding evt. faults.

• The cable ends must be tted with terminals and these must be well

isolated against contact with anything but the proper connection

point.

•Terminals must be properly tightened. Secure/hold inner nut when

tightening (Fig. 2). Tighten ø10mm / 3/8" bolt with 15 Nm/11lb/ft.

Thruster

Battery

12/24V

Manual or

automatic

Main switch

Fuse

Proportional Power Controller PPC 800

190x300x145mm (w x h x d)

Thruster motor

5m fixed multicable

Min.

100mm

Min.

100mm

Min.

200mm

<5m

The Proportional Power Controller PPC800 is a bulkhead

(wall) mounted unit and must be installed in a dry and well

ventilated compartment.The unit also requires a 200mm

minimum head clearance and a 100 mm minimum

clearance surrounding its remaining outer casing.

PPC

AB C

MOTOR

NB:

The Proportional Power Controller is a bulkhead

(wall) mounted unit and must be installed in a dry and

well ventilated compartment. The unit also requires

a 200 mm minimum head clearance and a 100 mm

minimum clearance surrounding its remaining outer

casing.

Model Voltage Nominal current

draw

Min. battery

CCA Rec. fuse

<7m total

+ & -

7-14m total

+ & -

15-21m total

+ & -

22-28m total

+ & -

28-35m total

+ & -

36-45m total

+ & -

Min. Rec. Min. Rec. Min. Rec. Min. Rec. Min. Rec. Min. Rec.

SP 240/300

24V 610-670A

DIN: 700 ANL mm2 70

120

190 (350CCA) 2x95 (400CCA) 2x120 (400CCA)

SAE: 1330 500 AWG 2/0 3/0 4/0 2x3/0 (665CCA) 2x3/0 (760CCA) 2x4/0 (760CCA)

SEP 240/300 TC 1.0.3 - 2017

Wiring diagram

NKoblingsskjema elektrisk

+12/24V -

S-link on/off

switch

red

yellow

black

12/24V12/24V

Stern thruster

battery

Bow thruster

battery

Bow thruster

(SEP model)

Stern thruster

(SEP model)

black

red

B+

black +

red

B+ Fixed multicable 5m

Fixed multicable 5m

+12/24 5A +12/24

PPC

Proportional

Power Controller

Proportional

Power Controller

PJC 212

Proportional

Joystick

Controlpanel

Station 1

Automatic Main Switch

8977 12 / 8977 24

Manual main switch

w/ANL fuse

Automatic Main Switch

8977 12 / 8977 24

Manual main switch

w/ANL fuse

S-link control system End terminator

End terminator

Proportional

Joystick

Controlpanel

Station 2

PJC 212

Observe PPC battery

terminal polarity !

S-link supply

S-link external

switch interface

(optional)

Kontrollpanel og kontrollkabler

Kontrollpanel installasjon:

• Det er mulig å installere så mange kontrollpanel som ønskelig ved å

bruke Side-Power S-link T-stykker.

Hvis trusteren skulle motta signaler fra ere paneler samtidig, så kut-

ter den dersom signalene er til ulike retninger.Ved betjening til samme

retning vil det panel med størst stikke- pådrag bestemme trusterturtall.

• Ved bruk av 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.

• 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.

Control panel and control-leads

Control panel installation:

• You can install as many panels as you wish by using optional

Side-Power S-link T-connectors

If two or more panels are operated at the same

time in opposite directions, the thuster will stop. When two or more

panels is operated in the same direction, the thruster output will be

determined by the panel giving the largest signal.

• When using original 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.

• The mechanical installation of the panel is described in the

manual following the panel.

• The thruster control should be placed in a position were it is easy

to use, and it is very common to use the thruster at the same

time as your gear/throttle lever so it is normally a user friendly

solution to be able to access these with one hand for each

control.

16 SEP 240/300 TC 1.0.3 - 2017

Technical wiring diagram, thruster motor

EN NKoblingsskjema, trustermotor

NTC

red

Thruster motor

To PPC

B+

To PPC

M-

Multi cable to PPC

grey

blue

white

redpink

(Opt.)

8-way connector

SEP 240/300 TC 1.0.3 - 2017

Signatur: ..................................................................................................

Dato: ........................................................................................................

Anbefalt før leverings test for installør / verft som ikke bruker andre

kvalitetskontrollsystemer!

Thrustertype: ...........................................................................................

Volt: ..........................................................................................................

Serienummer: ..........................................................................................

Leveringsdato: .........................................................................................

Korrekt kjøreretning per kontrollpanel: ....................................................

Spenning målt på thruster under kjøring: ................................................

Strømkabler: ............................................................................................

Skottet hvor thrusteren er montert er isolert fra kjølvann og har ingen

åpenbar risiko for lekkasje.

Kommentar fra installør:

 Propellers is fastened correctly to the shaft.

 Propellers turns freely in tunnel.

 The zinc-anodes holding screw is tightened well with thread glue.

 Anti-fouling have been applied to the gearhouse and propellers but

NOT on the zincanodes or the gearhouse lid where the propellers is

fastened.

 The brush springs are tted correctly on the brushes in the electro-

motor (check through the grid around the top end of the motor).

 Correct drive direction as per controlpanel.

 All electrical connections are clean, dry and tight, and the correct

cable, fuse and main switch sizes have been used.

With a ohm meter check that there is no electrical connection

between electromotor body and positive terminal on the motor and

between the electromotor body and the negative (A1) terminal on

the motor.

 The bolts holding the gearhouse and motorbracket together are

tightened correctly.

 The bolts holding the electromotor to its bracket are tightened

correctly.

The 4 main cables connected to 3 terminals on PPC is placed cor-

rectly and properly xed to avoid mecanical stress on the terminals

Checklist

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

Propellen er festet til akselen på korrekt vis.

Propellen roterer fritt i tunnel.

Festeskruen til sinkanoden er festet med gjengelim.

Bunnsto󰀨 er påført girhus og propell, men ikke på sinkanode,

tetninger eller propellaksel.

Børstefjærene er riktig plassert mot børstene. Dette sjekkes ved å se

gjennom gitteret på siden av motoren.

Kontrollpanel gir korrekt kjøreretning på thrusteren.

Alle elektriske koblinger er rene, tørre og tette. Korrekte kabler,

sikringer og hovedstrømsbryter er brukt.

Boltene som festet braket til girhus er festet korrekt.

Boltene som festet motor til braket er festet korrekt.

De 4 hovedkablene tilkoblet 3 terminaler på PPC er korrekt plassert

samt klamret for å unngå mekanisk påkjenning av terminalene.

Thrusteren er installert i henhold til instuksene gitt i denne manualen, og

alle punkter i sjekklisten er kontrolert.

18 SEP 240/300 TC 1.0.3 - 2017

Important user precautions

• Forviss deg om at du kjenner plasseringen av hovedstrømsbryteren

til baugtrusteren og evt. hekktruster, som kutter all strøm til trust-

eren, slik at trusteren kan skrus av i nødstilfelle.

• Før berøring av noen del av trusteren 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 truster

er ca. 3 min. ved maks. turtall, da vil en føler automatisk skru av

motoren når den når en viss varme. Dette må tas i betraktning når

en manøver planlegges.

• Kjøring med lavere e󰀨ekt / turtall på trusteren medfører mindre

utviklet varme i trustermotor slik at kjøretiden kan forlenges betrak-

telig. PJC panelet har indikering for dette.

• Bruk aldri trusteren når noen er i vannet, trusteren vil trekke gjen-

stander til seg og kontakt med propellen vil volde alvorlig skade.

• Kjør aldri trusteren i mer enn 1 sek. når båten er på land. Uten mot-

stand fra vannet vil trusteren nå ødeleggende turtall svært fort.

• Hvis trusterne 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 trusteren nå

ødelegende turtall svært fort.

• Når man forlater båten skal alltid hovedstrømsbryteren slås av.

• Vi anbefaler å ha motoren i gang når trusteren 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 baugtruster avhenger av hvilken spenning motoren

mottar under kjøring. Kapasiteten til batterier avtar etter hvert som

de blir eldre, og dermed også ytelsen til trusteren. Ved å installere

nye batterier vil trusteren yte maksimalt igjen.

• Kun ett panel skal brukes av gangen, hvis to paneler brukes motsatt

vei vil trusteren stoppe automatisk. Hvis to paneler opereres samme

vei vil ikke dette skje.

• Hvis trusteren ikke fungerer tilfredsstillende må feilen lokaliseres

og rettes så snart som mulig, For at ikke trusteren skal ta ytterligere

skade, skru av hovestrømsbryteren hvis feilen er av elektrisk art.

Viktige brukerforebehold

• Ensure that you know the location of the main battery switch(es) that

disconnects the thruster(s) from all power sources (batteries) so that

the thruster(s) can be turned o󰀨 in case of a malfunction.

• Always turn the main power switch o󰀨 before touching any part of

the thruster, as an incidental start while touching moving parts can

cause serious injuries.

• Always turn the control device o󰀨 when the thruster is not in use.

• The maximum continues usage time of the electrical thruster is

approximately 3 minutes at full power . The electromotor has a built in

thermal cut-o󰀨 switch that will shut o󰀨 the electromotor if it is overheating

and re-engage it when it has cooled down some. This should be

considered when planning your maneuvering.

• Running the thruster at reduced e󰀨ect results in less heating of the

thrusters, signicantly extending the operating time.

Information about thruster runtime is siplayed on the PJC panel

• 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 o󰀨, 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 o󰀨 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 e󰀨ect 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 with the largest power given by the two panels.

• 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 o󰀨 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.

SEP 240/300 TC 1.0.3 - 2017

Hvordan bruke Side-Power thruster

Hvordan bruke en baugthruster

1. Skru på hovedstrømmen (skru alltid av hovedstrømmen når du ikke

er om bord i båten). En Sidepower Automatic Main Switch slås på / av

når panelet slå på / av.

2. Det er fordel om baugtrusteren prøves på åpent vann den første gan-

gen.

3. Skru på kontrollpanelet ved å trykke inn begge ”ON” knappene på

Sidepower panelet.

4. Kjør baugen i samme ønsket retning som du beveger joysticken.

Andre kontrollenheter som fotbrytere, eller brytere på gasshendel

kan også brukes. Disse tilkobles S-link kontrollsystem via en spesiell

interface-boks.(Se skjema i manual for interfaceboks).

5. Avhengig av hvor stor fart baugen får sideveis må thrusteren stoppes

før baugen er i riktig posisjon, dette fordi baugen vil fortsette sideveis

litt etter thrusteren skrues 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. Se egen brukermanual for PJC betjeningspanel.

• Det er også her en fordel å prøve ut systemet på åpent vann.

How to use Side-Power thrusters

How to use a bowthruster

1. Turn main power switch for the bowthruster on. (Always turn o󰀨

the main power switch when not onboard.) A Side-Power Automatic

Main Switch wil turn on/o󰀨 when the panel is turned on/o󰀨

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.

4. Movethe joystick in the direction you wish the bow

to move. Other controls like footswitches or toggle-switches on

the throttle can be used. These connected to the S-link control system

by a S-link interface (Refer to schematics in interface manual for in-

stallation

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 or moving

the boat’s stern.

How to use a bow and stern thruster combined

The combination of a bow and stern thruster o󰀨ers total

manoeuvrability to the boat and the opportunity to move the bow

and the stern separately from each other. This enables you to

move the boat sideways in both directions and to turn the boat

around its own axis staying at the same place. Refer to the PCJ

control panel manual for detailed instructions.

• Again, if in doubt, try in open water rst!

SIDE-POWER THRUSTER SYSTEMS CONFIDENCE BY CONTROLSIDE-POWER THRUSTER SYSTEMS

User info, PJC-212 - 1/4

TECH INFO

USER INFO

PJC-212 Control panel

PJC-212

Control panel with S-link™CAN-bus connection

Product features

• ForproportionalthrustercontrolwiththenewPowerControlledDC-thrusters

• Fingertipcontrolspeedcontrolwithpurposedesignedjoysticks

• Hold-functionforeasydocking,runsthrustersatselectedpower

• Back-litLCDdisplaywithinstantfeedback

 - Systemstatus

 - Amountofthrust&directionofthrust

 - Thrustertemperature/remainingruntime

 - Batterysupplyvoltagetothrusters

- MonitoringofAutomaticMainswitch(informsifthefusehasblown

 orthemanualoverrideisactivated)

• Interactivemulti-languagemenus

• CAN-Buscommunicationwiththrustersandaccessories

• Plug&playcables,waterproofandcompactconnectors

• Systemsetupvia“wizard”

• Diagnosticsviapanel/computerinterface

• Built-inaudiblealarm“buzzer”

• Connectorforexternal“buzzer”/loudaudiblealarms

S-link

Speedcontroljoystickfor

bowthruster

Speedcontroljoystickfor

sternthruster

Holdingfunctionforauto-

runningofbowandstern

thrusterstogetherinthe

directionofthearrowsat

selectedpower

Press“+”formoreand

“-”forlesspower.

Informationdisplay,see

nextpagefordetails.

Pressboth“ON”buttons

simultanouslytoactivate

controlpanel.

Presstochange

betweendayand

nightlight

Presstoaccessmenu

systemandchoose

itemsinmenus

Presstode-activate

controlpanelorcancelor

gobackinmenusystem

20 SEP 240/300 TC 1.0.3 - 2017

Vedlikehold

» Det må alltid være olje i oljetanken. Etterfyll om nødvendiig med EP90

girolje

» Bytt olje minimum annethvert år, Sjekk oljen i girhuset hver gang båten

er ute av vannet

» Etterstram boltene som holder girhuset sammen med braketten ved

første på-land servicen med oppgitt moment (s. 13).

» Hold propellen og girhuset fritt for algevekst ved å påføre bunn-sto󰀨

før hver sesong.

PS ! Sinkanoder, tetninger og propellaksel skal ikke påføres

bunnsto󰀨, pass på så det ikke kommer bunnsto󰀨 i gjenge-

sporene til propellmutteren.

» Skift sinkanode før hver sesong, eller når ca. halvparten av sink-

anoden har tæret bort. Bruk Locktite eller lignende på skruen til

sinkanoden for at den ikke skal falle av. Ta i betraktning at under noen

vannforhold er det nødvendig å montere en ekstra sink-anode for å

være sikker på at de skal vare i hele perioden mellom vedlikehold. Ta

kontakt med din forhandler for informasjon om hvordan å gjøre dette.

» Som en del av det periodiske vedlikeholdet av din båt, og før hver

sesong må følgende ting sjekkes:

• Propellen sitter godt festet.

• Boltene som holder elektromotoren til braketten sitter.

• Skottet der baugpropellen er montert skal være rent, og tørt. Hvis det

er vann i skottet må lekkasjen nnes og tettes.

• Alle elektriske tilkoblingspunkter er rene, og godt festet.

• Pass på at batteriene er i god stand så det kan gi høy spenning til

trusteren. Redusert spenning vil gi redusert e󰀨ekt på trusteren.

Maintenance

» There must always be oil in the oil reservoir. Rell if necessary with gear

oil EP90.

» Change the gear oil a minimum of every second year. Check the gearoil

quality in the gearhouse every time the boat is out of the water.

» Retighten the bolts holding the gearhouse to the motorbracket during

the rst on-land service with the specied bolt tightening force (see page

12).

» Keep the propeller and gearhouse clean from growth by painting with

antifouling before every season.

PS ! The zinc anode, sealing and propeller shafts must absolutely not be

painted. Be careful that you don't ll paint in the "tracks" in the gearhouse

that the propeller hub moves in.

» Change the zinc anode before every season, or when about half the

anode is gone. Always use a sealant on the screw holding the zincanode

to ensure that it does not fall o󰀨. Please observe that in some watercondi-

tions it can be necessary to install an extra zincanode to ensure that it

lasts for the whole period between regular service lifts of the boat. Consult

your dealer for information on how to do this.

» As a part of the seasonal service of your boat, and before every season,

always check that:

• The propeller is securely fastened

• The bolts holding the electric motor to the motorbracket are fastened

correctly.

• The area where the thruster is installed is clean and dry. If there are

signs of water you must try to nd the source and eliminate it.

• All electrical connections are clean and fastened rmly.

• Make sure that your batteries are in a good condition so that the thruster

gets a good voltage. Old or bad batteries will give a reduced performance

from the thruster.

SP 155 TCi / SP 200 TCi / SP 240 TCi / SP 285 TCi

2.5 - 2006

»Im Vorratsbehälter muß immer Öl vorhanden sein. Falls nötig

mit Getriebeöl EP90 nachfüllen.

»Das Getriebeöl mindestens alle zwei Jahre wechseln. Die Quali-tät

des Getriebeöls immer überprüfen, wenn das Boot auf Land

liegt.

» Die Bolzen, die das Getriebegehäuse mit der Motorhalterung

verbinden, beim ersten Service an Land mit dem angegebe-nen

Anzugsmoment (s. Seite 12) entsprechen nachziehen.

»Vor jeder Saison auf Propeller und Getriebegehäuse Antifouling

aufbringen.

PS ! Zinkanode, Dichtungen und Propellerwelle frei von

Anti-fouling halten. Die Aussparungen im Getriebegehäuse

nicht mit Anti-Fouling "füllen", da hier die Propellernabe

läuft.

»Die Zinkanode vor jeder Saison oder wenn diese zur Hälfte ab-

genutzt ist ersetzen. Zur Sicherung der Befestigungsschraube

der Zinkanode immer Locktite o.ä. verwenden. Bitte beachten

Sie, daß unter bestimmten Milieubedingungen eine zusätzliche

Zinkanode nötig sein kann, damit der Korrosionsschutz

gewährleistet ist, solange sich das Boot im Wasser befindet.

Hierzu kann Ihnen Ihr Händler nähere Informationen geben.

»Bei jedem Service und vor jeder Saison sollte folgendes

überprüft werden:

•Der Propeller ist sicher befestigt.

•Die Bolzen, die den Motor auf der Motorhalterung befestigen

sind korrekt angezogen.

•Die Umgebung des Thrusters ist sauber und trocken. Bei

Wassereinbruch, muß der Grund dafür beseitigt werden.

•Alle elektrischen Verbindungen sind sauber und fest.

•Sicherstellen, daß am Thruster ausreichend Spannung anliegt.

Alte oder mangelhafte Batterien reduzieren die Leistung und

sollten ausgetauscht werden.

Wartung

»There must always be oil in the oil reservoir. Refill if necessary

with gear oil EP90.

»Change the gear oil a minimum of every second year. Check the

gearoil quality in the gearhouse every time the boat is out of the

water.

» Retighten the bolts holding the gearhouse to the motorbracket

during the first on-land service with the specified bolt tightening

force (see page 12).

»Keep the propeller and gearhouse clean from growth by painting

with antifouling before every season.

PS ! The zinc anode, sealing and propeller shafts must abso-

lutely not be painted. Be careful that you don't fill paint in

the "tracks" in the gearhouse that the propeller hub moves

in.

»Change the zinc anode before every season, or when about half

the anode is gone. Always use a sealant on the screw holding

the zincanode to ensure that it does not fall off. Please observe

that in some waterconditions it can be necessary to install an

extra zincanode to ensure that it lasts for the whole period

between regular service lifts of the boat. Consult your dealer for

information on how to do this.

»As a part of the seasonal service of your boat, and before every

season, always check that:

•The propeller is securely fastened

•The bolts holding the electric motor to the motorbracket are

fastened correctly.

•The area where the thruster is installed is clean and dry. If there are

signs of water you must try to find the source and eliminate it.

•All electrical connections are clean and fastened firmly.

•Make sure that your batteries are in a good condition so that the

thruster gets a good voltage. Old or bad batteries will give a

reduced performance from the thruster.

Maintenance

Electromotor

Directional solenoids

Motorbracket for holding motor and gearhouse together

on the tunnel.

Flexible coupling secures the electromotor if propeller is

jammed. Changeable from inside the boat.

Glassfibre reinforced lexan propeller for ultimate

performance.

Oil-filled gearhouse.

Changeable zincanode protects gear-house from

corrosion in seawater.

Oil drain screw with washer

Keys

Propeller lock nut

Zinc anode

Screw for zinc anode

Bolt tightening forces:

Bolts (4x) holding motor to

bracket: 33 Nm (24 lb/ft)

Bolts (2x) holding gearhouse to

bracket: 33 Nm (24 lb/ft)

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