Installation Manual Waterjet - 7739920

Application & Installation Guide
Waterjet unit K22, K25, K28, K32, K36 & K40
Application & Installation Guide
Water jet unit K22, K25, K28, K32, K36 & K40
Table of contents
Safety precautions........................................................................ General information ...................................................................... About the application & installation guide ....................... Plan installations with care .................................................. Dimension drawings Templates Publications............................................................ Volvo Penta complete waterjet system.................................... System description ............................................................... Water jet unit.......................................................................... Planning Hull theory....................................................................................... Hull shape guidelines ........................................................... Dynamic stability, transverse and yaw (course keeping) stability..................................................... Select the correct system ........................................................... General information .............................................................. Operation restrictions........................................................... How to proceed when selecting system.......................... Application flow chart........................................................... System choices...................................................................... Weight distribution ....................................................................... Centre of gravity .................................................................... Maximal length........................................................................ Questionnaire ................................................................................ Planning the hull............................................................................ Installation guidelines ........................................................... Cooling system ...................................................................... Exhaust system ...................................................................... Casting mould ........................................................................ Installation Water jet unit installation............................................................. General information .............................................................. Preparing the hull for water jet unit installation............... How to bolt the water jet unit to the hull.......................... How to weld the water jet units to the hull................................................................................. Painting the water jet unit .................................................... Marking of oil dipstick........................................................... Gearbox and intermediate shaft installation ........................... Gearbox installation .............................................................. 38 38 39 47 51 54 55 57 57 13 13 21 24 24 25 25 26 27 31 31 33 34 35 35 36 36 37 3 6 6 6 7 8 8 10
Clutch control ......................................................................... Gear selector (EDC system)............................................... Installation of CV-shaft ........................................................ Installation of U-joint shaft ................................................... Control system installation.......................................................... Single installation with hand hydraulic pump unit .......... Single and twin installation of servo systems.................. Precaution against corrosion...................................................... Galvanic corrosion................................................................. Before delivery ............................................................................... Check list................................................................................. Sea trial .................................................................................... Troubleshooting ..................................................................... Technical information ................................................................... Technical data ........................................................................ Recommended lubricants and sealants ........................... Component drawings ........................................................... Calculation formulas ............................................................. Conversion factors ................................................................ Environmental management ....................................................... Water jet unit K22 ................................................................. Water jet unit K25 ................................................................. Water jet unit K28 ................................................................. Water jet unit K32/K36........................................................ Water jet unit K40 ................................................................. Glossary .......................................................................................... References to service bulletins..................................................
58 61 64 69 73 73 78 85 85 86 86 87 90 91 91 91 92 102 104 105 106 108 112 114 118 122 123
Safety precautions
General
Read this chapter very carefully. It concerns your safety. This chapter describes how safety information is presented in the Application & Installation Guide. It also gives a general account of basic safety precautions to be taken when installing and testing the water jet unit. WARNING! Danger of personal injury, damage to property or mechanical malfunction if the instructions are not followed. IMPORTANT! Possible damage or mechanical malfunction in products or property. NOTE! Important information to facilitate work processes or operation. Below is a list of the risks that you must always be aware of and the safety measures you must always carry out. Always wear protective goggles if there is a risk of splinters, grinding sparks and splashes from acid or other chemicals. Your eyes are extremely sensitive and an injury to them can result in you losing your sight. Avoid skin contact with oil! Long term or repeated skin contact with oil can lead to the loss of natural oils from the skin. This leads to irritation, dry skin, eczema and other skin problems. Old oil is more dangerous to your health than new. Use protective gloves and avoid oil-soaked clothes and rags. Wash regularly, especially before meals. Use special skin creams to help clean and to stop your skin drying out. Most chemicals intended for the product (engine and gearbox oils, glycol, gasoline and diesel), or chemicals intended for the workshop (degreasing agent, paints and solvents) are harmful to your health. Read the instructions on packaging carefully! Always follow protective measures (using a protective mask, goggles, gloves etc.). Make sure that other personnel are not unknowingly exposed to harmful substances in the air that they breathe for example. Ensure that ventilation is good. Deal with used and excess chemicals as directed. Ensure that the battery compartment is designed according to current safety standards. Never allow an open flame or electric sparks near the battery area. Never smoke in proximity to the batteries. The batteries give off hydrogen gas during charging which when mixed with air can form an explosive gas. This gas is easily ignited and highly volatile. Incorrect connection of the battery can cause sparks sufficient to cause an explosion with resulting damage. Do not shift the connections when attempting to start the engine (spark risk) and do not lean over any of the batteries. Always ensure that the Plus (positive) and Minus (negative) battery leads are correctly installed on the corresponding terminal posts on the battery. Incorrect installation can result in serious damage to the electrical equipment. Refer to the wiring diagrams. Ensure that the warning or information decals on the product are always visible. Replace decals which are damaged or painted over.
Installation
Plan in advance so that you have enough room for safe installation and (future) dismantling. Plan the compartments so that all service points are accessible. Coming into contact with rotating components, hot surfaces or sharp edges when servicing and inspecting the water jet unit must not be possible. All parts of the water jet unit, the bearing housing, hydraulic cylinders, sensors etc. must be protected in order to avoid damages during installation. All rotating parts between the engine and the water jet unit must be covered. This to avoid personal injury, to protect the shaft from foreign objects which may hit the shaft during operation and cause damage. In case of shaft failure the shaft must be protected or it may cause personal injury and serious damage to the boat. Never work alone when installing heavy components, even when using secure lifting equipment such as a lockable block and tackle. Most lifting devices require two people, one to see to the lifting device and one to ensure that the components do not get caught and damaged. Prior to welding, check that the boats electrical system is disconnected. Ensure cleanliness when installing hydraulic components. Never use brake fluid as hydraulic oil. Any non-approved fluid may cause personal injury and equipment damage. Use oil recommended by Volvo Penta.
Safety precautions
Safety precautions
Before starting for the first time

Check that there are no foreign objects in the inlet duct or impeller housing. Check the oil level in the bearing housing (this is not valid for K22 & K25). Check the oil level in the hydraulic oil tank. Carry out visual inspections prior to sea trial, check that there are no oil or water leakage. The water jet unit must not be operated dry, since the rubber bearing and the mechanical seal require water lubrication.
Never open the anode hatch (water jet unit K28 & K40 only) when the engine is operating. The water jet unit hydraulic system operates under extremely high pressure. This pressure may be high even when the engine is not operating. Always take great care when opening nipples. Carelessness can result in injury. In addition, the oil may be hot and cause scalding. The intermediate shaft should only be adjusted with engine turned off. If the boat is in the water, stop the engine and close the bottom valve before carrying out operations on the cooling system.
Sea trial
The braking effect is extremely powerful if the reversing bucket control is shifted to full astern when driving ahead at high speed. Avoid heavy and sudden steering and ahead/astern manoeuvres. There is a risk of those on board falling down or overboard. If full steering lock is applied at high speed the boat will turn sharply. This produces high side forces and may cause personal injury and equipment damage. Never drive close to bathers or in areas where it is reasonable to expect that there may be people in the water. Take care when manoeuvring in harbours for example. Because of the power of the water expelled by the jet of water, injury can be caused even when manoeuvring at low speeds. The suction in the inlet duct presents a risk to people and objects in the water under the boat and close to the inlet opening. There is a danger that these may be adhered to the inlet duct and cause major damage or suffer serious injury. It is the responsibility of the captain/operator to ensure that the area around the inlet opening is clear of people or objects.
After sea trial

When the boat is not in use, the water jet units reversing bucket must be in the full ahead position and the steering nozzle turned so that the piston rod is inside the steering cylinder. This is to protect the piston rods from corrosion and fouling.
Safety precautions
Wagon-back effect
As long as we continue to use combustion engines as sources of power, we will always be faced with the problem of exhaust emissions. Even though the level of exhaust emissions from modern combustion engines has now been minimised, smoke and fumes are still given off when fuel is burnt. When we also have a sheer body in motion, another problem arises. It is the phenomen we call the Wagonback effect". On a boat with a sheer, broad transom and high superstructure, the result of the "wagon-back effect" is that the exhaust fumes are drawn up towards the afterdeck, dirtying the cockpit and making for unpleasant condi-
tions for those on board. The problem originates with what is known as recirculating air. When a boat moves forward and creates a backward current of air, an underpressure forms in the boat and the exhaust fumes are drawn into it. To avoid such a problem, it is of outmost importance to design and locate the exhaust outlet properly. In adverse conditions, this "Wagon-back effect" can be so strong that the boat's own exhaust fumes are sucked into the cockpit or cabin, which entails a risk of carbon monoxide poisoning for all aboard. Make sure that the boat design does not cause exhaust fumes to enter into the boat. Check this during the sea trial.
General information
About the application & installation guide
This publication is intended as a guide for the correct choice of water jet unit and as a guide for a safe troublefree installation of the selected water jet unit(s). The application & installation guide is divided into three different parts; general information, application guide and installation manual. This general information-part consists of information about this publication and a short description of the Volvo Penta Complete waterjet system. In the application part of this guide you will find information about hull theory, weight distribution, how to plan the hull and technical information about all available systems. This will help you to select the right water jet unit for your boat. Read the instructions in section Select the correct system on page 24, they will guide you through the selection phase. Finally complete the questionnaire and send it to Volvo Penta. The installation manual are the result of many years practical experience of installations from all over the world. Departures from recommended procedures etc. can however be necessary or desirable, in which case Volvo Penta will be glad to offer his assistance in finding a solution for your particular installation. It is the sole responsibility of the installer to ensure that the installation work is carried out in a satisfactory manner, that it is operationally in good order, that the approved materials and accessories are used and that the installation meets all applicable rules and regulations. This application & installation guide has been published primarily for professionals and qualified personnel. Persons using this book are assumed to have a grounding in marine drive systems and to be able to carry out related mechanical and electrical work. Volvo Penta continuously upgrades its products and reserves the right to make changes. All the information contained in this book is based on product data available at the time of going to print. Any important modifications to the product of changes to installation methods after this date will be notified in Service Bulletins. After the installation of the water jet unit the boat has to be taken out for a sea trial. Read the instructions in section Sea trial on page 87. Remember to document all test data in the instruction book of the water jet unit.
Plan installations with care

Great care must be taken in the installation of water jet units and their components if they are to operate satisfactorily. Always make absolutely sure that the correct specifications and drawings and any other data are available before starting work. This will allow planning and installation to be carried out correctly right from the start. Plan the engine room so that it is easy to carry out routine service operations involving the replacement of components. NOTE! For final installation procedures use the installation instructions delivered with the equipment.
Dimension drawings Templates Publications

Publications:
MACP II
Marine Application Computer Program version II
Engine sales guide Engine installation manual Installation instructions (CD-Rom)
Volvo Penta complete waterjet system
System description
Volvo Penta has, in a joint venture with Kamewa WaterJets / Rolls Royce, further developed the use of water jet units as an integrated part of a complete propulsion system. Matched marine gearbox, flexible but torsion stiff coupling and shafting, high efficiency mixed flow water jet unit and a water jet unit/engine control system.
and manoeuvrability and excellent comfort. The water jet units minimises the draught of the boat and enables it to operate in shallow waters, as well as reducing the risk of personal injury during rescue and diving operations. To obtain good economy from a water jet unit installation, the water jet unit and the engine should be correctly matched to the full load service speed of the boat. The differences between a good and a poor match are enormous with regard to fuel efficiency and overall performance of the boat. A correctly sized and installed water jet unit gives very small torque variations and creates no engine overload, regardless of the loading conditions and speed. The water jet unit is always rotating in one direction, the reversing of the boat is done by changing the jet stream direction with the reversing bucket, which further reduces the load variations on the engine.
About water jet unit propulsion systems - a general description More and more civilian and military boats, such as rescue boats, pilot boats, transport boats, taxi boats, police boats and patrol boats, are using water jet units for propulsion. The water jet unit offers many benefits, they include giving the boat higher speed, greater availability
Water jet units have excellent characteristics when it comes to general manoeuvrability and comfort. Superior control of the boat is achieved across the complete speed range, with small turning radius and quick stops. The boat can rotate within its own length and with two water jet units the boat can also move sideways. As there is no underwater rudder, the vessel can be less course stable, it is therefore important that the hull and the manoeuvring control system is correctly designed for the use of water jet units.
Excellent manoeuvrability The Volvo Penta complete waterjet system gives excellent manoeuvrability in all kind of sea and weather conditions. Superior control of the boat is achieved across the complete speed range, with small turning radius and quick stops. With the integrated manoeuvring system the boat can rotate within its own length and with two water jet units the boat can move sideways. Easy installation Thanks to the drop centre marine gearbox and a drive shaft parallel to the base line of the boat a very compact and easy installation can be achieved. A complete and carefully matched propulsion system from a single source gives a number of additional benefits: All parts matched to each other, reduced installation time, reduced project time, easy commissioning of the boat, full responsibility from one supplier.
A water jet unit installation has no underwater appendages. This will give reduced drag and increased overall efficiency in speeds above 2030 knots. In comparison with conventional propellers the inboard noise and the vibrations are reduced as well as the hydroaccoustic noise.
Standard marine gearbox The engine and the water jet unit are correctly matched to each other through a marine gearbox in order to obtain good overall performance, good fuel economy and good thrust over the whole speed range. Each combination of engine and water jet unit has an optimized gear ratio as part of the standard Volvo Penta complete waterjet system. Other important benefits are the possibility to disengage the water jet unit when starting or idling, and to be able to back flush the water jet unit if it should be necessary to rinse it.
One call for all For each application Volvo Penta offers extensive application support including thrust and resistance calculations as well as propulsion system layouts. For each application Volvo Penta produce accurate thrust curves for the complete system based on the nominal service speed of the vessel. The engine and the water jet unit are matched to each other in the standard system with an optimum gear ratio, for each application an optimized outlet nozzle will be designed. Volvo Penta complete waterjet systems are backed up by Volvo Pentas well established network of authorized service agents in more than 100 countries throughout the world.
Long service life The correctly sized and matched water jet unit gives very small torque variations and no engine overload can be created, regardless of the boats loading conditions and speed. The water jet unit is always rotating in one direction and the reversing of the boat is done by changing the jet stream direction with the reversing bucket, without giving any significant load variations on the engine.
Safe and efficient operation The Volvo Penta complete waterjet system offers many benefits, including minimum draught. No underwater appendages reduce the drag of the hull as well as the risk of personal injury during rescue and diving operations. In addition the inboard noise and vibration and the hydroaccoustic noise are kept on a low level with the water jet unit.
Water jet unit
Main components (K28):

1. 2. 3. 4. 5. 6. 7. 8. 9. Reversing bucket Steering nozzle Trim nozzle Guide vane chamber Impeller Impeller housing Steering rod Inlet duct Steering cylinder 10. 11. 12. 13. 14. 15. 16. 17. Serial number plate Oil dip stick / Oil top-up Reversing rod Inspection hatch Reversing cylinder Anode hatch Bearing housing Shaft flange
Description of function
Water enters through the inlet duct. The bottom plate of the inlet duct is positioned flat against the hull of the boat. At low speeds, most of the water is sucked in, while at higher speed most of the water is pressed in. The pump is said to be operating at heavy or light load. Inside the inlet duct the speed of the water is reduced, causing the pressure to increase. There is a further increase in pressure by the impeller until the guide vanes in the guide vane chamber eliminate the rotation of the water flow. This maintains the energy generated by the rotation. The flow of water then accelerates via the guide vane chamber and the steering nozzle (which is located on the end of the guide vane chamber) and out in to the air. It is the difference between the ingoing and outgoing speeds which generates thrust. This can be explained using the momentum theory:
T = Q ( V out V in )
where T = thrust (N) = water density (kg/m3) = volumetric flow (m3/s)
Vout = average speed out (m/s) Vin = average speed in (m/s)
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Volvo Penta complete waterjet system Function of the reversing bucket The ahead/astern movement of the boat is controlled with the reversing bucket. There are three main positions. The reversing bucket is infinitely variable between these three positions to obtain the speed and control needed for different manoeuvres. 3. Full astern position
1. Full ahead position
At full astern position the reversing bucket fully deflects the jet of water in a forward/downward direction, i.e. the boat is reversing.
Function of the steering nozzle When driving full ahead the reversing bucket is in its upper position, i.e. completely raised. The jet of water is now unaffected by the reversing bucket and thereby the maximum ahead thrust is obtained. Sideways movement of the boat is controlled by the steering nozzle. There are three main positions with infinite variables in-between:
1. Full steering lock starboard 2. Zero thrust position
At the zero thrust position the reversing bucket deflects the major part of the jet of water in a forward/downward direction, while the remaining part of the jet of water passes unaffected. The forces are equal, and the boat is neither moving ahead nor astern. Zero thrust is obtained when the reversing bucket is lowered about 70%.
Full steering lock starboard means that the steering nozzle is turned maximum to starboard side. Due to the deflection of the jet of water a side force is generated which turns the boat to starboard.
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Volvo Penta complete waterjet system 2. Steering nozzle straight
Advantages
General water jet unit advantages to a propeller installation: As a rule of thumb water jet unit gives higher overall efficiency, in comparison with a corresponding propeller installation, at speeds exceeding 25 knots. Superior manoeuvrability at all speeds. No underwater appendages which result in shallow draught and safe operation. No risk of overloading the engine and low noise and vibration levels. This means longer service life and low maintenance costs. High thrust at low speeds, giving fast acceleration.
When the steering nozzle is straight the jet of water is unaffected, which means that the boat will move straight ahead, or astern, depending on the position of the reversing bucket.
Competitive advantages of the K-series water jet units to other water jet unit manufacture: Hydrodynamically optimized design resulting in 510% higher overall efficiency than the competitors in the whole speed range. The efficiency is high due to optimum pump efficiency and low inlet losses. The high overall efficiency can directly be translated to a higher speed with a given output or lower fuel consumption at a given speed. The marine gear enables backflushing capability and easy clutch in/out. Aluminium design and thorough strength calculations keeps the system weight at a minimum. Highest thrust to weight ratio on the market.
3. Full steering lock port
Full steering lock to port side means that the jet of water is deflected to port and the generated side force turns the boat to port.
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Hull theory
Hull shape guidelines
(SSPA Maritime consulting 1998) One of the advantages of water jet units is that there are no appendages protruding from the hull but this also means that special attention needs to be taken regarding the course stability. It is of great importance that the hull is designed with this in mind. Hard chines are generally better than round bilge. In addition to this it is important to install the water jet unit appropriate with taking special care not to get aerated water in the water jet unit intake.
General
Volvo Penta complete waterjet system is suitable for almost every application however to get the best propulsive efficiency out of each installation there are some points to have in mind. The speed in which the boat shall operate is the most essential factor for the hull design. The speed in relation to the waterline length is crucial to the created wave pattern and the look of the wave pattern is decisive to the classification. A small boat will create the same wave pattern at lower speed than a bigger boat. In order to get a correct classification of the boat regarding speed it is helpful to calculate a factor called Froudes number based on length or for fast boats, Froudes number based on displacement. The volumetric Froude number is suitable for values above three.
Speed classification
Start with determining the waterline length in meter and the displacement in m3 (almost the same as in tonnes). Use diagram 1 or 2 to find the corresponding Froude number. Use diagram 1 with semi planing and displacement hull, use diagram 2 with planing hull. This because it is hard to determine the waterline at high speed.
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Hull theory
Hull theory
Diagram 3 can now be used to see what category the actual boat will fit in. This diagram shows how the resistance typically varies with the speed. The so-called hump around Fnl 0.5 could be more or less pronounced depending on the hull shape and the longitudinal centre of gravity
Short and wide boats will have a more evident hump contrary to long and narrow boats. This will also be the case with the centre of gravity moved aft. Curve 1-3 is typical with the LCG moved. Curve 3 is the weight most aft.
Diagram 3
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Hull theory
Weight and longitudinal centre of gravity

The influence of weight on power consumption and speed is very large. An overloaded boat or a boat built heavier than it is designed for can not be expected to reach the designed speed. As can be seen from diagram 3 (curve I II and III) the longitudinal centre of gravity also has a crucial influence of the resistance (power consumption). As an indication typical values for LCG can be 24-28% of the total length from aft for curve III, 30-34% for II and 36-40% for curve I. The centre of gravity should be moved more aft at higher speed, but not exaggerated as it may lead to porpoising. In general the seakeeping behaviour will be better with the centre of gravity moved forward.
1. Range A 0 <Fnl <0.4 In this range the boat is operating up to their natural displacement speed. Hulls should be of normal displacement design with flat and rather small transom. Long narrow hulls are more easily driven and faster. Round bilge or a conventional vee bottom with stem bow could be used. The intake of the water jet unit should be placed at significant distance under the waterline to avoid air to enter the water jet unit.
2. Range B 0.4<FnL<0.8 Semi-displacement speed. In this speed range a downward acting force will occur from the water jet intake. If round bilge hulls are used a centre keel can improve the course stability. Hard chine hulls with deadrise angles constantly dropping over the planing area to relatively flat sections aft are also suitable. A stern wedge/ hook alt. trimplanes may improve resistance and running condition.
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Hull theory 3. Range C 0.8<FnL< 1.7 The speed is in this range favourable regarding the power demand. (Hollow, means after the boat has get up on planing). There will be a slight lifting force due to the point of attack of the jet on the transom causing a trimming moment on the bow. Chine and keel should be parallel over the planing area (monohedron). The deadrise angle should be within 10-25. Small deadrise will give low calm-water resistance and large deadrise will give better sea keeping behaviour. A moderate hook/ trimplane deflection might still be advantageous near the lower speed limit or when passing the hump.
4. Range D 1.7<FnL or 3 < FnV In this high-speed range the water jet unit intake combined with the point of attack of the jet on the transom will create a lifting force on the aft and a trimming moment on the bow. Hulls could be constructed with rocker or similar in order to minimise overplaning tendencies. Chine and keel might be parallel over the planing area. The deadrise angle should be within 15-25. Small deadrise will give low calm-water resistance and large deadrise will give better seakeeping behaviour. The bow should preferably have a smooth rising to reduce broaching tendencies and improve course stability
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Hull theory
About the water jet unit intake

Special care should be taken when constructing the water jet unit intake. In all water jet unit driven hulls it is essential to avoid air to reach the water jet unit intake. There should not be any keels, planing strakes or other fittings protruding from the hull in front of the intake. Even the area behind the intake should be kept smooth. Be aware of that bowthrusters sometimes can disturb the flow to the intake. For guidance where to put exhaust outlet, cooling water intake, fins etc. see section Installation guidelines on page 35.
The water jet unit driveshaft line should be approx. 50 mm below waterline at light ship condition to ensure self-priming of water jet unit pump at stand still. Avoid deadrise angles about > 25 especially in twin installations as the risk to suck air during manoeuvring is large.
This can also happen if the distance "a" is too small. The bottom could preferable be lifted in the area for the intake for boats operating in high speed (Range D). A longitudinal step could improve the course stability.
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Hull theory
Catamarans
Long narrow hulls which is typically for catamarans maintain a relatively low trim angle throughout the crafts speed range and are very suitable for water jet units. The distance between the two hulls (gap G) will effect the resistance at different speeds as can be seen from diagram 4. As a preliminary guideline for semi hull shape the same as said for monohull could be applied.
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Hull theory
Lowering of the water jet unit

Hull shapes with small bottom angle leads to course instability. To avoid this we have lowered the water jet unit and received good results at high speeds. Another advantage is that the water jet unit gets a lower position in the water which minimises the risk of air suction into the water jet during acceleration. Figure 1 The jet is in its lowest position. The water jet unit and the keel is on the same level. Figure 2 The waterjet is lowered half way. This is suitable for hull bottom angle in mid range. These hull shapes have normally built-in course stability.
Figure 3 This hull shape is what we call deep V. In this type it is normally not necessary to lower the water jet unit. In some cases it is ,however, an advantage to do this. Compared to a boat with low bottom angle and bigger hump around 13 to 20 knots, this hull shape is good in big waves and high speed but requires more horse power. At speed ranges over 35 knots the boat tends to trim on the bow due to the lift forces in the aft of the hull.This will lead to speed reduction. To avoid this, the aft bottom plate has to be lifted up. This is mentioned earlyer in this chapter. A good planning of the hulls LCG and dynamic lift will automatically result in the calculated speed and expected boat behaviour.
Figure 1 Water jet unit in its lowest position
19
Hull theory
Figure 2 Water jet unit is lowered half way
Figure 3 Deep V hull shape
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Hull theory
Dynamic stability, transverse and yaw (course keeping) stability

Donald L. Blount and Associates, Inc. Copyright 1998, Donald L. Blount and Associates, Inc. All rights reserved
Whenever a craft exceeds a speed of 25 knots, there is the possibility that certain instabilities may be exhibited in the operation of a boat. Transverse (roll) and yaw (course keeping) instabilities are closely coupled and are frequently experienced together on a boat. A boat that heels to one side at a high speed most likely will induce a yaw/course change without any movement of the helm.
The yaw sensitivity/instability is frequently corrected by attaching small, vertical fixed fins to the hull bottom aft of the water jet unit inlets. These fins act much like the stabilizing feathers on an arrow. The total projected area for two small fins may be as small as 0.3% of the product of the projected chine length (LP) and the maximum chine beam (B PX); total projected fin area = LP x B PX x 0.003. The trailing edge of the fins should be vertical and about one average fin chord forward of the transom to minimize the possibility of ventilation at high boat speeds. The leading edge of the fins should slope aft so debris could not become snagged. On boats with two water jet units, the fins should be located transversely relative to the boats centerline close to the buttock plane of the inboard edge of the water jet unit inlet. Boats with three water jet units may have fins located either in the space between the water jet units or outboard of the outboard water jet units.
Transverse dynamic instability (TDI) most often is the result of the weight of the vessel being too heavy and/or the longitudinal center of gravity (LCG) being too far forward relative to the shape of the hull, especially those aspects which influence dynamic forces. A boat which is too heavy for its hull dimensions and shape, has a forward LCG or trim tabs/stern wedges or buttock hook may operate at a very low trim angle which induces TDI due to wetting of the bow of the boat. The corrective action requires that the bow be lifted with some increase in running trim by static relocation of weight and/or changes to those hull features which influence the increase of dynamic trim moment or raises the height of the hull relative to the static water surface.
Fins with wedge sections are most important as their effective center-of-pressure are much more stable chordwise than for airfoil sections. As stated above, the leading edge of the fin should slope aft to be self cleaning and the trailing edge should be vertical and blunt. Fins having a geometric aspect ratio of one or slightly less have proven in service to be suitable without having the fins extend below the baseline or increasing navigational draft. As the fins are most effective when located just aft of the transverse plane of the inlets, the local water flow angles are often influenced by the water jet units. Thus, the most effective angle to attach the fins to the hull may be one or two degrees relative to the vessel centerline.
Dynamic yaw instability exhibits itself as wandering off course/bow steering requiring frequent manual course corrections at the helm or by autopilot. Yaw instability can be experienced with TDI as has been observed on some flush inlet water jet unit boats. This condition occurs as a change in lateral hull area longitudinal distribution at high speed. The boat runs as a low trim angle moving the lateral center resistance forward which allows small yaw disturbances to destabilize course keeping moments relative to the water jet unit thrust line.
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Hull theory
Course stability location guidance
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Hull theory
Course stability fin size guidance
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Select the correct system

General information
This chapter will help you select the correct system for your boat. Here you will find information about operation restrictions, system choices, speed/thrust diagrams and how to proceed when selecting system. Hull A Sufficient cavitation margin in the upper speed range, but approaching and exceeding the operating limits of that particular size of water jet at lower speeds. For safe passage of the hump, a larger water jet unit might be considered.
Reading the diagrams

In order to help you choose the right size of water jet unit and to understand the meaning of the cavitation zones, an example of three different type of hulls, or displacements of the same hull, is shown in the diagram below. This is how you should interpret the plotted curves:
Hull B The cavitation margin is sufficient over the entire speed range and this size of water jet unit is the optimal choice.
Hull C Ample cavitation margin over the entire speed range makes it possible to choose a smaller water jet unit.
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Operation restrictions
Depending on the combination of shaft speed (absorbed power) and ship speed, the water jet units are operating within different cavitation zones, reflecting the intensity of impeller cavitation. These zones are defined in the diagram. The water jet units are designed for continuous operation only within cavitation zone 1, while operation within the other zones is time restricted. The choice of size of a water jet unit should be based on the design resistance curve, and that curve should include the following: Full load displacement, effects from normal sea conditions in the area of operation.
How to proceed when selecting system

To select the correct system for your boat follow this procedure.
1. Estimate the hull resistance

This can be done in many ways, systematic series, drag trials or an estimation by help of an empirical calculation like Savitskys method. If you dont have access to any of these methods please contact Volvo Penta. As earlier reminded, it is of outmost importance that the hull resistance is estimated correctly. This is important in order to achieve optimum performance, trouble-free operation and low wear of the water jet system. You can also make a sensibility analysis of the input parameters of the hull, especially LCG and displacement.
Under sea conditions rougher than normal, occasional higher displacement etc., the water jet units can operate in zone 2 for an accumulated period not exceeding 5% of the total operating time. Operation in cavitation zone 3 should be limited to extraordinary conditions or less than 1% of the total operating time.
2. Use suitable speed/thrust diagram

Sketch the estimated hull resistance on the speed/ thrust diagram for your system configuration. Since the diagram is based on a single installation you have to divide the hull resistance by 2 in twin installations and by 3 in triple installations.
NOTE! The total operating time is based on 2,500 operating hours yearly. If the water jet unit is operated in zone IV or in any zone longer than allowed the guarantee is not valid. If the water jet unit is operated in these cavitation zones the impeller and the guide vane chamber must be investigated by an authorized Volvo Penta workshop.
3. Interpret the result

Interpret the result by help of the example diagram on page 24. You will be able to read top speed and the speed received with reduced power. Pay special attention to hump speed region. Note that there is almost always a suitable system configuration. Because of considerations of space we have not presented all possible combinations and optimization in this guide. If you need further information please contact Volvo Penta for example systematic series, towing tank test or by using Savitskys semi empirical method.
NOTE! If the engine RPM is increased rapidly under sea conditions rougher than normal this may cause cavitation. Appropriate operating is when 75% of the max. engine RPM is obtained, then the RPM must be increased slowly until the requested RPM is obtained.
25
Application flow chart

The flow chart below gives an indication of how to plan for a successful application.
26
System choices
For each of the K-series waterjets in this guide there is a speed/thrust diagram. From the diagram you will be able to read the thrust as a function of power and speed. As you may notice only the cavitation zones 1 (rec. limit for continuous operation) and zone 4 (thrust breakdown) are plotted, this will simplify your work and make the diagrams more obvious. These diagrams are used only as guidance for basic options of a system. In case of low or very high speed the different outlet nozzle could be used to achieve optimum performance. Contact Volvo Penta for a more accurate analysis of your specific operation condition. WJ K22 Thrust curve Page 28 Engine(s) TAMD31P TAMD41P TAMD42WJ TAMD42WJ TAMD63P TAMD74A TAMD74C TAMD63L TAMD63P TAMD74A TAMD74C TAMD74A TAMD74C D12-650 TAMD122A TAMD163A TAMD163P TAMD163P
K25
Page 28
K28
Pages 29
K32
Pages 29
K36
Page 30
K40
Page 30
27
Select the correct system Thrust/speed diagram K22
Thrust/speed diagram K25
28
Select the correct system Thrust /speed diagram K28
Thrust/speed diagram K32
29
Select the correct system Thrust/speed diagram K36
Thrust/speed diagrams K40
30
Weight distribution
Centre of gravity
31
32
Weight distribution
Weight distribution
Maximal length
Maximal length "A" for CV-shaft without support bearing Shaft type CV30 K22 TAMD31P 1980 mm (77.95 in.) TAMD42WJ 1845 mm (72.64 in.) KAMD44 EDC 1820 mm (71.65 in.) TAMD63L/P 1980 mm (77.95 in.) 1980 mm (77.95 in.) 2210 mm (87.00 in.) TAMD74C/A 2210 mm (87.00 in.) 2465 mm (97.05 in.) 2385 mm (93.90 in.) 2645 mm (104.13 in.) K25 K28 Shaft type CV42 K32 K36
Maximal length for U-joint shaft between gearbox flange and water jet flange K32 D12-650 2850 mm (112.20 in.) K36 3200 mm (125.98 in.)
33
Questionnaire
34
Planning the hull

Installation guidelines
The water jet unit can be bolted or welded to the hull. The area in front of the inlet duct must be free from keel, slips or similar which may cause cavitation, which in turn may reduce the efficiency of the water jet unit or even cause damages. One or several fins may be installed on the side of the water jet units without disturbing the water supply. The water jet unit can be installed on both displacement and planing boats as single, twin or triple systems. The inlet duct is a welded construction, which can be suited to V-bottomed hulls during manufacturing. On water jet units, that will be welded to the boat, a 60100 mm (2.4-3.9 in) wide area is not painted and must therefore be painted, see section Painting the water jet unit on page 54 after welding.
35
Cooling system
NOTE! For more information see the engine installation manual or contact Volvo Penta. Sea-water intakes are placed according to the figure on the preceding page.
Exhaust system
NOTE! For more information see the engine installation manual or contact Volvo Penta. Install the exhaust system according to the instructions in the engine installation manual, however here are some guidelines: The exhaust outlets must not make the boat or the water jet unit dirty, nor should the exhaust outlets be installed so there is a risk of backwash, the exhaust outlets must be placed over the water line, if the exhaust outlets are installed on the stern there is a possibility that exhaust gases will enter the water jet unit when reversing and the thrust will therefore be reduced. IMPORTANT! If these guidelines are not followed there will be a risk of equipment damage.
Volvo Penta recommend that the exhaust outlets are installed according to the following figures:
Min. 350 mm (13.8 in)
36
Planning the hull
Planning the hull
Casting mould
When installing the water jet unit to a GRP hull it is a good idea to make a casting mould for the water jet unit when manufacturing the boat.
Generally
For bigger water jet units just widen the width according to the example but keep the same thickness (11 mm) of the bottom and back plate. Use the water jet unit as a measure template and add 5 mm on each side.
Example
The example below illustrates a casting mould for water jet unit K22. The deadrise angle is 18.
37
Water jet unit installation

General information
This chapter is intended as a guide for the installation of the water jet unit. The instructions are not comprehensive and do not cover every possible installation, but are to be regarded as recommendations and guidelines applying to Volvo Penta standards. These recommendations are the result of many years practical experience of water jet unit installations from all over the world. Departures from recommended procedures can however be necessary or desirable, in which case your Volvo Penta representative will be glad to offer his assistance in finding a solution for your particular installation. It is the sole responsibility of the installer to ensure that the installation work is carried out in a satisfactory manner, that it is operationally in good order, that the approved materials and accessories are used and that the installation meets all applicable rules and regulations. Before installing the water jet unit, check that there are no transport damages. Also check that all parts are delivered according to the delivery list.
Recommended lubricants and sealants

For a list of agents to be used when installing, recommended by Volvo Penta, see page 91 Recommended lubricants and sealants.
Storage before installation

If the water jet unit has to be stored before installation, follow these guidelines: Storage temperature must be above +5C, air humidity between 0-90%, non-condensed. The water jet unit must not be stored in the sunlight, it has to be stored in its original package and must be protected against dust and moisture. If the water jet unit is to be stored for a period longer than 3 months, the laying-up instructions in the instruction book must be followed.
Special tools
Plan installations with care

Great care must be taken in the installation of water jet units and their components if they are to operate satisfactorily. Always make absolutely sure that the correct specifications and drawings and any other data are available before starting work. This will allow planning and installation to be carried out correctly right from the start. Plan the engine room so that it is easy to carry out routine service operations involving the replacement of components.
9988452-0
885156-0
885156-0
Calomel electrode
9988452-0 Digital probe
Prior to installation
IMPORTANT! Components of the water jet unit, the bearing housing, hydraulic cylinders, sensors etc. must be protected to avoid damages during installation. NOTE! To simplify the installation remove the reversing bucket from the water jet unit.
38
Preparing the hull for water jet unit installation

The water jet unit can be installed to the boat as a single-, twin-, triple- or as a quadruple installation. The water jet unit can be bolted or welded (aluminium hull) to the hull.
NOTE! This chapter only describes the installation procedure of single- and twin water jet unit installation. In case of a triple- or quadruple water jet unit installation, contact Volvo Penta for more information.
Dimension table for cutting in the hull

Dimensions in mm (in.) WJ K22 K25 K28 K32 K36 K40 A1 320 (12.60) 320 (12.60) 363 (14.29) 450 (17.72) 497 (19.57) 740 (29.13) A2 280 (11.02) 320 (12.60) 328 (12.91) 450 (17.72) 497 (19.57) 740 (29.13) B 503 (19.80) 557 (21.93) 628 (24.72) 683 (26.89) 764 (30.08) 897 (35.31) C 905 (35.63) 1196 (47.09) 1463 (57.60) 1838 (72.36) 2072 (81.57) 2303 (90.67) R1 60 (2.36) 60 (2.36) 50 (1.97) 20 (0.79) 20 (0.79) 95 (3.74) R2 60 (2.36) 60 (2.36)) 50 (1.97) 50 (1.97) 55 (2.17) 95 (3.74)
39
Single installation
The hull is prepared for installation by first drawing the limits of the hole on the hull. The next procedure is then to cut out the hole. After that the hull is prepared for the installation of the water jet unit. NOTE! Refer to page 39 Dimension table for necessary dimensions of the water jet unit.
Draw the limits of hole on the hull: 1. Draw the centre line of the hull on the stern.
2. Draw the height of the hole (B) parallel to the centre line. Draw the width of the hole (A). Note the radius (R) in the upper corners.
3. Draw the length of the hole (C) on the hull bottom. Draw the width of the hole (A). Note the radius (R). 4. Bolt installation only: Draw the contour of the area to be immersed in the hull bottom. This area is about 5 mm (0.2 in) wider than the hole in the hull bottom. It is necessary to lower the water jet unit in the hull bottom, to achieve a smooth hull bottom. NOTE! When manufacturing a GRP hull, it is a good idea to prepare the area to be immersed by using a casting mould. The depth of the immersion is presented in the table below. WJ K22 K25 K28 K32 K36 K40 Immersion 11 mm (0.43 in) 13 mm (0.51 in) 13 mm (0.51 in) 11 mm (0.43 in) 13 mm (0.51 in) 13 mm (0.51 in)
40
Water jet unit installation 5. The limits of the hole are now drawn. The hull is prepared for the next procedure, to cut out the hole.
Cut out the hole: 1. Cut out the hole along the drawn lines.
2. In case of a V-bottomed shape hull the transition between the water jet unit and the hull bottom has to be smooth, according to the illustration. 3. If the water jet unit is to be bolted to the hull, see How to bolt the water jet unit to the hull on page 47. 4. If the water jet unit is to be welded to the hull, see How to weld the water jet units to the hull on page 51.
The transition between water jet unit and hull A Grind the dashed area to achieve a smooth transition between the water jet unit and the hull. Angle (v) = max.7.
41
Twin installation
When installing twin water jet units you should aim to install the water jet units as close as possible to the centre line of the boat. However, the distance between the water jet units must not be too short since the reversing buckets will then collide with each other. Therefore the minimum distance between the water jet units has to be noted before beginning the installation. Minimum distance between the water jet units Minimum distance between the water jet units depends on the bottom angle (v) of the hull. NOTE! Check with the minimum service distance between the engines, see the table on next page. This distance may be the critical installation distance.
Minimum distance (L) in mm (in.) WJ K22 K25 K28 K32 K36 K40 H v = 5 242 (9.53) 275 (10.83) 308 (12.13) 352 (13.86) 396 (15.59) 440 (17.32) 670 (26.38) 860 (33.86) 830 (32.68) 1050 (41.34) 1170 (46.06) 1360 (53.54) v = 10 720 (28.35) 890 (35.04) 860 (33.86) 1090 (42.91) 1220 (48.03) 1410 (55.51) v = 15 750 (29.53) 910 (35.83) 890 (35.04) 1120 (44.09) 1260 (49.61) 1450 (57.09) v = 20 770 (30.31) 930 (36.61) 910 (35.83) 1140 (44.88) 1300 (51.18) 1470 (57.87) v = 25 790 (31.10) 940 (37.01) 920 (36.22) 1160 (45.67) 1320 (51.95) 1490 (58.66) v = 30 800 (31.50) 950 (37.40) 930 (36.61) 1160 (45.67) 1330 (52.36) 1500 (59.06)
42
Minimum service distance between the engines in mm (in.) System v = 5 42WJ-K22 42WJ-K25 63L-, 63P-K25 63L-, 63P-K28 73WJ, 74C-K28 73WJ, 74C-K32 122A-, 122P-K32 163A-, 163P-K36 163A-, 163P-K40 780 (30.71) 860 (33.86) 870 (34.25) 870 (34.25) 930 (36.61) 1045 (41.14) 1170 (46.06) 1170 (46.06) 1335 (52.56) v = 10 780 (30.71) 890 (35.04) 870 (34.25) 870 (34.25) 930 (36.61) 1085 (42.72) 1220 (48.03) 1220 (48.03) 1385 (54.53) v = 15 780 (30.71) 910 (35.83) 885 (34.84) 885 (34.84) 930 (36.61) 1115 (43.90) 1260 (49.61) 1260 (49.61) 1425 (56.10) v = 20 780 (30.71) 930 (36.61) 905 (35.63) 905 (35.63) 930 (36.61) 1140 (44.88) 1295 (50.98) 1295 (50.98) 1455 (57.28) v = 25 790 (31.10) 940 (37.00) 920 (36.22) 920 (36.22) 930 (36.61) 1155 (45.47) 1315 (51.77) 1315 (51.77) 1475 (58.07) v = 30 800 (31.50) 945 (37.20) 925 (36.42) 925 (36.42) 930 (36.61) 1160 (45.67) 1330 (52.36) 1330 (52.36) 1490 (58.66)
43
Water jet unit installation Preparation of the hull The hull is prepared for installation by first drawing the limits of the holes on the hull. The next procedure is then to cut out the holes. Thereafter the hull is prepared for the installation of the water jet units. NOTE! Refer to page 39 Dimension table for necessary dimensions of the water jet unit.
Draw the limits of hole on the hull: 1. Draw the centre line of the hull on the stern.
2. Draw a help line at the height (H) on the stern parallel to the hull bottom. At the distance (L/2) from the centre line of the stern on the height (H) from the bottom, there is the point where the centre point of the water jet unit will be when installed at distance (L) between the water jet units.
3. Draw the centre line of the water jet unit.
44
Water jet unit installation 4. Draw the width (A1) and the height (B) of the hole. Note the radius (R) in the upper corners. 5. Repeat steps 2 to 4 for the starboard water jet unit.
6. Draw the centre line of the water jet unit on the hull bottom.
7. Draw the length (C) of the hole on the hull bottom. Draw the width of the hole (A). Note the radius (R). 8. Bolt installation only: Draw the contour of the area to be immersed in the hull bottom. This area is about 5 mm (0.2 in) wider than the hole in the hull bottom. It is necessary to lower the water jet unit in the hull bottom, to achieve a smooth hull bottom.
NOTE! When manufacturing a GRP hull, it is a good idea to prepare the area to be immersed by using a casting mould. The depth of the immersion is presented in the table on page 40.
9. Repeat steps 6 to 8 for the starboard water jet unit. 10. The limits of the holes are now drawn. The hull is prepared for the next procedure, to cut out the holes.
45
Water jet unit installation Cut out the holes: 1. Cut out the holes along the drawn lines. 2. If the water jet units are to be bolted to the hull, see How to bolt the water jet unit to the hull on page 47. 3. If the water jet units are to be welded to the hull, see How to weld the water jet units to the hull on page 51.
46
How to bolt the water jet unit to the hull

The water jet unit can be bolted to aluminium, GRP and steel hulls. When installing the water jet unit in a steel hull see section Steel hull guidelines on page 50.
Screws and washers

The following screws and washers are delivered with the water jet unit and must be used when installing: M10 stainless countersunk screws. Insulation washers. Stainless washers. Stainless M10 locking nuts.
Installation procedure
Adapting the hole of the stern: 1. Adapt the hole of the stern to the chamfer on the water jet unit as illustrated.
Drill screw holes in the hull: 1. Lift up the water jet unit to the hull and push forward so that the water jet unit comes into contact with both bottom and stern surfaces of the hull (the mounting area must be smooth and flat). WARNING! Ensure that the water jet unit is secured properly by an approved lifting device, if not there is a risk of equipment damage and personal injury. 2. Mark the screw holes with a 6 mm drill. Use a guide sleeve in the screw holes of the water jet unit to avoid scratches on the painting.
47
Water jet unit installation 3. Lower down the water jet unit. 4. Drill the screw holes in the hull with a 12 mm drill.
Clean the contact surfaces of the hull: 1. Aluminium hull, steel hulls: Clean the contact surfaces of the hull accurately. Use a cleaning agent of prescribed quality to achieve best possible result. 2. GRP hull: Grind the contact surface of the hull. The surface must not be blank. Clean the contact surfaces of the hull accurately. Use a cleaning agent of prescribed quality to achieve best possible result.
Apply sealant: 1. The illustration shows how the screw joint with sealant should look like after the installation is completed.
Cross section of the screwed joint. 1 2 3 4 5 6 7 8 Water jet unit Hull Insulation washer Stainless countersunk screw Stainless locking nut Washer Sealant Sealant
48
Water jet unit installation 2. Apply sealant on hull or water jet unit contact surfaces. Use a hand press or a pneumatic press to apply the sealant. The string diameter of the sealant should be about 8 mm (0.32 in) and applied as illustrated below. 3. Lift up the water jet unit against the hull and push forward so that the water jet unit comes into contact with both bottom and stern surfaces of the hull. 4. Install a few screws with insulation washers, tighten the locking nuts lightly. This to steer the water jet unit into the correct position. NOTE! When installing the screws, prevent the sealant from following the screws through the screw holes by keeping something above the screw hole.
5. When the water jet unit is in its correct position install remaining screws, insulation washers, washers and locking nuts. NOTE! Below the washers a flat iron or an angle iron may be used to stiffen the installation of the water jet unit.
Tighten the screws: 1. Tighten screw (pos. 1) and (2) to half torque 20 Nm (14.8 lb ft). IMPORTANT! Do not rotate the screws while tightening, the insulation washers may break down. 2. Tighten (3) and (4) to 40 Nm (29.5 lb ft). Continue with (5) and (6) until the stern is finished. 3. Check the torque of (1) and (2). 4. Tighten (x) and (y) to 40 Nm (29.5 lb ft). Continue with the remaining screws until the bottom is finished. 5. When the water jet unit is tightened to the hull, check that sealant has been pressed out round the joint. When this sealant is dry, cut clear the overflow with a knife. Do not use any kind of solvent. 6. Fill the joint on the sides and in front of the water jet unit with sealant. Use a hand press or a pneumatic press to apply the sealant. 7. Top up the grooves of the bolt heads with sealant. If there are hollows on the hull bottom because of the screws, top up the hollows with sealant to achieve a smooth hull bottom. Make sure that bottom surface between the hull and water jet unit is smooth.
49
Steel hull guidelines

When installing the water jet unit in a steel hull, the water jet unit must be electrically isolated from the steel hull and the engine. This must be measured before launching the boat.
Installation procedure The installation procedure is almost the same as described earlier in this chapter. However there are a few things that are different. 1. Install a rubber seal 560 mm (0.2x2.36 in) between the hull and the water jet unit. 2. Plastic washers must be used below the screws as well as the locking nuts. 3. Insulation bushings must be used between the screw and the screw hole of the steel hull.
50
How to weld the water jet units to the hull

The water jet unit can be welded to aluminium hulls.
Butt weld
Prior to welding
IMPORTANT! All parts of the water jet unit, the bearing housing hydraulic cylinders, sensors etc., must be protected in order to avoid damages during welding. IMPORTANT! Prior to welding, check that the boats electrical system is disconnected.
Welding joints
Two kind of weld joints are actual for this operation, fillet weld and butt weld.
This welding process is more sensitive for blowthrough and the risk that the plates will bend. To avoid blow-through the plates should be as close as possible to each other. A V-groove should be made on the outside of the hull to achieve a good weld joint. Before welding the V-groove a weld joint must welded on the inside as illustrated above. Between the weld joint and V-groove the thickness of the hull should be at least half of the total thickness of the hull, see figure above. Use shorter weld lengths to avoid the plates bending. The length of the weld should be about 200 mm (7.87 in) long, with an approximately 200 mm (7.87 in) gap between the weld joints. When the hull thickness is 6 mm (0.24 in) the gap between the plates can be between 0-1 mm (0-0.04 in). If the hull thickness is 10-12 mm (0.39-0.42 in) the gap is allowed to be between 0-2 mm (0-0.08 in).
Fillet weld
The dimension (a) must be at least as thick as the hull. The length of the weld should be about 300 mm (11.81 in) and the gap between the weld joints should be 300 mm (11.81).
When the hull is angled down to the water jet unit the length of the weld can be longer.
51
Preparation for welding

1. Lift up the water jet unit against the hull. As you observe the hole is not big enough to suite the water jet unit. Therefore the hole has to be done more accurate. WARNING! Ensure that the water jet unit is secured properly by an approved lifting device, if not there is a risk of equipment damage and personal injury. 2. Draw new lines around the contour of the water jet unit on the hull stern and bottom. 3. Lower down the water jet unit and cut out the correct size of the hole. 4. Lift up the water jet unit and test if it is possible to install the water jet unit in the hull. If not, repeat steps 1 to 3 until it is possible. 5. Repeat steps 1 to 4 when finishing the hole for the other water jet unit. 6. Install temporary stringers on the outside of the hull bottom and stern near to the hole, see the figure below. This is done to prevent damage to the water jet unit caused by heat stresses during welding. 7. Lift up the water jet unit to the hull and push it ahead. Ensure that the water jet unit is in its correct position. 8. Install auxiliary supports on the hull bottom to hold the water jet unit against the hull. Install one support more aft, the second support in the middle of the water jet unit and the last support more fore. 9. Lower down the water jet unit so it is supported by the auxiliary supports. However its a good idea to still secure the water jet unit with the lifting device as long as it wont prevent the welding.
52
Welding
1. The water jet unit shall be welded together with the hull according to the instructions in the figure below. Especially observe the welding direction and the length of the weld joints. 2. Weld the bottom inside the boat. Start with weld joint (1) continue with (2) then (3) and so on. 3. Remove the auxiliary supports from the hull bottom. 4. Weld the bottom outside the boat, weld V-grooves as described on page 52 section Butt weld. The weld joints have to be trapped as illustrated in the figure above to achieve best possible strength. 5. Weld the stern inside the boat. Start with weld joint (1) continue with (2) then (3) and so on. 6. Weld the stern outside the boat. The weld joints have to be trapped as illustrated in the figure above to achieve best possible strength. After welding is completed: 1. Remove the temporary stringers. 2. Grind the weld joints on the outside of the boat to achieve a smooth bottom surface of the hull. 3. Paint the water jet unit as described on next page.
53
Painting the water jet unit

Touching up paintwork damage Any scratched water jet unit component must be repaired. Observe the following before painting a component. 1. Wash the area to be painted with fresh water. IMPORTANT! Do not use pressure washers. High water pressure can damage components on the water jet unit. 2. Leave the area to dry. 3. Lightly blast the surface and level out any unevenness. 4. Paint the area as described below. Correction of damages in the painting NOTE! If the corrosive damage to the inlet duct is deeper than 3 mm (0.12 in), contact Volvo Penta. Should an area or a component of the water jet unit be scratched during installation, the damaged painting must be remedied. Observe the following before painting a component: 1. Blast the area to be painted. 2. Wash the blasted area with fresh water. IMPORTANT! Do not use pressure washers. High water pressure can damage components on the water jet unit. 3. Leave the area to dry for about 12 hours. 4. Lightly blast the surface and level out any unevenness. 5. Paint the area as described earlier.
Painting above the water line: 1. Apply 1 layer with Primer 2-component. (item number: 1141561-9) 2. Apply 3 layers with Touch-up paint. (item number: 3851219-0, colour code 4001) Painting below the water line: 1. Apply 1 layer with Primer 2-component. (item number: 1141561-9) 2. Apply 1 layer with Anti fouling primer. (item number 1141593-2) 3. Apply 2 layers with Anti fouling. (item number: 1141595-7)
Original colour The water jet units are painted at the factory with the following colours: Intercure 420 Epoxy coating International YBA591 Trilux black On early models, Interspeed BWA 444 Anti Fouling Painting steel hulls When the water jet unit is installed in a steel hull, the hull must be painted with the anti fouling paint at least on a 500 mm (19.7 in) wide are around the water jet unit.
NOTE! If local legislation does not allow the use of anti-fouling paint contact Volvo Penta for advice on alternative methods!
54
Marking of oil dipstick

NOTE! K22 & K25 water jet units have grease lubricated axial bearings which are replenished with grease at the factory. The oil level in the bearing housing is checked with the oil dipstick. The oil dipstick must be marked as follows: 1. Fill the bearing housing with oil of prescribed quality and quantity. Wait until the oil level has stabilized. 2. Pull out the oil dipstick and mark the max. level of the oil level. 3. Mark the min. level 10 mm (0.39 in.) lower.
Oil quantity in bearing housing:
WJ K22 K25 K28 K32 K36 K40
Oil quantity grease lubricated grease lubricated 0.5 l (0.13 US gal) 1.3 l (0.34 US gal) 2.1 l (0.55 US gal) 3.9 l (1.03 US gal)
K28 v 0 5 10 15 20 25 30 L in mm (in.) 201 (7.91) 201 (7.91) 201 (7.91) 201 (7.91) 201 (7.91) 201 (7.91) 201 (7.91) L1 in mm (in.) 157 (6.18) 150 (5.91) 140 (5.51) 132 (5.20) 125 (4.92) 110 (4.33) 105 (4.13)
K32 L in mm (in.) 275 (10.8) 275 (10.8) 275 (10.8) 275 (10.8) 275 (10.8) 275 (10.8) 275 (10.8) L1 in mm (in.) 202 (7.95) 195 (7.68) 181 (7.13) 168 (6.61) 155 (6.10) 140 (5.51) 125 (4.92)
55
Individual marking
The oil dipstick may also be marked according to the table. Individual marking is required because of different bottom angles which means different levels on the oil dipstick.
Oil dipstick
NOTE! Check that the oil dipstick is installed closest to centre line of the boat. If not, the oil dipstick and the breather on the bearing housing must change places.
Breather
56
Gearbox and intermediate shaft installation

Gearbox installation
Use two dial test indicators to measure radial and axial alignment when rotating the gearbox. In this way you will be able to see if the engine is in correct position according to the water jet unit. The shaft used between the gearbox flange and the water jet unit flange when aligning, must be stiff enough to avoid misleading values.
Gearboxes - technical data Designation ZF 63 ZF 220 ZF 325 MG 5085 SC-E MG 5091 SC-E Weight dry 46 kg (101 lb.) 63 kg (139 lb.) 138 kg (304 lb.) 120 kg (265 lb.) 220 kg (485 lb.) Oil volume 3.8 l (1.0 US gal) 4.5 l (1.2 US gal) 8.2 l (2.2 US gal) 4.28 l (1.1 US gal) 9.6 l (2.5 US gal) Oil quality ATF SAE 30 SAE 30 SAE 30 SAE 30
57
Clutch control
There are two options of controlling the gearbox: One option is to clutch in/out with a handle connected to the gearbox via a wire. The gearbox can also be controlled electrically from a control panel.
S1
S2
From the control panel you will be able to clutch in (S1), clutch out (S2) and back flush (S3) the water jet unit.
S3
Installation of the clutch control panel 1. Plan the dashboard for the driver so he or she can reach the control panel even in a heavy ruff sea. 2. Cut out the dashboard following the template (for a full scale template see page 97).
58
3. Connect the control panel as shown in the following picture. 4. Connect the socket to clutch with an extension cable to the gearbox clutch connectors. Use one of the following extension cables:
VP part number 873938 873939 873940 873941 873941 874061
Length 3 m (9.8 ft) 5 m (16.4 ft) 7 m (23.0 ft) 9 m (29.5 ft) 11 m (36.0 ft) 13 m (42.7 ft)
To clutch
To instrument panel +/-
5. Be sure to install the sealing sleeve so that no water can penetrate into the sleeve. If the panel is placed in outside environment and the dashboard is not perfectly flat, add silicone sealing between the panel and rubber, the rubber and console. Seal the screw so no water can penetrate under the console.
59
6.
Be sure not to block off the relief hole in the sleeve.
Min distance 390 mm (15.4 in)
60
Gear selector (EDC system)

NOTE! Install the electronic unit with the connections pointing downward, see figure below.
For a full scale template see page 97.
Connect to gear pot. connector on control cable Connect to neutral switch connector on control cable
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Gearbox and intermediate shaft installation Calibration, gear selector Before the gear selector is calibrated, the EDC system must be put in calibration mode as follows: 1. Put the control lever(s) in neutral/idling position (4). 2. Turn the ignition key to S (stop position) and release it, so that it springs back to position 0. 3. Depress the neutral button and keep it depressed until item 5. 4. Turn the ignition key to position I (drive position). The diagnosis button lamp lights up. 5. Release the neutral button when the diagnosis button lamp goes out. 6. The lamps in the neutral and diagnosis buttons now flash to confirm that the EDC system is in calibration mode. The diagnosis button indication flashes at the following intervals: 2 flashes then pause for about 0.7 sec. 7. If the boat has two engines, repeat the procedure for the other engine. NOTE! The system will not go into calibration mode if there are any fault codes stored (except fault codes 1.6 and 1.7).
Attend to any malfunctions before calibration. 8. Move the throttle lever to full throttle position (2). Release the lever. Acknowledge the position by pressing the neutral button for at least three seconds. 9. Move the lever to neutral position (4). Release the lever and acknowledge the position by pressing the neutral button for three seconds.
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10. Press the yellow CLUTCH IN button (1), and then press the neutral button for at least three seconds. 11. Press the green CLUTCH OUT button (2), then press the red BACK FLUSH button (3) and then the neutral button for at least three seconds. 12. Press the green CLUTCH OUT button (2), acknowledge and finish calibration by pressing the neutral button twice for three seconds each time. S1 S2
S3
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Installation of CV-shaft
T WARNING! All rotating components between the engine and water jet unit must be covered. This is to avoid personal injury and to protect the shaft from foreign bodies which can come into contact with the shaft during operation and cause personal injury. If any fault occurs in the shaft, the shaft must be covered since it could otherwise cause sever personal injury and damage the boat.
Installing the flange on water jet unit

1. Install the flange on the water jet unit shaft. NOTE! It is important that dimension A corresponds with the dimensions in the table.
WJ K22 K25 K28 K32
A 27 mm (1.06 in) 21 mm (0.83 in) 24 mm (0.94 in) 23 mm (0.91 in)
CV-shaft CV30 CV42 CV42 CV42
Torque 17 Nm (12.5 lb ft) 60 Nm (44.3 lb ft) 60 Nm (44.3 lb ft) 60 Nm (44.3 lb ft)
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Installing the flange on reversing gear

K22 Install the flange on the reversing gear. Tighten bolts (1) as stated in the table below.
Engine/WJ TAMD42WJ/K22 TAMD63/K25, K28 TAMD74/K28, K32 TAMD112/K32
Tightening torques 65 13 Nm (48.0 10 lb ft) 200 20 Nm (148 15 lb ft) 344 55 Nm (254 41 lb ft) 344 55 Nm (254 41 lb ft) K25-K32
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Installing the CV-shaft

1. Read through the section relating to shaft angles to adjust the shaft. 2. Remove the cover from the CV-42 shaft.
1. K22 3. Place the CV-shaft between the water jet unit flange and the reversing gear adapter kit. Please refer to figures 1 and 2. 4. The CV-30 and CV-42 shafts are pre-greased, so no lubrication of the shafts is needed. 5. On the CV-30 axle, press the plastic plugs into the two holes where screws can not be installed. Install curved spring washers to secure the plugs. 6. Lock the screws with locking fluid and tighten them as stated in the table.
Screw size M12 M16
Tightening torques 85 15 Nm (63 11 lb ft) 197 35 Nm (145 26 lb ft) 2. K25-K32
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Shaft angles
The largest recommended shaft angle is determined by the rotation speed of the shaft, shown in the table below. The CV joints do not need to rotate at the same angle, but their effective service life is determined by this angle. When you install the CV-shaft, try to distribute the angles equally, to achieve maximum service life. A Shaft rpm 0 - 1200 rpm 1500 rpm 1750 rpm 2250 rpm 3000 rpm CV-shaft 4 3 2.5 2 1,.5
One way to determine the total installation angle and its distribution between the two joints at the same time, is to use two rulers located as in the illustrations. At A, the point of intersection is poorly placed. One joint takes up the entire angle. At B, the point of intersection is centred between the two joints, and the total installation angle is thus evenly distributed. If the installation angle is both vertical and horizontal, the effective installation angle can be determined by using the diagram.
Example: V = 6, H = 5 gives the effective installation angle =8. IMPORTANT! The greater the angle, the more important it becomes to have evenly distributed joint angles. The greatest permissible joint angle in the table must not be exceeded. If you are unsure, or if you need a greater angle, please contact Volvo Penta for advice.
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Installation length A
The CV-shaft is designed to absorb axial movement in its piston joints. This is not done to compensate for poor installation, it is to permit engine movement in the mountings during operation. Installation length A is measured between the water jet unit shaft flange and the gearbox adapter kit. It is easy to determine the A length when installation is straight. If the installation is angled, the distance must be determined by adding the distances for the A+B+C+D positions on each edge, at the same diameter, and then dividing the sum by four to get the effective A length.
If there is a discrepancy between the measured and desired A lengths, as given in the table, the distance must be adjusted to correspond. This is usually done by adjusting the position of the engine or water jet unit. The dimensions of A length given only apply to standard CVshafts. Specially ordered (tubular) CV-shafts must be installed at exactly the given length. TAMD42WJ CV-shaft CV30 CV30 CV30 Installation length 245 mm (9.6 in) 660 mm (26.0 in) 1200 mm (47.2 in)
TAMD63, TAMD74 CV-shaft CV42 CV42 CV42 Installation length 270 mm (10.6 in) 600 mm (23.6 in) 1200 mm (47.2 in)
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Installation of U-joint shaft

WARNING! All rotating components between the engine and the water jet unit must be covered. This is to prevent personal injury and to protect the shaft from foreign bodies, which could come into contact with the shaft during operation and cause injury. If any fault occurs in the shaft, the shaft must be protected, since it could otherwise cause personal injury and seriously damage the boat.
Installation of flange on water jet unit

1. Install flange (1) on the water jet shaft and fix it by tightening the screws (2) as in the torque table below. NOTE! It is important that dimension A is as stated in the table below.
WJ K32 K36
A 23 mm (0.94 in) 4 mm (0.91 in)
Tightening torque 41 8 Nm (30 6 lb ft) 140 20 Nm (103 15 lb ft)
2. Install the spacer (3) and fix it by tightening screws (4) as in the torque table below. NOTE! The spacer is only used on water jet unit K32. K36 has a spacer which is fixed with the propeller shaft screws.
Screw size M12 M14-10.9 M16-8.8
Tightening torque 85 15 Nm (63 11 lb ft) 175 30 Nm (130 22 lb ft) 220 35 Nm (162 26 lb ft)
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Installation of flange on marine gearbox

Fix flange (5) to the marine gearbox with the screws (6). Torque the screws as in the torque table.
Screw size M12 M14-10.9 M16-8.8
Installation of the propeller shaft

1. Use a spirit level to check that the water jet unit is in line with the engine bed. 2. Design the installation members as in the drawings which are at the end of this document. The members are essential tools for installing the propeller shaft correctly. 3. Install the installation members horizontally on each flange, illustration 1. Member 1 is installed on the water jet flange, and member 2 is installed on the marine gearbox flange. Check alignment between the two installation members, by using a spirit level. Measure and check that distance A corresponds with the dimension in the table below. 1
Position A
Length 476.6 5 mm (18.8 0.2 in)
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4. Turn the members to the vertical position, illustration 2, measure distance A and B, and check that the distances correspond with the dimensions in the table below.
5. Install the propeller shaft on the water jet adapter flange and the marine gearbox flange, using M14x40 screws. Lock the screws with thread locking fluid, and torque them as in the torque table.
Screw size M12 M14-10.9 M16-8.8
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Drawing, installation members

NOTE! The drawings are not to scale.
Member 1.
Member 2.
Position A B C D E F G H
Length 35 0.3 mm (1,366 - 1,390 in) 155.5 0.5 mm (6,102 - 6,142 in) 15+0,5/-0,0 mm (0,590 - 0,610 in) 110+0.035/-0.000 mm (4,331 - 4,332 in) 200,3 mm (0,776 - 0,799 in) 500 1 mm (19,646 - 19,724 in) 100 mm (3,94 in) 3 0.5 mm (0,098 - 0,138 in)
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Control system installation

Single installation with hand hydraulic pump unit
Single K22, typical installation drawing 3829486
The system needs hydraulic oil flow and pressure to work. On the main engine there is a servo pump which provides the system with the oil flow needed. An oil cooler is installed to guarantee a low oil temperature. When the steering wheel is turned the hand hydraulic pump unit (1) affects the steering cylinder which affects the steering nozzle. The port lever of the reversing bucket controller is connected to a control cable that activates the valve in the reversing bucket control mechanism (11). When the valve is activated oil flows through the hoses to the reversing cylinder and the reversing bucket is raised or lowered. The position of the port lever always indicates the position of the reversing bucket. The starboard lever of the reversing bucket controller controls the engine rpm. NOTE! For more technical information please contact Volvo Penta.
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Installation of reversing bucket controller

Select an area for the reversing bucket controller that gives a safe and comfortable driving position. While you steer the boat with one hand, the other hand shall easily be able to manoeuvre the reversing bucket controller and the engine rpm controller. NOTE! All installation instructions and templates are included in the kits.
3. Connect the cable to the clevis and to the cable fastening of the reversing bucket control mechanism. Check that direction of the cable is straight ahead from the reversing bucket control mechanism. This to guarantee a trouble-free operation. NOTE! If the water jet unit is installed in a steel hull, isolate the steering cable and the reversing bucket controller from the steel hull. This to ensure that the water jet unit is electrically isolated from the hull.
1. Use the template provided with the kit to cut the appropriate mounting hole in the console of the control station. 2. Connect the cable to the reversing bucket controller. Install the rod of the steering cable to front side and the outer hole (which gives more stroke) of the rotor. The cable should push (at the water jet unit end of the cable) when moving the controller ahead. Remove the cover plate on the controller and unscrew the two stop screws so the lever can reach the mechanical end position. The stroke of the cable should be 80-90 mm (3.1-3.5 in) when moving the cable from one end position to the other end position.
Installation of hand hydraulic pump unit

NOTE! All installation instructions and templates are included in the kits. The hand hydraulic pump unit may be mounted with the shaft horizontal, vertical or any angle in between. The filler plug must always be in the uppermost position. 1. Use the template provided with the kit to cut the appropriate mounting hole in the console of the control station. 2. Install the hand hydraulic pump unit to the console. Lightly grease the taper of the shaft. 3. Install the steering wheel on the shaft of the hand hydraulic pump unit. Tighten the nut properly.
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Connection of the system
IMPORTANT! Ensure cleanliness when installing hydraulic components.
Pressure line (L3) 1. Connect the pressure line from the pressure port of the servo pump to the IN connection of the reversing bucket control mechanism. 2. Seal all connections with sealant of prescribed quality.
Steering line (L1) 1. Connect the two bleeding connectors to the fore and aft steering cylinder ports. 2. Connect the first hose from one of the ports of the hand hydraulic pump unit to the port more aft of the bleeding connectors. If the steering are going in the wrong direction, just switch the connectors on the steering cylinder. 3. Connect the other hose from the other port to the port fore of the bleeding connectors.
Return line (L4) 1. Cut the hose in to two pieces that has right lengths. 2. Connect the return line with the threaded connection from the OUT port of the reversing bucket control mechanism to the oil cooler. 3. Connect the line from the oil cooler to the oil tank.
Suction line (L2) 1. Connect the suction line between the suction port of the hydraulic oil tank and servo pump.
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Control system installation Reversing line (L5) 1. Connect the first hose from the A port of the reversing bucket control mechanism to the port more aft on the reversing cylinder. 2. Connect the second hose from the B port of the reversing bucket control mechanism to the port fore on the reversing cylinder. 3. Seal all connections with sealant of prescribed quality. 8. Start the engine. Check that the hydraulic pump is delivering oil. IMPORTANT! If the hydraulic pump is not delivering oil within one minute the engine must be stopped and the reason for this must be investigated. One reason may be air in the lines. Bleed the suction line again and open the pressure line a little bit to let out the air. Do not open the pressure line too much, due to the high pressure in the lines. 9. Check the oil level in the hydraulic oil tank, it will drop since the system is empty. Replenish immediately so that the oil level won't sink too low. IMPORTANT! The hydraulic oil tank must not be empty while the engine is running, this may cause damage to the servo pump.
Starting the system

IMPORTANT! Ensure cleanliness when installing hydraulic components. 1. Fill the steering cylinder with oil. Use VP steering pump oil part no. 1141640-1, see Accessories catalogue. WARNING! Never use brake fluid. Any non-approved fluid may cause personal injury and equipment damage.
10. Test the reversing bucket controller to ahead and astern positions, check if the level in the hydraulic oil tank is dropping. If the reversing bucket controller is held to its forward end position the oil will get hot. The oil may also be overheated if the cable is stuck. WARNING! The hydraulic system can be overheated and the servo pump can be damaged. This could result in lost of reversing bucket control.
Bleeding the steering lines 2. First bleed the connection of the steering cylinder which gives pressure when turning the steering wheel clockwise. Keep a suitable container under the bleeding line to prevent the oil from flowing out in the boat. 3. Connect the hose again when there is no more air in the oil. 4. Disconnect the other hose and turn the steering wheel counter clockwise. Keep a suitable container under the connection to prevent the oil from flowing out in the boat. 5. Connect the hose again when there is no more air in the oil. 6. Check that there is no oil leakage. WARNING! If there is leakage the pressure is lost and the steering ability will be poor, this may cause personal injury and equipment damage.
11. Check the valve of the reversing bucket control mechanism. The spring in the valve should push/ drag the cable to the unloaded position. When releasing the reversing bucket controller it will move backwards a little so that the hydraulic valve will be in its middle position and therefore avoiding a too high pressure in the system. If the control cable is installed so it is very inert and the hydraulic valve does not manage to be in its middle position, this may cause damage to the servo pump. The warranty is not valid to this kind of damage. 12. Check that there is no oil leakage. WARNING! If there is leakage the pressure is lost and the braking/reversing ability will be poor, this may cause personal injury.
Filling up the reversing bucket lines 7. Fill the up hydraulic oil tank with oil. IMPORTANT! Before starting the engine and water jet unit, read section Before starting on page 87.
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Adjusting the reversing bucket control mechanism

Adjustment of the reversing system is necessary to obtain a trouble free operation. Otherwise the pressure will remain high after a completed manoeuvre and the oil pump will be overheated. 3. Manoeuvre the reversing bucket controller from full ahead position to full astern position. Check that the reversing cylinder reaches each end position. If necessary adjust the length of stroke by lengthen or shorten the steering cable. It is also possible to move the reversing bucket control mechanism on the reversing cylinder. To rise the reversing bucket 10 mm (0.39 in) the steering cable must be lengthen about 3 mm (0.12 in).
1. Check that the reversing bucket controller can be easily be moved from end position to end position. If not, unscrew the stop screws. 2. Ensure that the steering cable is pushing the control arm (1) against transom when moving the reversing bucket controller to ahead position.
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Single and twin installation of servo systems

Twin K22 and K25, typical installation drawing 3814483
The system needs hydraulic oil flow and pressure to work. On the engines there are servo pumps (31) that provide the system with the oil flow needed. An oil cooler (32) is installed to guarantee a low oil temperature. Other necessary equipment such as hydraulic oil tank (1), level indicator (4), fill-up cup (3) and hydraulic oil filter (2) are also installed. When the steering wheel (14) is turned the steering unit (12) affects the synchronisation valve (16) which synchronises the steering command equally to both port and starboard steering cylinders (21). The reversing bucket controller (15) is connected to control cables type 33 that activates micro switches in the reversing bucket control mechanism (22). The micro switches are connected to the electric actuator on the hydraulic valve (11). In this way the reversing cylinders (24) get the needed oil flow to raise or lower the reversing bucket. The positions of the reversing bucket levers (15) always indicate the position of the reversing buckets. NOTE! For more technical information please contact Volvo Penta.
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Control system installation Single K28-K40 typical installation drawing 3814471
The system needs hydraulic oil flow and pressure to work. On the engine there is a servo pump (31) which provides the system with the oil flow needed. An oil cooler (32) is installed to guarantee a low oil temperature. Other necessary equipment such as hydraulic oil tank (1), level indicator (4), fill-up cup (3) and hydraulic oil filter (2) are also installed. When the steering wheel (14) is turned the steering unit (12) affects the steering cylinder (21), which affects the steering nozzle. The position of the port lever of the reversing bucket controller (15) always indicates the position of the reversing bucket. The starboard lever of the reversing bucket controller (15) controls the engine rpm. NOTE! For more technical information please contact Volvo Penta.
The reversing bucket controller (15) is connected to control cables (33) which activates micro switches in the reversing bucket control mechanism (22). The micro switches are connected to the electric actuator on the hydraulic valve (11). In this way the reversing cylinder (24) gets the needed oil flow to raise or lower the reversing bucket.
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Control system installation Twin K28-K40, typical installation drawing 3814473
The system needs hydraulic oil flow and pressure to work. On the engines there are servo pumps (31) that provide the system with the oil flow needed. An oil cooler (32) is installed to guarantee a low oil temperature. Other necessary equipment such as hydraulic oil tank (1), level indicator (4), fill-up cup (3) and hydraulic oil filter (2) are also installed. When the steering wheel (14) is turned the steering unit (12) affects the synchronisation valve (17) which synchronises the steering command equally to both port and starboard steering cylinders (21). The reversing bucket controller (15) is connected to control cables (33) that activates micro switches in the reversing bucket control mechanism (22). The micro switches are connected to the electric actuator on the hydraulic valve (11). In this way the reversing cylinders (24) get the needed oil flow to raise or lower the reversing bucket. The positions of the reversing bucket controller levers (15) always indicate the position of the reversing buckets. NOTE! For more technical information please contact Volvo Penta.
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Installation procedure
NOTE! Refer to the following drawings: Twin K22 installation, see page 78. Single K28-K40 installation, see page 79. Twin K28-K40 installation, see page 80. IMPORTANT! Ensure cleanliness when installing hydraulic components. WARNING! Never use brake fluid as hydraulic oil. Any non-approved fluid may cause personal injury and equipment damage. Use standard ISO VG 32 hydraulic oil recommended by Volvo Penta.
Installation of the oil cooler In systems with the 30 and 40 engine models, the oil cooler is mounted on the engine. In systems with the 60, 70, D12 and 160 engine models, install the oil cooler after the gearbox cooler.
Installation of the steering unit NOTE! All installation instructions and templates are included in the kits. 1. Use the steering unit template when preparing to install the steering pump. 2. Use a distance plate between the steering pump and the console to protect the console. 3. Install nipples and hoses on the steering pump. 4. Install the steering pump in the console. 5. Install the steering shaft and steering wheel onto the steering pump. 1. Fit the hydraulic oil cooler in an appropriate place.
2. Connect the hose from the gearboxs cooler to the hydraulic oil cooler (pos. 1). 3. Connect the hose from the other connection (pos. 2) to the exhaust elbow or to outlet.
Installation of the reversing bucket controller Select an area for the reversing bucket controller that gives a safe and comfortable driving position. While you steer the boat with one hand, the other hand shall easily be able to manoeuvre the reversing bucket controller and the engine rpm controller. NOTE! All installation instructions and templates are included in the kits. Checkpoints after the reversing bucket controller are installed: 1. Check that the cable is moving easily. If it is jammed the reason for this must be investigated and remedied. 2. Check the cable should be longer in the reversing bucket control mechanism when manoeuvre to full ahead position. When manoeuvre to full astern the cable should be shorter in the reversing bucket control mechanism.
4. Screw the nipples on the cooler (pos. 3, 4). For best cooling results the oil and water should go against each other. 5. Connect the hydraulic system (pos. 3, 4). The couplings have 12 mm (0.47 in) connections.
Installation of the connection box 1. See wiring diagram for connection box, see page 96. The same electric supply as to the engine can be used. This means, that the electric supply to the engine is disconnected, the electric supply to the connection box will also be disconnected. If the electric supply is taken from another source than the one the engine is connected to, automatic fuses must be installed. WARNING! Install automatic circuit breakers or ordinary fuses on the incoming wires to prevent possible fire or short circuit. The automatic circuit breakers must be installed horizontal to avoid that heavy pounding will release the fuse.
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Control system installation Installation of the hydraulic valve 1. Install the hydraulic valve near the water jet unit(s) so it is easily accessible for adjusting and pressure measuring. Adjusting the reversing cylinder(s) WARNING! Be careful when adjusting the reversing cylinder. There is a risk of personal injury if you get jammed between the reversing cylinder and the reversing bucket control mechanism. 1. Adjust the maximum speed of the reversing bucket by adjusting the stop screws on the hydraulic valve. The time from full ahead to full astern position and vice versa should be about 3-5 seconds.
Installation of the synchronization valve 1. Install the synchronization valve so it is easily accessible for adjusting.
Starting the system

1. Connect the hoses according to the system drawing. 2. Seal the connections with sealant of prescribed quality. 3. Fill up the hydraulic oil tank with oil. 4. Bleed the suction hoses close to the servo pump to avoid starting the servo pump dry. IMPORTANT! Before starting the engine and water jet unit read section Before starting on page 87. 5. Start the engine. Check that the hydraulic pump is delivering oil. IMPORTANT! If the hydraulic pump is not delivering oil within one minute the engine must be stopped and the reason for this must be investigated. One reason may be air in the lines. Bleed the suction line again and open the pressure line a little bit to let out the air. Do not open the pressure line too much, due to the high pressure in the lines. 6. Check the oil level in the hydraulic oil tank, it will drop since the system is empty. Replenish immediately so the oil level wont sink too low. IMPORTANT! The hydraulic oil tank must not be empty while the engine is running, this may cause damage to the servo pump.
When moving the reversing bucket lever to full ahead or full astern position, the reversing cylinder should have stopped about 5 mm (0.20 in) from the mechanical end position. The pressure in the system should now drop down to about 20 bar (290 psi). The system is pre-adjusted to 90 bar (1305 psi), when reversing cylinder is in the mechanical end position.
The pressure can be checked as follows: 1. Move the reversing bucket lever to full ahead position. 2. Connect the pressure gauge to the hydraulic valve. If the pressure remains high the stroke length of the reversing cylinder must be adjusted.
7. Check if the reversing bucket moves when moving the reversing bucket controller. If not, the supply to the solenoids on the hydraulic valve is wrong. 8. Check if the steering nozzle turns starboard when turning the steering wheel to starboard. If not, the hydraulic hoses are incorrect installed.
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Control system installation Check the end positions of the reversing cylinder(s): 1. Move the reversing bucket lever to full ahead position, check the position of the reversing cylinder. There should be about 5 mm (0.20 in) left of the stroke (if the distance is greater than 5 mm (0.20 in) the full ahead position will not be reached). 2. Move the reversing bucket lever to full astern position, check the position of the reversing cylinder. There should be about 5 mm (0.20 in) left of the stroke (if the distance is greater than 5 mm (0.20 in) the full astern position will not be reached). Press the micro switch lever ahead and measure the cylinder movement.
Adjust the full ahead position of the reversing cylinder: WARNING! The engine must be stopped during these adjustments. 1. Unlock the stopper more aft (4). Move the stopper a little bit more aft to allow a longer cylinder stroke. If the reversing cylinder is reaching the mechanical end position, move the stopper a little bit more fore.
Adjust the full astern position of the reversing cylinder: WARNING! The engine must be stopped during these adjustments. 1. Unlock the stopper more fore (5). Move the stopper a little bit more fore to allow a longer cylinder stroke. If the reversing cylinder is reaching the mechanical end position, move the stopper a little bit more aft.
1. Control arm 2. Micro switch 3. Micro switch 4. Stopper more aft 5. Stopper more fore 6. Clevis 7. Cable
WARNING! If the cylinder is reaching the mechanical end positions the hydraulic system can be overheated.
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Control system installation Bleeding the steering lines NOTE! Normally it is not necessary to bleed the steering lines because of self-priming. But if necessary, follow instructions below. 1. Turn the steering wheel to port, disconnect the hose nearest aft on the steering cylinder. Keep a suitable container under the connection to prevent the oil from flowing out in the boat. 2. Turn the steering wheel to starboard a few turns. Connect the hose again when there is no more air in the oil. 3. Turn the steering wheel to starboard, disconnect the hose nearest fore on the steering cylinder. Keep a suitable container under the connection to prevent the oil from flowing out in the boat. 4. Turn the steering wheel to port a few times. Connect the hose again when there is no more air in the oil. 5. For twin installations repeat steps 1 to 4 on the other cylinder. 6. Check that the steering is working properly. The steering wheel may twitch sometimes when steering max. to port or starboard side, this is however normal behaviour. Adjusting the synchronization valve This valve is adjusted to min. value at delivery. Adjust as follows: 1. Turn the steering wheel to max. Starboard position, open the bypass valve of the starboard steering cylinder. 2. Turn the steering wheel to max. Port position (the pressure over the safety valve will rise to the adjusted pressure). Take your hands from the steering wheel. The pressure will go down. 3. Close the bypass valve of the starboard steering cylinder. The steering nozzles are directed the wrong way, (starboard steering cylinder has not moved). 4. Turn the steering wheel to max. Port position. Check the speed of the starboard steering cylinder, if the speed is the same as in normal driving it has to be adjusted by the adjusting screws on the hydraulic valve block. Adjust only half a turn. 5. Repeat step 4 until the speed of the steering cylinder has reached about half speed of normal driving. 6. Repeat steps 1 to 5 when adjusting port steering cylinder.
Lock the locking screw then adjustments are ready. Then adjustments is ready, distance from the top to the large cylinder should be approximately 14-16 mm (0.550.63 in).
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Precaution against corrosion

Galvanic corrosion
A boat that lies in the water constitutes a galvanic element since different metals (or metal alloys) such as steel and aluminium are in electrical contact with each other while in the same electrolyte, namely salt water. This produces galvanic corrosion. In popular terms, this can be compared with the similar electrochemical process that goes on in a starter battery. It is called a galvanic element. In a non-battery context the result of this process is called galvanic corrosion. There is overprotection if the digital tester gives a result less than -1340 mV. This could also be caused by stray currents from separate ground cables for VHF radio or other equipment fitted with separate ground cables which are wrongly connected. The reason may also be that the anodes provide too much protection current, e.g. magnesium anodes in salt water. There are different quality of water in harbours around the world. Some areas give different results due to salt and pollution content in the water. It is important that if the anodes disappear fast the reason has to be investigated, if there is no fault found in the boat system, the solution could be for this water condition just add more anodes.
Measuring with calomel electrode 885156-0 connected to Digital probe tester 9988452-0
1. Connect the calomel electrode to the digital probe tester measurement cable. 2. Connect the probe tester tip to a good ground connection, e. g. the ground screw on the inside of the water jet unit. Set the tester for D.C. measurement. 3. Carefully remove the protective sleeve over the probe tip. The protective sleeve is filled with a saturated salt solution (NaCI) and must be replaced after measurement with the salt solution in it. Dry the tip with a clean paper tissue or equivalent after measurement. 4. Dip the electrode in water approximately 30 cm (12") from the drive/shield water jet unit. The measurement result is the mean value for the complete drive and shield water jet unit. The result should lie between (minus) -900 mV and -1340 mV.
To check individual parts such as bolts, hydraulic cylinders etc., move the electrode so that the tip is directed towards an aluminium surface, about 5 mm away from the surface where the stainless part is fitted. The measurement result here should also lie between 900 mV and -1340 mV. If the result exceeds this (i.e. a higher more positive value such as -800 mV), the proportion of "noble" metals such as stainless steel, bronze etc., is too great for the anodes to overcome the corrosion current. The amount of anodes should be increased. The result may also be stray currents caused by incorrect or wrongly connected (+) cable or (+) cables exposed to bilge water. NOTE! If you need more anodes contact Volvo Penta for more information.
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Before delivery
Check list
Before launching and when launching the boat check the following:
4. Hydraulic system
Check that: all hoses are connected correctly, all hoses and pipes are installed properly, all hoses are free and are not scarping against other objects, there is no oil leakage, the oil level is Ok, the hydraulic pump is bleeded.
1. Hull
Check: that the transition between water jet unit and hull is smooth, that there are no cooling water intakes, keels or slips in front of the water jet unit inlet duct, that painting is correct, the anode protection of the hull.
5. Intermediate shaft 2. Water jet unit

Check: that the oil level in the bearing housing is correct (not valid for K22 & K25) that the impeller shaft rotates freely, that no oil leakage exists, that the inspection and anode hatches are closed, that there are no foreign objects in the inlet duct or in the impeller housing, that the painting is correct, the anode protection of the water jet unit. Check that: the alignment is Ok. Poor alignment will give shorter service life and more noise.
CV-shaft Check that: max. permissible joint angle is not exceeded, the CV-shaft is installed to the exact V-length (nominal operating length) specified, that all CV-shaft parts are properly secured and that the CV-rubber boots are undamaged, that there is no risk of water splashing on to the CVshaft assembly during operation.
3. Steering nozzle and reversing bucket

Check that: all screws are tightened and secured with the locking washer, the steering and reversing rod are tightened to given tightening torques, no foreign objects are preventing the steering nozzle and reversing bucket, the painting is correct.
Propeller shaft Check that: all shaft parts are properly tightened and secured, the shaft is proper protected so no personal injury can happen.
6. Launching the boat

When launching the boat check the following: that there is no leakage between water jet unit and hull, that there is no leakage in the bearing housing, that the water line is above the centre line of the water jet unit.
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Before deliver y
Before delivery
Sea trial
When launching the boat it must be tested and all test results must be documented in the Sea trial section in the instruction book.
Starting the engine and water jet unit

NOTE! In case of possible operational troubles see the troubleshooting table on page 90.
Before starting
IMPORTANT! Check that there are no foreign object in the inlet duct or impeller housing. Check that the shaft rotates freely. If a foreign object is blocking the water jet unit or if the shaft does not rotate freely, this must be investigated and remedied. Check the following before starting: 1. That there is no oil or water leakage. 2. That the oil level in the bearing housing is satisfactional. The oil level is checked with the oil dipstick and must be between the max. and min. markings. NOTE! This is not valid for water jet units K22 & K25 because the bearing housing is grease lubricated.
1. Check that the engine speed control is in idling position and that the gear is in neutral position. 2. Start the engine. 3. Check that the steering nozzle turns to both starboard and port and that the reversing bucket manoeuvres correctly. 4. Set the steering wheel in the centre position and the reversing bucket control to zero thrust position. 5. Engage the gear. Only ahead position is used, counter-clockwise (K22-K36) or clockwise (K40) rotation viewed from the stern, during normal operation. IMPORTANT! The water jet unit must not be operated dry, since the rubber bearing and the mechanical seal require water lubrication.
IMPORTANT! If no max. or min. markings are found on the oil dipstick, see page 55 for instructions how to mark the oil dipstick.
87
Before delivery
Test procedure
The following data must be documented in the Sea trial report in the instruction book: NOTE! All test results must be documented in the instruction manual, if not the warranty is not valid. 1. Check that the safety valve is not opening when the reversing bucket is operated to full ahead or full astern position. If the safety valve opens, read the instructions in Adjusting the reversing cylinder(s) on page 82 to adjust the installation. 2. Check that the reversing cylinder is stopping 5-10 mm (0.2-0.39 in) from the mechanical end position (valid only for servo system). If not, read the instructions in Adjusting the reversing cylinder(s) on page 82 to adjust the installation. NOTE! If operating the boat with the reversing cylinder adjusted incorrectly as described above, then the warranty is not valid. 6. Measure exact max. speed and engine RPM during a specified distance. The engine RPM is measured with a revolution counter at the front pulley on the engine. Compare the result with the RPM counter in the boat as calibration support. 7. Measure the speed of the boat at various engine RPM. 8. Perform an emergency stop, i.e. from full ahead to full astern with max. engine RPM. Note the behaviour of the boat. If the manoeuvre seems to be dangerous this has to be documented in the Sea trial section in the instruction book. The brake distance must also be noted. WARNING! This manoeuvre may cause personal injury and equipment damage if it is performed incorrectly. Begin this manoeuvre with low speed, then increase the speed gradually until max. speed is achieved. If something abnormal is detected the manoeuvre must be interrupted and the reason investigated. Normally this kind of manoeuvre should not be performed, but it is possible without damaging the boat or water jet unit. The test driver is responsible for this manoeuvre.
3. Check the idle pressure of the PVG-valve (if installed) it should be about 20 bar (290 psi). Check the max. pressure by turning the steering wheel to port and starboard, the max. pressure should be about 90 bar. K22 single installations have no connection for the pressure gauge but is still pre-adjusted to 90 bar (1305 psi). In some applications the pressure may reach 125 bar (1813 psi). 4. Check for abnormal noises from the control system. If there are abnormal noises this must be investigated and remedied before delivering the boat. 5. After driving for a while the bearing housing temperature must be checked. Normal temperature is approximately 2040 C (68-104 F) higher than the temperature of the water. WARNING! The gear must be disengaged when measuring the temperature. Place a sign on the gearbox control Maintenance under progress! There is a risk of personal injury if the gear is engaged.
88
Before delivery
Stopping the engine and water jet unit

1. Set the steering wheel to the centre position and the reversing bucket controller to zero thrust position. 2. Disengage the gear. 3. Set the reversing bucket in full ahead position and turn the steering nozzle so that the piston rod is inside the cylinder. See the figure below. These steps must be carried out so that the piston rods on the reversing cylinder and the steering cylinder are inside their respective cylinders. This protects the piston rods from fouling and corrosion. NOTE! If the instruction above is not followed the cylinders may start to leak and the warranty will consequently not cover this. IMPORTANT! If the cylinders are above the water line it is recommended that the reversing bucket is kept in reversing position because the anodes provide better anti-corrosion protection when the reversing bucket is in the water.
4. Stop the engine. 5. Check that there is no oil or water leakage. 6. Check the oil level in the bearing housing (not valid for water jet units K22 & K25).
89
Before delivery
Troubleshooting
A number of symptoms and possible causes of operational problems are described in the table below. In the event of faults or errors that you cannot remedy yourself you should always contact Volvo Penta.
Symptom Steering does not function correctly The boat does not reverse Poor performance Abnormal noise from the impeller housing Abnormal vibrations Abnormal noise from the bearing housing Bearing housing leaking oil or water The axial bearing is hot The shaft nut has loosened
Possible cause 1, 2, 3 1, 4, 5, 6 6, 7, 8, 9, 10, 11, 12, 13 9, 12, 14, 15 9, 10, 12, 16 11, 18, 19 19, 20 11, 18, 21 11, 16, 17, 22
1. Hydraulic fault. 2. The installation of the steering components. 3. The function of the steering wheel unit. 4. Obstruction in the reversing bucket. 5. The installation of the bucket components. 6. The bucket rod setting. 7. Engine fault. 8. Control setting. 9. Foreign objects in the impeller housing or in the guide vane chamber. 10. Foreign objects in the inlet duct. 11. Bearing fault. 12. Partially defective impeller.
13. The clearance between the impeller and impeller housing is too great. 14. Defective impeller housing. 15. Sand in the water jet unit after driving in shallow waters. 16. Shaft damaged due to running aground. 17. Intermediate shaft not balanced. 18. Oil level too low in bearing housing. 19. Defective mechanical sealing. 20. Defective seals in bearing housing. 21. Water in the oil. 22. Defective locking washer or shaft nut not sufficiently tightened.
90
Technical information
Technical data
Water jet units Type Weight (dry) Entrained water inside transom Entrained water Oil quantity in the bearing housing K22 110 kg (242 lb) 15 l (4.0 US gal) K25 160 kg (353 lb) K28 230 kg (507 lb) K32 310 kg (683 lb) K36 425 kg (937 lb) K40 750 kg (1654 lb)
29 l 50 l 95 l 136 l 166 l (7.7 US gal) (13.2 US gal) (25.1 US gal) (36.0 US gal) (43.9 US gal)
43 l 63 l 88 l 132 l 188 l 256 l (11.4 US gal) (16.6 US gal) (23.2 US gal) (34.9 US gal) (50.0 US gal) (67.6 US gal) 0.5 l 1.3 l 2.1 l 4.1 l (0.13 US gal) (0.34 US gal) (0.55 US gal) (1.08 US gal) In the table below you will find lubricants and sealants, needed for the installation of the water jet unit, recommended by Volvo Penta.
Recommended lubricants and sealants

Type Sealant, medium adhesion
Volvo Penta recommend Sikaflex 221 Bostic 2639 3M 5200 Sikaflex 252, 291 1161053 alt. Loctite 243 Loctite 270 840879 alt. Loctite 542 CRC aluminium paste 1161251 (420ml/400g) alt.1 SKF LGWA 2/0.4 alt.2 FAG L135V The same as in the engine Mobilgear 626 (ISO VG 68 with EP additives) Standard mineral oil ISO VG32 VP steering pump oil part no. 1141640-1 828250 (25g) alt. FAG L71V SikaClean 205
Sealant, strong adhesion Thread sealant, securing Thread sealant, locking Sealant, to lock and seal hydraulic fittings Installation paste Lubricating grease in the bearing housing (K22 & K25)
Lubricating oil in the bearing housing (K28, K32 & K36) Lubricating oil in the bearing housing (K40) Hydraulic oil in servo control system Hydraulic oil in the hand hydraulic control system Water resistance grease Cleaning-agent
91
Component drawings
Steering unit
92
Connection of cylinder valve and synchronisation block
(twin installation)
93
Hydraulic valve (single installation), 3829406 12V / 3828333 24 V
94
Hydraulic valve (twin installation), 3828453 12V / 3829294 24 V
95
Connection box
96
Clutch control panel, cut-out template
(scale 1:1)
97
Gearbox connection diagram

For direct operated electric gearbox solenoids.
98
Hydraulic tank (20 l) 3828332
99
Hydraulic tank (40 l) 3828199
100
Intermediate shaft
CV30
Drawing No: 3814464-01
All dimensions in mm
CV42
Drawing No: 3814460-01
All dimensions in mm
101
Calculation formulas
To find power (kW) calculate: Calculation example of the impeller curve:
P = 2 T N ------------------------1000
where P = Power (kW) T = Torque (Nm) N = Engine speed rpm / 60 (rps)
230 P 2 = ------------------- 45kW 3 3800 ---------- 2200
RPM 2200 To find torque (Nm) calculate: 2400 2600
Power (kW) 45 58 74 92 113 137 165 196 230
P T = ---------------- 1000 2 N
where P = Power (kW) T = Torque (Nm) N = Engine speed rpm / 60 (rps)
2800 3000 3200 3400 3600 3800
Calculation of the impeller curve:
P = n3
where P = Power (kW) n = rpm
P1 P 2 = -----------n 1 3 --- n 2
where P1 = Power (kW) P2 = Calculated power (kW) when rpm = n2 n1 = rpm n2 = modified rpm to obtain power P2
102
Technical information Froude number, Fl (length): Hydraulic power:
v F l = -------------gl
where v = speed of boat or ship (m/s) g = gravity constant (m/s2) l = length of water line (m) Froude number, F (volumetric): where
P out = p Q
Pout = power (W) p = pressure (Pa = N/m2) Q = flow (m3/s)
v F = --------------------g3
where
= volumetric displacement (m3) v = speed of boat or ship (m/s) g = gravity constant (m/s2)
103
Conversion factors
Metric to U.S. or IMP. Conversion factors: To convert from Length mm cm m Area mm2 m2 Volume cm3 litre, dm
3
U.S. or IMP. to metric conversion factors Multiply by 0.03937 0.3937 3.2808 0.00155 10.76 0.06102 0.03531 61.023 0.220 0.2642 35.315 0.2248 2.205 1.36 1.341 56.87 0.738 145.038 0.102 0.004 4.0 39.37 0.697 0.430 430 0.239 0.7355 0.00162 23.734 2.1189 196.85 To convert from inch inch foot sq. in. sq.ft. cu. in. cu. ft. cu. in. imp. gallon U.S gallon cu.ft. lbf lb. hp (metric) bhp BTU/min lbf ft psi mm H2O in H2O in H2O in H2O BTU/hph BTU/lb BTU/lb kcal/kg g/hph lb/hph lbft2 cu.ft/min ft.per/min C = 5/9xF-32 Multiply by To mm cm m mm2 m2 cm3 litre, dm
3
To inch inch foot sq. in. sq.ft. cu. in. cu. ft. cu. in. imp. gallon U.S gallon cu.ft. lbf lb. hp (metric) bhp BTU/min lbf ft psi mm H2O in H2O in H2O in H2O BTU/hph BTU/lb BTU/lb kcal/kg g/hph lb/hph lbft2 cu.ft/min ft.per/min
25.40 2.540 0.3048 645.2 0.093 16.388 28.320 0.01639 4.545 3.785 0.0283 4.448 0.454 0.735 0.7457 0.0176 1.356 0.0069 9.807 249.098 0.24908 0.0254 1.435 2.326 0.00233 4.184 1.36 616.78 0.042 0.47194 0.00508
litre, dm3 litre, dm

3 3
litre, dm3 litre, dm

3 3
litre, dm3 m Force Weight Power N kg kW kW kW Torque Pressure Nm MPa Pa Pa KPa mH2O Energy Work kJ/kWh kJ/kg MJ/kg kJ/kg Fuel Consump. Inertia Flow Speed Temp g/kWh g/kWh kgm2 l/s m/s F = 9/5xC+32
litre, dm3 m N kg kW kW kW Nm MPa Pa Pa KPa mH2O kJ/kWh kJ/kg MJ/kg kJ/kg g/kWh g/kWh kgm2 l/s m/s
104
Environmental management
Volvo Penta are glad to offer the following environmental management of the K-series water jet units after operating the boat for many years.
105
Water jet unit K22
106
Water jet unit components Pos. no. 41 26 51, 52, 53, 54 7 9 15 14 2, 23 3, 6, 8, 11, 13, 16, 19, 21, 25, 28, 33, 34, 35, 37, 40, 49 5, 17, 38, 47 31 1 9, 14, 15, 36 12, 24, 39 4, 10,18, 20, 22, 27, 29, 30, 43, 44 Component Impeller Impeller shaft Shaft coupling Impeller housing Guide vane chamber Reversing bucket Steering nozzle Cylinder Material AlSl 1329 AlSl 1329 Fe 52 AlMg3/Polyu. AlMg3 AlSi7Mg+T6 AlSi7Mg+T6 AISI 1316 Final management Hand over to smelting Hand over to smelting Hand over to smelting Hand over the polyurethane to combustion Hand over the remains (AlMg3) to smelting Hand over to smelting Hand over to smelting Hand over to smelting Hand over the rubber seal to combustion Hand over the cylinder to smelting
Screw, bolts and nuts Rubber components Rubber bearing Inlet duct Remaining Al. components Zinc components Remaining components
A4-80
Hand over to smelting
Rubber Rubber/Fibre AlMg4,5Mn SIS Zn SIS 2324
Hand over to combustion Hand over to combustion Hand over to smelting Hand over to smelting Hand over to smelting Hand over to smelting
Bearing housing components Pos. no. 1 2, 4, 8, 10 9, 11, 13, 17, 18 3, 6, 16 5, 14, 15 Component Mechanical sealing O-rings Bearing Screw, bolts and nuts Bearing housing Material Inox Sixx Rubber Rubber Fe A4-80 AlMg3 Final management Hand over to smelting Hand over the o-ring (rubber) to combustion Hand over to combustion Hand over to smelting Hand over to smelting Hand over to smelting
107
Water jet unit K25
108
Water jet unit components Pos. no. 51 43 32 Component Impeller Impeller shaft Impeller housing Guide vane chamber Reversing bucket Steering nozzle Cylinder Material AlSl329 AlSl329 AlSi7Mg/Polyu. Final management Hand over to smelting Hand over to smelting Hand over the polyurethane to combustion Hand over the remains (AlSi7Mg) to smelting Hand over to smelting Hand over to smelting Hand over to smelting Hand over the rubber seal to combustion Hand over the cylinder to smelting
34 13 38 2, 20 3, 7, 8, 17, 23, 27, 28, 30, 36, 39, 50, 52, 58, 63 45, 59 6, 24 55 54 1 29, 37, 44, 46 18, 26, 31, 53 49 60 4, 10, 11, 12, 14, 15, 19, 21, 22, 25, 33, 35, 47, 48, 56, 57, 61 5 9 62
AlSi7Mg AlSi7Mg AlSi7Mg AISI316
Screw, bolts, nuts and washers O-ring Bearing bushes Nose cone Rubber bearing Inlet duct Remaining Al. Components Zinc anode Lock pin Gasket Remaining components
A4
NBR PETP POM Ruber/Fibre AlSi7Mg AlSi7Mg/AIMg4, 5Mn Zn SS2387 Fibre/Rubber
Hand over to combustion Hand over to combustion Hand over to combustion Hand over to combustion Hand over to smelting Hand over to smelting Hand over to smelting Hand over to smelting Hand over to combustion
AISI316/ AlSl329
Rubber bellow Cover for screw head Guide sleeve in impeller housing
CR PELD POM
Hand over to combustion Hand over to combustion Hand over to combustion
109
Water jet unit K25

Bearing housing
110
Bearing housing components Pos. no. 10 2, 7, 9 14 4 17 8, 11, 18, 20, 23, 25 1 5 6 15 21 13 3, 12, 16, 24 Component Mechanical sealing O-ring Seal Spring Bearing Screw, bolts and nuts Bearing housing Bearing housing cover Seal holder Support/Sealing sleeve Gasket Bearing tensioner nut Remaining components Material SIS2343/ SiC/NBR NBR FPM Fe Fe A4 AlMg3 AISiMg AISI316 AISI329 Fibre/Rubber Fe AISI316/ AISI329 Final management Hand over to smelting Hand over the o-ring (NBR) to combustion Hand over to combustion Hand over to combustion Hand over to smelting Hand over to smelting Hand over to smelting Hand over to smelting Hand over to smelting Hand over to smelting Hand over to smelting Hand over to combustion Hand over to smelting Hand over to smelting
NOTE! FPM (fluor rubber) emits poisonous gases at temperatures above 300C.
111
Water jet unit K28
112
Water jet unit components Pos. no. 46 50 12 14 21 20 2, 32 7, 11, 13, 16, 19, 22, 26, 30, 34, 35, 37, 38, 39, 45, 48, 52, 53, 56, 65 49 3, 9, 25, 27, 31, 41, 43, 47 6, 17, 55 44 1, 54 Component Impeller Impeller shaft Impeller housing Guide vane chamber Reversing bucket Steering nozzle Cylinder Material AlSl 1329 AlSl 1329 AlMg3/Polyu. AlMg3 AlSi7Mg+T6 AlSi7Mg+T6 AISI 1316 Final management Hand over to smelting Hand over to smelting Hand over the polyurethane to combustion Hand over the remains (AlMg3) to smelting Hand over to smelting Hand over to smelting Hand over to smelting Hand over the rubber seal to combustion Hand over the cylinder to smelting
Screw, bolts and nuts
A4-80
Lock pin Remaining components Rubber/Plastic Rubber bearing Inlet duct /Hatches Remaining Al. components
SS2387 AISl 1329 Rubber/Plastic Rubber/Fibre AlMg4,5Mn SIS
Hand over to smelting Hand over to smelting Hand over to combustion Hand over to combustion Hand over to smelting Hand over to smelting
Bearing housing components Pos. no. 5 7, 9, 12, 16, 23 15, 20, 21, 22 3, 8, 10,17,18,19 13, 24, 25 11, 14 1, 2, 4 Component Mechanical sealing O-rings Bearing Screw, bolts and nuts Bearing housing Gasket Remaining Fe Material Inox, Sixx Rubber Rubber Fe A4-80 AlMg3 Fe Final management Hand over to smelting Hand over the o-ring (rubber) to combustion Hand over to combustion Hand over to smelting Hand over to smelting Hand over to smelting Hand over to combustion Hand over to smelting
113
Water jet unit K32/K36
Water jet unit components Pos. no. 50 33 66, 67 Component Impeller Impeller shaft Shaft flange/Shaft coupling Impeller housing Material AlSl329 AlSl329 FE52 Final management Hand over to smelting Hand over to smelting Hand over to smelting Hand over the polyurethane to combustion Hand over the remains (AlSi7Mg) to smelting
17
AlSi7Mg/Polyu.
114
Water jet unit components Pos. no. 18 22 21 2, 32 3, 6, 9, 16, 20, 24, 26, 30, 34, 37, 40, 43, 45, 47, 49, 52, 55, 58, 60, 63, 68, 69 54, 57, 61 11, 28 4, 42 38 1 44, 56, 62 25, 35, 46, 64 36 31 5, 8, 10, 12, 14, 15, 19, 23, 27, 29, 39, 41, 48, 51, 59 13 7 53 Component Guide vane chamber Reversing bucket Steering nozzle Cylinder Material AlSi7Mg AlSi7Mg AlSi7Mg AISI316 Final management Hand over to smelting Hand over to smelting Hand over to smelting Hand over the rubber seal to combustion Hand over the cylinder to smelting
Screw, bolts, nuts and washers
A4
O-ring Bearing bushes Nose cone/Sleeve for bellow Rubber bearing Inlet duct Remaining Al. Components Zinc anode Lock pin Gasket Remaining components
NBR PETP POM Ruber/Fibre AIMg4,5Mn AlSi7Mg/AIMg4, 5Mn Zn SS2387 Fibre/Rubber AISI316/ AlSl329 CR PELD AIMg4,5Mn POM
Rubber bellow Cover for screw head Inspection hatch tube Guide sleeve in impeller housing
Hand over to combustion Hand over to combustion Hand over to smelting Hand over to combustion
115
Water jet unit K32/K36

Bearing housing
116
Bearing housing components Pos. no. 8 2, 6, 7, 18 17 22, 5, 9, 12, 15, 27, 29, 32 1 4 3 19, 24 13, 30 20 23 11, 16 25 14, 31 10, 21, 26, 28 Component Mechanical sealing O-rings Seal Bearing Screw, bolts and nuts Bearing housing Bearing housing cover Seal holder Support/Sealing sleeve Gasket Bearing tensioner nut Spring Oil dipstick, Breather Insptection hole sleeve Remaining Al. components Remaining components Material SIS2343/SiC/ NBR NBR FPM Fe A4 AISi7Mg AISi1Mg AISI316 AISI329 Fibre/Rubber Fe Fe Al/Fe PA12 AIMg4, 5Mn AISI316/ AISI329 Final management Hand over to smelting Hand over the o-ring (NBR) to combustion Hand over to combustion Hand over to combustion * Hand over to smelting Hand over to smelting Hand over to smelting Hand over to smelting Hand over to smelting Hand over to smelting Hand over to combustion Hand over to smelting Hand over to smelting Hand over to smelting Hand over to combustion Hand over to smelting Hand over to smelting
117
Water jet unit K40
Water jet unit components Pos. no. 59 42 71 70 13 Component Impeller Impeller shaft Shaft coupling Shaft flange Impeller housing Guide vane chamber Reversing bucket Steering nozzle Material AlSl329 AlSl329 FE52 FE52 AlSi7Mg/Polyu. Final management Hand over to smelting Hand over to smelting Hand over to smelting Hand over to smelting Hand over the polyurethane to combustion Hand over the remains (AlSi7Mg) to smelting Hand over to smelting Hand over to smelting Hand over to smelting
50 26 27
AlSi7Mg AlSi7Mg AlSi7Mg
118
Water jet unit components Pos. no. 8, 39 4, 5, 7, 15, 21, 24, 25, 29, 30, 34, 37, 41, 44, 46, 52, 53, 56, 58, 60, 61, 67, 72, 74, 76, 81, 83, 89 64, 66, 78 17, 23, 32 54 49 1 73, 88 28, 43, 51, 57, 75, 79 45 62 2, 3, 5, 6, 9, 11, 12, 14, 16, 18, 19, 20, 22, 31, 33, 36, 40, 47, 48, 55, 68, 77, 90 13 35 63 91 86 10, 38 Component Cylinder Material AISI316 Final management Hand over the rubber seal to combustion Hand over the cylinder to smelting
Screw, bolts, nuts and washers
A4
O-rings Bearing bushes Nose cone Rubber bearing Inlet duct Remaining Al. Components Zinc anodes Lock pin Gasket Remaining components
NBR PETP POM Ruber/Fibre AIMg4,5Mn AlSi7Mg/AIMg4, 5Mn Zn SS2387 Fibre/Rubber
AISI316/ AlSl329
Rubber bellow Cover for screw head Inspection hatch tube Guide sleeve in impeller housing Hydraulic pipes Steering- and reversing through rod arrangement Level switch, Temp switch, Connection box Feedback transmitters
CR PELD AIMg4,5Mn POM AISI316 AISI316/ AlSl329/PU/ PTFE
Hand over to combustion Hand over to combustion Hand over to smelting Hand over to smelting Hand over to combustion Hand over to smelting Hand over the seals (PU) and bearing bushings (PTFE) to combustion Hand over to dismantling
80, 82, 87
84, 85
Hand over to dismantling
119
Water jet unit K40

Bearing housing
120
Bearing housing components Pos. no. 7 20, 35, 37, 38, 40 27, 33 22, 25 5, 6, 8, 14, 16, 18, 28, 1 2 3 21, 34 12 26 19, 24 10, 15 23 36 13, 29 4, 9, 11, 17, 30, 32 Component Mechanical sealing O-rings Seals Bearing Screw, bolts and nuts Bearing housing Bearing housing cover Seal holder Support/Sealing sleeve Gasket Bearing tensioner nut Spring/Shaft sleeve Oil dipstick, Breather Distance nut Insptection hole sleeve Remaining Al. components Remaining components Material SIS2343/SiC/ NBR NBR FPM Fe A4 AISi7Mg AISi1Mg AISI316 AISI329 Fibre/Rubber Fe Fe Al/Fe Fe PA12 AIMg4, 5Mn AISI316/ AISI329 Final management Hand over to smelting Hand over the o-ring (NBR) to combustion Hand over to combustion Hand over to combustion * Hand over to smelting Hand over to smelting Hand over to smelting Hand over to smelting Hand over to smelting Hand over to smelting Hand over to combustion Hand over to smelting Hand over to smelting Hand over to smelting Hand over to smelting Hand over to combustion Hand over to smelting Hand over to smelting
121
Glossary
Anode A metal that protects the water jet unit from corrosion by sacrificing itself. Paint that prevents fouling. Water jet unit without steering and reversing bucket. Often used as the centre water jet unit on boats with three water jet units. Cavitation is a phenomenon that may occur in any fluid subjected to velocity increase or a body moving rapidly through the fluid. According to Bernoullis equation an increase in velocity causes a drop in static pressure. If the pressure drops to the vapour pressure of the fluid, pockets of vapour will be formed. The vapour pressure varies with the temperature of the fluid. These pockets may suddenly collapse, either because they are carried along by the liquid until they arrive at a point of higher pressure, or because the pressure increases again at the point in question. The forces then exerted by the liquid rushing into the cavities may cause very high local pressures which can lead to serious erosion of boundary surfaces. In extreme cases light may be emitted when the cavity collapses. Type of boat on which the hull never planes on the water but ploughs through the water. In contrast a planing craft functions as a displacement craft up to a certain speed when the hull rises out of the water and reaches planing position. Dock, equipment (fixed or floating) which allows the boat to stand dry on the bottom when the water has been pumped out of the dock. Docks are usually used for larger craft. Smaller craft are usually lifted onto land. Boat docked. Transmission for boats, also designated reverse gear. Usually has only two gear positions, forward and reverse, plus neutral position. Generally produces a reduction in engine speed (RPM). The pressure force generated by the jet of water that forces the boat forward. All ahead and astern thrusts are equal. See page 11.
Anti-fouling paint Booster
Cavitation
Displacement boat
Docked
Laid up water jet unit Marine gear
Thrust
Zero thrust position
122
References to service bulletins

Group No. Date Concerns
123
Notes
124
Report form
Do you have any complaints or other comments about this manual? Please make a copy of this page, write your comments down and post it to us. The address is at the bottom of the page. We would prefer you to write in English or Swedish.
From: ............................................................................ ...................................................................................... ...................................................................................... ......................................................................................
Refers to publication: ............................................................................................................................................. Publication no.: ..................................................................... Issued: ....................................................................
Suggestion/reasons: .............................................................................................................................................. .............................................................................................................................................................................. .............................................................................................................................................................................. .............................................................................................................................................................................. .............................................................................................................................................................................. .............................................................................................................................................................................. .............................................................................................................................................................................. .............................................................................................................................................................................. .............................................................................................................................................................................. Date: ............................................................ Name: ..........................................................
AB Volvo Penta Technical Information Dept. 42200 SE-405 08 Gteborg Sweden
7739920-2 English 10-2001

Installation Manual Waterjet - 7739920

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Installation Manual Waterjet - 7739920

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Application & Installation Guide

Waterjet unit K22, K25, K28, K32, K36 & K40

Application & Installation Guide

Before starting for the first time

After sea trial

Plan installations with care

Dimension drawings Templates Publications

Marine Application Computer Program version II

Engine sales guide Engine installation manual Installation instructions (CD-Rom)

Volvo Penta complete waterjet system

Volvo Penta complete waterjet system

Volvo Penta complete waterjet system

Water jet unit

Main components (K28):

Vout = average speed out (m/s) Vin = average speed in (m/s)

1. Full ahead position

1. Full steering lock starboard 2. Zero thrust position

Volvo Penta complete waterjet system 2. Steering nozzle straight

3. Full steering lock port

Weight and longitudinal centre of gravity

About the water jet unit intake

Lowering of the water jet unit

Figure 1 Water jet unit in its lowest position

Figure 2 Water jet unit is lowered half way

Figure 3 Deep V hull shape

Dynamic stability, transverse and yaw (course keeping) stability

Course stability location guidance

Course stability fin size guidance

Select the correct system

Reading the diagrams

Select the correct system

Select the correct system

How to proceed when selecting system

1. Estimate the hull resistance

2. Use suitable speed/thrust diagram

3. Interpret the result

Select the correct system

Application flow chart

Select the correct system

Select the correct system Thrust/speed diagram K22

Thrust/speed diagram K25

Select the correct system Thrust /speed diagram K28

Thrust/speed diagram K32

Select the correct system Thrust/speed diagram K36

Thrust/speed diagrams K40

Planning the hull

Planning the hull

Planning the hull

Water jet unit installation

Recommended lubricants and sealants

Storage before installation

Plan installations with care

9988452-0 Digital probe

Water jet unit installation

Water jet unit installation

Preparing the hull for water jet unit installation

Dimension table for cutting in the hull

Water jet unit installation

Water jet unit installation

Water jet unit installation

3. Draw the centre line of the water jet unit.

Water jet unit installation

How to bolt the water jet unit to the hull

Screws and washers