T9583-A8-MMC-020_0_0.pdf

T9583-A8-MMC-020

TECHNICAL MANUAL

RESCUE BOAT DIESEL ENGINE,

STEYR TYPE 236

FOR

USNS LEWIS AND CLARK (T·AKE 1) CLASS

INSTALLATION, OPERATION AND MAINTENANCE INSTRUCTIONS

(STEYR MOTORS GMBH)

ST. VALENTIN. AUSTRIA

N00024-02-C-2300

DISTRIBUTION STATEMENT A: APPROVED FOR PUBLIC RELEASE: DISTRIBUTION IS UNLIMITED.

PUBLISHED BY DIRECTION OF COMMANDER MILITARY SEALIFT COMMAND

DATE: 19 AUGUST 2005

091 O-LP-1 04-2838

T9583-A8-MMC-020

List of Effective Pages

Date of original pages is:

Original ...... 19 August 2005

Total number of pages in this publication is 869 consisting of the following:

Page No. • Change No. Page No. • Change No .

Title/A ............................................................ 0 Section 3-0, 5-1 through 5-38

Index ............................................................. 0 Section 3-0, 6-1 through 6-96

Section 1-0 ................................................... 0 Section 4-0, 1 through 123

Section 1-0. 1 through 4 ............................... 0 Section 5-0, 14 pages

Section 1-1, 1 page ...................................... 0 Section 6-0, 1 through 34

Section 1-2, 1 through 10 ............................. 0 Section 7-0, 1 through 14

Section 1-3, 1 through 10

Section 1-4, 1 through 6

Section 1-5, 1 through 16

Section 1-6, 1 through 6

Section 1-7, 1 through 6 section 1-8, 1 through 6

Section 1-9, 1 through 6

Section 1-10, 1 through 4

Section 1-11, 1 through 4

Section 1-12, 1 through 4

Section 1-13, 1 through 4

Section 1-14, 1 through 6

Section 1-15, 1 through 10

Section 1-16, 1 through 38

Section 1-17, 1 through 50

Section 1-18, 18 pages

Section 2-0, 1 through 104

Section 3-0, i through vi

Section 3-0, GEN-1 through GEN-64

Section 3-0,1-1 through 1-88

Section 3-0, 2-1 through 2-4

Section 3-0, 3-1 through 3-38 ....................... 0 • Zero in this column indicates an original page

Section 3-0, 4-1 through 4-4

A

INDEX

Section 1-0: Installation Manual

Section 2-0: Operation, Maintenance and Warranty Manual

Section 3-0: Service Manual

Section 4-0: Spare Parts Catalog

Section 5-0: Marine Engine Schemes

Section 6-0: Tool Kit Manual

Section 7-0: Marine Engine Accessories

SECTION 1-0

Installation Manual

Congratulation to your decision of choosing our STEYR engine for your boat propulsion. We hope you will enjoy the

S"'~VI!J ~I!:IS turbo I ~ I n ~.;I diesel MARINE

STEYR MOTORS GmbH, has developped specifically for the marine environment a high·performance diesel engine with direct injection. Stey~s marine engines are designed to be adapted to various marine propulsion systems and are offered by STEYR MOTORS under the brand name

144/164 diesel marine

236/246 turbo diesel marine.

Engines for all other applications will be offered directly under the STEYR brand.

In the event of difficulties may occur please contact the next STEYR dealer, distributor or service· station for assistance and help.

II STEYR MOTORS GmbH After Sales Service

Steyrer Str. 32

4300 ST. VALENTIN

AUSTRIA

iii

III

vomlnland:

from home country

07435/501/552

07435/501/610 vomAusland from foreign countries:

004317 435/501/552

004317435/501/610 office@steyr·motors.com http://www.steyr·motors.com

2. Ausgabe 2 nd Edition March 1998

PIN Z001007/0

Section 1-0

PREFACE

PREFACE

There are two main purposes in publishing this book:

a) To assist in the selection of suitable engines and auxiliary equipment for marine craft.

b) The provide information in the form of technical data and installation "know - how" built up from our marine diesel engine business, enabling STEYR engines of series

14'4 vti diesel MARINE &. 2 1 *'6 turbo

.:II diesel MARINE to be installed in a manner which will ensure safety, reliability and ease of servicing.

Make sure to comply with all laws and regulations valid in the country of operation and for the respective type of boat.

It is particularly important too, to ensure that the engine installation complies with the Health and Safety Legalisation of the country of intendad operation.

Before starting work, make a detailled planning, use true scale drawings and consider all assembly data available.

To guarantee a proper function of the engine and its built-on parts, the correct installation .is of utmost importance. These works are to be carried out with greatest care. Make sure prior to assembly that true scale drawings and installation data are available, which will enable you to realize a satisfactory technical pre planning and installation.

The engine compartment is to be designed in such a way that maintenance work on the engine will not be impeded. Consult the Operating Manual of the engine and the drawings. There should also be enough space to permit an inward- and outward lifting of the engine.

The installation is to be done in such a way that the engine is easily accessible for regular routine and maintenance works, in order to avoid unnecessary maintenance costs for the owner.

Product description, illustration and technical data When reference is made in this manual to a brand name, a product number, a product or specific tool, an equivalent product may be used in place of the product or tool referred to, unless specifically stated otherwise.

To exclude any possible danger, the operator has to provide for respective safety precautions.

All data, illustrations and specifications in this manuel are based on the latest product data available at the time of printing. But it cannot be guaranteed that this manual will always be up to date. Revised versions with a later date of edition will replace all previous editions.

Warranty: This may be invalidated if the engine is not installed or operated I maintained according to STEYR MOTORS instructions.

The illustrations in this manuel do not always come up to the actual equlpments or components, and serve first of all as a referance.

STEYR MOTORS GmbH reserves the right to make changes at any time, without notice, as to technical data or models, and also to discontinue certain models. STEYR MOTORS GmbH also reserves the right to changa any technical data or components at any time, without Incurring any obligation to equip same on models manufactured prior to the date of such change.

TABLE OF CONTENTS

1. GENERAL

2. GENERAL INFORMATION ON INSTALLATION

3. QUALITY DIRECTIVES FOR ASSEMBLY

4. VARIANTS ENGINE - PROPULSION

5. ENGINE INSTALLATION

6. COOLING SYSTEM

7. FUEL SYSTEM

8. EXHAUST SYSTEM

9. AIR INTAKE AND VENTILATION

10. AUXILIARY PROPULSION

11. SAFETY COVERS

12. BILGE PUMPS

13. CABIN HEATING

14. NOISE ATTENUATION

15. CONTROL STATION

16. ELECTRICAL EQUIPMENT AND INSTRUMENTS

17. DRILL TEMPLATES

18. APPENDIX

Version

1.0

2.0

VERSIONS OF MANUAL

Date

01.11.1998

01.03.1999

Modification

First edition

Modification

GENERAL

1. GENERAL

The installation of a marine engine is a very comprehensive task to be carried out with greatest care and attention.

Before beginning, plan the execution and the works very carefully.

There should be space for the following components· Control, manoeuvring apparatus, instrument panel with laced wiring harness, fuel tanks, pipings, batteries, engine compartment blower, air-vent conduits.

Don't forget that the engine compartment, the tank compartment and the battery box must be separated from each other, to reduce the danger of fire. In addition, separate fire extinguishers must be available, e.g. in the pantry, depending on boat size and type.

1.1. REGULATIONS

Note that each country has its own safety regulations as to installation. It is necessary, therefore, that the boatbuilderlengine fitter is aware of the safety regulations in his country, before beginning works.

1.2. RESPONSIBILITIES OF BOAT OWNERS

As a boat owner, you have certain responsibilites to others.

You are legally responsible for all occupants of your boat. Show all assistants the location of the emergency equipment and how to use it. Your are required by law to have aboard one proper life jacketforeach person, plus one approved throwable device for man overboard protection.

Learn the local waterway rules for boats and ships. Navigable waterways are controlled by Federal regulations.

Obey these regulations to protect yourself, your passengers and your fellow boating enthusiasts.

Thoroughly familiarize yourself with weather station warning systems and waterway nautical signals.

Contact your local Coast Guard station and take advantage of their seasonal boat inspections and training courses.

1.3. OFF-SEASON STORAGE PREPARATIONS

Remove the cover from electronic unit. Spray connectors, relays and circuit breakers with CRG-6- 66 (PIN 9000197/0). Replace cover.

• Spray entire engine and drive system with a rust preventative coating, such as corrosion protection spray (PIN Z010226/0) or equivalent, following the directions on the container.

* Keep engine compartment and cabin properly ventilated during storage period to avoid condensation water build up.

The manner and circumstances of the application, installation and use of the engine is not under the direct control of STEYR MOTORS and Steyr cannot be held liable for any loss or damange where the installer or user has not followed advise given by the Company.

Section 1-1

2. GENERAL INFORMATION ON INSTALLATION

2.1. WEIGHT-DISTRIBUTION BALANCE

2.2. ACCESSIBILITY

2.3. DISPLACEMENT OF WATER

2.3.1. Examples for Block Coefficient

2.4. SAFETY IN DEALING WITH FUEL AND OIL.. ...........••..••.....•.•

2.5. LIST OF FUEL AND OIL. ......•.•.••......•.••...•.................•.•...•...............•• 6

2.5.1. Manuals

2.6. SI-SYSTEM .•.••.•....................•...•..•...•...••.•...••.............•••...•

2.7. ABBREVIATIONS

2.8. GENERAL INFORMATION ON SAFETy

2.9. GUIDELINES FOR DAMAGE PREVENTION

2.10. LEGAL RULES

2.11. DISPOSAL OF AUTOMOTIVE WASTE PRODUCTS •.............•••.••.•. 9

2.12. SAFETY IN DEALING WITH FUEL AND OIL .••••.......................•••••.•. 10

2.13. MEASURES IN CASE OF ACCIDENTS

Section 1-2

NOTES

2.1. WEIGHT-DISTRIBUTION BALANCE

It is important that the heavy components, such as fuel tanks, water tanks and batteries are installed in such a way that the best possible gliding position of the boat will be kept.

Of course the optimum gliding position differs from boat to boat but the best possible weight-distribution balance should always be the aim.

ATTENTION! ON ACCOUNT OF THE RISK OF EXPLOSION AND FIRE THE FUEL TANKS,

A BATTERIES AND ENGINES ARE TO BE PLACED IN WELL VENTILATED COMPARTMENTS

SEPARATED FROM EACH OTHER, MORE DETAILS WILL FOLLOW.

2. 2. ACCESSIBILITY

During assembly of the engine, take greatest care as to accessibility for service works.

An easy exchange of pump wheels, oil filters, air filters, water filters, fuel filters, V-belts etc. must be guaranteed.

ATTENTION I THERE SHOULD ALSO BE ADEQUATE SPACE FOR SOUND-ABSORBING

A MATERIAL. DIMENSIONAL DRAWINGS OF THE RELEVANT ENGINE MAY BE FOUND IN

THE FOLLOWING CONTENTS.

2.3. DISPLACEMENT OF WATER

In order to determine the displacement of water of a boat, the weight of the boat should if possible be measured.

If this is not possible and if there is also no model of the hull with the boatbuilder, a computation is to be made.

Before beginning computing, the position of the water line should be checked on different points of the hull, and this with normal boat loading, since every change in weight has a strong effect on the speed of the boat.

At first, subdivide the hull into different sectors. Overlapping of the individual sectors with the actual waterline will result in differentfields with different volumes, and by adding these volumes the displacement of water can be calculated.

For the accuracy of calculation the number of subdivisions is determining (e.g. Simpson's First Rule, Murphys Law ... ).

The displacement of water can also be determined by the BLOCK COEFFICIENT which, however, is more inaccurate. In this case, the difference between the volume olthe keel and thatofa body which intersects the outer edges of the boat is determined. But in practice it is very difficult to compute the volume of the keel.

2.3.1. Examples for the Block Coefficient

r:'·~-:;:-/

By means of the "BLOCK COEFFICIENT" the displacement of water can be estimated for every type of boat.

The value in ill. t4 refers to a section of the hull at the widest spot.

Block Coefficient (Cb) 0,35 bis 0,40 Block Coefficient (Cb) 0,4 bis 0,45

Block Coefficient (Cb) 0,45 bis 0,55 Block Coefficient (Cb) 0,55 bis 0,65

Block Coefficient (Cb) 0,75 bis 0,95

2.4. SAFETY IN DEALING WITH FUEL AND OIL

Dangerous materials, according to accident prevention, are all explosive, fire-provoking, easy flammable, poisonous, injurious to health and corrosive materials.

In particular:

- cleaning gasoline

- mineral oil

- battery acid

- antifreeze

- varnish and dilutions

- solvent.

In case of fire of such materials, do not extinguish with water. Use carbon dioxide extinguishers or powder extinguishers. Notify the fire department.

In case of spilling such materials, e.g. while refueling, these are to be absorbed with sand, earth or suitable binding agents, and to be eliminated.

A Attention: To avoid health troubles, the following items are to be considered:

- Avoid direct contact with dangerous materials.

- Change clothing contaminated with dangerous materials as soon as possible.

- Do not keep oily cloths in your overalls.

- Clean oily parts of your body only with skin-care products (never use abrading sand or solvent).

- Never put such materials into drinks bottles.

2.5. LIST OF FUEL AND OIL

Order No, Number Designation

VR0020710 1 set of fuel and oil for engine service, consisting of:

9000009/0 8 - 236 Turbo Diesel motor oil

Z011785/0 3 - cooling agent G05-11 , 5 I - can

900019010 2 - hydraulic oil ATF

Z01222210 1 - grease, Neever - Seez

090957010 1 - caoutchouc sealing 1 electric contacts

9000059/1 1 - thread protection 243, 10 ml

900029710 1 - surface sealing 509, 50 ml

9000298/0 - surface sealing 5900, 315 ml

9000018/1 1 - surface sealing510, 50 ml

9000019/1 1 - construction adhesive 620, 50 ml

9000017/1 ! - construction adhesive 262, 10 ml

Z01020710 1 grease AKKUPOL

900019710 1 electric contact spray

Z010396/0 1 thread jointing ring

Z010226/0 1 rust-proofing spray

Z01022710 1 rust-proofing wax 120 ml

Z010084/0 1 grease Staburax NB04

Z010205/0 1 fuel rust protection additive

Z010076/0 1 hardener for priming 1226, 0,5 I

Z01007710 1 hardener for priming 1626, 0,5 I

Z010078/0 1 dilution for priming 0383

Z01162710 1 acrylic varnish, grey RAL 9006, 0,5 I

Z010074/0 1 hardener for acrylic varnish 1090, 0,5 I

Z010075/0 1 dilution for acrylic varnish

2.5.1. Manuals

Order no. Designation Order no. Designation

Z011796/0 ET-Katalog 236 d, e Z011663/3 Manuale per operatori 236 i Z001005/0 ET-Katalog 144 d, e Z001004/3 Manuale per operatori 144 i Z011663/1 Bedienungsanleitung 236 d Z001002/0 Werkzeugkatalog 236 d, e, f, I Z001004/1 Bedienungsanleitung 144 d Z001001/1 Service Handbuch 236 d Z01166310 Operators Manual 236 e Z001001/0 Service Manual 236 e Z001004/0 Operators Manual 144 e Z001007/0 Installation Instructions Z01166312 Manual d'utilisation 236 f 236/144e

Z001004/2 Manual d'utilisation 144 f Z001007/1 Einbauanleltung 236/144 d g7i{rj;''::~;'i7li/MDTDRS .,." ~.:r::1

2.6. 51-SYSTEM

The lollowing units are used:

units of length units of pressure and tension km = kilometer bar = bar m = meter Pa = Pascal mm = millimeter N/mm' = Newton per square millimeter

= inch It = loot yd = yard Ie = line units of area units of energy m' = square meter J = joule cm' = square centimeter kW/h = kilowatt-hour It' = square loot yd' = square yard units of volume units of energy m3 = cubic meter kW = kilowatt cm3 = cubic centimeter PS = horsepower dm3 = cubic decimeter mm3 = cubic millimeter It' = cubic loot yd3 = cubic yard I = liter units of measure units of temperature t = ton K = degree Kelvin kg = kilogram 'C = degree centigrade g = gram units of force units of time

N = Newton h = hour kN = kilo Newton min = minute daN = deca Newton s = second electric units speeds

A = ampere km/h = kilometer per hour V = volt m/s = meter per second Q = ohm ~F = mikrolarad fuel consumption speeds g/kWh = gram per kilowatt-hour rpm. = revolutions per minute

2.7. ABBREVIATIONS

ill. illustration

Cu copper

HGrp master unit

Max. maximum

OT top dead center

PTO POWER TAKE OFF on front crankshaft journal

SW head width wc water column

2.8. GENERAL INFORMATION ON SAFETY

This section does not include the scope of general knowledge and the training of personnel as well as the "general rules of safety technics" and machine safety regulations - MSV.

Inappropriate behaviour and the ignorance of hazards during repair works may result in injuries to persons.

The personnel on duty is to be trained accordingly and to be urged to respect the safety regulations.

2.9. GUIDELINES FOR DAMAGE PREVENTION

This section does not include the scope of general knowledge and the training of material maintenance personnel as well as the "general rules of safety technics" and machine safety regulations - MSV.

Inappropriate behaviour and the ignorance of material maintenance may result in considerable material damages.

While operating with fuel and oil, take care not to apply them on the surface of optical systems.

Lubricants should form a thin film on the surface, surplus lubricants must be removed.

2.10. LEGAL RULES

The following rules and guidelines are valid in Austria. For other countries, follow the local regulations.

2.11. DISPOSAL OF AUTOMOTIVE WASTE PRODUCTS

Used fuel and oil is to be collected in separate containers to permit an eventual subsequent treatment.

A THE DISPOSAL OF ANY FUEL AND OtL FOR THE ENGtNE tS SUBJECT TO THE SPECIAL

WASTE ACT. THE "SPECIAL WASTE CATALOGUE" ONORM S2100 REFERS TO THE

NECESSARY DISPOSAL IN AUSTRIA. PLEASE FOLLOW THE LOCAL REGULATIONS OF

YOUR COUNTRY.

The operating and maintenance personnel has to take care that fuel and oil as well as other material ranking as speCial waste are deposited at the respective collecting points.

Code No.

31423 54102 54104 54202 54207 54917 54927 54928 55510

Designation oil contaminated ground or oil binder waste oil fuel grease vaseline compact sealing material oil contaminated scouring cloth usel oil- and air filters colour- or varnish containing waste

2.12. SAFETY IN DEALING WITH FUEL AND OIL

Dangerous working materials, according to accident prevention, are all explosive, fire-provoking, easy flammable, poisonous, injurious to health and corrosive materials.

In particular:

spirit mineral oil battery acid antifreeze varnish and dilutions solvents.

In case of fire of such materials, do not extinguish with water. Use carbon dioxide extinguishers or powder extinguishers. Notify the fire department.

In case of spilling such materials, e.g. while refueling, these are to be absorbed with sand, earth or suitable binding agents, and to be eliminated.

ATTENTION: To avoid health troubles, the following items are to be considered:

A -Avoid direct contact with dangerous materials.

- Change clothing contaminated with dangerous materials as soon as possible.

- Do not keep oily cloths in your overalls.

- Clean oily parts of your body only with skin-care products (never use abrading sand or solvent).

- Never put working materials into drinks bottles.

2.13. MEASURES IN CASE OF ACCIDENTS

Products First Aid

Skin Eyes Swallowing

Diesel fuel DO NOT VOMIT and mineral oil remove contaminated rinse extensively with The greatest hazard after inadvertent taking consists in lubricating grease clolhing and thorough water for at least 10 min. the fact that through aspiration liquid reaches the lung.

antifreeze Iy clean the skin brake fluid with water and soap SEETHE VOMIT SHOULD NOT BE

STIMULATED. IMMEDIATELY

battery acid DOCTOR SEE THE NEAREST DOCTOR i~J--V'''"'MDTD-S -.-'/'_":{1I1J~'" -~~!-.lW'

3. QUALITY DIRECTIVES FOR ASSEMBLY

TABLE OF CONTENTS

3.1. SPECIFICATION OF SPARE PARTS

3.2. WORKSHOP PROFILE

3.3. ASSEMBLY OF PLUG CONNECTIONS

3.3.1. Plug connection for steel tube .•..•.•.........................•.••••..•

3.3.2. Plug connection for plastic tube

3.3.4. Checking of plug connections

3.3.5. Assembly of Raufoss plug systems

3.3.6. Sealing of screwed pipe joints

3.3.7. Tightening torque ..........................•......•...•..•......•..•.•....•..•.•..•.. 6

3.3.8. Pipe relaying

3.4. TIGHTENING TORQUES ........................•.•....•..•..•.........••••.......••.••

3.5. CHECKING OF TORQUE WRENCH ............................•••••.....•••••••

3.6. NONDESTRUCTIVE TESTING OF MATERIALS

3.7. USE OF ADHESIVE AND SEALING MATERIALS ...........•......•.•

3.8. SOLVENT FREE SEALING MATERIALS

3.8.1. General directions for use

Section 1-3

For the assembly of spare parts, the manufacter's instructions as well as legal regulations are to be considered.

If repaired components or units are used as spare parts, the machining directives of the manufacturer are to be kept.

Safety components are components which due to a change of their initial form. their surface and material resistance will no more guarantee operating reliability and traffic safety and may cause considerable material damage or even personal damage. Such components may only be repaired or assembled if all testing and measuring instruments required for determination of component quality resp. proper conditions of installation are guaranteed.

Model-depending units and parts are components which are subject to approval in the course of standardization of the boat. Their failure means a risk for traffic safety.

Parts subject to design approval are components which are of particular importance for traffic safety and operating reliability, and which are approved with regard to their effectiveness, irrespective of the vehicle. In case of an exchange, such components may be replaced by design-approved parts only.

3.1. SPECIFICATION OF SPARE PARTS

Your STEYR diesel engine with direct fuel injection has been designed for high output.

Only use GENUINE - STEYR - spare parts to avoid any loss of efficiency.

You, therefore, should insist on the known quality of GENUINE - STEYR spare parts and should never use parts of unknown quality.

Chapter 17 (appendix) contains a proposal on spare parts.

3.2. WORKSHOP PROFILE

Irrespective of the individual repair steps and legal regulations, the' workshop should meet the following requirements:

clean, dry and dust-free ambiency lifting device (crane) with a carrying capacity of at least 5 000 N cleaning accomodation (washbasin) for contaminated components tool pertaining to commercial customs proper testing and measuring appliances collecting trays for fuel and oil.

Depending on the repair step to be carried out, tools according to the TOOL KITS catalogue are to be procured.

In addition, procurement and stock of required fuel and oil, spare- and wear parts (e.g. seals, filters, anodes, .. ) is to be considered.

For authorized dealers and workshops, a minimum standard as to tools of stage 1/ service tools is required.

3.3. ASSEMBLY OF PLUG CONNECTIONS

3.3.1. Plug connections for steel tube

For tubes with an outside diameter up to 10 mm it is recommended to screw the relevant sockets of the plug connections into the respective devices, and to carry out assembly of the piping on the installation site.

The prepared end of tube with union nut and cutting ring is plugged directly into the threaded socket and the union nut is done up by hand to the tangible stop on the cutting ring.

Now press the tube against the stop in the threaded socket, and tighten the union nut for approx. one 3/4 turn.

In the course of this, the tube must not turn. Since the cutting ring has now picked up the tube, a further pressing of the tube is unnecessary. Final tightening is done by repeated screwing down of the union nut for approx.

1 turn. After this, disengage the union nut and check if the cutting ring's edge has penetrated the outer skin of the tube and if the collar in front of the edge is visible.

If necessary, the union nut is to be tightened once again.

It is insignificant if the cutting ring at th/1 end of tube can be turned.

After completion of the connection as well as after any loosening, tighten the union nut by means of a standard wrench, without increased expenditure of energy.

3.3.2. Plug connection for plastic tube

before tlghlBnlng of union nut

For tubes with an outside diameter up to 10 mm it is recommended to screw the relevant sockets of the plug connections into the respective devices, and to carry out assembly of the piping on the installation site. The end of tube with socket and union nut is done up by hand to the tangible stop on the cutting ring.

Now press the tube against the stop in the threaded socket and tighten the union nut with the torque specified.

In the course of this, the tube must not turn.

3.3.4. Checking of Plug Connections

After having tightened the union nut, unscrew it again and check if the cutting edge of the cutting ring has penetrated the outer skin of the tube and if the elevated co'lIar in front of the edge is visible.

3.3.5. Assembly of Raufoss Plug Systems

vI8IbJe

DCIW

I. I

I

.' Y :;

',L::J"

ATTENTION: FOR SAFETY REASONS, SOCKETS MUST NOT BE DISMANTLED.

Before insertion, mark the plastic tube at gape "x", depending on its diameter, and then push it into the socket up to this mark.

Afterwards check clamping of the plastic tube by a quick traction in direction "B".

NOTE: THE PLASTIC TUBE MUST NOT TURN IN THE

SOCKET .

3.3.6. Sealing of Screwed Pipe Joints

Before assembly of the plug connections, thinly coat the outer side of the cutting ring with a "sealing agent for screwings" (A).

For screwed pipe jOints of hydraulic piping, coat the point of contact tube : screwed pipe joint with "standard grease" (B).

A ATTENTtON: GREASE AND SEALING

AGENTS MUST NOT ENTER INTO PIPING

O[]i--------" 9 A'

B

3.3.7. Tightening Torques

cutting ring connections for steel tubes:

Tube Torque 1 2

6 10-12 Nm

18 65 - 80 Nm cutting ring connections for plastic tubes:

1 2 3 Tube Torque

6 16-20Nm

8 25 - 30 Nm

A ATTENTION: ABSOLUTELY USE SLIP-ON SLEEVES I

clamping ring connections for plastic tubes:

Tube Torque 1 6 7

12 30 - 50 Nm screwed pipe'joints in aluminum housings:

Thread Torque

M 10x1 20 Nm

M 12x1,5 26 Nm

M 14x1,5 28 Nm

M 16x1,5 35 Nm

M18x1,5 38 Nm

M22x1,5 40 Nm

M26x1,5 50 Nm

3.3.S. Pipe Relaying

During assembly of pipings, take care of a non·chafing and, for plastic tubes, even of a non·twisting relaying.

Grooves or other damages of the tube surface are to be avoided.

Damaged tubes are to be exchanged.

If plastic tubes are clamped with cable bond, it is to be ensured that the tubes are not constricted.

Relaying is to be done with sufficient safety distance to chafe marks.

In case of possible chafing, use an edge protection or a spacer.

3.4. TIGHTENING TORQUES

The values in this table refer to industrial standards and are to be applied in case of no indication of specific tightening torques, For studs, the tightening torques are to be reduced for 50 %.

~ total .) 0,100 ~ total 0,125 ~ total 0,140 grado of MA in Nm grade of MA In NM grade of MAin NM strength strength strength 8,8 10,9 12,9 8,8 10,9 12,9 8,8 10,9 2,9 metric metric metric nominal 0 control thread nominal 0 control thread nominal 0 control thread

M4 2.4 3,3 4 M4 2,7 3,88 4,6 M4 2,9 4,1 4,9

M5 4,9 7 8 M5 5,5 8 9,5 M5 6 8,5 10

M6 8 12 14 M6 9,5 " 16 M6 10 14 17

(M7) 13 19 23 (M7) 15 22 26 (M 7) 18 23 28

M8 20 28 34 M8 23 32 39 M8 25 35 41

M 10 40 56 67 M 10 46 64 77 M 10 49 69 83

M 12 69 98 115 M 12 80 110 135 M 12 86 120 145

M14 110 155 185 M 14 125 180 215 M 14 135 190 230

M 16 170 240 285 M 16 195 275 330 M 16 210 295 355

M 18 235 330 395 M 18 270 390 455 M 18 290 405 485

M 20 330 465 560 M 20 385 540 650 M 20 410 580 690

M 22 445 620 750 M 22 510 720 870 M 22 550 780 930

M24 570 800 960 M 2. 660 930 1100 M24 710 1000 200

M 27 840 1200 1400 M27 980 1400 1650 M27 1050 1500 800

M 30 1150 1600 1950 M30 1350 1850 2250 M 30 1450 2000 400 metric metric metric nominal 0 control thread nominal 0 controllhread nominal 0 controllhread

M 8xl 22 30 36 Maxi 25 35 42 MaxI 27 38 45

M 10)(1,25 42 59 71 Ml0xl,25 49 68 82 Ml0xl,25 52 73 88

M 12)(1,25 76 105 130 M 12)(1,25 88 125 150 M 12xl,25 95 135 160

M 12xl,5 72 100 120 M 12xl,5 83 115 140 M 12xl,5 90 125 150

M 14xl,5 120 165 200 M 14)(1,5 140 195 235 M 14xl,5 150 210 250

M 16xl,5 180 250 300 M 16xl,5 210 295 350 M 16xl,5 225 315 380

M 18xl,5 260 365 435 M 18xl,5 305 425 510 M 18xl,5 325 460 550

M 20)(1,5 360 !ltD 610 M 20)(1,5 425 600 720 M 20)(1,5 460 640 770

M 22)(1,5 480 680 810 M 22)(1,5 670 800 960 M 22)(1,5 610 860 050

M 24x2 610 860 1050 M 24)(2 720 1000 1200 M 24x2 780 1100 300

M 27x2 900 1250 1500 M 27x2 1050 1500 1800 M 27x2 1150 1600 950

M 30)(2 1250 1750 2100 M 30)(2 1450 2050 2500 M 30)(2 1600 2250 700

If the tightening torque of a screw connection is not achieved, the strength of the screw / nut is insufficient or the ratio of friction does not correspond, In any of these cases, the screw / nut is to be exchanged

.) Il total = total friction coefficient

3.5. CHECKING OF TORQUE WRENCH

The torque wrench requires regular checking as to the values adjusted. For signaling torque wrenches the release value is tested, and for measuring torque wrenches the scale accuracy.

3.S. NONDESTRUCTIVE TESTING OF MATERIALS

To detect and locate surface cracks, nondestructive testing based on the colour penetration testing process is recommended.

In this case, the workpiece is sprayed or coated with a penetrating agent, and after drying a developer is sprayed

on. After a development period of approx. 10 min., de.fects on the workpiece appear as points or lines.

3.7. USE OF ADHESIVE AND SEALING MATERIALS

The workshop manuel names adhesive and sealing materials for the repair of engines and aggregates, which may be used at operating temperatures up to 150"C and with mediums such as water, cooling and hydraulic liquids, engine and transmission lubricants as well as fuels.

Sofvent free sealing material

Hardening without loss in volume; tightening of screw joints hence not required.

Anaerobic sealing materials are used for securing, fixing and sealing, and will only harden with exclusion of air.

Sealing material containing solvent

Their volatile ingredients will cause a loss of volume during hardening. For repair works, their exhaust period is to be considered. If such sealing material is used, the workshop manual will contain a particular reference.

3.S. SOLVENT FREE SEALING MATERIALS

Silicon sealing materials consist of silicon and fillers, and are solvent-free.

From the tube or cartridge, the product is applied in a straight line on the cleaned surface. Residues of sealing material are removed by means of cleaning agent.

Silicon sealing material is to be stored at temperatures below 3~" C.

Anaerobic sealing materials consist of single-component synthetic in fluid form. The product is applied on the assembly parts and remains fluid as long as it is in touch with the ambient air (oxygen). Only as soon as the parts are assembled, the chemical reaction, the transformation of fluid into a synthetic built up by molecular chains, begins through exclusion of atmospheric oxygen and through metal contact.

Any surplus remaining after assembly or being forced out of the connection remains fluid and can be removed easily.

3.8.1. General Directions for Use of Aanaerobic Sealing Materials

Cleanliness of components Non·metallic surface protection must be removed. In case of repair works, soiled and oily components are to be cleaned and residues of adhesive synthetic are to be removed. Tapholes are recut with an appropriate tap and blown oil with compressed air.

If solvents or degreasing agents are used for cleaning, make sure that they have volatilized before application of the synthetic.

Storage At temperatures below 280 C, 1 year minimum.

Directions for sacuring (S) Indication: SM ....... Medium-tight Securing (the connection can be loosened without problems) Indication: SF ........ Tight Securing (the connection is dillicult to loosen)

Application: Screw joints

Fixing procedure In general, it is sullicient to apply the synthetic on the screw thread.

If screws are screwed into socket threads, only wet the taphole in order to let the air escape during screwing.

Screws or nuts to be tightened with a specified torque are slightly oiled on their contact surface or housing section.

Directions for fixing (B) Indication: BM ....... Medium-tight Fixing Indication: BF ........ Tight Fixing

Application: Joint connections, sleeves, gear wheels, pulleys, bearings etc.

Jointing procedure For jointing connections, both jointing parts are to be wetted. Wetting should completely cover the jointing surfaces. In case of sliding fits, the parts are encased by turning. .

No strength may be exerted to the connection until sturdiness is reached (for duration see table 1).

Directions for sealing (D) Indication: DR ....... Sealing of pipe joint connections Indication: DF ........ Sealing of plane surfaces

Application: Sealing of threads, screwings, joint connections and plane surfaces.

Hardening time

Use Securing Fixing Sealing (8)

Class 8M 8F BF DR OF OF

Product Loctite 243 Loctite 262 Loctite 648 Loctite 572 Loctite 510 Loctite 620

Handtightness 15 • 30 min 15-30min 5-10min 15 - 30 min immediately immediately reached after

Functional tightness 1 h 1 h 1 h 0.5 h immediately immediately reached after

Final tightness 3h 3h 4h 12·24 h 24 h 12 - 24 h reached after

4. VARIANTS ENGINE - PROPULSION

4.1. VERSIONS FOR: 236dtsrh,;!MARINE

4.2. VERSIONS FOR: 144 JI,.:'IMARINE

Section 1-4

4. VARIANTS ENGINE· PROPULSION

4. VARIANTS ENGINE - PROPULSION

4.1. VERSIONS FOR: 23Sa%'i:JMARINE

B = BOBTAIL - VERSION

Number Model

B 1 236 B 188.0

B3 236 BH 189.0

1= INBOARDER WITH HURTH 630 MARINE GEAR

DOWN ANGLE

Number Type

11 236GA187.0

12 236 GA 187.2

13 236 GA 187.4

14 236 GA 187.8

17 236 GH 187.7

18 236 GH 187.9

Number Type

15 236 GV 187.1

16 236 GV 187.3

For exact installation dimensions, see chapter 17 "Drill templates"

Equipment with side mounted raw water pump with side mounted raw water pump and power steering pump, plus front PTO

Transmission i = 2.5, shaft angle 8° i = 2.0, shaft angle 8° i = 1.5, shaft angle 8° i = 1.2, shaft angle 8° i = 2.5, horizontal shaft i = 1.5, horizontal shaft

Transmission i = 2.5V, shaft angle 12° i = 2.0V, shaft angle 12°

J = JET DRIVE (CASTOlDl) Number Class

J 1 236 JMS 188.5

J 2 236 JML 188.6

J5 236JHS 189.1

J 6 236 JHL 189.2

Fit for Castaldi Jet JET 06 or JET TO 238 TD 337

S = STERN DRIVE

Number Class Type

Sl 236 BM 188.2 Mercury Bravo II & III

S2 236 BV 184.1 Volvo DP 290

S3 236 BSP 184.3 Stern Power Drive

S5 236 BVH 184.5 Volvo DP 290 ZF Hydraulic Pump

S7 236 BVX 186.2 Volvo SX - Drive King Cobra Drive

T = TUNNEL DRIVE

Number Class Type

T 1 236 GAS 183.0 i = 1,5

T 2 236 GAS 183.1 i = 2

For exact installation dimensions, see chapter 17 "Drill templates"

4.2. VERSIONS FOR t 44 J1s!.IMARINE

B = BOBTAIL - VERSION

Number Model Equipment

61 144 B 88.0 with side mounted raw water pump

62 144 6H 89.0 with side mounted raw water pump and power steering pump

I = INBOARDER WITH HURTH 450 MARINE GEAR

DOWN ANGLE

Number Type Transmission

11 144 GA 87.0 i = 2.5, shaft angle 8"

12 144 GA 87.2 i = 2.0, shaft angle 8"

13 144 GA 87.4 i = 1.5, shaft angle 8"

14 144 GA 87.8 i = 1.2, shaft angle 8"

T = TUNNEL DRIVE

Number Class Type

T 1 144 GAS 83.0 i = 1,5

T 2 144 GAS 83.1 i = 2

For exact installation dimensions, see chapter 17 "Drill templates"

J = JET DRIVE (CASTOlDI)

S = STERN DRIVE

Number Class

J 1 144 JMS 88.5

J 2 144 JML 88.6

J 3 144 JHS 89.1

J 4 144 JHL 89.2

J5 144JM88.7

only lor JET05

144 JH 89.3

J6 only lor Jet 05 suitable for Castoldi Jet JET 05 or JET TD 238 JET 06 or JET TD 337

Number Class Type

S 1 144 BM 88.2 Mercury Alpha Bravo II & III

S 2 144 BV 84.1 Volvo DP 290

S 3 144 BVH 84.5 Volvo DP 290 Hydraulic

S 4 144 BVX 86.2 SX - Stern Drive

For exact installation dimensions, see chapter 17 "Drill templates"

5. ENGINE INSTALLATION

5.1. FOUNDATION ..•....••......•....•..•....••.....•.•.....•.•••....•......................••

5.2. POWER TRANSMISSION

5.2.1. Coupling

5.2.2. Universal-Joint Shafts

5.3. ENGINE BASE

5.3.1. Engine Base on Synthetic Boats

5.4. SPACE FOR MAINTENANCE

5.5. ENGINE INCLINATION ...•.••.•.•.••.....•.•..•...•..••..•••........••.•......•..•.....•

5.6. LIFTING EYES .................•...............................................................•. 7

5.7. CHECKING OF ENGINE BASE

5.8. PROPELLER SHAFT FLANGE

5.9. ENGINE SUSPENSION .......•...••.•....•••.•....•••••...•.•.••.•.•.•.•......•...•..•....• 8

5.9.1. Adjustment of Engine on flexible engine supports ......•

5.10. ELASTIC SHAFT COUPLING

5.11. STEP BEARING

5.12. ADJUSTMENT OF ENGINE DRIVE UNIT

5.13. TWIN INSTALLATION .•••..•..••••....•.....••••.......••.....•••........•......•....•••••.. 12

5.14. SHAFT AND STEM TUBE

5.15. PROPELLER

Section 1-5

5.15.1. Dimensions

5.15.2. Propeller pitch

5.15.3. Blade Surface

5.15.4. Sense of Rotation

5.15.5. Number of Blades

5.15.6. Axle Hub

5.15.7. Adjustment of Propeller Pitch

5.15.B. Space between Propeller and Boat

5.15.9. Sediments

5.15.10. Choice of Propeller

5.15.11. Cavitation

5.16. PROPELLER· THRUST BEARING RESP. STEP BEARING

After pre-planning, asembly of the engine usually begins with the engine base. Then the stem bearings, if available, the step- or thrust bearing and the propeller shaft are mounted. After that, the fuel tanks, the water tanks with control device and the battery box are installed.

The engine is attached to the base and aligned in relation to the propeller shaft. Then the exhaust pipes, the air pipe to the engine, the aeration pipes and the sound-absorbing material forthe engine compartment are mounted.

Manoeuvring apparatus, instruments and electrical equipment are installed last.

After the final trial run, a precise check with final inspection is to be carried out. Test results to be noted.

5.1. FOUNDATION

The individual aggregates and parts of the marine propulsion unit must be aligned precisely to each other, in order to guarantee a troublefree operation. The distortion rigidity of the foundation should thus be to such an extent that ship distorsions due to motion of the sea or loading resp. unloading of the ship are not transmitted onto the propulsion unit. In addition, the foundation must absorb the propeller thrust of the thrust bearing and transmit it onto the hull.

The foundation's supporting surface for the propulsion unit should be for approx. 3/8 - 13/16" (1 0 - 20 mm) under the nominal size in order to permit during asssembly and alignment of the unit the balancing of unevenness and differences by means of fitting pieces. All fitting pieces should be of the same material, e.g. steel or cast steel.

Soft material, e.g. copper, must not be used for fitting pieces and shims.

For boats made of wood or synthetics as well as for ships not built for a self-contained propulsion or where a considerably stronger unit should be installed, it may be useful to attach a subframe for reinforcement of the foundation.

5.2. POWER TRANSMISSION

5.2.1. Coupling

For power transmission from the engine to the flatted gear we recommend a turn-elastic coupling. In all other cases of suspension of engine and gear, a turn- and radial elastic or an articulated coupling with torsion spring plate is required between engine and gear. Coupling size depends on the maximum engine torque to be transmitted, the torque peaks due to the degree of irregularity of the engine, and the alternating moments of torsional vibration at critical speeds of the boat. Based on a torsional-vibration computation it must be checked whether the chosen coupling as well as dimensioning and arrangement of the unit could lead to undue torsional vibrations causing severe damages. .

For couplings using rubber as spring elements and for power transmission, it is to be considered that the transferable alternating moment of oscillation decreases very fast with increasing temperature of the rubber.

Based on the information of a known manufacturer of elastic couplings, the temperature factor at 60'C is 1, and at 80'C 0,5 only. Therefore, an effective aeration of the coupling is useful, since the rubber due to fulling more or less heats up over ambient temperature.

For assemby of the clutch and alignment of the coupling flanges, the manufacture~s instructions are to be considered.

When assembling a coupling, or a connecting shaft between engine and gear, or when flanging a gear, the end clearance of the engine's crankshaft must not be affected. V-belts, gear couplings or similar connecting links thus should permit to be encaged easily. Also when flanging a gear onto the engine, make sure that after tightening of the fastening screws no axial load or tension is transmitted onto the crankshaft. It is, therefore, necessary to check the end clearance of the crankshaft journal before and after assembly. During both checks, the clearance must be equal. The crankshaft must not spring back after pressing it against the front and rear collar of the lapped bearing.

On boats destined for frequent reversing and maneuvring, e.g. service boats, the couplings are heavily stressed by start-up impacts and acceleration. For this reason, a larger coupling should be chosen. In addition, it should be considered not to drive too long at the critical speed range.

If a disconnectable coupling is used, the admissible axial load of the crankshaft must not be exceeded.

5.2.2. Universal-Joint Shafts

Principles:

A universal joint produces a more or less strong irregularity on the driving axle, depending on the diffraction angle.

This irregularity is compensated by providing a second universal joint, under the following conditions:

1. The two forks of the intermediate part must be coplanar.

2. The diffraction angle of the second joint must be of the same size as that of the first one; both joints must be coplanar.

ill. 511 forks of intermediate shaft marking

The illustration shows how the two forks of the intermediate shaft should be positioned to each other (acc. to

1. - coplanar). The splined shaft ends mostly show index arrows which should be opposite when connecting the shaft.

The following illustration shows the Z- layout of a universal-joint shaft.

The two angles B 1 and B2 must be equal. This means that with Z- design the contact faces of the shaft ends for drive and drift must be parallel to each other.

IMPORTANT: diffraction angle B min = 1", B max = 6" ill. 5/2

Slight deviations from these requirements are admissible under certain conditions; to what extent depends on the application, the speed, the diffraction angle etc.

Depending on the diffraction angle of the two universal joints of a shaft, the intermediate shaft will be more or less accelerated or retarded with every rotation. This causes a stimulation of oscillation which is to be considered for the location of the universal-joint shaft between engine and gear. Overhanging mass on the shaft end at the flywheel side, such as e.g. couplings, may be critical.

Considering the additionally occuring bending moment which depends on the initiated torque, the length of individual universal-joint shafts cannot be chosen at random. If necessary, several universal-joints shafts are to be arranged.

5.3. ENGINE BASE

The engine base should be of a very rigid design. Its suspension is to be distributed on the maximum sur1ace over the ship bottom. The engine base should be strong enough to absorb with free play the compressive- and shearing forces of the propeller. Strains through heavy sea and dynamic load are also to be considered.

5.3.1. Engine base on synthetic boats

On synthetic boats, the engine base may be made of flat irons (see ill. 3) casted in the boat. The base (3) should be constructed as a box, and filled with damp-proof material (4).

The flat irons (1) should be long enough to distribute the load of the engine over a sur1ace as large as possible.

To facilitate screwing of the engine mounts, nuts (2) can also be cast.

2 . ,,1 .\ 3 - ) ..

ill. 5/3

5.4. SPACE FOR MAINTENANCE

The engine compartment is to be designed in such a way that maintenance work will not be impaired by bottom plates or otherequipments. Compare these requirements to the maintenance chart in the operating manual. Also take care that there is enough space for lifting and lowering the engine.

Before beginning the assembly, make sure that scale drawings for the engine and its equipment are available (see appendix). All necessary dimensions for assembly follow from the scale drawings, e.g. the distance from the crankshaft centre to the engine bearers (reversing gear bearers) and to the centre line of the propeller shaft.

ill. 5/4

I ::::e-, , IMPORTANT: Keep sufficient distance between base frame, oil pan and starter engine « 3/4" I < 20 mm).

5.5. ENGINE INCLINATION

Max. permissible engine inclination (backwards in direction of flywheel) corresponds to angle A, see table. The engine must not be inclined downward in direction of the heat exchanger, since such an installation could affect the cooling due to remaining air pockets.

When installing the engine with the flywheel side in direction of the bow, the inclination in direction of the flywheel should be 3" at least.

Such an installation with inverted engine e.g. occurs with a miter gear.

During course, A may be up to 3" larger and B up to 3" smaller (the stern is lower).

Maximun ill. 5/5

A

D max. inclination in 0

A

B

C

D

236 144

10" 10"

10" 10"

10" 10°

5° 5°

B C

5.S. LIFTING EYES

To permit an easy lifting of the engine, strong lifting eyes are provided bow· and stern·sided.

See ill. 5/6 u.5/7.

A

23S-:::::JMARINE

ATTENTION: NEVER PLACE THE ENGINE DIRECTLY ONTO THE FLOOR. THE OIL PAN AND

OTHER PARTS COULD BE DAMAGED. JACK UP THE ENGINE ON THE ENGINE BEARERS

SO THAT ITS LOWER PART IS TRAILING, OR KEEP THE ENGINE IN THE TRANSPORT BOX

UNTIL IT IS LIFTED INTO THE BOAT.

5.7. CHECKING OF ENGINE BASE

When preparing the engine base, make sure that the upper contact surfaces of the bearers are parallel to the centre line of the propeller shafts and are not swung. For assistance during assembly and checking ofthe engine base, a short traversing slide with the same diameter as the propeller shaft may be used stern·sided; see ill. 51

8. Through a bore ( 1/12" 12mm diameter) in the slide a 1/12" (2 mm) copper wire is strained to a holder. Then adjust the holder in such a way that the wire is in the centre of the front end of the propeller shaft sleeve.

Then measure the base bearers and check their correct height and that they are not swung.

ill. 5/8 checking of engine base steel rulers stem tube traversing slide (dimensions correspond to respective shaft size) copper wire holder with chuck distance engine base surface· propeller shaft centre (depending on type of engine and reversing gear)

5.8. PROPELLER SHAFT FLANGE

At delivery, the flange to the reversing gear is rough·drilled only. The bores are to be made with utmost accuracy and have to correspond to the guiding edge on the flange.

Max. admissible radial stop: 0,05 mm ill. 5/9

In many cases it is recommended to bore the coupling flange to the reversing gear with the same conicity as for the propeller. Thus the shaft will be equal on both ends and can, therefore, be turned in case of being worn out in the stem bearing.

5.9. ENGINE SUSPENSION

An elastic engine suspension will provide a proper insulation between engine and base frame, thus reducing the noise conveyed to the hull. This engine suspension may also absorb the thrust and shearing forces of the propeller.

For all STEYR Marine Engine ill. 5/10 A B C D bore dim. bearing flange position of adjustment nut (- 5 mm) adjustment space (+1- 5 mm) spacer plate (if required)

Install the engine mounts directly onto Ihe member of the base frame see ill. 5/3 For an assembly with elastic engine suspensions, the overall height of the engine mounts (silent blocks) is to be considered to achieve proper installation height of the engine.

Height Adjustment recommended to achieve accurate alignment of the suspended unit. When fitting mounts with height adjusters, care must be taken to ensure that excessive bending forces are not imposed on the center spindle (screw).Mountings fitted with height adjusters are designed to allow a variation of ± 5 mm on nominal mean height (see illustration 5 mm distance between adjustment nuts). Any larger variations need to be accommodated by filling shims or packers under the mounting base. Vertical and horizontal alignment should then be effected using the height adjusters and slotted holes in the mounting base. Recheck alignment after fixings are tightened to the specified torque values (nut center spindle screw 110 -120 Nm).

5. 9. 1. Adjustment of Engine on flexible engine supports

Both for front and rear side of the engine, the engagement of the vibration dampers should be equal right and left. Between front and rear side of the engine, a difference in engagement is admissible and often unavoidable.

Before beginning the alignment, the engine should rest on the vibration dampers for about 48 hours.

Proper setting of the vibration dampers can be done as follows:

Roughly align the engine, with the propeller shaft, on the vibration dampers by means of adjusting nuts, without connecting the propeller shaft to the flange on the reversing gear.

Lift the engine at the front to such an extent that both front supports are released from the lower nuts of the' vibration dampers.

Lower the engine and adjust the nuts so that both engine supports sit on the nuts simultaneously. Same procedure at the rear side of the engine.

The engine foundation must be rigid enough to absorb the concentrated load. After correct adjustment of the vibration dampers, the engine can be balanced by front and rear adjustment of the two nuts right and left with exactly the same number of turns.

In longitudinal direction, the vibration dampers are to be mounted free of tension.

Vibration dampers being mounted with initial stress, may transmit vibrations and sound onto the boat.

The oblong holes in the vibration damper feet permit a lateral correction of the adjustment. When the boat is in the water, the alignment is to be checked once again.

5.10. ELASTIC SHAFT COUPLING

For engines with elastic suspension and a rigid stem bushing, an elastic shaft coupling is always to be mounted.

Even for a rigid engine suspension, an elastic propeller shaft coupling should be mounted if there is any risk that the engine may change its position with regard to the propeller shaft, e.g. with different load of the boat.

Neveruse the elastic shaft coupling together with the elastically supported stem bushing.