SIDE- POWER SE 80/185 T SE 100/185 T. Thruster systems. manual onboard! Keep this. Installation and user's manual Installasjons og brukermanual

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1 SIDE- POWER Thruster systems SE 80/185 T SE 100/185 T Keep this manual onboard! Installation and user's manual Installasjons og brukermanual SLEIPER MOTOR AS P.O. Box Fredrikstad orway Tel: Fax: w w w. s i d e - p o w e r. c o m sidepower@sleipner.no Made in orway Sleipner Motor AS 2007

2 Contents Installation instructions Technical specifications... 3 Planning & important precautions... 4 Tunnel installation Positioning of the tunnel / thruster... 5 How to shape the tunnel ends... 6 How to prevent drag from tunnel installation... 7 Possible tunnel installation in sailboats... 8 Tunnel installation in a GRP boat... 9 Thruster installation Gearhouse and motorbracket Oil tank & propeller Electromotor Electrical installation Control panel and control-leads Visual wiring diagram Technical wiring diagram Checklist for control of the installation User's manual Important user precautions How to use Sidepower thrusters Maintenance & service Troubleshooting Warranty statement Spareparts list & drawing Service centres DECLARATIO OF COFORMITY We, Sleipner Motor AS P.O. Box 519 n-1612 Fredrikstad, orway declare that this product with accompanying standard remote control systems complies with the essential health and safety requirements according to the Directive 89/336/EEC of 23 May 1989 amended by 92/31/EEC and 93/68/EEC. Innhold Installasjons instruksjoner Tekniske spesifikasjoner...3 Planlegning og viktige forbehold...4 Tunnel installasjon Plassering av tunnel/thruster...5 Utforming av tunnelåpninger...6 Hvordan unngå turbulens rundt tunnelåpninger...7 Forslag til tunnelinstallasjon på seilbåt...8 Tunnel installasjon i glassfiberbåter...9 Thruster installasjon Gearhus og motorbraket...11 Oljebeholder og propeller...12 Elektromotor...13 Elektrisk installasjon...14 Kontrollpanel og kontrollkabler...15 Koblingsskjema elektrisk...16 Koblingsskjema...17 Sjekkpunktliste for kontroll av installasjon...18 Brukermanual Viktige forbehold...19 Hvordan operere Sidepower thrustere...20 Vedlikehold og servise...21 Problemer og løsninger...22 Garantierklæring...23 Reservedelsliste...24 Servicesentere Samsvars erklæring Sleipner Motor AS Postboks 519 n-1612 Fredrikstad, orge Erklærer at dette produktet med tilhørende standard kontrollsystemer er i samsvar med helse, og sikkerhetskravene i henhold til Direktiv 89/336/EEC FRA 23 Mai 89, korrigert av 92/31/EEC og 93/68/EEC. 2 SE 80/185 T - SE 100/185 T

3 Waterline C A F M E T R I C METRIC SP 75 Ti SP 95 Ti SP 125 Ti SE80/185T SE100/185T Thrust [kg] Thrust [kg] A [mm] A [mm] B [mm] B [mm] Cmin. [mm] Cmin. [mm] D [mm] D [mm] D recommended [mm] D recommended [mm] Emin. [mm] Emin. [mm] 6 6 Emax. [mm] Emax. [mm] 8 8 Motor output [kw] 4,4 6 6,5 Motor output [kw] 4,4 6 Voltage [V] 12/24 12/24 12/24 Voltage [V] 12/24 12/24 Weight [kg] Weight [kg] Gear oil capacity [ml] ote: Emin.: wall thickness of a standard Sidepower tunnel ote: Emin.: wall thickness of a standard Sidepower tunnel Emax.: maximum wall thickness when using other GRP, Emax.: steel maximum or aluminium wall thickness tunnelswhen using other GRP, steel or aluminium tunnels Technical specifications Technical specifications Motor: Custom made reversible DC-motor. Motor: Custom made reversible DC-motor. Gearhouse: Seawater resistant bronze. Ballbearing at Gearhouse: Seawater resistant bronze. Ballbearing at propellershaft and combination of ballbearing propellershaft and combination of ballbearing and slide bearing at driveshaft. and slide bearing at driveshaft. Motor bracket: SP 75 Ti / SP 95 Ti / SP 125 Ti: Motor bracket: Seawaterresistant Seawaterresistant aluminium aluminium, galvanicly insulated from motor Tunnel: Cross spun with rowing G.R.P tunnel Tunnel: Steel Cross & aluminum spun with tunnels rowing G.R.P available tunnel at request. Steel & aluminum tunnels available at request. Propeller: Symmetrical 4 blade propeller, fibreglass reinforced Propeller: 5 blade skew "Q-PROP " propeller, composite. fibreglass reinforced composite. Batteries: Minimum recommended battery capacity Batteries: (cold Minimum crank capacity recommended by DI/SAE battery standard) capacity SP75Ti (cold crank 12V capacity : 550 CCA by DI/1045 DI/SAE CCA standard) SAE SE 80/185T 24V : 12V 300 CCA : 550 DI/570 CCA DI/1045 CCA SAE CCA SAE SP95Ti SE 80/185T 12V : 24V 750 CCA : 300 DI/1425 CCA DI/570 CCA CCA SAE SAE SE 100/185T 24V : V CCA : 750 DI/760 CCA DI/1425 CCA SAE CCA SAE SP125Ti SE 100/185T 12V : V CCA : 400 DI/1425 CCA DI/760 CCA SAE CCA SAE Max. use: S2 = 3 24V min. : or 400 appr. CCA 7-10% DI/760 within CCA a SAE limited time Max. use: S2 frame. = 3 min. or appr. 7-10% within a limited time Safety: frame. Electronic time-lapse device protects against Safety: Electronic sudden change time-lapse of drive device direction. protects Electric against thermal sudden cut-off change switch of in electromotor drive direction. protects Electric against thermal cut-off over switch heating in (auto electromotor reset when protects electro against motor cools over heating down). (auto reset when electro motor cools down). Flexible coupling between electro-motor and and driveshaft protects electromotor and and gearsystem if propeller if gets gets jammed. If original If Sidepower panel panel is is used, used, the the panel panel shuts shuts off off automatically 6 minutes 6 after after last last use. use. Integrated microprocessor monitors solenoids, reducing wear wear and and risk risk of of solenoid lock-in. Autostostop of of thruster in in case case of of accidental solenoid lock-in lock-in or or if run if run signal signal is is continous for for more more than than Auto- 3 minutes 3 minutes I M P E R I A L IMPERIAL SP 75 Ti SP 95 Ti SP 125 Ti SE80/185T SE100/185T Thrust [lbs] Thrust [lbs] A [in] 7,28 7,28 9,84 A [in] 7,28 7,28 B [in] 13,9 15,3 15,7 B [in] 13,9 15,3 Cmin. [in] 7,87 7,87 9,0 Cmin. [in] 8,5 8,5 D [in] 6,7 6,7 11,0 D [in] D recommended [in] 13,4 13,4 22,0 D recommended [in] Emin. [in] 0,24 0,24 0,28 Emin. [in] 0,24 0,24 Emax. [in] 0,31 0,31 0,39 Emax. [in] 0,31 0,31 Motor output [Hp] 6 8 8,7 Motor output [Hp] 6 8 Voltage [V] 12/24 12/24 12/24 Voltage [V] 12/24 12/24 Weight [lbs] Weight [lbs] Gear oil capacity [fl.oz] ,736 ote: Emin.: wall thickness of a standard Sidepower tunnel ote: Emin.: wall thickness of a standard Sidepower tunnel Emax.: maximum wall thickness when using other GRP, Emax.: steel maximum or aluminium wall thickness tunnelswhen using other GRP, steel or aluminium tunnels Technische Daten D Tekniske spesifikasjoner Motor: Gleichstrommotor Getriebegeh.: Motor: Seewasserbeständige Spesialutviklet reversibel Bronze. DC-motor. Kugellager an Girhus: der Sjøvannsbestandig Propellerachse, Kombination bronsje. Kulelagre von Kugelunpellaksel. Gleitlager Kule an der og glidelager Antriebsachse. komb. på drivaksel. på pro- Motorhalterung: Motorbraket: SP Sjøvannsbestandig 75 Ti / SP 95 Ti / SP aluminium. 125 Ti: Seewasserbeständiges Galvanisk isolert fra motor Aluminium Tunnel: Tunnel: Glasfibertunnel Kryssvevet glassfiber. (Kreuzgewebe) Stahl- Aluminium & Aluminiumtunnel og ståltunnel auf på Anfrage. forespørsel. Propeller: Propell: Symmetrischer, 5-blads skew 4 "Q-PROP" flügeliger propell Kaplanpropeller i kompositt. aus Glasfiberverbundmaterial. Batterier: Minimum anbefalt batteri størrelse. Batterie: Empfohlene (Kaldstart mind. kapasitet Batteriekapazität etter DI/SAE std.) (Kaltstartkapazität SE 80/185T 12V nach : 550 DI/SAE) CCA DI/1045 CCA SAE SP75Ti SE 80/185T 12V : V CCA : 300 DI/1045 CCA DI/570 CCA SAE CCA SAE SE 100/185T 24V : V CCA : 750 DI/570 CCA DI/1425 CCA SAECCA SAE SP95Ti SE 100/185T 12V : V CCA : 400 DI/1425 CCA DI/760 CCA SAE CCA SAE 24V : 400 CCA DI/760 CCA SAE SP125Ti 12V : 750 CCA DI/1425 CCA SAE Drift tid: S2 = 324V min. : 400 Eller CCA gjennomsnittlig DI/760 CCA 7-10% SAE innen en begrenset tidsperiode. Betriebszeit: S2 = 3 min. oder ca. 7-10% innerhalb eines Sikkerhet: beliebigen Elektronisk Zeitraumes. tidsforsinkelse forhindrer motorskade ved rask retningsendring. Sicherheit: Elektronische Motoren stanser Zeitverzögerung automatisk zum ved Schutz overopphetning des Getriebes (slår seg bei automatisk plötzlichem på Wechsel etter nedkjøling). der Drehrichtung. Elektrischer Thermoschalter zum Schutz des Brytepinne Motors gegen mellom Überhitzung drivaksel (erneute og motor Betriebsbereitschaft gir hvis propell nach Abkühlung). blir blokkert. beskytter Scherstift Om orginalt zwischen Side-Power Elektromotor panel und blir Getriebeachse dette als slås Schutz, av automatisk wenn der etter Propeller 6 minutter blockiert etter brukt så vil ist. siste ach gang der letzten trøsteren Benutzung ble brukt. schaltet das Original Integrerte Side-Power microprossessor Panel automatisch føler hele nach tiden 6på Minuten releet, ab. reduserer Der integrierte slitasje Mikroprozessor og risk for heng på überwacht relé. Trøsteren das Relais vil stoppe und reduziert automatisk sowohl etter 3 Verschleiß, minutter als om auch det oppstår Relaisblockade. heng på relé, Das eller Bustrahlruder om trøsteren stoppt går kontinuerlig automatisch i 3 bei minutter. Relais- Blockade, oder bei Betrieb des Bugstrahlruders von mehr als 3 Minuten. 4 SP SE 75 80/185 Ti / SP 95 T - Ti SE / 100/185 SP 125 TiT

4 Planning and important precautions Prior to installation, it is important that the installer reads this guide to ensure necessary acquaintance with this product. The thruster must OT be installed in compartments that require ignition proof electric equipment. If necessary, make a separate compartment. The electromotor will generate some carbon dust so that any storage compartment must be separated from the thruster to prevent the stored items from becoming dusty/dirty. If you are installing the Sidepower in a small room /compartment, it should be ventilated to ensure cooling of the electromotor. If the height in the room you are installing the Sidepower is limited, the Sidepower can be installed horizontally or at any angle in between. - If the electro motor is positioned more than 30o off vertical, it must be supported separately. - The electromotor must be handled carefully. Do not lift it by the internal connections/main terminals or put it down on the driveshaft. - Beware to keep installation within advised measurements. o part of the propeller or gearhouse must be outside the tunnel. The electromotor, its components, contacts / plugs or other joints in the control cables must be mounted so that they will keep dry at all times. We advice to paint the gearhouse and propellers with antifouling. PS! Do not paint the zinc anodes, sealings or propellershafts. Do not finish the inside of the tunnel with a layer of gelcoat / topcoat or similar. It is only room for a thin layer of primer and two layers of anti-fouling between the tunnel and the props. With the boat on land, only run the thruster for a fraction of a second, as without resistance it will accelerate very fast to a damaging rpm. Also, while the thruster is in air, make sure that the propellers have come to a complete stop before performing a directions change of the thruster, as it might cause damage to the thruster. This manual is intended to support educated/experienced staff and is therefore not sufficient in all details for the correct installation. Don t install the electromotor at close range to easily flammable objects as it will reach over 100 C before the temperature switch is activated. Do not store items close to the thruster motor as it gets hot as well as any loose items near the thruster motor can cause problems with electrical wiring coming loose and short-circuiting. When installed in boats approved or classified according to international or special national rules, the installer is responsible for following the demands in accordance with these regulations / classification rules. The instructions in this guide can not be guaranteed to comply with all different regulations/classification rules. These instructions are only general instruction. If you are not skilled to do this work, please contact professional installers for assistance. B! Faulty installation of the tunnel, thruster or panel will render all warranty given by Sleipner Motor AS void. Viktige forholdsregler og planlegning Før installasjon må instruksjonsmanualen leses gjennom, og bruker må gjøre seg kjent med produktet. Thrusteren må ikke installeres i rom som der gnister og høy varme medfører brannfare. Elektromotoren vil produsere karbon støv fra børstene under drift slik att en lagringsplass må fysisk avskilles fra thrusteren for å unngå att det man lagrer blir støvete / møkkete. Elektromotoren er avhengig av god kjøling, sørg derfor for ventilasjon eller god plass rundt motoren ved montering. Elektromotoren kan monteres i alle vinkeler i fra vertikalt til horisontalt der hvor plassutnyttelsen krever det. Hvis elektromotoren monteres i en vinkel på mer en 30 o, må den støttes opp separat. Elektromotoren må håndteres forsiktig. Den må ikke bæres etter kontaktpunktene, og motoren må ikke settes ned på drivakselen. Følg de anbefalte målene som er oppgitt i manualen, propell eller girhus må ikke stikke ut av tunnelen. Elektromotoren, tilhørende komponenter, kontakter eller åpne ledd i strømkabler må monteres så de ikke utsettes for vann. Vi anbefaler å male girhuset med bunnstoff. PS sinkanoder, pakninger og propellaksel skal ikke påføres bunnstoff. Ikke påfør gelcoat / topcoat eller lignende inne i tunellen. Det er bare plasee til ett lag primer og to lag bunnstoff mellom tunellen og propellene. år båten ligger på land har ikke elektromotoren den motstanden den har i vann. Motoren bruker derfor ekstremt kort tid før den oppnår ødeleggende høyt turtall. Med båten på land, unngå hurtig bytte av driftsretning da det kan forårsake skade på truster. Denne manualen er beregnet som støttemateriell for montører med erfaring / utdanning, og har derfor ikke all informasjon nødvendig for å oppnå en korrekt installasjoner. Installer ikke elektromotoren i nærheten av lett brennbart materiale, da motoren oppnår temperaturer over 100 o C ved før den stopper automatisk. Området intill thrusteren må ikke benyttes som lagringsplass da motoren vil bli varm samt att dette vil medføre en fare for att elektriske koblinger blir løse eller kortslutter I de tilfeller båter skal godkjennes eller klassifiseres i henhold til internasjonal, eller spesielle standarder, er montør ansvarlig for at de gjeldende lover og regelverk følges. Sleipner Motor AS kan ikke garantere at instruksjonene i denne manualen er i henhold til alle gjeldende regelverk og standarder. B! Ved feilaktig installasjon av panel, thruster eller tunnel frafaller all garanti stilt av Sleipner Motor AS. 4 SE 80/185 T - SE 100/185 T

5 Fig. 1 Pivot point A Fig. 3 B B = 10,0m A = 11,0m Fig. 2 3/4Ø 1/1 Ø cm* min. 1/2Ø Fig. 4 Ø min. 1/3Ø min. 1/3Ø Positioning of the tunnel / thruster D Positionierung Plassering av von tunnel Tunnel og thruster / Thruster The Thruster should be be as as far far forward as possible as possible (Fig. (Fig. 1) 1) Because of of the leverage effect around the the boats boats pivot pivot point, point, it is it very is very important for the thrusters actual effect effect in the in the boat boat to get to it get as it far as for-ward far ward possible. as possible. The relative The relative distance distance change from change the from boats the pivot boats point pivot to the as thruster point to will the be thruster the change will be of the actual change thrust of for actual the boat. thrust for the boat. Example: A: 55kg thrust x x 11m leverage = = 605kgm torque torque rotate to rotate the boat the boat B: 55kg thrust x x 10m leverage = = 550kgm torque torque rotate to rotate the boat the boat In position A you will will get get 10% 10% more more thrust thrust to turn to turn the the boat boat around. around. The thruster should be be placed as as deep deep as possible as possible (Fig. (Fig. 2) 2) The tunnel should be be placed as as deep deep as as possible for two for two reasons: reasons: 1. So that it it does not not suck down air air from from the the surface surface which which will will destroy the thrust completely. 2. To get as high as as possible a a water pressure to get to get maximum maximum efficiency from the propeller. Generally the top of of the the tunnel should be be a a minimum of ½ of x the ½ x tunnel the diameter tunnel diameter below the below waterline. the waterline. This is an This absolute is an minimum absolute and minimum we recommend and we recommend that it is at least that ¾ it x is tunnel at least diameter ¾ x tunnel ( ) below diameter the waterline. ( ) below A the really waterline. good distance A really is good about distance 1/1 x tunnel is about diameter 1/1 x ( ) tunnel below diameter the waterline. ( ) below the waterline. When you get the top top of of the the tunnel cm*/1 cm*/1 feet feet below below the surface, the other surface, factors other should factors be should considered be considered more important, more i.e. important, moving the i.e. thruster moving further the forward. thruster further forward. Optimal tunnel length If the tunnel gets to to long, the the friction inside inside will will reduce reduce the water the water speed and speed thereby and thereby thrust. the thrust. If the tunnel gets to to short (normally only only in the in the bottom bottom section section of the of tunnel) tunnel) you you can can get cavitation get cavitation problems problems as the as water the will water not will have not had have time to the straighten had time to itself straighten before reaching itself before the propeller reaching (Fig. the 3&4). propeller This (Fig. cavitation 3&4). will This reduce cavitation performance will reduce as well performance as creating as a lot well of as noise. creating a lot of The noise. optimal tunnel length is 2 to 4 x tunnel diameter and you should avoid tunnels The optimal longer tunnel than 6 length to 7 times is 2 the to 4 tunnel x tunnel diameter diameter as the and performance you should reduction avoid tunnels is then longer clearly than noticeable. 6 to 7 times the tunnel diameter as the performance reduction is then clearly noticeable. Tunnelen Tunnelplazierung bør plasseres soweit lengst vorne mulig wie frem möglich i baugen (Fig. (Fig. 1) 1) For Um å einen oppnå möglichst mest mulig großen moment Abstand rundt vom båtens Drehpunkt dreiepunkt, des er Schiffes det meget zu viktig erreichen, å plassere ist der tunnelen Sidepower så langt möglichst fremme weit som vorne mulig. einzubauen. Avstanden fra båtens Eine Vergrößerung dreiepunkt til thruster des Abstandes vil ha stor vom betydning Drehpunkt på thrusterens des Schiffes effekt. hat eine direkte Auswirkung auf die verfügbare Schubkraft. Eks.: A: Beispiel 55kg skyvekraft : x 11m moment = 605kgm skyvekraft B: A: 55kg skyvekraft Schubkraft x x 10m 11m moment = 605kgm = 550kgm zum Wenden skyvekraft des Bootes Posisjon B: 55kg A Schubkraft vil gi 10% mer x 10m skyvekraft = 550kgm til rotasjon. zum Wenden des Bootes In Beispiel A stehen damit 10% mehr Schubkraft zur Verfügung. Tunnelen skal plasseres dypest mulig (Fig. 2) Tunnelen Den Tunnel skal so plasseres tief wie så möglich dypt som positionieren mulig av to grunner: (Fig. 2) 1. Den Så Tunnel luft ikke aus suges zwei ned Gründen i tunnelen so å tief ødelegger wie möglich skyvekraften. positionieren: Damit Ved å øke nicht vanntrykket Luft mitangesaugt jobber propellen wird, die mer die effektivt. Schubkraft Hovedregelen vollständig er herabsetzt. at tunnelen skal plasseres minimum ½ x tunnelen dia. under 2. Um vannlinje. einen möglichst Anbefalt dybde hohen er Wasserdruck minst ¾ x dia. zu under erhalten, vannlinje um ( ). die år tunnelen maximale er plassert Effizienz des cm Propellers under vannlinjen erreichen. bør andre faktorer vurderes Die Oberkante som viktigere, des d.v.s. Tunnels å plassere muß mind. tunnelen einen lengre halben frem. Tunneldurchmesser unterhalb der Wasserlinie liegen. Dieser Wert ist ein Optimal absolutes tunnel Minimum. lengdebesser ist ein Wert von ca. ¾ des Dersom Tunneldurchmessers tunellen blir for ( ). lang Optimal vil friksjonen ist eine i tunellen Abstand reduser von vannhastigheten Tunneldurchmesser og derved effekten. ( ) zur Wasserlinie. 1/1 x Dersom Liegt die tunellen Oberkante blir for des kort Tunnels (normalt 30-35cm* bare i nedre / 1fuß del av unterhalb tunellen) kan der det oppstå Wasserlinie, kavitasjons können problemer andere da Faktoren vannet ikke berücksichtigt har tid / av-stand werden. til å «rette opp strømningsretningen» før det treffer propellen (Fig. 3&4). Denne kavitasjonen Optimale Tunnellänge vil redusere effekten og lage mye støy. Den Bei einem optimale zu tunell langem lengden Tunnel er 2 reduziert til 4 ganger der tunell Reibungsverlust diameteren og die dersom tunellen Wassergeschwindigkeit blir så mye som 6 und til 7 ganger damit die diameteren Schubkraft. i lengde vil effekt tapet bli Bei klart einem merkbart. zu kurzem Tunnel (häufig im unteren Bereich des Tunnels) können Kavitationsprobleme entstehen, da sich das Wasser nicht gerade auszurichten kann (Fig. 3&4). Diese Kavitation ist leistungsreduzierend und kann starken Lärm verursachen. Die optim. Tunnellänge ist das 2-4 fache des Tunneldurchmessers. Tunnellängen von mehr als dem 6-7 fachen des Tunneldurchmessers sollten vermieden werden, da dadurch die Leistung reduziert wird. 10 SP SE 7580/185 Ti / SP T 95 - SE Ti 100/185 / SP 125 T Ti

6 Fig. 1 Fig. 2 R = 0,1 x D (10%) D R = 0,1 x D (10%) Fig. 3 Fig. 4 Tunnel ends D Formgebung Tunnelåpninger der Tunnelenden Rounded tunnel ends ends will maximize will maximize thrust and thrust minimize and noise. minimize noise. We recommend rounding the tunnel connection to the hull-side as We much recommend as possible. rounding the tunnel connection to the hull-side as much The optimum as possible. rounding has a radius of 10% of the tunnels diameter. The optimum rounding has a radius of 10% of the tunnels diameter. Important advantages over sharp tunnel to hull connections are: Important advantages over sharp tunnel to hull connections are: 1. The rounded tunnel end will prevent creation of turbulence 1. The cavitation rounded that tunnel will come end from will a prevent sharp tunnel creation end of when turbulence water cavitation passes by fast, that will thereby come preventing from a sharp a double tunnel negative end when impact water on passes the thrust by and fast, noise thereby level preventing (Fig. 1 & 2). a double negative impact on the - The thrust turbulence and noise / cavitation level (Fig. blocks 1 & the 2). outer area of the tunnel - The and thereby turbulence reduces / cavitation the effective blocks tunnel the outer diameter area and of thrust. the tunnel - and The turbulence thereby reduces / cavitation the effective hits the propeller tunnel diameter and thereby and reduce thrust. - The the propellers turbulence performance / cavitation and hits creates the propeller noise. and thereby reduce the propellers performance and creates noise. 2. The curved tunnel end makes the thruster take water also from 2. The along curved the hull-side, tunnel creating end makes a vacuum the thruster that will take suck water the boat also from along sideways the and hull-side, thereby creating give additional a vacuum thrust that (Fig. will 3 suck & 4). the boat sideways With a sharp and tunnel thereby end, give the thruster additional will thrust be unable (Fig. to 3 take & 4). water With from along a sharp the tunnel hull-side, end, and the you thruster will not will get be the unable desired to vacuum take water from and additional along the thrust. hull-side, This and free you additional will not thrust get the can desired in optimal vacuum and installations additional be as thrust. much This as 30 free - 40% additional of the total thrust thrust. can in optimal installations be as much as 30-40% of the total thrust. B! A Sidepower thruster propeller does not cavitate at working B! A speed Sidepower so that all thruster cavitation propeller and cavitation does not noise cavitate in the at tunnel working will speed be caused so that by the all tunnel cavitation installation. and cavitation noise in the tunnel will B! be Even caused if it is not by the possible tunnel to installation. make the perfect rounding, it is very B! Even important if it is to not round possible the tunnel to make end as the much perfect as possible. rounding, A it is very important angled tunnel to round to hull the connection tunnel end will also as much do much as possible. of the same A angled job as a tunnel rounded to connection hull connection (see page will also 20, Fig. do much 1b & 1d). of the same job as a rounded connection (see page 20, Fig. 1b & 1d). Abgerundete Avrundede åpninger Tunnelenden vil minke støy, erhöhen og maksimere die Schubkraft effekt. und reduzieren das Geräuschniveau. Vi anbefaler å avrunde tunnelåpningene mest mulig. Der Den Bereich optimale Tunnelende avrundingen har / Außenseite radie som des er Rumpfes 10% av tunnelens ist soweit diameter. abzurunden. Der optimale Wert für den Radius dieser möglich Rundung beträgt 10% des Tunneldurchmessers. Hvorfor er en avrundet tunnelåpning så viktig? Vorteile gegenüber einer scharfen Tunnel / Rumpfverbindung sind: 1. En avrundet tunnelåpning vil forhindre at det oppstår turbulens / kavitasjon, noe som Tunnelenden vil oppstå ved verhindern en installasjon Turbulenzen med skarpe / kanter. Kavitation, 1. Abgerundete wie Turbulensen sie an scharfenkantigen forårsaker mer støy, Tunnelenden og begrenser auftreten. skyvekraften. Damit werden - Turbulensen zwei / negative kavitasjonen Auswirkungen blokkerer tunnelen auf Schubkraft og svekker und skyvekraften. vermieden (Fig. 1 & 2). Geräuschentwicklung - I Turbulenz det kavitasjon / Kavitation og turbulens blockieren når propellen den äußeren påvirkes ytelsen Tunnelbereich. til denne Dadurch og øker støyen. werden effektiver Tunneldurchmesser und Schubkraft reduziert. 2. -En Die avrundet Turbulenz tunnelåpning / Kavitation gjør trifft også auf at thrusteren den Propeller suger und vann reduziert langs skroget dessen på Effektivität båten. Dermed und oppstår führt zu det zusätzl. et lavtrykk Geräuschentwicklung. som vil hjelpe å suge båten i dreieretningen. Med skarpe åpninger klarer ikke thrusteren å 2. Abrundungen suge vann langs ermöglichen, skroget, og lavtrykket daß Wasser uteblir. entlang Så mye der som Rumpfaußenseite skyvekraften angesaugt har blitt målt werden til å ligge kann. her på Dadurch noen installasjoner. entsteht ein 40% av Vakuum ("zusätzliche" Schubkraft"), das das Schiff seitwärts B! bewegt Propellene (Fig. til 3 & Sidepower 4). Bei scharfkantigen thrustere kaviterer Enden ikke på kann arbeids-hastighet, entlang så kavitasjon der Rumpfaußenseite og støy som oppstår angesaugt som følge av werden, kavitasjon, kein Wasser wodurch skapes das av tunnel benötigte installasjonen. Vakuum nicht zustande kommt. B! Diese Selv Schubkraft der en perfekt kann avrunding bei optimaler ikke mulig Installation er det viktig bis zu å runde 30-40% av der kantene absoluten så mye Schubkraft som mulig, betragen. en tunnelåpning med skråkant vil ha stor effekt fremfor en med skarpkant (se side 20, ill. 1b & 1d). B! Sidepower Propeller sind so ausgelegt, daß sie nicht kavitieren, sodaß die Geräuschentwicklung aufgrund von Kavitation durch die Tunnelinstallation bedingt ist. B! Ist eine optimale Abrundung nicht möglich, so sind die Tunnelenden soweit möglich abzurunden. Angeschrägte Tunnel / Rumpfverbindungen sind zu einem gewissen Grad ebenfalls mit ähnlich positiven Auswirkungen wie eine Abrundung verbunden (siehe Seite 20, Fig. 1b & 1d) SP SE 7580/185 Ti / SP T 95 - SE Ti 100/185 / SP 125 T Ti

7 Fig. 1 Fig. 2 Fig. 3 Prevent drag from tunnel D Optimaler Motstand Strömungsverlauf forårsaket av tunnel am Rumpf A possible problem in in sailboats or fast or fast powerboats is that is they that get they aget a drag from the back face of of the the tunnel, as as this this becomes a flat a flat area area facing the water flow (Fig. 1). 1). This can also create problems with with the the thruster spinning (passive) (passive) and making noise while sailing or or driving the the boat boat with with water water being being pushed through the the tunnel at at high high speed. This can be solved in in two different ways, depending on what on what is is possible or easier to to do. do. 1. The best solution which normally reduces the drag the drag most most is to make is to a make recess a recess in the hull in the at the hull back at the of the back tunnel. of the Thereby tunnel. the Thereby back face the is back gone face and is about gone all and the about drag (Fig. all the 2). drag The depth (Fig. 2). and The shape depth of this and recess shape will of this depend recess on the will boat. depend Basically on the you boat. should Basically not see you the back face should of the not tunnel see the when back standing face of directly the tunnel in front when of the standing tunnel at directly the angle in front of of the the boats tunnel centreline. at the angle The angle of the up boats or down centreline. backwards Theof the insert angle in up the or hull, down depends backwards on the of hull the shape, insert in but the normally hull, depends it is angled on slightly the hull down shape, because but normally of the water it is angled flow on slightly this area down of the because hull. of the water flow on this area of the hull. 2. The drag will also be reduced a lot, especially in fast power boats, by 2. making The drag a deflector will also / be spoiler reduced in front a lot, of the especially tunnel. This in fast will power push the water boats, flow by making out from a the deflector hull so that / spoiler most in of front it passes of the by tunnel. the back This face of will the push tunnel the (Fig. water 3). flow out from the hull so that most of it passes The by the shape back and face size of of the this tunnel deflector (Fig. will 3). depend on the hull shape. Basically The shape you and should size not of see this the deflector back face will of depend the tunnel on the when hull standing directly shape. in Basically front of the you tunnel should at the not angle see the of the back boats face centreline. of the tunnel The easiest when standing way of making directly this in is front to let of a the part tunnel of the at tunnel the angle stick out of the in the lower boats forward centreline. area The of the easiest hole, and way use of this making as a this support is to to let mould a part a of soft the tunnel curve/spoiler stick out shape. in the lower forward area of the hole, and use this as a support to mould a soft curve/spoiler shape. Remember to still round the tunnel ends as much as possible to get optimum Remember thruster to still performance round the and tunnel minimum ends as noise. much For as more possible to get information optimum thruster on how performance to practically do and this minimum see page noise. 20. For more information on how to practically do this see page 20. Et Segelboote mulig problem und for sehr seilbåter schnelle eller Booten meget hurtiggående können gelegentlich båter er motstand durch i auf tunnelen. die rückseitige Aktre ende Fläche på tunnelen des Tunnels vil være auftreffendes en liten loddrett Wasser flate mot vannstrømmen gebremst werden som (Fig. skaper 1). uønsket motstand. Denne Dies kann flaten dazu kan også führen, forårsake daß sich problemer der Thruster med at durch vann føres den permanenten under Wasserdurchfluß seilas, eller kjøring hörbar i høy passiv fart og zu får drehen da propellen beginnt. til å rotere, inn i tunnelen dette skaper uønsket støy. Das Problem kann je nach Möglichkeit auf zwei Arten beseitigt Det werden. to mulige løsninger på problemet, avhengig av hva som er enklest å få til på båten. 1. Der störende Effekt wird am deutlichsten reduziert, indem man 1. im Den Rumpfbereich løsningen som hinter vanligvis dem reduserer Tunnel motstanden eine Aussparung mest er vornimmt. å lage Dadurch en fordypning werden i skroget Auftreffläche i aktre ende und av störender tunnelåpningen. Effekt Den eliminiert loddrette (Fig. flaten 2). vil da forsvinne og dermed motstanden. Hovedregelen å følge Tiefe er at bakkanten und Form av dieser tunnelen Aussparung ikke skal synes hängen når vom man står Boot rett ab. foran Die båten Innenseite å titter akterover des Tunnels langs båten sollte senterlinje. von vorne Dybden, prinzipiell utformingen nicht sichtbar og vinkling sein. av fordypningen avhenger av båttypen, og hvordan vannet Der følger mögliche skroget, men Winkel de fleste der Aussparung båter vil være hängt tjent en meist fordypning von der som Rumpfform vinkler lett nedover ab. Bedingt (Fig. 2). durch die Wasserströmung in diesem Bereich sollte dieser Winkel leicht nach unten gerichtet sein. 2. Motstanden vil også reduseres av en spoiler i forkant av tunnelen. 2. Der Spoileren Geschwindigkeitsverlust fører det meste av vannstrømmen kann speziell rundt bei og schnellen forbi tunnelen. Booten durch Størrelsen einen og Abweiser utformingen bzw. på spoileren Spoiler vor avhenger dem Tunnel av båten. deutlich Hovedregelen er werden. at bakkanten av tunnelen ikke skal synes når man står reduziert Das rett foran Wasser båten wird å titter so beeinflußt, akterover langs daß båten es größtenteils senterlinje. Den an der enkleste frontalen måten å lage Fläche spoileren vorbei på geleitet er å la tunnelen wird (Fig. stikke 3). ut i forkant av tunnelen, og und forme Größe spoileren des opp Abweisers mot den hängen (Fig. 3). von der Rumpfform ab. Form Prinzipiell sollte auch hier die Innenseite des Tunnels von vorne Det nicht er alltid sichtbar, viktig å sondern avrunde durch tunnelåpningene den Abweiser mest verdeckt mulig for sein. å motvirke støy Dieser og for läßt å få mest sich einfach mulig effekt realisieren, av thrusteren. indem man den Tunnel ein Mer Stück informasjon aus dem om Rumpf dette på herausstehen side 20. läßt und darauf einen geschwungenen Abweiser / Spoiler formt. Die Tunnelenden sind zur vollen Leistung und minimalen Geräuschentwicklung des Thrusters weitgehend abzurunden. Weitere Informationen siehe Seite SP SE 7580/185 Ti / SP T 95 - SE Ti 100/185 / SP 125 T Ti

8 Fig. 1 Min Pos. A Pos. B Tunnel installation in sailboats D Tunnel Installation installasjon Segelbooten på seilbåter Many sailboats have a a racing type type hull hull which which means means that that it is very it is very flat bottomed flat bottomed and has and a very has shallow a very draft shallow in the draft bow in section. the bow It is section. thereby It very is difficult thereby not very to say difficult impossible not to say to fit impossible a tunnel thruster to fit a the tunnel usual thruster way, at least the as usual far forward way, at in least the as hull far as forward a thruster in should the hull be as (Fig. a thruster 1). should be (Fig. 1). However, it is possible to install a tunnel thruster in most sailboats, even when However, the hull it is does possible not directly to install support a tunnel the fitting thruster of a in tunnel. most sailboats, even when the hull does not directly support the fitting of a tunnel. This is done by fitting the tunnel halfway into and halfway under-neath the existing This done hull and by fitting then strengthen the tunnel it halfway and smoothening into and halfway the water underneath the a existing bulb around hull and / underneath then strengthen the tunnel. it and smoothening the flow by moulding water flow by moulding a bulb around / underneath the tunnel. This will allow installation in good position on the boat, maintaining the reliability This will allow and space installation advantages in good of a position tunnel thruster. on the boat, maintaining the reliability and space advantages of a tunnel thruster. This installation is being used by some of the world s largest sailboat builders, This installation and has is been being proven used to by give some little of to the no speed world s loss largest for normal sailboat cruising. builders, and has been proven to give little to no speed loss for normal cruising. This can also be a good installation method for flat bottomed barges to avoid This can extremely also be long a good tunnels installation and huge method oval tunnel for flat openings bottomed in the barges hull. to avoid extremely long tunnels and huge oval tunnel openings in the hull. Mange Segelboote seilbåtskrog weisen er häufig bygget einen for å oppnå Rumpf høy in Rennform fart. De har auf, brede was skrog som einen ikke sehr stikker flachen dypt Rumpf i baugen. im Skrogtypen Bugbereich gjør bedeutet. det vanskelig Es ist å daher installere en schwierig thrustertunnel oder fast på vanlig unmöglich, måte, spesielt den Tunnel med tanke der på gewünschten å plassere den langt (effektivsten) nok frem Stelle, (Fig. 1). also möglichst weit vorne im Bug zu plazieren (Fig. 1). Thrustertunneler kan allikevel installeres i de fleste seilbåter. Dette gjøres ved Trotzdem å la en ist del es av vielfach tunnelen möglich stikke ut unter i underkant diesen av Bedingungen skroget. Tunnelen eineer sterk Bugschraube nok til dette, einzubauen, og thrusteren auch blir wenn plassert der lav Tunnel nok og damit langt nok nicht fremme. völlig vom ursprünglichen Rumpf umgeben ist. Dette gjøres ved at øvre halvdel av tunnelen støpes inn i skroget, tunnelen Der styrkes Tunnel i underkant wird zur Hälfte ved å støpe in den en bestehenden kul rundt tunnelen Rumpf og integriert, jevne den ut mest die andere mulig. Hälfte geht über diesen hinaus. Der Tunnel muß nur noch verstärkt und strömungsgünstig abgerundet werden. Denne metoden brukes av noen av de helt største seilbåt-produsentene i verden, Dies erlaubt de viser eine til at Installation den ikke gir in utslag geeigneter på fart Position under normal bei utzung seilas. der Zuverlässigkeits- und Platzvorteile einer Tunnelschraube. Denne installasjonen kan også være gunstig for båter med flate bunner, for Diese å unngå Installationsart ekstremt lange wird tunneler von einigen og store der ovale weltweit tunnelåpninger. führenden Segelboothersteller verwendet und führt meistens nur zu einem äußerst geringen bzw. gar keinem Geschwindigkeitsverlust. Diese Bauweise ist auch für Barkassen (z.b. Flußboote) mit flachem Bug geeignet, um einen zu langen Tunnel und große ovale Tunnelöffnungen im Rumpf zu vermeiden SP SE 7580/185 Ti / SP T 95 - SE Ti 100/185 / SP 125 T Ti

9 D R Fig. 1 Fig. 2 Fig. 3 Fig. 4 Tunnel installation Tunnel installering We recommend that a professional does the fibreglass fitting of the tunnel. These instructions are only general, and do not explain in any way the details of fibreglass work. Problems caused by faulty installation of the tunnel, are the installers full responsibility. Find the position in the boat considering the information given earlier in this manual and the applicable measurements for the thruster model you are installing. Mark the centre of the tunnel on both sides. Drill a 6mm hole horizontally in these marks (Fig. 1). Bend a ø 5mm steel bar as shown with the tip bent back at the tunnel radius and mark the circle for the tunnel opening (outside diameter of the tunnel). Cut the hole with a jigsaw (Fig. 2). Grind off the gelcoat and polyester so that you are down in the real fibreglass in an area of 12cm around the hole both inside and outside in the hull to cast the tunnel to the hull (Fig. 3). Insert the tunnel and mark its shape to fit the hull (Fig. 4). (if you are installing with a deflector/spoiler, leave a part or the tunnel of the front- and underside of the tunnel to have a base for this (see page 20, Fig. 2). Cut the tunnel ends to the desired shape and lightly sand its surface and clean with acetone or similar where you are going to apply fibreglass. B! Do not cast/glass on the area were the thruster will be placed. Then cast the tunnel to the inside of the hull, use at least 8 layers of 300 g glass and resin, preferably alternating mat and rowing types of fibreglass (see page 20, Fig. 1). If you are rounding the tunnel ends to the perfect 10% radius you may in some cases have to make further layers inside to preserve the desired hull thickness. B! Make sure that any gap between the tunnel and the hull are completely filled with resin/fibreglass. In areas where you can not access to make normal layers of resin/fibreglass, a resin/ fibreglass mixture must be filled in that area. Sleipner Motor anbefaler at innstøping av glassfibertunnelen utføres av kyndig personell. Denne instruksjons manualen gir ikke detaljerte opplysninger om glassfiberstøpning. Problemer som skyldes installering er installatørens fulle ansvar. Bestem plassering av tunnelen ut i fra informasjonen gitt tidligere i manualen, og de angitte mål for thrusteren du skal installere. Merk av senter på tunnelen på babord og styrbord side. Bor et 6 m.m. vannrett hull, på begge sider (Fig. 1). Bøy til og tilpass en 5 m.m. stålstang, som vist på fig. 2 der den tilbakebøyde enden skal markere tunnelens radius. Stikk enden inn å marker tunnelens ytre diameter, skjær ut hullet med en stikksag (Fig. 2). Puss av gelcoat og polyester så glassfiberen ligger bar i et 12 cm stort område rundt tunnel hullet. Dette må gjøres på innsiden og utsiden av skroget, før tunnelen støpes fast i skroget (Fig. 3). Sett inn tunnelen å marker hvor det skal kappes for å passe i skroget (Fig. 4). Hvis det skal støpes en spoiler i forkant av tunnelen bør en del av tunnelen stikke ut i for og underkant av skroget for å støpe spoileren mot (Side 20, Fig. 2). Kapp tunnelen i ønsket størrelse. Slip lett med slipepapir, og vask med aceton der hvor det skal støpes med glassfiber. B! Det må ikke støpes der hvor thrusteren skal monteres. Støp fast tunnelen først på innsiden av skroget, bruk minst 8 lag med 300 g Glassfibermatte, og polyester. Ved bruk av alternative materialer, glassfiber matter eller rovingtyper (Se s. 20, Fig. 1). Hvis tunnelåpningene avrundes til den optimale 10% radius må ofte legge ekstra lag med polyester glassfibermatte på innersiden av tunnelen, for å oppnå riktig tykkelse i forhold til skrogtykkelsen. B! Forsikre deg om at overgangene mellom tunel og skrog er nøye sammenstøpt. På steder en ikke kommer til med vanlige lag med polyester/glassfiber matte, sørg for og lage en blanding av polyester og glassfiber, som fylles i dette. SE 80/185 T - SE 100/185 T

10 Fig. 1a Fig. 1c Fig. 1 Fig. 1b Fig. 1d Fig. 2 Fig. 3 Tunnel installation Tunnel installering Soften the edges with a radius of 10% of the tunnel diameter (Fig. 1a) or make a slope with a length of 10-15% of the tunnel diameter (Fig. 1c). If this is not possible, at least round the tunnel end as much as possible. We advice to also cast two layers on the outside of the tunnel/hull for an 6-8cm area (Fig. 1c & 1d). You must apply topcoat/epoxy on the areas outside where you have grounded or moulded to again make these waterproof. B! All original Sidepower tunnels are fully waterproof when they are delivered. This means that unless you want, because of special reasons, to have another colour on it, you do not have to apply topcoat or the several layers of primer that is necessary on the boats hull to make it water-resistant. Sand it very lightly and apply one layer of primer to make the antifouling sit. The original Sidepower tube itself is fully water-resistant without treatment except in the areas where you have bonded it to the hull. Apply topcoat/epoxy paint and primer on the areas where you have grounded or moulded as these areas give the water access to the hull which normally is not waterproof without these applications outside. PS! Avoid all casting where the motor-bracket is to be placed, as this will cause misfit and possible failure of the gearhouse. Rund av tunnelendene med en radius 10% av tunneldiameter (Fig. 1a), eller lag en skråkant 10-15% av tunneldiameter (Fig. 1c). Der dette ikke er mulig skal tunnel kantene rundes av mest mulig. Vi anbefaler å støpe to lag utenpå tunnellavrundingen og over et område på 6-8cm (Fig. 1c & 1d). Gelcoat eller lignende må påføres på områdene der det har blitt pusset eller støpt for å gjøre glassfiberen vanntett. B! Alle originale Sidepower tunneler er vanntette ved levering! Så fremt man ikke ønsker en annen farge er det ikke nødvendig å påføre Gelkoat, Topkoat og flere lag med primer for å gjøre tunnelen vanntett. Puss tunnelen med fint slipepapir og påfør et lag primer for å få bunnstoff til å sitte. Sidepowertunnelen er helt vanntett uten behandling med unntak av de områder det som er støpt fast i skroget. Påfør Gelcoat/Topcoat/epoxy og primer på de områder som er pusset ned eller støpt. Vann skal ikke ha direkte kontakt med glassfiberen i skroget fordi dette normalt ikke er vanntett. PS! Det må ikke støpes der brakketen til thrusteren skal stå. Passformen er nøyaktig tilpasset, og en feilplassert braket kan forårsake svikt i girhus. 10 SE 80/185 T - SE 100/185 T

11 Fig. 1 SP 75 Ti SP 95 Ti TUELS CETRELIE Fig. 1 BOATS CETRELIE TUELS CETRELIE Fig. 2 SP125Ti BOATS CETRELIE BOATS CETRELIE Fig. 2 Fig. 3 Ø 9mm 0,35" 28,0mm 1,1" Ø 9mm 0,35" 28,0mm Ø 32mm 1,1" 1,26" Ø 32mm 1,26" Ø 46,00mm 1,81" 40,0mm 1,57" TUELS CETRELIE Ø 11,00mm 7/16" 7 Fig. 4 1 GEAR OIL EP Fig. 3 Fig. 7 Fig. 4 Bolt tightening forces: Bolts (2x) holding gearhouse to bracket: SP 75 Ti / SP 95 Ti: 17 m (12,4 lb/ft) SP 125 Ti: 33 m (24 lb/ft) SLEIPER Fig. 5 SP 75 Ti SP 95 Ti PORT Bolt tightening forces: Fig. 6 Bolts (2x) holding gearhouse to bracket: SP125Ti 17 m (12,4 lb/ft) STARBOARD PORT P S P S PORT STARBOARD STARBOARD Fitting gearhouse Fitting gearhouse and motor and bracket motor bracket SE 80/185 T - SE 100/185 T SP 75 Ti / SP 95 Ti / SP 125 Ti D Getriebe Montering und Motorhalterung av girhus og brakett 1. Mark the centreline of the tunnel and the boats centreline. 1. Marker båtens og tunnelens senterlinje på tunnelen. rk the centreline of the tunnel and the boats centreline. SP75Ti 1. Die Mittellinie Girhuset von Tunnel må plasseres und Boot med markieren. enden merket P mot babord og enden 95Ti: The The gearhouse gearleg must be be fitted with with the the end gearhouse marked P lid facing (theport and SP the 75 Ti / SP merket 95 Ti: S Damit mot styrbord Schubrichtung (Fig. 4) for und at Kontrollpanel skyveretning skal korrespondere rewed in lid end behind marked one S of facing the propellers) starboard (Fig. on the 4) for starboard the thrust side direction of to über-einstimmen, med merkingen das Getriebegehäuse på kontrollpanelene. so einbauen, Er det ingen daß synlige der S eller P boat for the correspond thrust direction with the to control correspond panel. If with there the is control no visible panel P or S marks, Ver-schluß fit des merker, Getriebegehäuses plasser girhuset (der med verschraubte siden som er Verschluß merket "SLEIPER" i g. 5). SP 125 the gearleg Ti: Fig. with 6 the "SLEIPER"-casting towards the stern/back of hinter the einem støpen der beiden mot båtens Propeller) hekk. Richtung Steuerbord zeigt boat. e the gearhouse gasket (7) to mark the centre of the holes and (Fig. 5). 2. Bruk girhuspakningen for å sjekke målene (7). Thrusteren skal plasseres på styrbord side av senterlinjen med boltehullet i midten av uble check 2. Use the the measurements. gearhouse gasket Place (7) the to mark thruster the centre in the of boats the holes and SP 125 Ti: Fig. 6 ntreline with double the bolt check hole the as measurements. the centre (Fig. Place 1). the It is thruster absolutely in the boats 2. Die Löcher mit båten der (Fig. Dichtung 1). Alle (7) hull markieren. må være på Maße båtens überprüfen! eller tunnelens senterlinje cessary that centreline all holes with are the in-line bolt hole with as the the tunnels centre (Fig. centreline 1). It is toabsolutely Den Thruster for schiffssmittig å får til en presis plazieren installasjon. (Fig. Dette 1). Da skyldes der Abstand at det er meget liten sure precise necessary installation, that all as holes the clearance are in-line between with the tunnels the centreline to zwischen Propellern klaring mellom und tunnelveggen Tunnel wegen og größtmöglicher propellen. pellers and ensure the tunnel precise is installation, minimal to as ensure the clearance best possible between the Performance minimal konstruiert ist, müssen für eine präzise rformance. propellers and the tunnel is minimal to ensure best possible Installation 3. alle Tunnelen Löcher må auf ha en der jevn Tunnelmittellinie overflate der braketen liegen. skal festes, all støp, performance. evt glassfiber eller epoxy rester må pusses ned så braketen passer ere must be no casting where the motor bracket is to be placed, 3. Im Bereich der jevnt Motorhalterung på tunnelen. Ujevnheter darf kein her Laminat vil resultere auf dem i svikt i girhuset. this will 3. cause There possible must be failure no casting of the where gearhouse. the motor The bracket motor is to be placed, Tunnel sein, da dies zu einem Getriebeschaden führen kann. cket must as fit this steady will cause on the possible tunnel, failure if the tunnel of the gearhouse. is not smooth, The motor Liegt die 4. Motorhalterung Bor senterhullet nicht Ø 32mm, eben og auf de dem to boltehullene Tunnel auf, Ø somm bumps or bracket uneven must parts fit must steady be on grinded the tunnel, smooth. if the tunnel is not smooth, sind sämtliche 5. Prøv Unebenheiten girhuset i tunnelen in diesem sammen Bereich med pakning abzuschleifen. 1m.m. Monter propell all bumps or uneven parts must be grinded smooth. ill the centre-hole ø 32mm and then the two screw-holes ø 9mm. 4. Bohren Sie das å sjekk Zentrumsloch at den er i midten (ø 32 av mm) tunnelen. und dann Hvis propellen die ikke er i midten 4. Drill the centre-hole ø 32mm and then the two screw-holes ø 9mm. beiden Schraubenlöcher av tunnelen, forsøk (ø 9 å mm). bruk den endre pakningen, eller begge to samtidig. Hvis tunnelen ikke har en jevn overflate så kan Sikafleks, eller e-fill the gearhouse with gear oil type EP90 through the oil drain rew (4). 5 Make Try the sure lower-unit to get the in the copper tunnel gasket (without (3) the on zinc again. anodes and the 5. Das Getriebegehäuse lignende tetningsmateriale mit Getriebeöl brukes EP90 for durch å sikre die mot Öffnung lekkasje. lower part of the flexible coupling) by using the gasket inside the the lower-unit der Ölablaßschraube (4) befüllen. Kupferdichtung (3) einsetzen. tunnel. in Try the on tunnel the propellers (without to the make zinc sure anodes they and are the in the middle of 6. Før girhuset gjennom hovedhullet i tunnelen og monter braketten og er part of the the tunnel flexible and coupling) turn freely by with using the the same gasket clearing inside from theeach blade 6. Das to Getriebegehäuse girhuset forsiktig (ohne sammen. Zinkanoden und unteren Teil der nel. Try on the the tunnel. propellers Use sealant to make e.g. sure Sikaflex they to are ensure in the that middle no leakages of elastischen Kupplung) unter Verwendung der Dichtung in den tunnel and 7. Skru sammen motorbraketten og girhuset med orginalbolter (Fig. 3). occur. turn freely with the same clearing from each blade to Tunnel einpassen. Den Propeller auf die Achse stecken; dieser tunnel. Use sealant e.g. Sikaflex to ensure that no leakages muß sich frei bewegen lassen und jedes Propellerblatt muß cur. 6. Push the gearhouse through the main hole in the tunnel and push den gleichen Abstand zum Tunnel aufweisen. Ist die Tunnelinnenseite ungleichmäßig, etwas Sikaflex o.ä. auftragen, the gearhouse and motor-bracket gently together.! Make sure that no sealant gets in to the oil-holes (2). 7. Screw the lower unit and the motor-bracket together with the two damit keine undichte Stelle auftritt. ke sure that provided there bolts is some (Fig. oil 3). or grease on the O-rings in the PS! Die Durchgänge für das Öl (2) von Dichtmasse freihalten. tor bracket before mounting it together with the gearhouse. 7. Etwas Öl oder Fett auf die O-ringe der Motorhalterung geben, da diese sonst beim Montieren beschädigt werden können. sh the gearhouse through the main hole in the tunnel and push gearhouse and motor-bracket gently together. rew the lower unit and the motor-bracket together with the two vided bolts (Fig. 7). 8. Das Getriebegehäuse durch das Hauptloch im Tunnel führen und vorsichtig mit der Motorhalterung zusammenschieben. 9. Das Getriebegehäuse und die Motorhalterung mit Hilfe der beiden Bolzen verschrauben (Fig. 7). 11