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Navman Diesel Fuel Flow Sensors Handleiding

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English .................... 3
Español ................. 38
Português ............. 73
NAV MAN
DIESEL FUEL
F L O W S E N S O R S
Installation and
Operation Manual
www.navman.com
2
Diesel fuel fl ow sensor kit Installation and Operation Manual
FCC Statement
Note: This equipment has been tested and found to comply with the limits for a Class B
digital device, pursuant to Part 15 of the FCC Rules. These limits are designed to provide
reasonable protection against harmful interference in a normal installation. This equipment
generates, uses and can radiate radio frequency energy and, if not installed and used in
accordance with the instructions, may cause harmful interference to radio communications.
However, there is no guarantee that interference will not occur in a particular installation. If
this equipment does cause harmful interference to radio or television reception, which can
be determined by turning the equipment off and on, the user is encouraged to try to correct
the interference by one or more of the following measures:
Reorient or relocate the receiving antenna.
Increase the separation between the equipment and receiver.
Connect the equipment into an output on a circuit different from that to which the
receiver is connected.
Consult the dealer or an experienced technician for help.
A shielded cable must be used when connecting a peripheral to the serial ports.
Diesel fuel flow sensor kit Installation and Operation Manual
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NAVMAN
Contents
Contents ................................................................................................. 3
Important ................................................................................................ 5
1 Introduction .................................................................................. 6
1-1 Diesel fuel flow sensor features ................................................. 6
1-2 A typical system ........................................................................... 7
A diesel flow sensor .....................................................................................7
1-3 The bypass valve ..........................................................................7
2 Understanding boat performance data ...................................... 8
Boats ............................................................................................................8
Fuel Consumption ........................................................................................8
Engine RPM .................................................................................................8
Boat Speed ..................................................................................................8
3 Plotting a fuel consumption curve ............................................. 9
3-1 Fuel consumption table ............................................................. 12
Notes on filling out this table ......................................................................12
3-2 Understanding the fuel consumption curve ............................ 14
A typical fuel consumption curve ................................................................14
Understanding your fuel consumption curve ..............................................14
Note on fuel usage .....................................................................................14
4 Measuring your propeller’s performance ................................ 15
Propeller size .............................................................................................15
Slip factor ...................................................................................................15
Calculating the slip factor ...........................................................................15
Understanding your slip factor ...................................................................16
5 Measuring engine performance ................................................ 17
5-1 Engine power and propeller curves ......................................... 17
The theoretical propeller load curve ...........................................................18
5-2 Specific fuel consumption curve .............................................. 19
6 Diesel fuel flow sensor hardware ............................................. 20
6-1 What comes with your diesel fuel flow sensor kit .................. 20
6-2 Options and accessories ........................................................... 20
Filtering the fuel ..........................................................................................20
6-3 Sensor fittings ............................................................................ 21
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7 Installing the diesel flow sensor kit .......................................... 22
Installation sequence .................................................................................22
7-1 Twin engine installations ........................................................... 22
7-2 Notes on pipes, fittings and installation .................................. 23
7-2-1 Pipe ..........................................................................................................23
7-2-2 Flare Nuts ..................................................................................................23
7-2-3 Flexible Hoses. ..........................................................................................23
7-2-5 Threadseal tape or paste ............................................................................23
7-3 Planning where the parts of the kit will be fitted ..................... 25
7-3-1 Overview ....................................................................................................25
7-3-2 Mounting a sensor ......................................................................................25
7-3-3 Locating the sensors in the fuel lines .........................................................26
Locating the supply sensor ........................................................................26
Locating the return sensor .........................................................................26
Sensor mounting positions .........................................................................26
7-4 Installing the temporary straight through pipes ..................... 28
7-4-1 Installing a through pipe with flare joints into a copper pipe run ................29
7-5 Test running and installing the sensors ................................. 31
7-6 Installing the tachometer pickup .............................................. 33
Locating the tachometer pickup .................................................................33
Installing the tachometer pickup .................................................................34
7-7 Installing the cables ...................................................................35
7-7-1 Link and tachometer cables .......................................................................35
7-7-2 Connecting to a DIESEL 3200 ...................................................................35
Appendix A Specifications ................................................................. 37
Diesel fuel flow sensor kit Installation and Operation Manual
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It is the owner’s sole responsibility to install and use the instrument and its sensor(s) in a manner
that will not cause accidents, personal injury or property damage. The user of this product is
solely responsible for observing safe boating practices.
Fuel type: Navman diesel flow sensors (metal) and DIESEL 3200 instruments have been
specifically developed for use in marine applications with diesel engines and are not warranted
for any other type of application. These sensors and instruments must NOT be used with petrol
(gasoline) engines.
Fuel formulation: Every effort has been made by the manufacturer to ensure that the materials
used in the Navman fuel flow sensor(s) will operate reliably with different fuel mixtures. The
manufacturer or its distributors can not be held responsible for fuel formulation or any affect this
may have on the performance and durability of the fuel flow sensor(s).
Back pressure: A diesel fuel flow sensor will create additional back pressure in a fuel system
of an estimated 0.3” of mercury at 25 US gallons /hour (100 litres/hour) and 1.5” of mercury at
80 US gallons per hour (300 litres/hour).
It is the owners responsibility to ensure that fitting the fuel flow sensor(s) does not cause fuel
starvation which may lead to poor engine performance.
Fuel Computer: Fuel economy can alter drastically depending on the boat loading and sea
conditions. The fuel computer should not be the sole source of information concerning available
fuel onboard and the electronic information should be supplemented by visual or other checks
of the fuel load. This is necessary due to possible operator induced errors such as forgetting to
reset the fuel used when filling the tank, running the engine with the fuel computer not switched
on or other operator controlled actions that may render the device inaccurate. Always ensure
that adequate fuel is carried onboard for the intended trip plus a reserve to allow for unforeseen
circumstances.
Specific requirements: Your boat’s fuel installation boat might be subject to specific requirements
(such as USCG, NMMA and ABYC guidelines or local laws), particularly if the boat is licensed,
surveyed, charted or inspected. It is the owner’s sole responsibility to install and use the instrument
and its sensor(s) in compliance with these requirements.
NAVMAN NZ LIMITED DISCLAIMS ALL LIABILITY FOR ANY USE OF THIS PRODUCT IN A
WAY THAT MAY CAUSE ACCIDENTS, DAMAGE OR THAT MAY VIOLATE THE LAW.
Governing Language: This statement, any instruction manuals, user guides and other information
relating to the product (Documentation) may be translated to, or has been translated from,
another language (Translation). In the event of any conflict between any Translation of the
Documentation, the English language version of the Documentation will be the official version
of the Documentation.
This manual represents Navman’s Diesel fuel flow sensor kit as at the time of printing. Navman
NZ Limited reserves the right to make changes to specifications without notice.
Copyright © 2004 Navman NZ Limited, New Zealand. All rights reserved. Navman is a registered
trademark of Navman NZ Limited.
Important
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Diesel fuel flow sensor kit Installation and Operation Manual
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The Navman diesel fuel flow sensor kit
measures the fuel consumption and RPM of
your diesel engined boat. But that is a gross
understatement of the capabilities of this
powerful diagnostic tool. This manual is written
to help you understand the many functions the
system can perform, and to help you interpret
the numbers it can provide. We also give some
basic information on some of the factors which
can influence boat performance, and what the
various readings from the sensors can reveal
about your boat. Hopefully, by understanding
more, you will no longer think of the engine as
just a noisy and expensive mystery.
In the end we should be able to help you make
your boating experience more relaxing, safer,
more economical and better informed.
1 Introduction
1-1 Diesel fuel flow sensor features
A positive displacement flowmeter, with
one moving internal part - there are no
fine pointed shafts and jewelled bearings
to get worn or hammered by diesel
pulsing.
Diecast aluminium housing.
A direct flow bypass valve, to take the
sensor out of the fuel line if required.
Low pressure drop across the sensor.
Simple, in-line installation, much like a
primary fuel filter.
The inlet and outlet ports have a
commonly-available thread: a ¼ NPT
parallel female thread on sensor is used
with a ¼ NPT taper male thread on the
fitting.
No restrictions on pipe geometry on entry
or exit from sensor.
Supplied with temporary straight through
pipes to make installation safer.
Factory tested and calibrated - sensors
This manual describes:
How to install a diesel fuel flow sensor kit
onto a diesel engine (sections 6 and 7).
How to understand and interpret the fuel
sensor readings (sections 2 and 3).
How to use the fuel flow readings to
understand and optimise your propeller
and engine performance (sections 4 and
5).
Note that this fuel flow sensor kit does not
have a display. The kit must be installed with a
Navman marine instrument to display the fuel
readings, such as the DIESEL 3200. A second
sensor kit can be fitted for twin engine boats.
It is vital to read this document and the Navman
display instrument’s installation and operation
manual before installing or using this kit.
do not normally require calibrating again.
Each engine is fitted with two fuel flow sensors.
One sensor, in the the fuel supply line measures
flow from tank to engine. The other sensor, in
the fuel return line measures flow from the
engine back to the tank.
The flow sensor system calculates the engine
consumption from the supply and return flow
rates. It compensates for:
Reverse flow pulsing from diaphragm lift
pumps.
Different fuel temperatures in the supply
and return lines - as fuel heats up it
expands and its viscosity changes
The flow characteristics of the sensors.
The system also has a tachometer to measure
the engine RPM with digital accuracy.
The system reports the fuel flow, total fuel
consumed and engine RPM over a serial digital
information link to the Navman instrument to
display the fuel data.
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1-2 A typical system
Tachometer cable
Supply fuel line
Primary
filter
Return fuel line
Link cable
Diesel
engine
Supply
flow
sensor
Diesel
tank
Return
flow
sensor
Sensor cable
Tachometer
pickup
Display unit,
such as a
DIESEL 3200
Other connector(s)
Other wiring and
connection to sensors on
a second engine (optional)
These parts are included
in a diesel flow sensor kit
A diesel flow sensor
1-3 The bypass valve
Each flow sensor is fitted with a bypass
valve:
Fuel inlet / outlet port
Bypass valve (see below)
Two electrical connectors
(underneath)
Fuel inlet / outlet port
Mounting bracket
Bypass valve
Normal position, fuel
flows through sensor
Bypass valve
Bypass position, fuel flows
directly from the sensor inlet
to the outlet and does not
pass through the sensor
- bypass the sensor if you
suspect the sensor is not
working properly
Identification band:
Blue: Supply line sensor
Red: Return line sensor
LED, blinks when fuel is passing
through sensor (underneath)
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As with all measurements, you will get no
meaningful data if you do not have accurate
instruments. Once you have accurate fuel
consumption, boat speed and engine speed
figures, then the true power of the diesel flow
sensors can be used.
Boats
All boats are different - even consecutive boats
off a production line can be quite different
in performance. So there is no real ‘generic’
data that can be applied to your particular
boat/engine/propeller combination.
Fuel Consumption
The simplest set of information you can get
from the diesel flow sensors is fuel consumption
- US Gallons per nautical mile or Litres per
mile. This figure will depend on many factors
- the condition of the hull (clean or fouled), the
loading and trim of the boat, wave and wind
conditions. Over time you will get an idea as to
how different conditions affect the performance
of your boat.
Engine RPM
Engine revolutions per minute (RPM) is the
single most important item in any instrument
package, as it is the base line against which
such things as boat speed, fuel usage, and
propeller efficiency are measured - if your base
line is inaccurate all the readings using it are
inaccurate. Accuracy is all important.
Many rev counters supplied with engines are
not very accurate, and should be recalibrated
after they have been installed in your vessel.
Navman have designed a tachometer as part
of the diesel flow kit. The tachometer measures
engine RPM digitally, with timing derived from
the highly accurate crystal running the whole
system. This digital tachometer never needs
calibrating.
Boat Speed
Check that your boat speed instrument is
reading correctly. If necessary, recalibrate
boat speed as described in the instrument’s
operation manual.
Remember that there are two distinct ways
to describe the movement of a boat - speed
through the water, and speed over the ground.
In still water with no tides or currents then
these two speeds produce the same reading;
otherwise they are quite different, and you need
to be sure you are using the correct one:
Speed through the water is usually read
from a paddle-wheel sensor. Use this
speed to check your boat’s performance
and fuel consumption.
Speed over ground is usually read from
a GPS receiver. Use this speed to work
out maximum range, fuel reserve and
time of arrival.
2 Understanding boat performance data
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A fuel consumption curve gives a picture of how
fuel consumption varies with engine RPM, and
allows you to select an economical cruising
speed for the given conditions. By plotting
fuel consumption curves for different boat and
weather conditions, you can understand how
fuel consumption, economy and range vary with
different conditions.
When you first get your Navman diesel flow
system installed on your boat, perform a test
run and plot a fuel consumption curve. For your
first test run, choose a calm day, with light wind
and little current; have a typical load aboard and
a freshly cleaned hull.
Then you can plot other fuel consumption
curves for different boat, weather or sea
conditions. Compare these with your first curve
to see how your boat’s performance changes
with conditions. These curves will be the
reference curves for your boat. As time goes by
you can refer back to this set of reference data
- you can plot another fuel consumption curve
under the same conditions and compare it to
the reference curve to check how your boat’s
performance is changing over time.
To plot a fuel consumption curve for given
conditions:
1 Take a series of readings of the fuel flows
and boat speed at different engine revs
and fill out the fuel consumption table
(see section 3-1)
2 Plot the data from the fuel consumption
table on a graph. Either photocopy the
graph on the next page or download a
copy from www.navman.com. On the one
graph, plot:
a Boat speed (column 5) against engine
RPM (column 1)
b Economy (column 6) against engine
RPM (column 1)
Section 3-2 shows a typical graph.
3 Interpret this curve to understand your
boat performance (see section 3-2).
3 Plotting a fuel consumption curve
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Speed - knots
Displacement Craft
Economy - L / nautical mile
0 500 1000 1500 2000 2500 3000
18
15
12
9
6
3
0
1.2
1.0
0.8
0.6
0.4
0.2
0
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Speed - knots
Planing Craft
Economy - L / nautical mile
0 500 1000 1500 2000 2500 3000
30
25
20
15
10
5
0
6
5
4
3
2
1
0
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Date Weather Conditions
Vessel Sea State
Displacement
Load aboard
Gearbox ratio Passengers aboard
Engines Water Tanks
Fuel Tanks
Propeller
Max. Fuel Capacity
Working fuel capacity (max x 0.9)
Notes on filling out this table
Start at a slow speed. Allow a minute or two for
the boat to settle to its speed and trim and for
the display readings to stabilise. Then write the
displayed fuel flow(s) and boat speed in a line
of the table on the right, as described below.
Then increase the engine revs by another
100 or 200 rpm, wait a minute or two for the
readings to stabilise and repeat the readings.
Take readings up to the maximum service RPM
of your engine.
Column 1 - Engine RPM
Use the Navman tachometer reading if
possible, to be sure of accurate results. Write
the engine RPM in column 1.
Columns 2 and 3 - Fuel consumption
Units are litres or gallons - we presume you will
want to work in the units you are familiar with,
and that you have set-up the system display to
work in gallons or litres.
For a single engine boat, write the flow rate in
column 2. For a twin engine boat, write the port
engine flow rate in column 2 and the starboard
engine flow rate in column 3. The numbers for
each engine on a twin engine boat should be
very similar.
Column 4 - Total fuel flow rate
This is just the sum of the port and starboard
engine figures. Add together the flow rates
in column 2 and 3 and write the sum in
column 4.
Column 5 - Boat speed
Write the boat speed through the water in
column 5. Remember that speed through the
water is not the same as GPS speed if there
are any tidal or other currents.
Column 6 - Economy
If there is a speed instrument connected to the
display then this number can be read directly
for each rpm setting. Write the economy in
column 6. Otherwise, to calculate gallons
per nautical mile divide the consumption in
gallons/hr (column 4) by the speed in knots
(column 5); or to calculate Litres per nautical
mile divide the consumption in L/hour (column
4) by the speed in knots (column 5). Write the
answer in column 6.
Column 7 - range
This is for future reference. Note - please use
the range calculated as an indication, rather
than as a range that you know you can achieve.
For safety’s sake it is strongly recommended
that the calculation is done using 90% of the full
fuel capacity - that will leave 10% of the tank
as a reserve. Call this 90% value the working
capacity of the fuel tank. Also note that the
range would apply only in calm conditions
- difficult wind or sea conditions will drastically
reduce the distance you can go on a full tank.
A more heavily loaded boat will also have its
range reduced.
To get the maximum range for each engine
rpm setting, take the economy (the number
in column 6) and multiply it by the working
capacity of the fuel tank. Write the range in
column 7.
3-1 Fuel consumption table
Photocopy this page or download a copy from www.navman.com
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1 Column 2 Reading 3 Reading 4 Calculate 5 Reading 6 Calculate 7 Calculate
Engine
RPM
Fuel
Flow
L/hr or
Gal./hr
Single or
port
Fuel Flow
L/hr or
Gal./hr
Starboard
Total flow
L/hr or
Gal./hr Both
2 + 3
Speed
Naut. m/hr
(Knots)
Economy
L/Naut.
mile or Gal
per Naut
mile
Range
On full tank
Naut. Miles
400
800
1000
1200
1400
1600
1800
2000
2200
2400
2600
2800
3000
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Understanding your fuel
consumption curve
Notice that while the speed is constantly
increasing as the engine RPMs increase, the
economy figure usually has a dip in its curve,
as shown above. The high consumption before
the dip is caused by the boat trying to climb up
over its own bow wave. This is a very inefficient
speed to try to operate the boat at.
The drop in consumption at the dip occurs as
the boat gets up onto the plane. Thereafter, as
you would expect, the faster you go the more
fuel is consumed.
If your graph shows such a dip, then running
the engine at the corresponding RPMs (1300
in the example above) will give the best speed
for the least fuel consumption.
Note on fuel usage
A significant feature of diesel engines is
3-2 Understanding the fuel consumption curve
A typical fuel consumption curve
Boats which plane will produce curves similar
to the example below. The curve will change
with boat and sea conditions.
that engine RPM alone does not dictate the
amount of fuel the engine is demanding. A
diesel engine’s governor will hold the engine
at the RPM you set. The amount of fuel it uses
at that RPM is determined by the load on the
engine.
If you are sliding down the surface of a big wave
like a surfer then very little power is required,
so to hold the RPM you have selected requires
very little fuel. Conversely, if the load increases
because you are battering into a head sea,
have a build-up of growth on the hull, or your
propeller is damaged or covered in barnacles
it is going to require a lot more fuel to maintain
that same RPM. SO, an engine’s thirst is
determined by load, not the RPM which it is
being asked for.
Understanding that point will be necessary
when we discuss propeller and load curves
later.
Speed - knots
Engine RPM
Economy - L / nautical mile
600 800 1000 1200 1400 1600 1800
24
20
16
12
8
4
0
12
10
8
6
4
2
0
Note: If the boat does not plane, there will be
no dip in economy as illustrated.
Speed
Economy
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The propeller is the final link in the chain that
decides if your vessel is a peak performer or just
another boat. The best hull and the strongest
engine will be wasted unless your propeller is
the right size and shape.
From the fuel consumption curve, you can
very simply work out how well your propellers
are working. The performance of a propeller
is measured by its slip factor, and this section
describes how to calculate the slip factor of
your propeller.
Propeller size
First of all, a few basics on propellers. Propellers
are described by a series of numbers - nearly
all propeller people seem to prefer inches to the
metric measurement. For example if a propeller
is described as 24 x 21 then:
The diameter is 24 inches,
The pitch is 21 inches. The pitch is the
theoretical distance the propeller would
move forward through the water for each
full turn.
Slip factor
In reality, because water is a liquid and some
of it will sneak around the edge of the propeller
blades, the boat will not move forward by the
pitch for every turn of the propeller. This is called
the “slippage” or slip factor. The amount of slip
depends on many things - shape of hull, any
rudders, struts, keels etc near the propeller.
Calculating the slip factor
It is very useful to work out the slip factor for
your propeller.
You will need to know:-
A boat speed and RPM setting. Use the
boat speed at maximum rated engine
RPM:
a Either use figures you have taken
from the fuel consumption table (see
section 3).
b Or run the boat at the maximum rated
engine revs and note the revs and
boat speed through the water.
The ratio of the gearbox(es) on your boat
- this will be a number typically between 1
and 3.
The pitch of your propeller in inches.
First calculate theoretical speed:
1 Take the engine RPM and divide by
the gearbox ratio. This will give you the
number of revolutions per minute the
propeller turns.
2 Multiply this number by the pitch of your
propeller in inches. This gives the number
inches forward per minute, if there was no
slip.
3 - Multiply this number by 60. This gives the
number of inches forward per hour.
4 - Divide this number by 72912. (72912 is
the number of inches in a nautical mile)
As an equation it is:-
Theoretical speed =
RPM x pitch x 60 .
Gearbox ratio 72912
The answer is the theoretical speed, for the
chosen RPM, if there was no slippage. The
units are nautical miles per hour (knots).
Because of slippage, the actual speed you
were able to achieve is less than the theoretical
speed.
To find the slip factor (as a percentage):
1 Take the theoretical speed you worked
out above.
2 Subtract the actual speed of the boat to
get the difference in speed.
3 Divide this by the theoretical speed.
4 Multiply by 100 to express it as a
percentage.
As an equation it is:-
Slip factor (percentage) =
Theoretical speed - Actual speed x 100
Theoretical speed
4 Measuring your propeller’s performance
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Understanding your slip factor
Now, some slip is always to be expected. This
slip factor varies with different types of hull, and
typical slip factors are -
A propeller encased in an aperture behind
a keel, as in a yacht: 40%.
A hard chine planing hull with a full keel,
or deadwood: 30% to 35%.
·
A hard chine planing hull with little or no
keel: 25% to 30%.
Twin engined planing hulls: 18% to 25%.
If your calculations show you have a slip factor
that is much more than the figure above, then
further investigation is warranted. The propeller
may be the wrong size for the present engine,
or it might have got damaged, or there may be
a fitting on the hull that is disturbing the flow
ahead of the propeller. Propellers like to bite into
undisturbed water, and will not work efficiently
if water is aerated or churned up.
If the propeller is undersize, then it drills a hole
in the water, and the engine’s excess power just
makes frothy water.
If the propeller is oversize for the engine, the
engine will not be able to reach its maximum
operating RPM. The engines speed governor
will still try to achieve that RPM, and will open
up the throttle and pour as much fuel into the
engine as it can. If the engine can’t generate
any more power at that RPM, all that extra fuel
just ends up as heat, and that’s when things get
really expensive if the situation persists for any
length of time. Be warned - over propping an
engine will drastically shorten its life.
An excellent book with lots more information and
analysis of propellers is “Propeller Handbook”
by Dave Gerr (ISBN 0 7136 5751 0).
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300
250
200
150
100
50
0
Engine curves are published by the manufacturer
of every engine. If you do not have the curve
for your engine, ask your marine dealer for
the curve.
Usually there will be several curves showing
the different characteristics of your
engine
5 Measuring engine performance
In the above graph:
a The top line shows the maximum power
that the engine is able to provide at each
engine rpm setting - the amount that
would be available if you were to ask
for it. This curve will be published by your
engine manufacturer.
b The lower line shows the propeller load
curve. This is amount of power required
to propel the boat, with the engine doing
those RPM (Remember that usually there
is a gearbox between the engine and
propeller - for all this discussion we will
refer to the RPM of the engine, not the
RPM of the propeller itself).
It takes a set amount of power (hp or kW) to
drive a particular hull at a particular speed, and
it doesn’t matter what the engine is, or how
much extra power might be available, or what
rpm and gearbox ratio you use. It is roughly
equivalent to the power required to tow the
boat through the water. So the lower curve
represents the power that the propeller draws
from the engine, or the load that the propeller
puts onto the engine.
This propeller load curve (the lower line in the
above graph) depends on many things, and is
unique to your boat. The propeller load curve
depends obviously on the diameter and pitch of
the propeller, but also on the hull shape around
5-1 Engine power and propeller curves
- horsepower
, fuel consumption etc, each
plotted against engine revs.
The curve we want to discuss is the power
(horsepower or kW) versus engine RPM. The
curve will look something like this:
Power - horsepower
Engine RPM
600 800 1000 1200 1400 1600 1800 2000 2200 2400
Maximum engine RPM
Propeller load
Power
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Diesel fuel flow sensor kit Installation and Operation Manual
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and ahead of the propeller, the degree of fouling
of the hull, and the amount of weight aboard.
You will probably not be able to find the exact
propeller load curve for your boat, but knowing
the general shape of the curve will help you
understand how your boat performs.
The important thing to notice is that, for a
correctly sized propeller, the engine is loaded to
the maximum only at the maximum RPM. (that
is where the two curves meet) At all RPM less
than maximum, the engine, if it were asked to,
could actually generate more power than the
boat requires.
For example, at 1200 rpm this engine is capable
of generating 250 horsepower, but at those
engine revs the boat only needs about 125
horsepower transmitted through the propeller.
This is where the governor on the marine
engine comes into play. The throttle on a boat
behaves quite differently from the accelerator
pedal in a car. It does not directly control the
amount of fuel the engine burns. The boat
throttle levers just set the rpms at which you
want the engine to turn - that is all. The injector
and governor system of the diesel engine then
works out how much fuel it needs to feed into
the engine to keep the engine turning at that
speed. If you ask for 1500 rpm with your boat
heavily loaded and with a lot of fouling on the
hull, the engine will do 1500 rpm, but use a lot
more fuel compared to how much it would use
if lightly laden and clean.
The theoretical propeller load
curve
For those interested, the theoretical propeller
load curve for a correctly chosen propeller
follows the form of:
Propeller load = K x RPM
y
Where:
y is a number that is determined by the
type of boat. The value of y can range
from around 2.2 for ducted propellers
to around 3 for slow, heavy commercial
boats. The most common value of y is
around 2.7, and for medium to high speed
pleasure boats, y is usually around 2.7.
K is deliberately chosen to make the curve
pass through the point on the engine
power curve that is max revs/max power.
To work out K for a pleasure craft use:
Some engine manufacturers will plot an ideal
propeller load curve on their engine data
sheets, using an exponent of 2.7.
K =
Maximum engine power
Maximum engine RPM
2.7
Diesel fuel flow sensor kit Installation and Operation Manual
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Most engine manufacturers publish graphs
of the specific fuel consumption for their
engines.
Specific fuel consumption is a graph showing
how much fuel the engine burns to produce
one horsepower (or kW) for one hour. Each
engine has a particular RPM range where it
burns the least amount of fuel to produce one
unit of power. Some engines are designed to
work most efficiently at high RPM, others at low
RPM. Modern lightweight diesels commonly
have a most economical and efficient speed
of operation at around 70 to 80% of maximum
rated RPM.
The specific fuel consumption curve is worked
out for the engine working at its rated load,
at the RPM settings along the bottom of the
graph.
As you can see from the discussion on engine
and propeller curves (see section 5-1), the only
point where the engine is working at its rated
load should be at maximum RPM. At any speed
less than the maximum RPM, the engine is not
working to its maximum, and often well below
its maximum. So the specific fuel consumption
curve is of limited use to get overall boat fuel
consumption. It will give you an indication of
whether your engine has been designed for
high or low speed efficiency.
Sometimes a manufacturer will also give a
curve of fuel consumption for that engine when
matched to the theoretical ideal propeller. This
will give you a reasonable estimate of the fuel
consumption of your engine, provided you have
a well chosen propeller. It will not, of course,
take into account different loads carried or sea
state, or any other factor that affects the actual
fuel consumption.
One rule of thumb you can use to estimate fuel
is that a modern, large, high efficiency diesel,
when averaged out over most of its operating
range, will produce 23hp for one hour from one
US gallon of fuel (3.33 kW for one hour out of 1
litre of fuel). That is quite a good engine.
Smaller, older, less efficient engines might sink
as low as only 19 horsepower for one hour from
one US gallon of fuel (3.11 kW for one hour
from 1 litre of fuel)
Over all the engines available in the pleasure
craft market there is very little difference in
the fuel burning rate, when averaged out over
their normal working range. Some engines
will have an optimum at lower revs, others at
higher revs.
The important thing to remember is that the
quantity of fuel you actually use is determined
by your propeller and hull much more than by
your particular choice of engine.
5-2 Specific fuel consumption curve
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6 Diesel fuel flow sensor hardware
6-2 Options and accessories
6-1 What comes with your diesel fuel flow sensor kit
From your Navman dealer:
Extension cables for the sensor, link and
tachometer cables.
Each diesel flow sensor kit measures
data from one engine. A second kit can be
fitted if the boat has twin engines and twin
tanks.
Filtering the fuel
The primary fuel filter will filter all particles larger
than typically 25 to 50 microns.
The clearances within the sensor are more than
100 micron, so provided there is an adequate
primary filter there will be no problems with
particles in the fuel interfering with the sensor.
If there isn’t an adequate primary filter, then
the secondary filter will be quickly blocked,
and any effects on the sensor will be the
least of the problems on the boat!. But just in
case your primary filter fails, the sensors are
equipped with a by-pass valve - one quick turn
and the entire mechanism is bypassed (see
section 1-3).
Also supplied: Self adhesive reflective tape
for tachometer, alcohol wipe for cleaning
where this tape will be placed, warranty card,
this manual
The two sensors are distinguished by a different
coloured band around the body. The supply
line sensor has a blue band (think cooler fuel)
and the return line sensor has a red band
(think warmer fuel, after it has been through
the engine).
Diesel flow sensor
for
supply line
Diesel flow
sensor for
return line
Sensor cable for
DIESEL 3200.
20 m (65 ft) long
White connector
Link cable.
2 m (6 ft) long
Brown connectors
Tachometer pickup
with cable
4 m (13 ft) long
Yellow connector
Two straight through
pipes for installation
or to replace the
sensors if they are
removed
From a marine, hydraulic or diesel dealer:
Fittings to connect the two sensors to the
fuel lines (see section 6-3).
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Each sensor inlet or outlet requires one or
more fittings to connect it to the fuel line. The
fuel sensor connections are all ¼ NPT taper
thread, fixed female.
The fittings required will vary with where in
the fuel lines the sensors are installed. For a
discussion of the issues involved, see section
7-3-3.
You will need threaded barrel adaptors to suit
the piping on your boat. Because there are so
many different threads and piping sizes around
the world there is no possibility of having all
the adaptors required supplied from Navman.
The Navman fuel sensors are supplied with a
standard ¼ NPT female thread for the inlets
and outlets. Any reasonable marine store,
hydraulic or diesel fitting supply house will have
a selection of threaded barrel adaptors that will
have ¼ NPT male thread on one end, and the
appropriate thread for your particular boat on the
other. It is preferable to use ¼ NPT thread, but
if necessary a ¼ BSP male threaded fitting will
fit in a ¼ NPT female thread.
There are many types of pipe and pipe fittings,
and it can get very confusing. If you are wanting
adaptors to fit a particular fitting on your boat, if
6-3 Sensor fittings
at all possible remove that fitting from the boat
and take it into the fitting store. It will save a lot
of time and doubt. Be sure to cover the exposed
ends of the pipes and fittings on your boat to
prevent dirt entering, and make allowances
for some fuel that may well drip from the pipes
while you are away at the store.
Frequently the supply line to the engine is larger
in diameter than the fuel return line. Measure
both before you go to get the fittings.
Fuel sensors are often connected to solid
copper pipe with flare joints. Each connection
requires a flare nut to fit the pipe and a barrel
union to connect the flare nut to the sensor.
For example, to connect a 3/8 inch OD pipe to
a sensor requires:
A 3/8 inch flare nut
A 3/8 inch flare to ¼ NPT taper thread
barrel union fitting
You will need to know the diameter of the fuel
pipe (see section 7-2-1). Fitting a flare joint is
described in section 7-4-1. This requires the
use of a pipe cutting tool, a flaring tool, possibly
pipe bending tools, and flare nuts.
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Installation sequence
The fuel lines are modified and temporary
straight through pipes fitted where the sensors
will be fitted. The engine is run, then the real
sensors are fitted. This procedure ensures
that debris from the installation does not enter
the sensors.
The recommended installation sequence is:
1 Read this manual and the documentation
that comes with the other parts. Read
section 7-1 for background information on
fuel pipes and fittings.
2 Plan the installation and choose where
the fuel flow sensors and cables will
be located (see section 7-3). Choose
suitable fittings for connecting the sensors
to the fuel lines (see section 6-3)
3 Install temporary straight through pipes in
the fuel line where the sensors will later
be fitted (see section 7-4).
4 Bleed the fuel lines and test run the
engine. Then remove the two straight
through pipes and fit the two fuel flow
sensors (see section 7-5).
6 Install the tachometer (see section 7-6).
7 Install the cables to link the parts of the
system together and to the Navman
display instrument (see section 7-7).
8 Setup the Navman instrument to use the
fuel flow sensors and tachometer, as
described in the instrument’s installation
and operation manual. Take the boat on
a test run and check that the sensors are
performing correctly.
If you are unsure where a part should be
installed, mount and wire the part temporarily,
without cutting holes in the boat. After the sea
trials have been completed, install and wire the
part permanently.
7 Installing the diesel flow sensor kit
Correct installation is critical to the
performance of the unit. Before starting
installation, it is vital to read this manual
and the documentation that comes with
the other parts.
Ensure that any holes that you cut will not
weaken the boat’s structure. If in doubt,
consult a qualified boat builder.
One important thing to stress is the need
for cleanliness in the installation process.
Diesel engines, and the Navman sensors
are built to fine tolerances - do not allow
any dust, dirt, water or particles to enter
the fuel system.
DAMAGE WILL RESULT if you ignore
this warning.
Warnings
If the boat has twin engines then a second diesel flow sensor kit can be fitted and connected to
the same Navman instrument. To install the kits, fit a kit to each engine, following the instructions
above for each engine and tank. At the display unit, connect the sensor cables from the two kits
in parallel (see section 7-7-2).
The sensors need to be identified as port and starboard in the display unit. You may find more
instructions included in the display head manual.
7-1 Twin engine installations
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This section discusses fuel pipes terminology
and the fittings and tape used to join the pipes.
7-2-1 Pipe
Diesel fuel lines are often solid copper pipe.
Copper pipes are rated by their diameter:
Usually fuel lines will be called by their
outside diameter (OD) - this is also typical
of refrigeration pipe fittings.
However, domestic copper water pipe
is commonly measured by its inside
diameter (ID).
So ½ inch refrigeration pipe is a different size
from ½ inch water pipe - make sure you know
what size your boat fuel piping is before you
purchase fittings to install the sensors.
7-2-2 Flare Nuts
Flare nuts are often used to connect a sensor to
a solid copper fuel line. There are two different
systems of flare fittings:
45 degree flare: 45 degree fittings are
more common, and are in standard use
for refrigeration pipe work.
37½ degree flare: 37½ degree fittings
are more common for hydraulic systems.
JIC fittings are 37½ degree flare.
Fitting flare nuts
Push the flare nut along the pipe before
flaring the pipe!! Then flare the end of
the pipe using the flaring tool. Inspect the
inside face of the flared pipe - it must be
smooth and scratch-free. If it is not, cut it
off and try again.
7-2-3 Flexible Hoses.
Flexible hoses can make installation a lot
easier, but modern recommendations are that
only one short length of flexible hose should be
used - on the final link from the pipework fixed
to the boat to the engine, to allow for flexing
and vibration.
In many countries a boat licensed to carry
paying passengers has stringent codes of
installation practice to comply with - frequently
these require fixed, rigid fuel piping until the
last section. If your boat has to meet such
inspections, then check carefully before
attempting to use flexible hoses. At the very
least you may have to use metal braided flexible
hose to meet fire regulations.
There are also recommendations that the
fittings on the end of the flexible hose should
be professionally hydraulically crimped on.
Failing that, there are recommendations on
specific forms of field fitted hose fittings. Check
the use of flexible hoses against Coast Guard
recommendations, ABYC guidelines or with a
marine surveyor before deciding to use flexible
hose on your boat.
7-2-5 Threadseal tape or paste
Threadseal tape or paste is needed for all joints
where thread to thread sealing is required, for
example the adaptor fitting threads that are
screwed to the diesel fuel flow sensor.
Some manufacturers say to never use tape,
only use paste, while others say tape is OK.
Follow any requirements given by the engine
or boat manufacturer. The one thing you must
guard against with either type of threadseal is
bits of the thread sealer breaking off and getting
into the fuel.
Warning: Make sure pieces of the
threadseal tape or paste can not break off
and enter the fuel pipe.
7-2 Notes on pipes, fittings and installation
Only use fittings with the same flare in
your system. Do not mix fittings with
different flares.
If you don’t know how to use a flare
tool, then don’t fit a fuel flow sensor at
your first attempt. Ask to be shown how
to use the tool, then practice on some
scrap pipe before working on the pipes
on your boat!.
Warnings for flare nuts
Here are some comments and reminders:
Mark the pipe where you wish to cut it,
then cut it using a pipe cutter.
Do not cut the pipe with a hack saw - it
will leave small metal particles in the
pipes that will harm the sensor and other
items in the fuel line.
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If you do use tape, then to prevent pieces of
tape from breaking off:
Make sure you wind the tape on to the
male thread so that the first couple of
threads remain uncovered; do not cover
all of the threads.
Be careful when snapping off the tape
that threads of tape do not fall back over
the end of the fitting.
If removing fittings from previous installs make
sure the male threads are cleaned of any
remnants of the thread sealer used. If re-using
any fittings with female threads be particularly
careful about removing remnants of thread seal
- it is hard to see on an internal thread.
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Locate the two sensors and the
tachometer reasonably close together
to allow for neat and tidy cable
routing. Supplied with the sensors
are the sensor cable (20 m (65 ft));
the link cable (2 m (6 ft)) and the
tachometer cable (4 m (13 ft)).
Extension cables are available for all
of these cables.
7-3 Planning where the parts of the kit will be fitted
Plan where all the parts will be located before starting to install the parts.
7-3-1 Overview
Mount the fuel
flow sensor
horizontally
Allow for easy
access to plug
and unplug the
cables.
Bypass valve.
Allow for easy access to the bypass valve
Do not install the sensor
where it will get wet from
water in the bilges.
7-3-2 Mounting a sensor
Attach the sensors firmly to
a vertical panel or mounting
block on the boat. While
the sensors are not heavy,
they should not be left
hanging from the pipework.
Over time vibration and
heavy pounding from rough
seas could lead to the fuel
lines fracturing, with tragic
consequences.
Have the
electrical
connectors
facing down
Two flow sensors are fitted. The
supply flow sensor has a blue band,
the return flow sensor a red band.
Tachometer cable
Supply fuel line
Primary
filter
Return fuel line
Yellow connector
Link cable
Diesel
engine
Supply
flow
sensor
Diesel
tank
Return
flow
sensor
Sensor cable
Brown connector
Brown connector
White connector
Tachometer
pickup
Display unit,
such as a
DIESEL 3200
Other connector(s)
It does not matter which
sensor pipe is the inlet and
which is the outlet
Other wiring and
connection to sensors
on a second engine
(optional)
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7-3-3 Locating the sensors in the
fuel lines
The supply sensor will be installed in the fuel
supply line between the the primary fuel filter
and the engine fuel intake. The return sensor
will be installed in the fuel return line between
the engine fuel return and the fuel tank. There
are several options where to locate each
sensor, discussed below, and the best option
will depend on the layout of your engine’s fuel
system and what fittings are used. Because
there is so much variation in fuel systems, this
can only be a guide to where the sensor should
be located. If in doubt, consult a qualified diesel
engineer.
Locating the supply sensor
Before planning where to install the sensor,
identify the supply line of the fuel system:
Find the primary filter - this will be in the
fuel line coming from the fuel tank, before
the lines reach the engine. To meet
modern recommendations these lines will
probably be of metal tubing, not flexible
hose. The primary filter is typically large
and has a clear sightglass and water and
sediment separation bowl. It should be
fixed firmly to the structure of the boat.
Find the outlet of the primary filter
- this should be labelled on the filter.
Sometimes there is a one-way or
non-return valve fitting on the outlet also.
Identify the fuel supply line from the
primary filter to the engine. A solid fuel
line usually has a flexible portion joining it
to the engine.
There are four options of locating the supply
sensor in the supply line:
1 On the outlet of the primary filter (see a
below).
2 In the solid fuel line between the primary
filter and the engine (see b below).
3 At the junction of the solid pipe and the
flexible hose leading to the engine (see c
below).
4 After the lift pump (see d below).
Locating the return sensor
Before planning where to install the sensor,
identify the return line of the fuel system. This
return line will most probably start from the
injector body on the engine, have a flexible
section to take account of engine movement,
then return to the tank in solid wall pipe.
There are three options of locating the return
sensor in the return line:
1 At the junction of the solid pipe and the
flexible hose leading from the engine (see
c below).
2 In the solid fuel line between the engine
and the tank (see b below).
3 On the return inlet of the fuel tank (see e
below).
Sensor mounting positions
This section discusses issues relating to the
different mounting positions for supply or
return sensors.
a On the outlet of the primary filter
(supply sensor only)
Install the sensor after any one-way or non-
return valve fitting on the outlet of the filter.
This might be the best option if the fuel line
is all flexible.
Note:
You have to recognise and obtain the
correct fitting to match the fitting on the
outlet of the filter.
The diesel flow sensor has a female
thread. Connection to a filter with a
female thread outlet, will require two
fittings, a male to free rotating female and
a male to male.
Ensure there is little strain on the sensor
or the filter. When using solid fittings, the
sensor mounting block must be made
accurately and the sensor positioned
accurately. If the installation requirements
allow, use a short length of flexible fuel
hose between the filter outlet and the
sensor.
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The fuel line to the engine needs to be
connected to the outlet of the sensor. If
the fuel line is solid copper, a flare joint
is probably easiest to install (see section
6-3). Note that if the flaring fails you will
need to cut the flare off the copper pipe
- this can be a problem if the fuel line is
straight or the line can not be shuffled
along in its retaining clamps.
b In a solid fuel line (supply or return
sensor)
See section 7-4-1. This is usually the easiest
option to find fittings for.
The sensor can be located anywhere along the
pipe, which might make mounting easier.
You will need to cut the pipe and will usually fit
flare joints. This method does require using a
flaring tool, and possibly a pipe bender.
c At the junction of the solid pipe and
the flexible hose leading to the engine
(supply or return sensor)
This can be the best option because there is
less potential to strain the sensor fittings.
If possible, fit the sensor inlet to the existing
fitting on the solid fuel line and fit the sensor
outlet to the flexible fuel line. This requires
space for the sensor. You must obtain the exact
fittings to match those on the end of the pipe.
Another option is to cut the solid fuel line line
and connect the sensor using a flare joint.
In all cases, the sensor must be mounted solidly
to the boat. Get a fitting to adapt the sensor
outlet to flexible fuel line.
d After the lift pump (supply sensor
only)
If the engine is very sensitive to pressure drop in
the fuel line, then it may be necessary to install
the supply line flow sensor after the lift pump.
The Navman diesel flow sensor has a very low
pressure drop across it at moderate flow rates
(see appendix A). If your engine has particularly
high flow rates in the fuel lines, and if it can not
tolerate any pressure drop in the line before the
lift pump (on the suction side of the lift pump),
then it might be necessary to install the flow
sensor in the fuel line after the lift pump.
This is often more difficult than the other
options, because the lift pump is usually
mounted on the engine and the fuel line from
the lift pump to the injector body is steel tube.
However, being after the lift pump does get rid
of any of the problems of pressure drop across
the sensor.
If the sensor is mounted on the engine, then
the high temperature and vibration can affect
the accuracy of the sensor. It is better to
mount the sensor on the boat and connect it
with two flexible fuel lines if your requirements
allow this.
e On the return inlet of the fuel tank (return
sensor only)
Install the sensor before any existing fittings on
the fuel tank. This might be the best option if
the fuel line is all flexible. Note:
You have to recognise and obtain the
correct fitting to match the fitting on the
inlet of the tank.
The diesel flow sensor has a female
thread. Connection to a tank with a
female thread inlet, will require two
fittings, a male to free rotating female and
a male to male.
Ensure there is little strain on the sensor
or the tank. When using solid fittings, the
sensor mounting block must be made
accurately and the sensor positioned
accurately. If the installation requirements
allow, use a short length of flexible fuel
hose between the sensor outlet and the
tank.
The return fuel line needs to be
connected to the inlet of the sensor. If
the fuel line is solid copper, a flare joint
is probably easiest to install (see section
6-3). Note that if the flaring fails you will
need to cut the flare off the copper pipe
- this can be a problem if the fuel line is
straight or the line can not be shuffled
along in its retaining clamps.
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7-4 Installing the temporary straight through pipes
Before fitting the straight through pipes, plan
where the sensors will be fitted (see section
7-3). This section describes how to fit the
temporary through pipes where the flow
sensors will be fitted. The actual sensors are
not fitted until later, after the engine has been
checked (see section 7-5).
1 Wear gloves to protect your hands from
the diesel fuel.
2 Turn OFF the fuel tap at the outlet of the
boat’s fuel tank.
3 Put a tray of rags under the pipe where
you will cut it to absorb the fuel that will
spill.
4 Disconnect or cut the fuel line where the
supply and return sensors will be fitted.
To cut solid pipe, use a pipe cutter. Do not
use a hack saw - it will leave small metal
particles in the pipes that will harm the
sensor and other items in the fuel line.
5 Fit the temporary through pipes in the
supply and return pipes where the
sensors will be fitted. Note:
The two flow sensors will be mounted
horizontally, with the wire connectors
underneath. It does not matter which
fuel connection is the inlet and which
is the outlet (see 7-3).
The exact details of how you fit the
through pipes will depend on where
you are installing the through pipes
and the configuration of your engine
installation. Instructions for the
common case of installing the pipe in
the middle of a solid copper pipe run
are given in section 7-4-1. If in doubt,
consult a qualified diesel engineer.
Apply thread sealer to the all fittings
(see section 7-2-5)
Warning: Make sure pieces of
the threadseal tape or paste can
not break off and enter the fuel pipe
Do up the fittings tightly with the
correct tool. The through pipe has
flats for attaching a spanner or
wrench.
However, when fitting the through
pipe in the supply line, tighten the
inlet connection but leave the outflow
connection loose temporarily.
Keep a real sensor on hand and use it
to check for available space, that the
fuel line aligns with the sensor ports,
and that the cables and connectors
will not be difficult to get to later.
When the sensors are fitted later they
must be firmly attached to a panel
in the boat or a mounting block. If
necessary, fit the mounting block
now. Check that the sensor can be
attached to the boat without straining
the pipe joint.
6 Carefully open the fuel tap at the fuel tank
until fuel drips from the joint at the outlet
of the through pipe in the supply line. This
should have filled the pipe and first joint
with fuel - meaning there will be less air in
the system that has to be bled out to start
the engine. Turn the tap off.
Note that there is no need to expel air
from the return pipe - it will happen
automatically when the engine starts and
fuel starts flowing.
7 Tighten the connection on the outflow
side of the supply through pipe with the
correct tools.
8 Do not leave diesel soaked rags in the
boat when you have finished - they are a
fire hazard. Take them out and dispose of
them properly.
9 Test run the engines (see section 7-5).
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Panel
Remove clamps to release pipe
Hold pipe away from panel
1
2
Cut pipe with pipe cutter
Fit barrel unions to a sensor temporarily. Do not
apply threadseal. Do up the unions loosely.
7-4-1 Installing a through pipe with flare joints into a copper pipe run
This describes how to install a through pipe
with a flare joint. For the full procedure, follow
the steps of section 7-4.
Fitting a flare joint requires the use of a pipe
cutting tool, a flaring tool, possibly pipe bending
tools and flare nuts. To take the example of a
3/8 OD inch pipe, you will need to find from a
fitting supplier, for each flare joint:
a 3/8 inch flare nut
a 3/8 inch flare to ¼ NPT taper thread
barrel union
some Teflon® tape or Teflon® threadseal
paste.
If the pipe is fixed to a panel, such as a beam or
bulkhead, you will have to release it and bend
the pipe out to be able to cut it. Mark the pipe
where you wish to put the sensor and cut it
using a pipe cutter. Do not use a hack saw.
65 mm
(2.5 in)
At least
50 mm
(2 in)
straight
Cut pipe to exact length
with pipe cutter
3
Hold sensor in place
If necessary, bend the pipe in an ‘S’ curve to
align it with the sensor port, 65mm (2.5”) out from
the surface where the sensor will be mounted.
Hold the sensor in place by hand to check that
the pipe lines up with the sensor port.
Gentle, large radius bends can be made by
bending the pipe around a curved former by
hand, but take care not to kink or crush the
tube. If room is restricted and you must form
tight radius bends then you will have to use a
pipe bending tool.
Do not bend the pipe too close to the end - you
must have at least 50mm (2”) or more of straight
pipe to allow the flare nut on and still have room
for the flaring tool to work.
If necessary, use the pipe cutter to cut the pipe
to the exact length to match the sensor port.
Do not make the curves too tight and do not
cut the pipe short. It is also wise to allow for
the possibility that you might make a mistake
on the flaring process, and have to cut your
first attempt off and start again. It is better to
allow for the possibility, than to cut the pipe to
absolutely the shortest possible.
Top view
Top view
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5
7
6
Install the required fittings to the straight
through pipe (for flare joints use a barrel union
fitting):
1 Apply thread sealer to the fitting’s ¼ NPT
threads.
Warning: Make sure pieces of the
threadseal tape or paste can not break
off and enter the fuel pipe (see section
7-2-5).
2 Screw each fitting in to the through pipe.
Use a spanner or wrench on the fitting and
another on the flats of the through pipe.
It does not matter which way round the through
pipe goes in the fuel line.
To attach a flare joint at the other end of the
sensor, repeat steps 3 and 4 above to bend
and cut the pipe, fit a flare nut and flare the
end of the pipe. Cut the pipe to length so the
flared end will meet the fittings on the sensor
port exactly. The exact amount you cut out will
depend on how much pipe length was used
up in the bends.
Otherwise, attach a different type of fitting
following the manufacturer’s instructions.
Hold the sensor in place and hand tighten the
fittings to check that the pipe lines up with the
sensor port and there is little strain on the joints.
Adjust the pipe bends so that the sensor will sit
flat against your chosen mounting surface.
Hold sensor in place
Put the flare nut on the pipe first!! Then flare
the end of the pipe using the flaring tool. Inspect
the inside face of the flared pipe - it must be
smooth and scratch-free. If it is not, cut the end
of the tube off and try again.
Put flare nut on first
4
Flare end of tube
Fit the straight through pipe. Tighten each fitting
with the correct tools (for a flare joint, use a
spanner or wrench on the flare nut and on the
barrel union). The fitting needs to be tight to
prevent leakage. Replace any pipe clamps that
you removed earlier.
Note: Leave the flare nut on the outlet side
of the install pipe loose now (see section 7-4,
step 5).
Diesel fuel flow sensor kit Installation and Operation Manual
31
NAVMAN
7-5 Test running and installing the sensors
This section describes how to test run the
engine and then install the flow sensors in place
of the straight through installation pipes:
1 When you have both supply and return
lines connected up and all fittings
tightened, bleed the fuel lines. This is the
same procedure you use after changing a
fuel filter - consult your engine manual.
2 Turn on the fuel tap at the tank. Run the
engine for 5 minutes. This will flush any
particles that you have introduced in the
installation process into the supply line
down to the secondary filter. Any particles
in the return line will be flushed back to
the tank. Check for pipe leaks.
3 Once you are happy with the pipework
changes, turn off the fuel tap at the tank.
4 Wear gloves to protect your hands from
the diesel fuel.
5 Put a tray of rags under the pipe where
you will disconnect it to absorb the fuel
that will spill.
6 Undo the fittings on the straight through
pipes and remove the straight through
pipes. Remove the ¼ NPT adaptors
from the ends of the install pipe. Clean
the thread sealer from the threads in the
install pipes and fittings.
Hand tighten the connections.
10 Screw the sensor to the mounting block
or support panel with the screws supplied.
11 Do up the fittings tightly with the correct
tool, except for the fitting on the outflow
side of the sensor in the supply line.
Leave this loose temporarily.
On flare nuts, use a spanner or wrench
on the flare nut, and another on the flats
of the barrel union. Flare nuts need to be
Tip: Keep the straight through pipes in a
safe place near to the sensors - you may
want them if you ever have to remove
the sensors, for service or to move the
system to another boat. If you have the
straight through pipe you can just put it in
the gap where the sensor came from, and
no re-work of the pipework is necessary.
7 Apply new threadseal to the ¼ NPT
adaptor threads (see section 7-5-2).
Warning: Make sure pieces of the
threadseal tape or paste can not break
off and enter the fuel pipe (see section
7-2-5).
8 Screw the adaptors into the real sensor.
Do not overtighten the adaptors - the
sensor body is diecast aluminium and
applying too much force when tightening
the adaptors will strip the threads.
9 Put the sensor in position:
Fit the sensor with the blue band in
the supply line.
Fit the sensor with the red band in the
return line.
32
Diesel fuel flow sensor kit Installation and Operation Manual
NAVMAN
tight to prevent leakage.
12 Carefully open the fuel tap at the fuel tank
until fuel drips from the joint at the outlet
of the sensor in the supply line. This
should have filled the pipe and first joint
with fuel - meaning there will be less air in
the system that has to be bled out to start
the engine. Turn the tap off.
13 Tighten the fitting on the outflow side of
the supply sensor with the correct tool.
On a flare nut, use a spanner or wrench
on the flare nut, and another on the flats
of the barrel union. Flare nuts need to be
tight to prevent leakage.
14 On both sensors, turn the bypass valve to
vertical (normal operation).
15 When you have both supply and return
lines connected up and all fittings
tightened, bleed the fuel lines. This is the
same procedure you use after changing a
fuel filter - consult your engine manual.
16 Turn on the fuel tap at the tank. Run the
engine for 5 minutes. Check for pipe
leaks.
17 Do not leave diesel soaked rags in the
boat when you have finished - they are a
fire hazard. Take them out and dispose of
them properly.
18 Continue with installation (see section
7-6).
33
Diesel fuel flow sensor kit Installation and Operation Manual
NAVMAN
This section describes how to install the
tachometer pickup. The tachometer is optional
and need not be installed, however the
tachometer gives a precise measurement of
engine RPM, essential for measuring engine
fuel consumption at different speeds.
The pickup operates by sending a beam of
pulses of infrared light towards the crankshaft
pulley. A piece of reflective tape applied to the
crankshaft pulley reflects the beam back to the
pickup, where an infra-red receiver detects the
light pulses. A light on the sensor will light up
when its detector is receiving enough reflected
light to operate properly.
Locating the tachometer pickup
It is important that the reflective tape is attached
to part of the crankshaft, such as the flywheel or
a pulley. Do not attach the tape to any part that is
not rotating at the same RPM as the crankshaft,
such as a pulley driven accessory.
The optimum distance from the pickup to the
reflective tape is about 50 mm (2 in) away from
the reflective tape. If it is positioned closer than
25 mm (1 in) to most flywheels or pulleys then
enough infra red will be reflected back from
the surface of the wheel to trigger the pickup.
Further away than about 75 mm (3 in) and not
enough infrared is reflected from the reflective
tape, so the pickup is never triggered.
The pickup does not have to be at right angles
to the face of the tape - up to 45° each way is
permitted.
The pickup should be mounted on the boat,
not the engine. Some angle is beneficial. The
tachometer pickup has a built in 4 metre (12
ft) cable to connect it to the return sensor.
Locate the tachometer so that the cable run is
accessible, neat and tidy. An extension cable
can be fitted if required.
7-6 Installing the tachometer pickup
Rotating
flywheel
or pulley
Infra-red light
from tachometer
When tape is
under tachometer,
light is reflected
back to tachometer
Piece of
reflective
tape
Reflective tape
Tachometer about 50 mm
(2 in) from reflective tape
Tachometer
pickup up to
45° from a
right angle
Tachometer
pickup up to
45° from a
right angle
Tip: Mount the sensor, power it on, then
place the reflective tape where the light
strikes the pulley.
34
Diesel fuel flow sensor kit Installation and Operation Manual
NAVMAN
Installing the tachometer pickup
Warning: The pickup is fitted near a
rotating part of the engine. Make sure you
do not touch any rotating part. Mount the
pickup firmly so it will not break off and
fall into the engine. When working near the
engine, do not wear loose loose clothing;
tie back long hair.
1 Clean any grease or dirt off the area
where you are going to stick the reflective
tape. Wipe the area with a cloth or tissue,
then use the alcohol wipe provided to
degrease the surface.
2 Peel the self-adhesive backing from the
tape and stick it in position on the rotating
part.
3 Fit a mounting block for the tachometer.
Remember the engine will move and
rock on its flexible mounts. Make sure the
mounting bracket is strong so that it will
not vibrate when the motor runs or in a
heavy pounding sea.
3 Continue with installation (see section
7-7).
35
Diesel fuel flow sensor kit Installation and Operation Manual
NAVMAN
Once the flow sensors and tachometer pickup
have been installed, install the cables.
When installing a cable:
Keep the cable away from sources of
electrical signals or electrical noise.
Route the cable neatly and out of harms
way.
Do not crush, pinch or strain the cable.
Secure the cable with cable ties or
insulated electrical staples at regular
intervals; run the cable in cable ducting;
or restrain it in some other way.
Ensure no connectors or exposed
terminals are in the bilge.
7-7-1 Link and tachometer
cables
Link cable
The link cable to link the supply sensor to
the return sensor is 2 m (6 ft) long and has
connectors with brown collars:
1 Plug one end into the connector on the
supply sensor with a brown nut. Turn the
collar to lock the connection.
2 Route the cable securely and out of
harms way to the return sensor. If
required, fit an extension cable.
3 Plug the end into the connector on the
return sensor with a brown nut. Turn the
collar to lock the connection.
Tachometer cable
The cable from the tachometer to the return
sensor is 4 m (13 ft) long and has a connector
with a yellow collar:
1 Route the cable securely and out of harms
way from the tachometer to the return
sensor. Secure the cable well so it will not
get caught up in any moving machinery,
or get melted by hot engine surfaces. If
required, fit an extension cable.
2 Plug the end into the connector on the
return sensor with a yellow nut. Turn the
collar to lock the connection.
7-7-2 Connecting to a DIESEL
3200
The sensor cable from the supply sensor up to
the DIESEL 3200 display is 20 metres long. It
has a connector with a white collar on one end
and bared tinned wires on the other:
1 Plug the sensor cable connector into
the connector on the supply sensor with
a white nut. Turn the collar to lock the
connection.
2 Route the sensor cable securely and out
of harms way up to the display unit. If
necessary, fit an extension cable.
3 Connect four wires at the end of the
sensor cable to four of the wires of the
DIESEL 3200 power/data cable, matching
the colours (see below). Use a Navbus
junction box or any simple wire to wire
connector system to join the wires.
4 Install the DIESEL 3200 - follow the
instructions in the DIESEL 3200
Installation and Operation Manual.
Connect the four sensor cable wires
to the DIESEL 3200 power/data cable,
matching the wire colours.
In a twin engine boat, wire the second
sensor cable in parallel with the first,
matching the wire colours.
7-7 Installing the cables
Red
Orange
Black
Blue
One or two sensor cables,
wire in parallel, match colours
36
Diesel fuel flow sensor kit Installation and Operation Manual
NAVMAN
Tachometer cable
Supply fuel line
Primary
filter
Return fuel line
Yellow connector
Link cable
Display unit,
DIESEL 3200
Diesel
engine
Supply
flow
sensor
Diesel
tank
Return
flow
sensor
Sensor cable
Brown connector
Brown connector
White connector
Tachometer
pickup
Note: The diesel sensors
can be used in 12 or
24 V DC systems. Some
display units, such as
the DIESEL 3200 require
12 V DC. Before connecting
any power greater than
12 V DC to the display
unit, check that the unit
can tolerate the intended
voltage.
Note: Each flow sensor has an LED
underneath, between the connectors.
Check that the LED blinks when fuel is
passing through the sensor.
Optional paddlewheel speed
sensor cable, blue plug
Black
Red
External alarm
(optional)
Fuel transducer (white plug)
White
Green
Yellow
Orange
Blue
Speed transducer (blue plug)
NavBus (optional)
-
NMEA in (GPS, optional)
NMEA out (optional)
Ignition Switch
Fuse
}
12 VDC
Diesel fuel flow sensor kit Installation and Operation Manual
37
NAVMAN
Appendix A Specifications
General: Size: 60mmHx129mmWx93mmD
Weight: 300g Per sensor
Supply Voltage: 12-24v DC
Current Consumption: 25mA @ 12 VDC
Recommended Operating ambient temperature: 5 degrees C to 70 degrees C
Maximum Operating ambient temperature: -29 degrees C to 80 degrees C
Flow Rates: Max 400L/h and Min of 25L/h
Standards and Compliance:
EMC USA: FCC Part 15 Class B.
Europe: (CE) EN64000-6-1 and EN64000-6-3.
New Zealand and Australia: (C-Tick) AS-NZS 3548.
Environment: IPx6
IPx7
ABYC H33
7/98 Diesel Fuel Systems
108
Manual de instalação e utilização do kit de sensor de fluxo de gasóleo
NAVMAN
Anexo B - Como contactar-nos www.navman.com
NORTH AMERICA
BNT - Marine Electronics
30 Sudbury Rd, Acton, MA 01720.
Toll Free: +1 866 628 6261
Fax: +1 978 897 8264
e-mail: sales@navmanusa.com
web: www.navman.com
OCEANIA
Australia
Navman Australia Pty. Limited
Suite 2, 408 Victoria Road
Gladesville NSW 2111, Australia.
Ph: +61 2 9879 9000
Fax: +61 2 9879 9001
e-mail: sales@navman.com.au
web: www.navman.com
New Zealand
Absolute Marine Ltd.
Unit B, 138 Harris Road,
East Tamaki, Auckland.
Ph: +64 9 273 9273
Fax: +64 9 273 9099
e-mail: navman@absolutemarine.co.nz
Papua New Guinea
Lohberger Engineering,
Lawes Road, Konedobu.
PO Box 810, Port Moresby.
Ph: +675 321 2122
Fax: +675 321 2704
e-mail: loheng@online.net.pg
web: www.lohberger.com.pg
LATIN AMERICA
Argentina
Costanera Uno S.A.
Av Pte Ramón S. Castillo y Calle 13
Zip 1425 Buenos Aires, Argentina.
Ph: +54 11 4312 4545
Fax +54 11 4312 5258
e-mail:
purchase@costanerauno.com.ar
web: www.costanerauno.ar
Brazil
Equinautic Com Imp Exp de Equip
Nauticos Ltda.
Rua Ernesto Paiva, 139
Clube dos Jangadeiros
Porto Alegre - RS - Brasil
CEP: 91900-200.
Ph: +55 51 3268 6675
+55 51 3269 2975
Fax: +55 51 3268 1034
e-mail:
equinautic@equinautic.com.br
web: www.equinautic.com.br
Realmarine
Estrada do Joa 3862,
Barra da Tijuca, Rio de Janeiro,
Brazil. CEP: 22611-020.
Ph: +55 21 2483 9700
Fax: +55 21 2495 6823
e-mail: tito@realmarine.com.br
web: www.realmarine.com.br
Chile
Equimar
Manuel Rodrigurez 27
Santiago, Chile.
Ph: +56 2 698 0055
Fax +56 2 698 3765
e-mail: mmontecinos@equimar.cl
Mera Vennik
Colon 1148, Talcahuano,
4262798, Chile.
Ph: +56 41 541 752
Fax +56 41 543 489
e-mail: meravennik@entel.chile.net
Mexico
Mercury Marine de Mexico
Anastacio Bustamente #76
Interior 6 Colonia Francisco Zarabia,
Zapapan, Jalisco, C.P. 45236 Mexico.
Ph: +52 33 3283 1030
Fax: +52 33 3283 1034
web: www.equinautic.com.br
Uruguay
Alvaro Bermudez, Nautica
11300 Montevideo, Uruguay.
Ph & Fax: +59 82 628 6562
e-mail: alvaro@nautica.com.uy
ASIA
China
Peaceful Marine Electronics Co. Ltd.
Guangzhou, Hong Kong, Dalian,
Qingdao, Shanghai
1701 Yanjiang Building
195 Yan Jiang Zhong Rd. 510115
Guangzhou, China.
Ph: +86 20 3869 8839
Fax: +86 20 3869 8780
e-mail: sales@peaceful-marine.com
web: www.peaceful-marine.com
India
Access India Overseas Pvt. Ltd.
A-98, Sector 21,
Noida - 201 301, India.
Ph: +91 120 244 2697
TeleFax: +91 120 253 7881
Mobile: +91 98115 04557
e-mail: vkapil@del3.vsnl.net.in
Esmario Export Enterprises
Block No. F-1, 3rd Floor, Surya Towers
Sardar Patel Rd, Secunderbad 500 003.
Ph: +91 40 2784 5163
Fax: +91 40 2784 0595
e-mail: gjfeee@hd1.vsnl.net.in
web: www.esmario.com
Korea
Kumhomarine Technology Co. Ltd.
#604-842, 2F, 1118-15, Janglim1-Dong,
Saha-Gu, Busan, Korea.
Ph: +82 51 293 8589
Fax: +82 51 265 8984
e-mail: info@kumhomarine.com
web: www.kumhomarine.com
Maldives
Maizan Electronics Pte. Ltd.
Henveyru, 08 Sosunmagu.
Male', Maldives.
Mobile: +960 78 24 44
Ph: +960 32 32 11
Fax: +960 32 57 07
e-mail: ahmed@maizan.com.mv
Singapore and Malaysia, Brunei,
Indonesia and Phillipines
RIQ PTE Ltd.
Blk 3007, 81 Ubi Road 1, #02-440,
Singapore 408701.
Ph: +65 6741 3723
Fax : +65 6741 3746
e-mail: riq@postone.com
Tai wan
Seafirst International Corporation
No. 281, Hou-An Road, Chien-Chen
Dist. Kaohsiung, Taiwan R.O.C.
Ph: +886 7 831 2688
Fax: +886 7 831 5001
e-mail: seafirst@seed.net.tw
web: www.seafirst.com.tw
Thailand
Thong Electronics (Thailand) Co. Ltd.
923/588 Ta Prong Road, Mahachai,
Muang, Samutsakhon 74000, Thailand.
Ph: +66 34 411 919
Fax: +66 34 422 919
e-mail: sales@thongelectronics.com
admins@thongelectronics.com
web: www.thongelectronics.com
Vietnam
HaiDang Co. Ltd.
763 Le Hong Phong St. Ward 12
District 10, Hochiminh City, Vietnam
Ph: +84 8 863 2159
Fax: +84 8 863 2524
e-mail: haidang-co@hcm.vnn.vn
web: www.haidangvn.com
MIDDLE EAST
Lebanon and Syria
Balco Stores
Balco Building, Moutran Street,
Tripoli (via Beirut). - Lebanon
P.O. Box: 622.
Ph: +961 6 624 512
Fax: +961 6 628 211
e-mail: balco@cyberia.net.lb
United Arab Emirates
Kuwait, Oman, Iran, Saudi
Arabia, Bahrain and Qatar
Abdullah Moh’d Ibrahim Trading, opp
Creak Rd. Baniyas Road, Dubai.
Ph: +971 4 229 1195
Fax: +971 4 229 1198
e-mail: sales@amitdubai.com
AFRICA
South Africa
Pertec (Pty) Ltd (Coastal Division)
16 Paarden Eiland Road.
Paarden Eiland, 7405
PO Box 527,
Paarden Eiland, 7420
Cape Town, South Africa.
Ph: +27 21 508 4707
Fax: +27 21 508 4888
e-mail: info@kfa.co.za
web: www.pertec.co.za
EUROPE
France, Belgium and Switzerland
Plastimo International
15, rue Ingénieur Verrière,
BP435,
56325 Lorient Cedex.
Ph: +33 2 97 87 36 36
Fax: +33 2 97 87 36 49
e-mail: plastimo@plastimo.fr
web: www.plastimo.fr
Germany
Navimo Deutschland
15, rue Ingénieur Verrière
BP435- 56325 Lorient Cedex.
Ph: +49 6105 92 10 09
+49 6105 92 10 10
+49 6105 92 10 12
Fax: +49 6105 92 10 11
e-mail:
plastimo.international@plastimo.fr
website: www.plastimo.de
Italy
Navimo Italia
Nuova Rade spa, Via del Pontasso 5
16015 Casella Scrivia (GE).
Ph: +39 1096 80162
Fax: +39 1096 80150
e-mail: info@nuovarade.com
web: www.plastimo.it
Holland
Navimo Holland
Industrieweg 4,
2871 JE Schoonhoven.
Ph: +31 182 320 522
Fax: +31 182 320 519
e-mail: info@plastimo.nl
web: www.plastimo.nl
United Kingdom
Navimo UK
Hamilton Business Park
Bailey Road, Hedge End
Southhampton, Hants S030 2HE.
Ph: +44 01489 778 850
Fax: +44 0870 751 1950
e-mail: sales@plastimo.co.uk
web: www.plastimo.co.uk
Sweden, Denmark, Finland and
Norway
Navimo Nordic
Lundenvägen 2,
473 21 Henån.
Ph: +46 304 360 60
Fax: +46 304 307 43
e-mail: info@plastimo.se
web: www.plastimo.se
Spain
Navimo España
Avenida Narcís Monturiol, 17
08339 Vilassar de Dalt,
Barcelona.
Ph: +34 93 750 75 04
Fax: +34 93 750 75 34
e-mail: plastimo@plastimo.es
web: www.plastimo.es
Portugal
Navimo Portugal
Avenida de India N°40
1300-299 Lisbon.
Ph: +351 21 362 04 57
Fax: +351 21 362 29 08
e-mail: plastimo@siroco-nautica.pt
web: www.plastimo.com
Other countries in Europe
Plastimo International
15, rue Ingénieur Verrière BP435
56325 Lorient Cedex, France.
Ph: +33 2 97 87 36 59
Fax: +33 2 97 87 36 29
e-mail:
plastimo.international@plastimo.fr
web: www.plastimo.com
HEADQUARTERS
Navman NZ Limited
13-17 Kawana St.
Northcote.
P.O. Box 68 155,
Newton,
Auckland,
New Zealand.
Ph: +64 9 481 0500
Fax: +64 9 481 0590
e-mail: marine.sales@navman.com
web: www.navman.com
Lon 174° 44.535`E
Lat 36° 48.404`S
Made in New Zealand
MN000235C
LF000100A English
LF000102A Spanish
LF000103A Portuguese
FUEL 3100 and DIESEL 3200
NAVMAN
Diesel fuel flow sensor kit
… 19 …

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