yacht boat engine room

Professional BoatBuilder Magazine

Venting the engineroom.

By Steve D'Antonio , Jun 17, 2015

This engine intake includes a 180° gooseneck that is designed to prevent ingestion of water. Consideration should be given to engine air intake locations: those that are subject to heavy spray are less than ideal, and if chosen should include a means of water exclusion or separation.

I looked at the thermometer attached to the engine’s air inlet filter and raised an eyebrow. It read 117°F (48°C), and it hadn’t stopped climbing. Before looking at it, however, I knew this engineroom was hot—too hot, In addition to my drenched coveralls, many surfaces were simply too hot to touch, including the handrail around the engine.

On its own, that temperature reading, while seemingly high, isn’t of much value without knowing the ambient temperature, the temperature of the air outside the boat, or the air that is being drawn into the engineroom for cooling. The difference between these two numbers, often referred to as “delta t,” tells an important story about engineroom ventilation design and efficiency.

In short, engines that ingest hot air burn fuel less efficiently than those that ingest cool air. The warmer an engineroom is, the harder it is on the gear and systems housed there; heat equates to accelerated aging, higher failure rates, and greater operating expense. Perhaps of equal importance, the failure of a builder or boatyard to meet engine manufacturer temperature guidelines can result in denial of warranty coverage for the engine or generator.

Ventilation Basics

All but the smallest engine and engine room installations will almost certainly require forced ventilation. Fans must be rated for continuous duty, like the “squirrel cage” model shown here.

Engineroom ventilation falls into two categories, those required for cooling the space, and those needed for combustion. The air used to cool the compartment improves not only the combustion efficiency, but also the longevity and efficiency of gear in this space, including engines, generators, compressors, and electrical and electronic components (and also makes it a more comfortable place to work). Where generators are concerned, while the engine portion is typically liquid cooled, the electrical generation end relies on air from the engineroom for its cooling (a small number of generators rely on liquid cooled stators). When engineroom temperature is excessive, generator manufacturers will often lower the unit’s rated output.

Additionally, heat takes a toll on “soft goods” such as generator couplings, belts, motor mounts, torsional vibration dampers, transmission damper plates, hoses, insulation, voltage regulators, and other electrical and electronic components, as well as batteries. Whenever possible, it’s always preferable to locate batteries, particularly the house bank, outside engine compartments.

Measuring Temperatures

Guidelines for calculating the cooling needs of enginerooms abound, however, as a general rule of thumb, (these apply to wet exhaust engines) to determine the necessary air flow rate, in cubic feet per minute, use this formula (2.75 x hp) – 90. Having said that, it’s wise to defer to requirements established by engine manufacturers, or whichever is greater.

For the sake of consistency, and to comply with engine manufacturer guidelines, engine room air temperature should be measured at the engine inlet or filter. Digital probe type thermometers should be used; avoid infrared pyrometers for this measurement as they often yield inaccurate readings.

Ideally, the delta t, which should be measured at the engine or generator air inlet or filter, and at the louver where air is drawn into the engineroom from the deck, should not exceed 30°F/16°C. (This varies among manufacturers so, for instance, while Cummins and John Deere specify 30°F, Caterpillar and ISO 8861 call for a maximum delta t of 22.5°F/13°C.) Maximum overall air inlet temperature should not exceed 122°F/50°C. (Again, it varies by manufacturer: Cummins specifies an absolute maximum of 150°F/65°C.) Temperature can be measured in various locations around an engineroom, and can vary widely as a result. Doing so at the engines’ air inlet, however, ensures that engine manufacturer guidelines are being met, and it ensures standardization for record keeping, as well as comparisons with other enginerooms.

Combustion air, the air that is required to properly burn fuel consumed by the engine, relies on another series of calculations. Most engine manufacturers specify combustion air requirements, which might call for a given cross section for passive air intake vents, or a cubic foot-per-minute requirement for forced ventilation. Caterpillar’s standard guidelines for forced ventilation call for 2.5 ft 3 (.07m 3 ), per horsepower, while one generic rule of thumb for passive combustion air inlet surface area specifies 0.55 in 3 (9cm 3 ) per horsepower (including generators). The Cummins guideline for passive vent surface area size uses the following formula, rated engine air intake, specific to each model, in cubic feet per minute, multiplied by 0.272, equals required area in square inches. Failure to follow these formulas is a common violation for new builders, particularly where designs evolve to accommodate larger engines with no changes made to intake size. It’s important to note that the cross section must be measured at its narrowest restriction (and louver area must be subtracted); it’s not unusual to find large louvers that supply air via significantly constricted ductwork.

Engine exhaust systems can also play a significant role in engineroom temperature. Inadequately insulated systems can act as heat radiators, appreciably raising the temperature of an engineroom. Conversely, inadequate engineroom air turnover can lead to excessively high exhaust system surface temperature.  For more about monitoring exhaust system temperatures, watch the video below:

Staying Cool

Depending on the engineroom size and space available for ducts, forced ventilation frequently is required to achieve engine manufacturer requirements. Forced ventilation should include both inlet/supply, and exhaust air. In the ideal installation, inlet air will be ducted into the engineroom low, near the sole, and away from heat sources, while exhaust air will be drawn from the top of the space, directly over heat producers such as engines. Duct designs should, however, avoid blowing inlet air directly onto engines in that this causes cool air to rapidly heat and be dispersed around the compartment. The all too common high inlet and high exhaust ventilation arrangement is among the least efficient.

Air inlet openings must be measured at their narrowest restriction, often what begins large on deck, is constricted by the time it enters the engine room.

Exhaust airflow should be 110%–120% of inlet airflow. This disparity will take into account thermal expansion, as well as inducing a slight vacuum in the compartment, which in turn will prevent heat and odors from being driven into accommodation spaces. Engineroom vacuum should not exceed 0.5” (8.2cm) H²O. Of course, inlet and exhaust ducting should be located far enough apart to prevent short cycling of air flowing between them.

The ambient air temperature of the 117°F/48°C installation mentioned at the beginning of this column was 77°F/25°C, yielding a delta t of 40°F/ 23°C, earning it a failing grade for its engineroom ventilation design. In order to achieve the desired temperature, ventilation systems should be designed following formulas and guidance provided by engine manufacturers, most of whom publish stand-alone engineroom ventilation guidelines or manuals. In my experience these nearly always contain a wealth of useful guidance for those designing ventilation systems and installing engines and generators. o

Editor’s note: To learn more about this topic, attend Steve’s presentation  Engineroom Ventilation Dos and Don’ts  (Session 204) at the International BoatBuilders Exhibition & Conference in Louisville, Kentucky, on September 15, 2015. For more information, visit the IBEX website .

About the Author: For many years a full-service yard manager, Steve now works with boat builders and owners and others in the industry as Steve D’Antonio Marine Consulting . He is the technical editor of Professional BoatBuilder , and is writing a book on marine systems, to be published by McGraw-Hill/International Marine.

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Engine room ventilation explained

If the propulsion and auxiliary engines are the heart of a ship, the engine room ventilation is its lungs. A proper engine room ventilation system serves two purposes: providing sufficient oxygen for fuel combustion and cooling the room by dissipating the heat radiated from propulsion and auxiliary engines.

In this blog we dive deeper into the topic of engine room ventilation based on the following points.

Engines need air for consumption

Engine rooms need air to cool, over- and under-pressure regulation.

How much air does an engine need? Engine manufacturers have normally already calculated the amount of air needed and specified this somewhere in their documentation. Should that not be the case you can also calculate it yourself if you know the engine power and capacity.

That information and more can be found in the ISO 8861 regarding engine room ventilation in diesel-engine ships. This states that the total airflow for combustion is the sum of all the devices in the engine room (such as propulsion engines, generators and boilers) that require fresh air.

The airflow is calculated using the following equation.

P dg = Maximum power output [kW] M ad = air required according to manufacturer ρ = air density (1.13 kg/m³)

If M ad is not available, the following values may be used:

• 0.0023 kg/kW.s for 2-stroke engines
• 0.0020 kg/kW.s for 4-stroke engines

Supply fans take care of the air intake.

As well as propulsion engines, engine rooms contain other heat-emitting components such as boilers, diesel generators and major electrical equipment. The second key purpose of engine room ventilation is therefore to cool the space and remove excess heat.

According to ISO 8861, the base for the ambient outside temperature is set at 35°C with a temperature rise from the passing air of max 12.5K.

In addition to the engines themselves, the combustion air exhaust pipes also radiate heat.

The supply fans take care of the combustion air intake and also provide enough fresh outside air to dissipate. Together with exhaust fans, they create a balanced airflow through the engine room.

Engines are not constantly running at full speed and the temperature inside the engine room also fluctuates. Ensuring control of the air supply and exhaust balance for both purposes requires a simple and reliable control system.

In essence, this is how it works. Engine room ventilation systems regulate the air flow for both pressure difference and temperature. Each engine room operates under a slight over-pressure. Say, for example, that the pressure difference between outside and in is set to 50 pascals. Turning the engines on will cause the pressure to drop, meaning the supply fan will need to bring the pressure difference to the setpoint.

The engine room system is also equipped with a temperature transmitter. When the temperature rises, the exhaust fan switches on to dissipate the heat. The pressure then drops so the supply fan turns on. This is how a good engine room ventilation system keeps the balance right.

The purpose of an engine room ventilation system is to supply enough fresh outside air for combustion and heat dissipation. This can involve large amounts of air, with huge fans and ducting systems dividing the air across the room.

Engine room ventilation uses outside air for cooling. According to ISO 8861 the ambient air temperature is max 35°C.

But what If you’re sailing in an area where the outside air temperature is higher? Or the other way around, cruising in an icy area with sub-zero temperatures? Other measures are required in such cases and they will be the subject of our next blog.

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Breathing Easy: Engineroom Ventilation

• By Captain Vincent Daniello
• Updated: March 24, 2009

ytgmar09perf445.jpg

For thousands of years, boaters relied on wind to get around. Fortunately, steam and later diesel power freed us from this dependency upon fickle air currents. Or did it? A pair of 1,000-horsepower engines draws 4,000 cubic feet of air per minute through their cylinders, necessary both to burn fuel and dissipate engine heat. Without a clean, cool breeze coming in through the hullsides, performance and fuel economy suffer, and, over the long term, choked engines develop issues that could leave today’s yachts as immobile as becalmed sailors of yore.

Problems arise when inadequate vents restrict air flowing into the engineroom. In extreme examples, engines starving for air won’t create enough horsepower to reach their full-throttle rpm, overworking the engines. “If engineroom depression is high enough that you’re not turning rated rpm then you’re increasing turbo temperature, which will drastically reduce turbo life,” says Dale Boggus, applications manager for Cummins Power South ( www.powersouth.cummins.com ). Conditions that prevent engines from reaching maximum rated rpm require immediate attention, but some problems aren’t as obvious. Newer, electronically governed engines protect themselves by limiting fuel and rpm. But older, mechanically governed engines running without enough air can be damaged just as quickly as when turning oversized propellers.

In many boats, there is enough air for engines to burn their fuel, but not enough to cool the engineroom. Since warm air doesn’t hold as much oxygen, engines end up with less power-and less efficiency. “The air gets heat-soaked before it reaches the engines, so you lose performance from air temperature long before losing it from engineroom depression,” says Ryan Kamphuis, a marine applications engineer with MTU ( www.mtu-online.com ). Ideal intake air is 77 degrees Fahrenheit, but Kamphuis says raising it to 113 degrees causes an electronically governed MTU 16V2000 to make roughly 96 percent of its horsepower, and burn two percent more fuel to reach it. That’s six percent less bang for your fuel buck. Even more sophisticated engines are susceptible to inadequate air flow-the common rail version of that same MTU engine retains its horsepower, but burns 3 percent more fuel with the same 113-degree air, literally sucking money out of your wallet.

Engineroom heat doesn’t just affect engines, it also damages generators, cooling, and electrical systems. But solutions are simple. “If you’re not getting enough air in, you won’t get enough out, and temperatures are going higher,” says Michael Murray, owner of Livos Technologies ( www.livostech.com ). His company, named for the Greek god of the favorable southwest wind, first looks for places to draw in more air-typically cockpit bulkheads, cabin sides, or even flying bridges. But more often than not, Murray relies on high-capacity axial fans, typically four per boat. “Two intake fans insert both combustion air and cooling air, while smaller exhaust fans pull out cooling air only,” Murray says. “We control intake fans automatically, by sensing engineroom depression, and we control exhaust fans by temperature. As the engineroom heats up, the exhaust fans ramp up, and the resulting depression ramps up the intake fans.”

In many cases engineroom heat is most pronounced when engines slow to idle speed, still hot from running but not drawing as much air through the engines. To reduce noise in those situations, Livos installs variable-speed AC- or DC-powered fans. “At half the flow, the fans make one-fifth the noise,” Murray says.

Sea air is also rough on diesels. Salty mist becomes steam in the 300- to 400-degree air inside turbochargers, instantly vaporizing water and crystallizing salt, depositing minerals on turbo blades and clogging intake air coolers. The resulting salt grit acts like sandpaper on the inside piston liners and valves, and moisture rusts iron parts inside cylinders. If engines actually ingest seawater, not just mist, things go downhill quickly. “When that water hits a hot turbocharger, I’ve seen turbos get shredded,” Boggus says. “It looks like someone took a paring knife to the turbo blades.”

Livos and competitor Delta T Systems( www.deltatsystems.com ) market mist eliminators designed to extract mist and seawater from intake air. “The cross-sectional profile is an “S” shape. The air can make those turns but water particles are heavier so they splatter against the sides, and hooks collect that water film,” says Michael Gabriel, marketing manager for Delta T. “It’s 97 percent effective, with no moving parts. If you’re getting water in your engineroom you’ll see the results right away.”

In most cases, Livos or Delta T can retrofit mist eliminators and blower systems within an engineroom, avoiding hullside alterations. Often simply changing older salt eliminators that use synthetic media (similar to air conditioning filters) will significantly improve air flow and decrease moisture.

Many boats were built without adequate engineroom ventilation, passing initial sea trials by drawing air from the salon-and also pulling exhaust soot into the salon. Telltale black stains in the carpet and upholstery near the salon door or around engineroom hatches show your engines are getting air from the wrong place. Better engineroom ventilation will keep soot out, but enginerooms shouldn’t be pressurized, which forces engine odors into the cabin. This is why automated blowers are favored by both Livos and Delta T. “It’s a set-it-and-forget-it system,” says Gabriel. “The ventilation system takes care of itself so the engineroom is always at optimum conditions.”

Delta T and Livos include automatic dampers to close all air intakes in a fire, another reason to upgrade older ventilation systems. Considering the long-term consequences, there’s no reason to let an engine gasp for air and take the wind out of your sails.

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Marine Engine Room Ventilation

Equipment that works.

Marine Air Flow is an Australian company that specialises in engine room ventilation equipment for vessels of all sizes and operating conditions. Ensuring your engine room equipment is  free from salt mist and spray  is just the starting point of a better engine room ventilation solution for your boat. Having the correct ventilation setup will ensure more affordable operating costs, better conditions and an extended lifespan of your equipment.

MARINE AIR FLOW INTERNATIONAL

Marine Air Flow is an Australian company that specialises in engine room ventilation equipment for vessels of all sizes and operating conditions. Ensuring your engine room equipment is free from salt mist and spray is just the starting point of a better engine room ventilation solution for your boat. Having the correct ventilation setup will ensure more affordable operating costs, better conditions and an extended lifespan of your equipment.

Starting with our custom designed air intake grilles, we can build you an entire system including engine room fans, air dampers, directional air diverters & our Air-On-Demand control system. Each engine room is unique, so to stand behind the product we sell, all our systems are custom designed based around a short but in-depth questionnaire about your vessel. Our moisture eliminating intake grilles have been in a wide range of vessels for over 14 years with no returns. 

Scroll down to view our products and of course, please contact us with any queries you m ay have. 

Our Engine Room Ventilation Products

STAINLESS DAMPERS

We manufacture semi-automatic air dampers (fire flaps) to limit oxygen supply to your engine room in case of an emergency.

AIR INTAKE GRILLES

Ensure your engine room stays free from damaging salt mist and spray with out mist eliminator grilles.

HIGH VOLUME FANS

AC & DC Engine room fans for ventilation and to assist in the maintenance of your engine room components. 

COMPACT FANS

Our DC fans have a smaller footprint and physical volume making them ideal for tight locations.

AIR DIVERTERS

Directional Air Diverters that mount directly on the discharge side of our high volume or compact marine fans. 

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Our Air-On-Demand allows you to control your fan speed, ramping up or down as needed.

MIXED FLOW FANS

Mixed flow fans are suitable for  applications where flexible ducting may be required.

PROTECTIVE  GUARDS

Protect your staff & crew with our finger guards. Circular or square to suit our fans & dampers

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We also have  an off the shelf system that is designed for smaller vessels that do not need  air dampers

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Our roof mounted fresh air systems are perfect for air induction into wheel houses or similar areas

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COMBINATION SYSTEMS

Combine all three products to create a custom designed engine room ventilation system for your vessel.

We manufacture an off the shelf system that is designed for smaller vessels that do not need  air dampers

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Our roof mounted fresh air systems are perfect for fresh air induction into wheel houses or similar areas

Quality, purpose designed systems from MAFI have reduced warranty issues, increased our customer product satisfaction, and improved overall quality. Manufacturing is improved through well thought out and engineered solutions, and with a market leading warranty on all equipment it’s great to know one call to MAFI and you have a professional result.

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It can seem daunting to reconfigure your engine room ventilation and air flow, however it doesn't need to be.

By dealing with us here at Marine Air Flow, we can gather all the information we need, formulate a quote and make recommendations based on your vessel and its use, which takes the stress off you.

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