Yanmar 1GM10 Specifications
| Engine Model: Yanmar 1GM10 |
| Engine Type: 4-stroke 1-cylinder raw water cooled diesel |
| Total Displacement: 19.4 cu.in (0.32 L) |
| Rated Engine Power: 9 Hp (6.6 kW) at 3600 rpm |
| Fuel System Type: Indirect injection |
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0The Yanmar 1GM10 is a naturally aspirated,
single-cylinder, 4-stroke marine diesel engine with indirect injection
via a swirl pre-combustion chamber. The displacement is 0.318 L. The
engine features a cast iron cylinder block and an aluminum alloy
cylinder head. The valvetrain is an overhead valve pushrod design with 2
valves (one intake, one exhaust).
Cooling is achieved through direct seawater circulation using a rubber
impeller pump. Lubrication is an enclosed forced-feed system with a
trochoid-type oil pump. The engine includes a 12 V electric starter (1.0
kW) combined with a manual recoil starter as a backup.
Engine Type: Single-cylinder, 4-stroke, water-cooled, naturally
aspirated diesel
Displacement: 0.318 L (318 cc / 19.4 cu.in)
Bore: 75.0 mm (2.95 in)
Stroke: 72.0 mm (2.83 in)
Compression Ratio: 20.0:1 to 22.0:1 (depending on specification)
Maximum Crankshaft Power: 6.6 kW (9.0 hp) at 3600 rpm
Continuous Rating Output: 5.9 kW (8.0 hp) at 3400 rpm
Maximum Torque: 18.6 Nm (13.7 lb-ft) at 2800 rpm
Fuel Consumption (cruising): 1.0 L/h (0.26 gal/h) at 2600 rpm
Combustion System: Indirect injection with swirl pre-combustion chamber
Aspiration: Naturally aspirated
Rotation (viewed from stern): Counterclockwise (crankshaft rotation)
Emission Compliance: EU RCD 2, BSO II, EMC; US EPA Tier 2
The cylinder block is manufactured from grey cast iron as a single-piece
monobloc casting. The block is a vertical design with integral water
jacket surrounding the cylinder bore. The parent cylinder bore is
machined directly into the cast iron material without replaceable
liners. A counterbalance shaft is housed within the crankcase to reduce
the inherent vibration of single-cylinder operation.
The block incorporates mounting points for the engine feet and the
marine gear adapter. One side of the block carries the raw water pump
and the fuel injection pump. The cylinder block is designed for an 8°
installation angle in the vessel.
Crankshaft: The crankshaft is forged from carbon steel with a single
throw. A counterbalance shaft is chain-driven from the crankshaft to
reduce primary vibration. The flywheel is bolted to the rear flange.
Connecting Rod: Forged steel I-beam design with replaceable bearing
shell at the big end. The small end is bushed with a bronze alloy.
Piston: Cast aluminum alloy with a flat or slightly dished crown. Three
piston rings: two compression rings (top ring chromed) and one oil
control ring. No piston cooling jet is fitted.
The cylinder head is a separate casting manufactured from aluminum alloy
to reduce overall engine mass. The head contains the swirl
pre-combustion chamber (indirect injection system), which is a separate
steel insert forming an ante-chamber where combustion initiates before
expanding into the main cylinder.
The overhead valve arrangement uses a pushrod actuation system with a
camshaft located within the cylinder block. Two valves are present: one
intake valve and one exhaust valve. Valve stems are sealed with rubber
stem seals on the intake side only. The rocker arm assembly is mounted
on a single shaft, with adjustable screw and locknut for valve lash
setting.
The fuel system is an indirect injection architecture using a swirl
pre-combustion chamber. A mechanical inline injection pump, mounted to
the side of the cylinder block, is driven by the camshaft. A mechanical
centrifugal governor maintains engine speed under varying loads. A
diaphragm-type fuel feed pump with a manual primer lever draws fuel from
the tank through a primary water-separating filter.
High-pressure injection line connects the pump to the injector. The
injector nozzle is a pintle type, installed into the cylinder head and
spraying fuel into the pre-combustion chamber insert. Excess fuel
returns to the tank via a leak-off line. The injection timing is set at
16° to 18° BTDC.
The lubrication system is an enclosed forced-feed design. A
trochoid-type oil pump is mounted on the timing gear cover and driven by
the camshaft. The pump draws oil through a suction strainer positioned
in the lower crankcase. Oil passes through a spin-on full-flow filter
mounted externally on the engine block.
A pressure relief valve maintains system pressure. The total oil
capacity is 1.3 L (1.4 qt). The effective oil capacity at an 8° heel
angle (vessel inclination) is 0.6 L (0.63 qt). This reduced effective
capacity requires careful attention to oil levels when the vessel is
underway. The recommended oil classification is API CC or higher.
The cooling system is a direct seawater (raw water) circuit. A
flexible-impeller rubber pump, driven by the crankshaft via a V-belt,
draws seawater through a through-hull fitting and strainer. The seawater
circulates through water jackets within the aluminum cylinder head and
cast iron cylinder block before exiting through the exhaust manifold. A
thermostat located in the cooling water outlet housing regulates flow to
maintain the engine temperature between 60°C and 80°C (140°F to 176°F).
After cooling the engine, seawater is injected into the exhaust elbow to
cool exhaust gases. No heat exchanger or antifreeze circuit is present
in the standard configuration. An optional freshwater cooling conversion
kit using a heat exchanger is available for vessels operating in
saltwater environments.
Timing Drive: A silent timing chain drives the camshaft from the
crankshaft. An automatic chain tensioner maintains proper chain slack.
Separate gear drives power the counterbalance shaft.
Starting System: Dual redundant system. Primary starting: 12 V electric
starter motor (1.0 kW) engaging a ring gear on the flywheel. Secondary
starting: manual recoil starter (pull cord) on the front of the engine
for emergency use.
Charging System: 12 V alternator rated at 40 A (some versions offered 35
A or 60 A).
Exhaust System: A water-cooled exhaust elbow injects seawater into the
exhaust stream before discharge through a gooseneck fitting and
below-waterline exhaust outlet.
Marine Gear Options:
KM2P-1 Reverse Gear: Mechanical cone clutch. Reduction ratios: forward
2.21:1, 2.62:1, or 3.22:1; reverse 3.06:1. Dry weight of gearbox: 10 kg
(22 lb).
SD25 Saildrive: Constant mesh gear with dog clutch, reduction ratio
2.64:1. Designed to mount through the hull with the propeller below the
vessel. Weight with saildrive: 104 kg (229 lb).
Length (engine only): 554 mm (21.8 in)
Width (engine only): 410 mm (16.1 in)
Height (engine only): 485 mm (19.1 in)
Dry Weight (engine only): 71 kg (156 lb)
Dry Weight (with KM2P-1 gear): 81 kg (178 lb)
Dry Weight (with SD25 saildrive): 104 kg (229 lb)
Engine Oil Capacity (total, with filter): 1.3 L (1.4 qt)
Engine Oil Capacity (effective at 8° heel): 0.6 L (0.63 qt)
Oil Grade: SAE 10W-30, 10W-40, or 15W-40 meeting API CC, CD, or CE
Cooling System (seawater): Raw water flow depends on impeller condition
Raw Water Pump Impeller Replacement: Annually or 200 operating hours
Intake Valve Clearance (cold): 0.20 mm (0.008 in)
Exhaust Valve Clearance (cold): 0.20 mm (0.008 in)
Valve Clearance Adjustment Interval: 500 hours or as needed
Oil Change Interval (normal service): 200 hours or annually
Oil Filter Replacement Interval: 200 hours (at each oil change)
Fuel Filter (primary) Replacement: 200 hours
Timing Chain Inspection: 1000 hours; replace if slack exceeds
specification
Idle Speed (in neutral): 800 rpm to 850 rpm
Thermostat Opening Temperature: 60°C (140°F); 80°C (176°F)
Compression Pressure (minimum): 2.7 MPa (390 psi) at cranking speed
Cylinder Head Bolts (M10), Stage 1: 20 Nm (15 lb-ft)
Cylinder Head Bolts (M10), Stage 2: 45 Nm (33 lb-ft)
Cylinder Head Bolts (M10), Stage 3: 65 Nm (48 lb-ft)
Main Bearing Cap Bolts: 50 Nm (37 lb-ft)
Connecting Rod Cap Nuts: 25 Nm (18 lb-ft)
Crankshaft Pulley Bolt (center): 40 Nm (30 lb-ft)
Flywheel Bolts (to crankshaft): 55 Nm (41 lb-ft)
Rocker Arm Shaft Support Bolts: 20 Nm (15 lb-ft)
Rocker Arm Adjuster Locknut: 10 Nm (7 lb-ft)
Injection Pump Mounting Nuts: 18 Nm (13 lb-ft)
Injector Clamp Bolt: 18 Nm (13 lb-ft)
Intake Manifold Bolts: 15 Nm (11 lb-ft)
Exhaust Manifold Nuts: 15 Nm (11 lb-ft)
Oil Pan Bolts: 12 Nm (9 lb-ft)
Oil Filter (spin-on): 12 Nm (9 lb-ft)
Starter Motor Mounting Bolts: 25 Nm (18 lb-ft)
Alternator Mounting Bracket Bolts: 25 Nm (18 lb-ft)
Engine Mounting Bolts (to bed): 40 Nm (30 lb-ft)
The Yanmar 1GM10 is installed as auxiliary propulsion in small marine
vessels.
Sailboats (up to 27 ft / 8.2 m LOA):
Albin Vega 27
Bayfield 25
Beneteau First 235
Cal 25
Catalina 22 and 25
Contessa 26
Hunter 25.5
Islander 24
J/24
O'Day 23 and 25
Pearson 26
Tanzer 22
Powerboats and Motor Cruisers:
Small displacement hulls up to 7 m (23 ft)
Daysailers
Pocket cruisers
Drive Configurations: KM2P-1 Mechanical Reverse Gear: Standard propeller
shaft drive with reduction ratios for various propeller sizes and vessel
displacements
SD25 Saildrive: Low-profile saildrive unit for sailing yachts, reducing
hull penetration and vibration compared to a traditional shaft.
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