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Westerbeke Diesel 12d Two Technical Manual




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NAVSEA WITH CHANGE 3
NAVSEA WESTERBEKE DIESEL
MODEL 14088
ENGINE SERVICE MANUAL
DEPARTMENT OF THE NAVY
NAVAL SEA SYSTEMS WESTERBEKE CORPORATION
MYLES STANDISH INDUSTRIAL PARK 23 FEBRUARY 1967
150 JOHN HANCOCK ROAD TAUNTON MA 027807319
CHANGE 3 1 JUNE 1980
NAVSEA NAVSEA WITH CHANGE 3
NAVSEA WESTERBEKE DIESEL
MODEL 14088
ENGINE SERVICE MANUAL
DEPARTMENT OF THE NAVY
NAVAL SEA SYSTEMS WESTERBEKE CORPORATION
MYLES STANDISH INDUSTRIAL PARK 23 FEBRUARY 1967
150 JOHN HANCOCK ROAD TAUNTON MA 027807319
CHANGE 3 1 JUNE 1980
NAVSEA APPROVAL AND PROCUREMENT RECORD
BASIC APPROVAL DATA FOR NAVSHIPS MANUAL WESTERBEKE DIESEL MODEL AUTHORITY Letter 23 February 1967 BuShips NObs4989 Sere 6146157
Letter 1 May 1967 SPCC Contract N10418261A
Letter 18 July 1967 SuShips Jacksonville Sere 2401383
Letter 18 April 1969 SuShips Seattle Sere 6235361942
Letter 19 January 1970 SPCC Contract Letter 7 October 1970 SuShips Seattle Sere 5364696
Letter 6 April 1971 SPCC Letter 20 February 1974 SPCC Letter 22 November 1976 SPCC
Mechanicsburg Letter 10 October 1979 SPCC Mechanicsburg CONTRACT VESSELS QUANTITY
BUILDING
OR ORDER APPLICABLE OF MANUALS 26 1 MWB 188 Miami Beach Yacht Corp
Order No 2190N Miami Beach 26 1 MWB 134 SPCC
26 1 MWB 218 AeroMar Plastics Div
Miami Beach Yacht 26 1 MWB 52 SPCC 26 1 MWB 230 Uniflite Inc
Bellingham 26 1 MWB 140 SPCC 26 1 MWB 6 SPCC 26 1 MWB
30 SPCC 26 1 1 W B 112 Unif1ite Inc
DSA 70071 C8251 26 1 MWB 58 DSA Columbus Ohio
DSA 70071 C9054 26 1 MWB 138 DSA Columbus 26 1 MWB 80 Unif1ite 26 1
MWB 50 SPCC 26 1 MWB 50 SPCC 26 1 MWB 80 Uni
f1 ite 26 1 MWB 40 SPCC 26 1 MWB 46 Unif1 ite 26 1 MWB
26 Unif1ite 26 1 MWB 86 SPCC 26 1 MWB 104 Mason Boats
26 1 MWB 102 SPCC DATE 1 JUNE 1980
It is hereby certified that NAVSEA 09410148010 to be provided under the has been approved by the approval data shown above
H WESTERBEKE CORPORATIO
Avon Massachusetts 02322
LIST OF EFFECTIVE PAGES
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INDEX
TAB SECTION PAGE
Titl e Page
Approval and Procurement Record
List of Effective Pages
1 Index
Tab 3 Sectional IndexGeneral Section
4 Software Notice
5 Introduction
6 Photographs
13 Installation Drawing
15 Installation of Engine
22 Starting Engine the First Time
24 Operating Engine
25 Precautions
26 Fault Diagnosis
28 Do and Do Nots
29 Periodical Attention
32 ENGINE OVERHAUL
A Engine Description
B Technical Data Torque
C Approved Engine Service Tools
o Fault Diagnosis
E Cyl i nder Head
F Pistons and Connecting Rods
G Cylinder Block and Liners
H Crankshaft and Main Bearings
J Flywheel and Housing
K Timing Case and Drive
L Timing
M Lubrication
N Internal Cooling System
P Fuel System
Tab OTHER OVERHAUL
Q Electrical System
Q1 Delco Remy Generator and Regulator
Q13 Motorola Alternator and Regulator
Q17 Delco Remy Starter Motor
R Cooling System External
S Transmission Paragon P220
Tab V SERVICE BULLETINS
Tab X PARTS LIST
SECTION Introduction Operation
Installation OVERHAUL
Marine Engine Electrical System
Cooling System External
LIST
IMPORTANT
PRODUCT SOFTWARE software of all kinds such as product software Such software may be
brochures drawings technical data outdated and no longer accurate and workshop manuals parts changes made by Westerbekes and parts price
lists and other of which Westerbeke rarely has instructions and specifi in advance are frequently not provided from sources other
in the suppliers software until after
than Westerbeke is not within Wester such changes take place
bekes control and accordingly is
provided to Westerbeke customers only Westerbeke customers should also keep in
as a courtesy and service WESTERBEKE mind the time span between printings of
CANNOT BE RESPONSIBLE FOR THE CONTENT Westerbeke product software and the
OF SUCH SOFTHARE MAKES NO WARRANTIES unavoidable existence of earlier non
OR WITH RESPECT THERETO current Westerbeke software editions in
INCLUDING THE ACCURACY TIMELINESS OR the field Additionally most THEREOF AND WILL IN NO beke products include BE LIABLE FOR ANY TYPE OF
DAMAGES special features that frequently do not
OR INJURY INCURRED IN CONNECTION WITH include complete ARISING OUT OF THE FURNISHING OR
USE OF SUCH SOFTWARE In sum product software provided with
Westerbeke products whether from Wester
For example components and subassemb beke or other suppliers must not and
lies incorporated in Westerbekes cannot be relied upon exclusively as the
products and supplied by others such definitive authority on the respective
as engine blocks fuel systems and com product It not only makes good electrical com but is imperative that pumps and other products
of Westerbeke or the
are generally supported by their manu supplier in question be consulted to
facturers with their own software and determine the accuracy and currency of
Westerbeke must depend on such software the product software being consulted
for the design of Westerbekes own by the customer
manual describes the operation adjustment and maintenance of Whaleboat Marine Diesel Engine and is designed to be a guide for
those concerned with the operation and maintenance of these diesels This
engine incorporates a basic engine model known variously as 499 4107 and
4108 You will notice continual references to these three model the workshop portion of this manual They are used to the three major engineering
changes already made to the engine
The diesel engine closely resembles the gasoline engine inasmuch as the mech
anism is essentially the same Its cylinders are arranged above its its crankshaft is one of the same general type as that of a it has the same sort
of valves camshaft pistons connecting rods system and reverse and reduction gear
There it follows to a great extent that it requires the same treatment as that
which any intelligent and careful operator would give to a gasoline engine and
that gross negligence such as running the engine short of oil with sludged oil
dirty filters or with water boiling will have the same expensive diesel engine does differ from the gasoline engine however in the method
of handling and firing its fuel Carburetor and ignition system are done away
with and in its place is a single component the Fuel Injection Pump the functions of care and attention at the factory have resulted in an engine
able of many hundreds of hours of service What the manufacturer however is the treatment the product will receive in service This
part rests with you
Whenever service parts are ordered always give complete description and part
numbers with engine model and serial number as an example
Please supply
For Whaleboat Marine Engine No ED7153480
10 of 15559 Oil Filter engine number is stamped on the starboard side of the engine on the forward
end of the Camshaft Chamber and on the port side of the engine near the fuel
pump
FUEL OIL LIFT PUMP
SECONDARY FUEL FILTER
CONNECTION FOR
CYLINDER BLOCK WATER DRAIN GENERATOR
SHIELDED CONDUIT
TACHOMEHR DRIVE
CONNECTOR
LUBE OIL DIPSTICK
OIL COOLER
LUBE OIL LINES TO IPI FOR SUMP PUMP HOSE
AND FROM Fig lStarboard Side of Model Fourl07
cAnAuT MANIFOLD
EXHAUST UNDER T
WATER TANK
REVERSE GEAR
FUEL INJECTION PUMP SHIFTING LEVER
REVERSE GEAR DIPSTICK
LUBE OIL FILTER
STARTING MOTOR
SOLENOID
MOUNTING RAIL
LUBE OIL INOUT FITTING STARTING MOTOR
Fig 2Port View of HEAT HYDRAULIC REVERSE GEAR
REDUCTION GEAR
Fig 3Rear Starboard View Looking at 9
INJECTION NOZZLES
REAR LIFTING RING
FUEL PIPES
FILTER TO PUM
HEA T EXCHANGER DRAIN
Fig 4Rear Port View Looking at FRESH WATER FILLER CAP
FRESH WATER PUMP
BILGE PUMP
Fig 5Front Starboard View of Engine
r FRESH WATER PUMP
FRONT LIFTING RING
FRESH WATER PULLEY
SEA WATER LINE
BilGE PUMP
Fig 6Front Port View of Engine
FOREWORD
to the rings and the engine lifted by means
Since the boats in which these engines are used
of a tackle attached to this short sling The lifting
have been designed by engineers of the US
rings have been designed to carry the every detail of the engine installation is
of the engine therefore auxiliary slings are not
provided for in the plans and checked by US
required or Inspectors
The general rule in moving engines is to see that
The following outline of general procedure is
all equipment used is amply strong and because it is valuable in explaining the
fixed in place Move the engine a little at a
functions of each component the reasons why
time and see that it is firmly supported Elim
the precautions to be watched and the rela
inate possibility of accidents by avoiding of the installation to the operation of
Do not lift from the propeller coupling or pry
the engine
against this with crowbar as you may distort
There are details of the installation which should the coupling
be checked periodically and regarding which In some cases it may be necessary to lift the
the operator should have a thorough under engine in other than the regular horizontal to insure good operating conditions for tion It
may be that the engine must be lowered
the engine and to insure correct procedure in endwise through a small hatchway which the engine be made larger
If the opening is extremely
restricted it is possible to reduce to some extent
INSPECTION OF SHIPMENT the outside clearances such as generator cool
The engine is shipped from the factory mounted ing piping water tank filters mounting lugs
upon heavy skids and properly crated Acces etc This accessory equipment should be re
sory equipment is shipped in a separate small moved by a competent mechanic and special
box usually packed with the engine crate Im care should be taken to avoid damage to any
mediately upon arrival the shipment should be exposed parts or the entrance of dirt where
openings have been made The parts wh ich
inspected for possible accidental damage in tran
have been removed should be returned to posi
sit and for any possible shortage in parts and
tion as soon as the restricted opening has Before accepting any shipment from
passed
the company check with the pack
ing list and if any shortage or damage is noted In case it is necessary to hoist the engine either
file claim with the agent before accepting ship front end upwards or reverse gear end up
ment reporting same to the shipper wards the attachment of slings must be done
very carefully to avoid the possibility of the engine for loose nuts or screws to the parts on which the weight may come frequently loosens
th ings on a is best if special rigging work be done by some
new engine on account of gasket shrinkage one experienced and competent in the down cylinder head This should be of heavy before
starting the engine and again while
it is hot after running for a few hours Start at ENGINE BOLTS
center of head then work out toward sides and It is recommended that 12 lag bolts taking onehalf turn on each nut Repeat of bronze be
used through the engine process in the same order until all nuts are brackets Bolt holes are drilled 916 Lag
tight Refer to page E 9 screws are less preferred because their hold on
the wood is weakened every time they are
RIGGING AND LlFnNG moved whereas the lag bolt stays in position
and the nut on top is used to tighten the engine
The engine is fitted with two lifting rings de down or is removed to permit the engine to be
signed so that the engine may be lifted without lifted The bolt itself stays in position at all
damage Location of these is shown in Fig 4 times as a stud and the bond between the bolt
and 6 Rope or chain slings should be attached and the wood is not weakened by its removal
ated in the water It is therefore very important
PROPELLER COUPLING
to check the engine alignment at frequent inter
Each Westerbeke Diesel engine is regularly fitted vals and to correct any errors when they may
with a suitable coupling for connecting the prop appear
eller shaft to the engine
Misalignment between the engine and the pro
The coupling must not only transmit the power peller shaft is the cause of troubles which are
of the engine to turn the shaft but must also blamed often on other causes It will the thrust either ahead or astern from excessive
vibration loss of power and speed
the shaft to the thrust bearing which is built excessive bearing wear rapid shaft wear and
into the reduction gear housing of the engine will in many cases reduce the life of the hull
This coupling is very carefully machined for by loosening the hull fastenings A bent pro
accurate fit peller shaft will have exactly the same effect
and it is therefore necessary to be very careful
For this engine model with 216 1 drive ratio
that the propeller shaft itself be perfectly straight
the propeller half coupling is bored for 138
shaft The coupling has keyway with set screw It is recommended that approximately 12 be
and a square key is supplied with loose equip allowed for the use of shims between the engine
ment shipped for the engine mounting feet and the engine bed It is also
recommended that the top of the engine bed be
The forward end of the propeller shaft has a long
fitted with a steel plate or angle iron to keyway Any burrs should be removed
the shims from sinking into the wood under pres
from the shaft end The coupling should be a
sure A perfect alignment is no easy to drive fit on the shaft and the shaft should
It is the result of careful painstaking effort and
not have to be scraped down or filed in order
the reward in the way of a smooth running in
to get a fit It is important that the key be
stallation is well worth the effort Before fitted both to the shaft and the coup
the work of alignment a number of shims should
ling The key should fit the side of the keyway
be cut these shims should be in various thick
very closely but should not touch the top of the
nesses so that the motor can finally be set at
keyway in the hub of the coupling
exactly the right elevation Temporary shims
If it seems difficult to drive the coupling over may be cut from hard wood and used to obtain
the shaft the coupling can be expanded by the preliminary alignment These in a pail of boiling water The face shims can then be
replaced by permanent cat
of the propeller coupling must be exactly per iron or sheet metal shims which will exactly to the centerline or axis of the pro the space
between the underside of the mount
peller shaft ing lugs and the top part of the engine bed
The engine should be moved around on the bed
PROPELLER
and supported on the screwjacks or shims until
The type and size of propeller is indicated in the two halves of the couplings can be brought
Navy selected to fit the applica together without using force and so that the
tion and based upon boat tests To utilize the flanges meet evenly all around It is best not
full power of the engine and to achieve ideal to drill the foundation for the foundation bolts
loading conditions it is desirable to use a pro until the approximate alignment has been ac
peller which will permit the engine to reach its curately determined Onehalf inch diameter
full rated speed of 2400 rpm on full throttle lag bolts should be used for the holddown bolts
This can be determined only by actual trials of
Never attempt a final alignment with the boat
the pilot model
on land The boat should be in the water and
have had an opportunity to soak up somewhat
ALIGNMENT OF ENGINE
so that it is as near as possible to its final water
The engine must be properly and exactly aligned form It is best to do the alignment with the fuel
with the propeller shaft No matter what ma and water tank about half full and all the usual
terial is used to build a boat it will be found to equipment on board Take plenty of time in
be flexible to some extent and the boat hull will making this alignment and do not be its shape to a greater extent than is with anything
less than perfect results The
usually realized when it is launched and oper alignment is correct when the shaft can be
slipped backwards and forward into the counter
bore very easily and when a feeler gauge in
dicates that the flanges come exactly together
at all points The two halves of the must be parallel within 002 inch If
an 003 feeler gauge can be inserted align
ment is way to check the flange alignment is
to use slips of paper for indicating shims Align
ment is satisfactory when the same pull is re
quired to remove all pieces of paper when the
coupling flanges are brought together
In making the final check for alignment the en
gine half coupling should be held in one posi
tion and the alignment with the propeller coup
ling tested with the propeller coupling in each
of four positions rotated 90 degrees between Fig 8Exhaust Manifold and Elbow
each pos ition Th is last test wi II a Iso ch eck whe
ther the propeller half coupling is in exact align The exhaust goose neck is attached to the aft
ment on its shaft Then keeping the propeller end of the exhaust manifold with an in one position the alignment should be flange
gasket between the end of the rotating the engine half coupling to full and the flange of the goose neck The rear end
position each 90 degrees from the next one of the exhaust goose neck has a cast round sur
face over which an exhaust hose is connected
The engine alignment should be rechecked after and clamped and the exhaust hose continues
the boat has been in service for one to th ree bock to connect with tubing which carries ex
weeks and if necessary the alignment remade haust line gases and exhaust line cooling water
It will usually be found that the engine is no
in alignment This is not because the
work was improperly done at first but because The Exhaust Goose Neck is internally water
the boot has taken some time to take its final jacketed for cooling and the water for cooling
shope and the engine bed and engine stringers is supplied by the sea water pump through the
have probably absorbed some moisture It heat exchanger The cooling water enters into
may even be necessary to realign at a further the exhaust goose neck at a 34 pipe hole
in the center section and fills the internal
cavities and is allowed to flow out of internal
The coupling should always be opened up and openings in the aft end of the goose neck and
the bolts removed whenever the boat is hauled the cooling water and exhaust gases are carried
out or moved from the land to the water The out overboard There is an internal dam of the boat often puts a very severe wall
that prevents water from flowing back into
strain on the shaft or the coupling or both when the exhaust manifold that could cause internal
it is being moved In some cases the shaft has damage to the engine There is an 18 pipe
actually been bent by these strains This does thread drain hole on the bottom of the casting
not apply to small boats that are hauled out of
the water when not in use unless they are dry The exhaust pipe must be of sufficient size to
for a considerable time handle the exhaust gases from the engine prop
erly The size of the pipe should never be made
smaller than the opening on the exhaust elbow
EXHAUST SYSTEM
The exhaust manifold is a onepiece costing INTAKE SCOOP AND PIPING
water cooled to which is attached at the after Intake scoop and piping for the sea water pump
end an exhaust Goose Neck elbow This elbow must be provided Use 1 scoop and 1 piping
has a connection to take the cooling sea water from scoop to pump reducing to 34 at pump
after it passes through the heat exchanger and inlet Hose is not satisfactory for this intake
then it is directed for cooling the exhaust pipe line unless it is reinforced hose
FUEL
LIFT
ntrEe PUMP
4 4
r r r
4 V
tpRJMAe1
3 s i liTa
4 I 4
FlL MP FueL
Fig 9Fuel System Diagram
COOLING WATER PIPING A fuel filter is mounted on the engine
The Westerbeke Four107 Diese I is fresh water
between the fuel lift pump and the in
cooled utilizing what is known as a closed sys jection pump It contains a wherein the fresh water is circulated by a
cartridge see Maintenance pump through a circuit consisting of
An optional primary fuel cylinder block exhaust manifold oil cool separator may be installed between the
er and heat exchanger The heat exchanger is in
fuel tank and the fuel lift pump Con
turn cooled by the sea water pump nection for the fuel supply line is on
the fuel lift pump which has a hand
FUEL SUPPLY primer required for filling the fuel
supply lines and the filters and for
To insure satisfactory operation a Diesel engine purging the system of air when the
must have a dependable supply of clean fuel oil engine is started for the first time
For this reason cleanliness and care are es or whenever the system has been important at the time when the fuel
for any reason
tank is installed because dirt left anywhere in
the fuel lines or tank will certainly cause fouling FUEL PIPING
of injector nozzles when the engine is started
The use of extra large copper tubing is the first time
We recommend 38 00 brass annealed cop
In the Westerbeke Diesel fuel system an excess per tubing together with flared tube fittings
of fuel oil is supplied to the injection pump by both for the supply line and the return line
a fuel lift pump and the oversupply which is not Run the tubing in the longest pieces for injection to the engine is
returned to avoid the use of unnecessary fittings and
to the fuel tank connectors The shut off valve in the line be
tween the fuel tank and engine should be of the
fuel oil type and it is important that all joints
be free of pressure leaks
Kep fuel lines as far as possible from exhaust
pipe for minimum temperature to eliminate
vaDor lock
It is possible to use standard brass pipe and
fittings however when standard straight pipe
with threaded connections on standard fittings
are used there is always the complication of
difficulties due to the number of joints which
must be kept tight in service and which may be
loosened by vibration Do not use copper or
brass pipe with the soldered type of fittings on
a fuel line installation Tubing with flared fittings
is best
The fuel piping leading from the tank to the
ngine compartment should always be securely
anchored to prevent chafing Fig lOSpray Starting System
tubing is secured by means of copper straps
The final length next to the engine should have
a loop in the tubing to prevent the possibility 5 Tubing Cut black tubing with sharp knife
of a break caused by metal fatigue from normal or shears not diagonal cutters as this may
engine movement close the hole Joints are made by pushing
clear plastic tube over end of black tube
COLD STARTING EQUIPMENT about 34 that has been previously wiped
For cold weather operation a Spray Priming clean with laquer thinner lacquer thinner
System cold starting aid is supplied This is also aids as lubricant for inserting black
recommended for use at temperatures below tubing Hold clear tube protruding from
t40 0 F as it provides quick starting and thus bottom of main unit firmly in one hand
saves the battery The slide brass sleeve to center of joint
This sleeve must not be pulled over joint
Mounting screws and 10 feet of nylon tubing without holding clear tube or unit will be
are packaged with loose shipping equipment damaged All tubing should be properly
1 Nozzle The nozzle should be installed in supported to avoid excess vibration and
the intake manifold in the hole provided contact with the exhaust system
Installation of nozzle in such position to dis STARTING FLUID The spray priming system
charge into a single cylinder should be is designed to function with Spray Starting Fluid
avoided made by Spray Products Corp and is available
under Federal Stock Number 2 Main Unit Select mounting location where
temperature does not exceed 190 0 F and
ELECTRICAL SYSTEM
as close to nozzle as possible as greater
efficiency is achieved by keeping fluid line All electrical accessories on the
short The main unit should be installed on engine operate on an ungrounded 24 yo
the bulkhead rather than directly on engine system Engines were originally
3 Actuator Select suitable location on or equipped with a DelcoRemy generator
near instrument panel Drill center hole rated at 500 watts 24 Yolt 18 amperes
1316 diameter dia which is no longer in production
meter Attach with 16 round head screws Since 1976 this has been replaced with
included Apply decal below bottom on a Motorola alternator The connections
clean surface with the Delco generator should be
4 Connections A tube is run from the actua
completed as indicated on the wiring
tor to tube protruding from top of main
diagram on the next page The connec
unit The starting tube goes between dis
tions with the Motorola alternator
should be as indicated on the wiring
charge nozzle and clear tube protruding
from bottom of main unit
diagram on page Q16
24 V ACe
5TATe
BUTTOJ
l
Sl 7
J j
1
SlAETe
12 V
12 V
8ATTRI i MTTY
Fig llWiring Diagram
DelcoRemy relay starting switch is mounted on The current and voltage regulator supplied with
cranking motor One cable from the battery loose equipment is to be mounted off the en
should be connected to one terminal of the gine in a vertical position terminals switch and the other battery cable
connected as shown in the wiring diagram to
should be grounded to the cranking motor as the ammeter and the battery leads are Plan the installation so as to locate
indicated from the regulator to the battery as close as possible to the cranking and these wires should be enclosed in metal
motor to keep the battery cables short so that conduit Coupling for this conduit is supplied
the heavy current will not have to pass through on the generator as shown in Fig 1
an unnecessary long length of cable with current loss
The water temperature gauge is connected by
capillary tubing with its recording element in
serted in 12 IPS tapped hole in front of
cylinder head
The oil pressure gauge should be connected to
the takeoff fitting on the side of the block Use
14 tubing anchored with tape to prevent chaf
ing and with either a loop in the tubing at the
engine end or a short section of flexible hose
tube to prevent possibility of breakage due to
metal fatigue from normal engine movement
The ammeter shows the rate of charge or dis
charge from the battery Connect it as shown
in wiring diagram on previous page
The hydraulic gear oil pressure should be con
nected at the 14 IPS tapping on left side of
reverse gear as shown in detail C on instal
lati0r drqwing
CONTROLS
All parts of the control mechanism should be
strong and sturdy and a short as possible Allow
plenty of travel on all levers for full operation
without lost motion
Fig 12lnstrument Panel
Hydraulic Control Lever On the INSTRUMENT PANEL mission a small lever operates the selector valve
located on top of the transmission housing In
The instrument panel shown in Fig 12 has
the installation this is connected for remote mounted in a panel plate which is
trol by a flexible sheather cable leading to con
mounted on the bulkhead The following in
trol quadrant at pilot are included
The tachometer is the largest instrument This The control lever on transmission has three a continuous reading in crankshaft re positions
with detents corresponding to per minute and is driven from the Neutral and Reverse Control cable should not
camshaft at 12 crankshaft speed The takeoff be led through any sharp bends and the sec
shown in Fig 2 is located under generator tion at engine end should be securely with the tachometer head by a lengt on the engine rather
than off the engine After
of sheathed cable linkage is completed check the installation for
The oil temperature gauge is connected by cap full travel making sure that when the tubing with its recording element inserted quadrant is in
forward position the control lever
in 12 IP tapped hole at the bottom of the on transmission is on the forward detent or
oil pan against the stop pad on cover plate
TABULATION OF ENGINE INSTRUMENTS CONTRACTOR SUPPLIED
PART NAME MANUFACTURER MFRS PART I Stewart Warner 531R
02500 RPM
EnQine Oil Pressure Stewart Warner 360AD 080 Lbs
Gear Oil Pressure Stewart Warner 360BX 0300 Lbs
Fresh Water Temperature Stewart Warner 361L 72 60240
Ammeter Stewart Warner 359L Oil Cooler Stewart Warner
361A 72 STARTING ENGINE THE FIRST TIME
The engine is shipped dry that is with lubrica
CRANKCASE OIL FILLER ting oil drained from crankcase and transmis
USE NAVY SYMBOL 9250 SAE 30
sion The following items should be checked
methodically before starting engine the firsttime
Check Lubricating Oil in Engine Fill crankcase
with Diesel lubricating oil SAE 30 to the high
level mark on depth stick Use Mlll90008 symbol 9250
Check Lubricating Oil in Transmission The clutch
and reverse gear assembly is a separate unit
and carries its own lubrication Fill housing
through filler tube to high level mark on depth
Fig 13Location of Crankcase Oil Filler gauge with oil of SAE No 30 viscosity Navy
symbol same as for crankcase oil
Check Fuel Supply Fill the fuel tanks with clean
Diesel fuel oil open valves in fuel lines Use
Navy Spec MllF16884 Fuel Oil
Check Fresh Water Supply Fill fresh water
expansion tank with clean water or antifreeze
solution up to about one inch from top of tank
Check Storage Batteries Make sure that storage
batteries are filled with water level at least
38 above the plates and fully charged to be
capable of the extra effort that may be required
on first start Proper specific gravity is 1220
1280 Make sure that cable connections are
clean and tight
Priming the Fuel System In the case of a new
engine or an engine that has been standing idle
Fig 14Location of Oil Depth Gauge for any length of time it is important that the
fuel system be bled A typical fuel system is
shown in Fig 17
To bleed the system proceed as follows loosen
TRANSMISSION OIL
DEPTH GAUGE the air vent screw A on the top of the control
OIL FILLER gear 15Location of Transmission Oil Filler and Breather
Fig 16 Fill Fresh Water Tank
1 Fuel Tank
2 Primary Fuel Filte
3 Fuel Lift Pump
4 Secondary Fuel Filter
S Fuel Injedion Pump
6 Injection Nozzles
Fig 17 Fuel one of the two hydraulic head locking Final CheckOver Make a careful overall in
screws 8 on the side of the pump body spection See that no loose tools or parts are
left lying on or near the by two or three turns the vent plug
on top of the secondary fuel filter C Starting The Engine If the engine is warm and
has only been stopped for a little while with the
Operate the priming lever of the fuel lift feed reverse gear lever in neutral place the throttle
pump and when fuel free from air bubbles is in the fully open position and engage the starting
sues from each venting point tighten the screws motor with the starter switch
in the following order
COLD STARTING AID
I Filter cover vent screw C
2 Head Locking Screw 8 Operating Instrudions
3 Governor vent screw A I Remove cap and button from can of Spray
Starting Fluid lift handle of main unit
Loosen the pipe union nut 0 at the pump inlet Hold can in vertical position and the priming devise and retighten when
with lifting and twisting motion to insert
oil free from air bubbles issues from around spout of can into fluid tight 0 ring seal
the threads Do Not Forcel Push handle down into
Loosen the unions at the nozzle ends of two of position and the Spray Priming System is
the high pressure pipes ready for use
2 When ready to start push actuator button
Set the throttle at fully open position and make a full stroke while counting to five this is
sure that the stop control is in the run equivalent to five seconds and Now
continue starting procedure in usual
manner If engine falters after the engine until fuel oil free from air
actuator button can be pushed again a
bubbles issues from both fuel pipes
partial stroke to provide injection of a mi
nute amount of Spray Starting Fluid to
Tighten the unions on the fuel pipes and the
effect smooth operation Starting is ready for starting
may be modified to use longer or shorter
It should be noted that if the cam on the cam injection period depending on driving the fuel lift pump is on maximum 3
Spray Starting Fluid may be kept in Spray
lift then it will not be possible to operate the Priming System under any primer If such a condition arises then the and a
can even if empty should always be
engine should be turned until the hand primer in the Spray Priming System to prevent
can be operated drawing dirt into the spray nozzle
DAILY ROUTINE BEFORE STARTING ENGINE
1 Check Fuel Supply Best time to fill fuel
tank is at end of days operation to prevent
condensation from forming in the tank
2 Check Water Level in fresh water tank
Note An air space of about 2 inches below
top of tank is normal
Normal Idling
3 Check Lubricating Oil Levels in engine and
transmission Do not overfill The crank
Fig 190il Pressure Readings
case oil level can be checked with the en
gine either idling or stopped Transmission
oil level can be checked only with engine 4 Recheck Transmission Oil Level Th is ap
stopped plies only subsequent to an oil change or
a new In such case stop the
4 Make visual inspection for loose connec engine after running for a couple of minutes
tions loose nuts leaks etc Wipe off any at 1000 rpm with one shift into forward
oil or dirt and one into reverse then add 0 i I as
necessary
5 Warmup Instrudions As soon as possible
engage the forward clutch and run the en
gine at 800900 rpm until the fresh water
HOW TO START THE ENGINE temperature gauge registers 130150 0 F
Best procedure is to warm up the engine
1 Put Clutch in Neutral move fuel stop to
with the boat securely moored and pro
wide open position and open throttle about
peller turning under power Otherwise
get the boat under way but at reduced
2 Press starter button Never operate the speed un til temperature and pressure
cranking motor continuously for more than gauges show proper readings
15 seconds then allow a two minute cooling
period 6 Prolonged Idling When required to run
engine below 800 rpm for a prolonged time
The engine should start with a few revolutions of increase speed to 1200 rpm for at least
the crankshaft if it has good compression and if three minutes every half hour to accelerate
it is getting fuel If it does not start check for oil circulation and thus to eliminate con
leaks in the fuel lines or at filter gaskets and ditions favorable to sludge and carbon
make sure the filters are full of fuel formation
7 Revene Operation Always reduce speed
WHEN ENGINE STARTS when shifting gears However when the
reverse gear is engaged it will carry full
1 Check Oil Pressure Immediately Normal
engine load
oil pressure is 4045 Ibs at operating
speeds 1020 pounds when idling
HOW TO STOP ENGINE
2 Check Sea Water Flow Look for water at
1 Move throttle lever to idle position
exhaust outlet Do this without delay
2 Pull shutoff knob
3 Recheck Crankcase Oil Level After the
engine has run for 3 or 4 minutes sub Note Whenever convenient it is desirable to
sequent to an oil change or new installa run the engine at idle speed for a few minutes
tion stop the engine and check the crank before shutting it off This permits the water
case oil level This is important to make circulation to dissipate excess heat from the metal
sure that the oil required to fill the engines masses gradually This is also a good time to
internal oil passages and oil filter is com check oil level and to refill fuel tank at end of
pensated for days run
MAINTENANCE OF EQUIPMENT IN COLD maintenance operations must be checked the fuel otherwise this may freeze and stop the
more carefully in cold weather For instance fuel flow
the thermostats and water temperature control Lubricating oil must be watched more be maintained so that the engine iswarmed during cold
weather to be sure that dilution is
up as qUickly as possible and remains at normal not buildin up in the crankcase since during operation all precautions
there may be occasions when
Absence of air in fuel lines is especially impor small amounts of raw fuel will condense and
tant in cold weather starting Bleed the system wash down the cylinder walls This is most
if required likely to occur in engines that do not operate for
extended periods at comparatively high speed
Fuel filters must be checked more often par and temperatures in te crankcase do not the primary stage filter to remove all a point where
these heavy ends oHuel and other
the moisture and condensation separated from contaminants are disposed of
OPERATING Never run engine with water or antifreeze 8 Do not allow fuel to run low because fuel
solution boiling intake may be uncovered long enough to
2 Do not put cold water in an overheated allow air to enter the system resulting in
engine It may crackcyl inder head block lost time required for priming
or manifold
3 Keep intake silencer free from lint or oil
9 Do not be alarmed if temperature gauges
4 Do not run engine at high speed without show a high reading following a sudden
load stop after engine has been operating at full
load This is caused by the release of
5 Never race a cold engine residual heat from the heavy metal masses
6 Keep the engine and its accessories clean near the combustion chamber Prevention
Look for loose connections and loose bolts for this is to run engine at idle for a short
as you clean period before stopping it High tempera
ture reading after a stop does not neces
7 Keep the fuel clean Handle it with extreme
sarily signal alarm against restarting If
care because water and dirt in fuel cause
there is nofunctional difficulty temperatures
more trouble and service interruptions than
will quickly return to normal when engine
any other factor Use clean containers in
is operating
transferring it Use of a funnel with 200
mesh wire screen is FAULT DIAGNOSIS
N
I 01
WILL NOT RUN OTHER FAULTS
I I
WIll NOI SIART
SIOPPID IN US
WIll NOI IURN OVII OIL PlmU11
LOW 01 NIL
HISfIRING
LOSS Of POWII
CAPACITY
IIHING LOW
lUll
IDL6
SnTlNC
IOIIRNAI
BRIAKDOWN L
IAHHID lURING OR
PISION SEIZURI
OR f AILURI
INlEI 01
IXH VALVIS
STICKING
INIICIION
I I I
IIIY IUN VALVIS RINGS SIUCK CYUNDII SHORIAGI lUll PUMP IIHING UFT PUP VALYt OIL
1110 AIR IN
DOWN 110 01 BROliN WORN WORN SUPPID INOPIRATIVI STUCK INADIOUAII
SYSTEM
II II III
II AG LUIRI4 liON lAIR Will
AND IIU
DIRIY
lUll
OIAPHRlG
PUNCTURED OR
LOCK
IAUlIY
AIOHISEIS
COMPRESSIONS
INIICIION
TIMING LA II
DIRTY AIR
ClEANEI
IOUIPMINI VALVE SlICKING
OYIRHIAIING UNSUITABLI
DIRIY LUIRICA TlNG OIL OIL SUL Y WORN HAIN OR
fAILURE U IIARINGS
NOZZlE
STICKING
lURING
HAIN OR 11
PISTOII Him
VALll
11 1
11
WAIER SUPL Y WAIIR PUMP WAIIR PUMP ILOW OISlRUCIID PUMP DRIVE SHORTAG
SUCIION DIITY REPLACIMENT PISlON SliCKING 1I0llN VALll
IESlRllID fAILURE DIIVI IAILURI 01 RISTRICTED PIPE
LEAK fUll FlmD WITH INADIQUAll VALVE SPIING
lOP CUARANCE
ILOCIID ILOCIID DIRT IN DIRT IN HAIN WORN HAIN
WlONGLY NOULE MEIDL MOULE NEIDLE INIECTING HOlE SNlN
SUHP fULL fLOW fIlTEI RIlIEf RIlIEf VALVE RllIEf VALVE
SU STUCK OPU STucr SHUT ILOCICED lIOIE
lUINEI FIllER VALVE
The main value of this chart is to help maintenance staff to
consider any engine fault with which they are confronted in a
logical and organised manner Prevention is better than curt
but if the fault has not been prevented find it on this chart and
follow it back to its cause
FAULT Starting Sticking Rockers
No Fuel at Injection Nozzles If the rockers stick the cause may be the use of
unsuitable oil shortage of oil or sludging Use
a No fuel in tank
only oil of an approved type If there is a
b Fuel lift pump not working
shortage of lubricnnt the passages and pipes
c Loose connections in the fuel system
to and from the camshaft reducer should be
d Air in the fuel system Trace from suction
checked
side
Go over the whole of the above and make sure
that the injection nozzles are fully primed and
Fuel Oil
working correctly
It is essential to use clean fuel oil free from
water dirt or sand The recommended Not Being Turned Over Fast Enough
cation for fuel is given on page B 11 in cold weather clean fuel is used no trouble should be ex
perienced with the fuel system but dirty oil will
a Lubricating oil too thick
lead to trouble due to choked pipes choked
b Battery not fully charged Fit fully charged
filters damaged fuel pump and injection nozzles
battery
If the engine tends to run well for a short period
c Enginegummy the cold
and then to die away or stop altogether the fuel
system should immediately be Nozzles Faulty The trouble may be due to the lift pump not
Test nozzle by removing it from the cylinder working properly to a loose pipe joint air to get
into the fuel system to a dirty fuel
filter or a choked fuel pipe The prefilter pipes on other nozzles while making be cleaned by washing in clean fuel oil but the
this test final filter should not need attention more than
once in 250 hours when a completely new filter
element should be fitted If the conditions lead
Sticking Valves
to dust or contamination of the fuel with sticking valves may be due to over the maintenance the result of choked injection nozzles
or the use of unsuitable lubricating oil
Air Cleaner
Test the injection nozzles as recommended on
page P 6 and clean them if necessary In accordance with periodical attentions clean
The lubricating oil used should be of an approved the filtering gauze in kerosene or fuel oil
type For maintenance instructions see Filters
DO AND DO NOT
DO KEEP THE ENGINE CLEAN DO make sure that the pressurised filler cap is
removed when draining the cooling system
DO keep this book where it is conveniently
accessible DO close these drain cocks and refill with water
before attempting to restart next morning
DO pay particular attention to lubrication
DO when in doubt read this Manual
DO use only approved grades of lubricating
oil DO if the engine is to be laid up for a period
of ome months carry out the procedure
DO use only GENUINE FACTORY PARTS
keep all bolts and nuts tight
DO eliminate all air from the fuel system and
keep all fuel oil unions AIRTIGHT
DO NOT neglect the routine attentions specified
DO examine engine oil level in sump daily
in this section
and replenish if necessary
DO NOT race the engine in neutral
DO completely change oil in accordance with
periodical attentions DO NOT run the engine un I e s s the gauge
DO renew element in lubricating oil filter in SHOWS OIL PRESSURE
accordance with periodical attentions DO NOT unnecessarily interfere with any ad
justments
DO check oil flow to rocker arms and examine
the valve springs in accordance with pe DO NOT break the fuel pump seals remember
riodical attentions if broken your Guarantee may be void
DO use only filtered fuel oil Never tip into DO NOT continue to run the engine if the cool
the tank a halfempty barrel of fuel oil ing water boils
the bung of which may have been out for
DO NOT forget to keep the belts adjusted
weeks
DO keep a check on the temperature of the DO NOT continue to run the engine if black
cooling water It should not be allowed ta smoke is coming from the exhaust
boil The normal running temperature is
DO NOT if tbe engine stops without apparent
170 0 F but where a pressurised header
reason fail to make sure first of all
tank filler cap is fitted then the coolant
that fuel is reaching the fuel pump
temperature will be slightly higher
DO NOT omit to wipe the engine over occasion
DO attend immediately to fuel and lubricating
ally with a clean rag
oil leaks
DO NOT take the fuel pump to pieces
DO grind in valves when necessary
DO NOT use cotton waste or any fluffy cloth
DO check valve clearance from time to time
when clean ing
010 in with warm engine
DO NOT use any but approved brands of lub
DO tighten cylinder head nuts in correct order
ricating oil
see page E 7
DO NOT store fuel oil in a quote engine number when ordering parts
DO NOT subject any engine to continuous over
DO keep essential parts in stock
loading
DO drain cylinder block if engine is being left
DO NOT guess For add itional information con
idle in frosty weather drain tap on side
tact suppliers of the Marine Craft or
of block
Engine
PERIODICAL CHECKOVER It is recommended therefore that the a customer has taken delivery of his en procedure be
adopted and applied it is advisable in his own interests that a the unit is withdrawn from check over of the engine be carried out 1
Thoroughly clean all external parts of the
after the first 12 hours in service engine
This check over should comprise the following 2 Run the engine until wellwarmed Stop
the engine and drain lubricating oil
1 Drain lubricating oil sump and refill up to sump
the full mark on the dipstick with clean new 3 Drain water from cooling system
oil Do not overfill
4 Renew element in full flow lubricating oil
2 Check and if necessary adjust slow running filte r
speed
5 Clean out engine breathing pipe
3 Check external nuts for tightness
6 After renewing filter element fill sump to
4 Check and adjust valve clearances 010 in correct level with clean new lubricating oil
hot or with a suitable preservative fluid
5 Check fuel pipes from tank to fuel injection 7 Remove nozzles and spray into cylinder
Dump for leaks bores a 18 pint of lubricating oil divided
6 Check for lubricating oil leaks and rectify between the cylinders
if necessa ry 8 Replace nozzles and turn engine slowly
7 Check cooling system for leaks and inspect over water level closed circuit cooling 9 Remove air filter and any
intake pipe which
8 Check generator belt for tension may be fitted between the air filter and air
intake Carefully seal air intake orifice
9 Carry out test to checkgeneral performance with waterproofed adhesive tape or some
of engine other suitable medium
10 Check engine mounting bolts for tightness 10 Remove exhaust pipe and seal opening in
In addition to the above it is recommended that manifold as above
the cylinder head nuts be checked to are tightened to the correct torque 11 0 i s con n e c t battery and store in fully
charged condition Before storing the bat
tery terminals should be treated to maintenance periods should be in with those given on page 33
12 When rubber impeller type water pump is
It is assumed that electrical equipment will have fitted remove water pump end plate and
alreadv been checked for such points as genera pack pump with Texaco Regal Starfak No2
tor rate of charge effectiveness of connections Grease
and ci rcu its etc
The fuel system may either be drained and
charged with a suitable preservative designed
for the prevailing climatic conditions or OF LAIDUP ENGINE natively it may be left primed with normal
fuel oil
Where a craft is to be laidup for several months
it is advisable that some measure of protection Where the latter course is taken it should be
be afforded the engine to make sure that it noted that deterioration of the fuel oil may be
suffers no ill effect during the intervening period occasioned during the months the operations are recommenced is idle
If this occurs the fuel oil may become con gUidance of all users of theabove engines and
taminated with a waxlike substance which will should be followed when putting the clog the fuel filtering arrangement once back into
service follOWing the winter layup
the engine is returned to service period or at any time the fresh water cooling
system has to be refilled The initial before recommencing operations in
of the cooling system will have been of a unit primed with normal fuel oil
to when the engine is first installed by the boat
which has lain idle for several months it is
builder but the air venting check is that the fuel tank be drained
follOWing complete or partial draining for layup
and the interior of the tank thoroughly cleaned
top overhaul or other engine repairs
The fuel oil drained off should be discarded as
unfit for further use To ensure that no air is trapped in the cylinder
block or cylinder head on fresh water cooled
Fuel oil contained in the remainder of the fuel
engines th e follOWing procedure should be
system should also be dispelled and the element
adopted on heat exchanger cooled units
in the final fuel filter renewed folloWing which
the system may then be recharged with fresh 1 Remove the square headed plugs in the
clean fuel oil top faces of the cyl inder head and exhaust
manifold marked 1 2 and 3 in Fig 20 for starting the engine should then
add water steadily to the cooling system
be in accordance with instructions given on page
header tank
2 Replace plug 1 at after end of cylinder head
Note when water appears at this point
Where a preservative is used in the lubricating 3 Start engine and run in neutral at about
oil sump this should be drained off and replaced 700800 rpm
by normal lubricant prior to restarting the en
4 Continue topping up header tank at the end of the storage period In the
plug 2 at forward end of cylinder head and
case of a preservative being utilised to charge
later plug 3 at forward end of exhaust mani
the fuel system this need not necessarily be
fold as the water appears at these points in
drained off before returning the engine to serv
turn Finally topping the header tank to a
ice Therefore when a preservative is used in
level approximately 1 in below the pres
this respect the relevant manufacturers of the
sure cap sealing flange
fluid should be contacted seeking their gUidance
as to whether their product should be drained 5 Recheck for the presence of air at plugs 2
away prior to restarting the engine and 3 by gently unscrewing after engine has
been run at about half throttle for a period
Heat Exchanger Cooled Engines of a few minutes pr if a tendency to over
heat is observed on the first run under
The folloWing instructions are issued for the normal load I EXHAUST MANIFOLD
LD l
VALVE COVER 1
o FILLER
Fig 20Vent Points
FROST PRECAUTIONS b locking of the seal through the freezing of
globules of moisture between the seal against damage by frost should be
the gland
taken if the engine is to be left exposed to in
clement weather either by adequately draining
the water system or where this is not convenient Operators are therefore advised to take these
an antifreeze of reputable make and incorpor precautions when operating in temperatures be
ating a suitable corrosion inhibitor may be used low freezing point
When operating engine at outside 32 of a suitable antifreeze solution I Before starting the engine turn water pump
should be used As these engines are equipped by hand this will indicate if freezing has
with high temperature thermostats a permanent taken place If freezing has taken place
type antifreeze such as etheylene glycol should this should free any ice formation
be used Alcohol solutions cannot be used suc 2 If it is impossible to turn the pump by
cessfully as the alcohol will evaporate creating hand the engine should be filled with warm
a fire hazard and the engine will run hot water
When draining the water circulating system the 3 To avoid this trouble it is advisable when
tap on the cylinder block must be opened This all water has been drained to run the en
tap is on the camshaft side of the cylinder block gine for a few seconds at idling speed thus
near the flywheel housing dispersing any moisture remaining in the
Where a pressurised filler cap is fitted this pump
should be removed before draining the After an antifreeze solution has been used the
When the engine is drained the fresh water cooling system should be thoroughly flushed in
pump is also drained but the rotation of the accordance with the manufacturers may be prevented by before
refilling with normal coolant
a locking of the impeller by ice due to the If the foregoing action is taken no harmful ef
pump hole being blocked by sediment fects should be GENERATOR HAS TWO
GREASE
CUPS TURN DOWN ONE TURN
CHANGE CARTRIDGE IN EVERY 100 HOURS
FUEL OIL FILTER EVERY
250 HOURS
CHANGE CRANKCASE OIL
EVERY 100 HOURS
Fig 21Points of Lubrication Starboard Side
CRANKCASE OIL FILLER
USE NAVY SYMBOL 9250 SAE 30
TRANSMISSION OIL
DEPTH GAUGE
OIL FILLER
oHANGE ELEMENT IN LUBRICATING
OIL FILTER EVERY 100 HOURS
Fig 22Points of Lubrication Port Side
MAINTENANCE SCHEDULE
DAILY EVERY 200 HOURS
Check sea water trainer if there is one Change oil in water level in cool ing system
Check lubricating oil level in crankcase EVERY 250 HOURS
Wash element in primary fuel oil strainer
EVERY 50 HOURS
Change element in secondary fuel oil filter
If fuel contains water or is not clean filters
Check V belts
need to be serviced water level in batteries Proper liquid
Inspect breathers for crankcase and is 1210 1220
sion wash if EVERY 100 HOURS
EVERY 1000 HOURS
Change oil in crankcase Use Navy symbol
9250 oil SAE 30 Oil may be sucked out of Disassemble and clean oil cooler
the dipstick tu be by attach i ng a suction hose of
Check and adjust valves to correct lash
38 over the outside dipstick tube
Check injector elements in lubricating on filter
Check injector spray tips
If equipped with Delco generator turn Check cylinder walls
down two grease cups one firm turn
EVERY 150 HOURS
EVERY 2000 HOURS
Check engine for loose bolts nuts etc
Tighten cylinder head nuts Check air intake silencer Install new piston rings
Check valve clearances and check injector timing Careful examination of entire engine
Check sea water pump for wear or leaks If equipped with Motorola alternator
check brushes and Fig in 26 Motor Whale Boat
FILTER MAINTENANCE
AIR FILTER
The time period for cleaning the air filter de
pends on operating conditions therefore dirty conditions the time limits rec
ommended hereafter for cleaning should correct maintenance of the filter will in reducing bore wear thereby extending
the life of the and wash gauze in clean kerosene every
200 hours An exploded view of the air filter is
shown in Fig 23
FUEL OIL FILTERS
Fuel oil filters are provided as well as a dirt
trap in the fuel tank
The first filter is a gauze trap in the filler of the
fuel tank This must not be removed when fuel
Fig 24Removing Filter Cover Screw
is being poured into the tank
It should be taken out every 500 hours in fuel oil and immediately replaced
This filter should be cleaned every 250 hours
If there is no filter in the filler the fuel should unless the condition of the fuel warrants more
be poured through a fine gauze strainer when regular the tank
After cleaning the bowl ensure that a good
The second filter is the primary fuel filter in joint is made between the top of the bowl in the pipe between the fuel tank the
filter body as leakage of air here may cause
and the fuel lift pump air locks in the fuel system
The third and final filter is a paper element
type filter It is not possible to clean the paper
element It should be renewed every 250 hours
To renew the element
I Unscrew the setscrew in the centre of the
cover See Fig 24
2 Drop filter bowl clear See Fig 25
3 Remove element and discard
4 Before putting new element in position
clean the filter bowl and inspect the relief
valve
5 Ensure that the rubber jOjnts are in good
condition if not replace with new joints
Fig 23Exploded View of Air Filter
After replacing a filter element the following
I Filter Cover
2 Gauze Strainer procedure should be adopted in order to re
3 Filter Securing Clip move any air that may be in the fuel system
LUBRICATING OIL FILTERS
To insure cleanliness of the lubricating oil filters
are fitted to the engine If the periodical atten
tions relating to these filters are carried out
and the correct grade of clean oil is used a very
long life can be obtained from the engine
The first filter is in the sump and is also a gauze
strainer All the oil must pass through this filter
before it reaches the oil pump and is delivered
to the bearings
The second filter is mounted on the side of the
cylinder block The oil passes through this filter
after it has left the oil pump and before it
reaches the bearings The element should not
be cleaned but renewed every 100 hours
To remove the element
Fig Fuel Filter 1 Unscrew bolt on top of secondary fijter
2 lift out element from filter and discard
3 Make sure the rubber case gasket is in
1 Unscrew by two or three turns the vent
good condition If not replace with new
plug on the top of the filter cover Operate
one when putting in new element
the priming lever on the fuel lift pump and
when fuel free from air bubbles issues The cover bolt should be tightened to a torque
from this venting point tighten the plug of 2530 poundsfoot
2 loosen the pipe union nut at the fuel pump
inlet operate the priming lever and re
tighten when fuel free from air bubbles is
sues from around the threads
The engine is now ready for starting
ENGINE OVERHAUL
The following sections contain detailed
information relating to the proper operation
of the major components and
systems in the engine Included are
disassembly rework and reassembly instruc
tions for the guidance of suitably equipped
and staffed marine engine service and
rebuilding facilities The necessary
procedures should be undertaken only by
such facilities
Additional operating are
included in the Operation Section of this
manual
Any replacements should be made only with
genuine Westerbeke
A
TECHNICAL B
FAULT DIAGNOS IS D
CYLINDER E
PISTON AND CONNECTING F
CYLINDER BLOCK G
CRANKSHAFT MAIN H
FLYWHEEL AND J
TIMING CASE AND K
TIMING L
LUBRICATION M
COOLING SYSTEM N
FUEL SySTEM P
SECTION A
Engine 4108 4107 and 499 Series Diesel Engines with uniform heat distribution Intimate mixing of the fuel
which this manual is concerned is an indirect injection and air over a wide speed range is ensured which in
four cylinder four stroke power unit creases the engines performance efficiency and flexi
The 4108 and 4107 has a bore of 3125 in 794 mm bility The upper part of the combustion chamber is
and a stroke of 35 in 889 mm and the 499 has a machined in the cylinder head and is hemispherical in
bore of 30 in 762 mm and a stroke of 35 in 889 shape the lower part being formed by an insert in the
mm form of an accurately machined plug located in the
cylinder head this contains the throat this manual whenever the left or right
the combustion chamber to the cylinder Fuel is intro
hand side of the engine is referred to it is that side duced into this chamber by means of pintle type
as viewed from the flywheel end of the engine
atomiser Block and cylinder block is of monoblock construction cast Valve with the crankcase it is manufactured from
high duty cast iron alloy
The valves are operated by cast iron mushroom type
The 4108 engine is fitted with dry type unshouldered tappets located in guides machined in the liners and the 4107 and 499 engines are
block through pushrods to forged steel rocker levers
fitted with wet liners flanged at the top and sealed with lead bronze lined steel backed wrapped bushes
at the bottom by two synthetic rubber rings located in Valve clearances are adjusted by means of a hardened
the cylinder block ball ended screw and locknut at the push rod end of
Both liner types are centrifugally cast from high duty the rocker lever
alloy Head and Valves
cylinder head is a specially toughened high duty
allow casting and is secured to the cylinder block by The crankshaft is forged from and nuts both are phosphated for increased steel
with four integral balance weights The 4108
torque The joint between the cylinder crankshaft is treated by Tufftride process The rear
head and block is made from a black composite of the crankshaft is machined to accommodate the
material and is known as a Klinger type gasket thrust washers which are replaceable copper lead
lined steel backed which control the crankshaft end
Two overhead valves are fitted to each cylinder push float and are positioned either side of the rear main
rod operated via the valve mechanism mounted on the bearing An oil thrower anrl flywheel location flange are
head and enclosed by a pressed steel cover Each inlet also machined at the rear end while the front end is
valve has a synthetic rubber oil deflecting seal both keyed for a power take off
inlet and exhaust valves are retained by two between a hardened steel seat and a cap secured by split conical collets All in unshouldered cast iron
guides pressed into
the head
Main Bearings
Three main bearings are provided for the System and are of the replaceable prefinished thin wall
steel backed aluminium tin lined type The high duty
The H system of combustion is known as the pre cast iron bearing caps are dowel located and each is
combustion type being formed completely in the secured by two high tensile steel setscrews locked by
cylinder head thus giving a flat topped piston with tab maintains an intermittent feed
by drillings in the spigot
and idler gear 0 lubricate the timing gear special cast iron alloy camshaft which has chill and to the centre camshaft bearing where due
special machining on the centre camshaft journal an
hardened cams is mounted in a low position on the
adequate reduced pressure feed is maintained at the
right hand side of the cylinder block and supported by
rocker assembly The oil pump incorporates a bearings machined directly into the cylinder
relief valve which limits the maximum oil These bearings are pressure lubricated by means
of internal drillings and the cams and tappets are while the oil filter incorporates a bypass valve which
splash lubricated prevents the engine being starved of oil should the
filter element become Rods and Bearings
Fuel Injection Equipment
The connecting rods are molybdenum alloy with H section shank the big end parting A distributor type fuel injection pump is flange mounted
face is inclined at 45 to the axis of the rod and on to a drive housing cast on the left hand side of the
serrated for cap location The caps are each secured cylinder block It is mounted horizontally at the front
by two high tensile steel setscrews The big end bear of the engine and gear driven via a splined drive shaft
ing bores are fitted with replaceable prefinished thin The majority of pumps incorporate a mechanical gov
wall aluminiumtin lined steel backed bearings The ernor and an automatic advance and retard end bores being fitted with bronze lined steel
backed bushings
The fuel lift pump is of the diaphragm type mechanical
ly operated by an eccentric on the engine Gear Arrangement via a small push rod It is located on the tappet
spection cover on the right hand side of the engine and
The camshaft and fuel injection pump are driven by is equipped for hand priming
the crankshaft gear via an idler gear This helical gear
train which makes provision for fuel pump timing The injectors are located in an accessible position is located on the front face of
the cylinder the left hand side of the cylinder head
block and enclosed by a pressed steel cover bolted to The nozzles are of the pintle type
a steel backplate Provision is made for mounting a fuel filter on either
The camshaft and fuel injection pump drive gears are side of the cylinder head The filter should be of from spheroidal graphite cast iron
the paper element type and of approved and idler gears being of steel treated by
the Sulfinuz or Tufftride process
Cooling System Fresh Water and Piston Pins
A centrifugal type circulating water pump is fitted to
The pistons are manufactured from special high silicon
the front face of the cylinder block to assist the alloy fitted with three compression rings
circulation through the cylinder block and head The
and one oil control ring above the piston pin and one oil
water outlet is via a thermostat housing which is cast
control ring below The upper oil control ring comprises
integral with the cylinder head the thermostat laminated segments The piston pins are of the fully
the flow of water when the engine is cold and type located axially in the piston by circlips The
about a faster warm up When the water has a steel insert rolled into the top groove
reaches a point the thermostat opens
and allows normal coolant circulation The water pump
is belt driven from he crankshaft System
The lubrication of the engine is by full pressure feed Tachometer Drive
from a rotor type oil pump driven by spiral gears from
the camshaft An oil strainer is fitted on the end of the
Provision IS made on the fight hand Side of the
pump inlet pipe the pump then delivers the oil via a
engine for a drive at half engine speed to be taken from
full flow filter bolted Oil the fuel pump side of the
the oil pump spiral gear to a mechanical block to the main oil gallery This gallery is
drilled lengthwise through iIi crankcase drillings from
the main oil gallery to the main bearings and drillings
in the main crankshaft journals to the crankpin jour
nals provide the lubrication for the crankshaft Oil
feeds are also taken to the idler gear spigot which
SECTION B
Technical data
Engine 4108 and 4107 499
Bore nominal See Page B3 3125 in 7937 mm 300 in 762 mm
Stroke 35 in 889 mm 35 in 889 mm
No of Cylinders Four Four
Cubic Capacity 1074 in 1760 litre 99 in 1621 Ratio 22
1 20 1
Firing Order 1 3 4 2 1 3 4 2
Cycle FourStroke System Indirect
Injection Indirect Details
499 4107 4108
Maximum Rated Output 34 bhp at 3000 revmin 37 bhp at 3000 revmin 37 bhp at 3000 Torque Output 73 Ibf ft 101 kgf m
79 Ibf 1092 kgf m 791bf ft 1092 kgf Torque Tensions
The following torque figures will apply with the components lightly oiled before assembly
4107 and 499 Head Nuts 42 Ibf It 581 kgf m 60 Ibf ft 83 kgf m
Connecting Rod Setscrews 42 Ibf ft 581 kgf m 42 Ibf It 581 kgl m
Main Bearing Setscrews 851bfft 115 kgfm 851bl It 115 kgl m
Flywheel Setscrews 60 Ibf ft 83 kgf m 60 Ibf It 83 kgl m
Idler Gear Hub Setscrews 36 Ibf ft 498 kgf m 321bl It 44 kgl m
Crankshaft Pulley Setscrews 150Ibfft205 kgfm 150 Ibf It 205 kgf m
Injector Securing Nuts 121bfft 17 kgf m 121bfft 17 kgfm
The tab and shim washers may be discarded where used on earlier engines but the setscrews must be tightened to
the torque loading Wear Limits
The following wear limits indicate the condition when it is recommended that the respective items should be serviced
or Head Warping Longitudinal 0006 in 015 mm
Cylinder Head Warping Transverse 0003 in 008 mm concave
0005 in 013 mm Bore Wear when new liners are necessary 0006 in 015 Main and Big End Journal Wear 0001 in 003
Main and Big End Journal Ovality 00005 in 001 mm
Maximum Crankshaft End Float 0020 in 051 mm
Valve Stem to Guide Clearance inlet 0005 in 013 mm
Valve Stem to Guide Clearance exhaust 0006 in 015 mm
Valve Head Thickness at outer edge 0025 in 064 mm
Rocker Clearance on Shaft 0005 in 013 mm
Camshaft Journals Ovality and Wear 0002 in 005 mm
Camshaft End Float 0020 in 051 mm
Idler Gear End Float 0010 in 025 mm
Valve Head Depth below Head Face inlet and exhaust 0048 in 1220 mm
TECHNICAL DATAB3
MANUFACTURING DATA AND DIMENSIONS
The data regarding clearances and tolerances is given for personnel engaged upon major CYLINDER BLOCK
Total Height of Cylinder Block
between Top Bottom Faces 99369939 in mm
Parent Bore Dia for Cylinder Liner 4108 32493250 in mm
Parent Bore Dia for Cylinder Liner 4107 499 Wet Liners
Main Bearing Parent Bore 23950123955 in mm
Camshaft Bore Dia No 1 179417955 in mm
Camshaft Bore Dia NO2 17841787 in mm
Camshaft Bore Dia No3 17761778 in mm
Tappet Bore Dia 0562056325 in mm
Fuel Pump Drive Hub Bearing
Bore Dia 4108 4107 499 1812518141 in mm
Cylinder Liner 4108 Cast Iron
Type Dry Interference Fit
Interference Fit of Liners 00030005 in 00760127 mm
Inside Dia of Liner after Finish Boring and Honing 31253126 in 793757940 mm
Height of Liner in relation to Cylinder Block Top Face 002310027 in 05840686 mm above
Overall Length of Liner 64956505 in mm
Cylinder Liner 4107 and 499 Cast Iron
Type Wet Push Fit
Inside Dia of Liner PreFinished 499 3003001 in 7620176225 mm
Inside Dia of Liner PreFinished 4107 31253126 in 79374794 mm
Thickness of Top Flange 499 03125103145 in 793717988 mm
Depth of Recess in Block for Liner Flange 499 0311503135 in 791217963 mm
Thickness of Top Flange 4107 025010252 in 63564 mm
Depth of Recess in Block for Liner Flange 4107 02490251 in 63256375 mm
Height of Liner in relation to
Cylinder Block Top Face 4107 and 499 0003 in 0076 mm Above 0001 in 0025 mm below
Liner Flange Outside Dia 499 361813621 in mm
Cylinder Block Top Bore for Liner Flange 499 36253627 in mm
Clearance Fit of Liner Flange
to Block Bore 4107 and 499 00040009 in 01020229 mm
Pistons 4108
Type Flat Height Skirt to Crown 314713150 in mm
Center Line of Piston Pin to Piston Skirt 1157 in 29388 mm
Piston Height in relation to Cylinder Block Top Face 00020006 in 00510152 mm Above
Bore Dia for Piston Pin in Ring Groove WidthTop 0080500815 in 20452070 Ring
Groove Width2nd 0064500655 in 16381664 Ring Groove Width3rd 0064500655 in 16381664 mm
Oil Control Ring Groove Width4th 012610127 in 32003225 mm
Oil Control Ring Groove Width5th 019010191 in 48264851 mm
Note There is a Steel Insert fitted above the Top Groove
Pistons 4107 and 499
Type Flat Topped
Overall Height Skirt to Crown 3146 in 7991 mm
Center Line of Piston Pin to Piston Skirt 1344 in 3414 mm
Piston Height in relation to Cylinder Block Top Face 000850012 in 022030 mm Above
Bore Dia for Piston Pin
later 499 and all 4107 engines in 23812382 mm
Early 499 engines in 22222223 mm
Compression Ring Groove WidthTop 0080100811 in 2034206 mm
Compression Ring Grooves Width 2nd and 3rd 0064500655 in 16381664 mm
Oil Control Ring Grooves Width 4th and 5th 019010191 in 48264851 Rings
Parallel Faced
Second and Third Compression Internally Control Laminated Control
Slotted Scraper
Top Compression Ring Width 0077100781 in 19581984 mm
Ring Clearance in Groove 0002400044 in 00610112 mm
Second and Third Compression Ring Width 0061500625 in 15621587 mm
Ring Clearance in Groove 000210004 in 00510102 mm
Fifth Scraper Ring Width 0186501875 in 47374762 mm
Ring Clearance in Groove 0002500045 in 00630114 mm
Ring GapTop Compression 00090014 in 02290356 mm
Ring GapSecond and Third Compression 000910014 in 02290356 mm
Ring GapFifth Scraper 000910014 in 02290356 mm
Piston Ring Gaps quoted are measured in a ring gauge of 3125 in 7938 mm bore In practice for every 0001 in
0254 mm difference in cylinder bore diameter from gauge size 0003 in 0762 mm should be Rings 4107 and and Industrial Engines
Top Compression Parallel Cast Iron
Second and Third Compression Internally Control Chrome Plated Spring
Loaded Control Slotted Scraper
499 Agricultural engines have taper faced cast iron compression rings fitted in the second and third ring grooves
Top Compression Ring Width 0077100781 in 1961984 mm
Ring Clearance in Groove 00020004 in 00510102 mm
Second and Third Compression Ring Width 0061500625 in 15621587 mm
Ring Clearance in Groove 000210004 in 00510102 mm
Fourth and Fifth Scraper Ring Width 0186501875 in 47374762 mm
Ring Clearance in Groove 0002500045 in 00640114 mm
Ring Rings Chrome Vehicle 00120017 in 0301043 mm
Ring GapOil Control Rings Cast Iron Vehicle 00090014 in 02290356 mm
Ring Rings Cast Iron
Agricultural and Industrial 00090014 in 02290356 mm
Piston Ring Gaps quoted are measured in a ring gauge of 3000 in 7620 mm bore for 499 engines and 3125 in
7938 mm bore for 4107 engines In practice for every 0001 in 0254 mm difference in cylinder bore diameter
from gauge size 0003 in 0762 mm should be Pin 4108
Type Fully Dia of Piston Pin 1062510627 in mm
Length of Piston Pin 26732687 in mm
Fit in Piston Boss Pin 4107 and 499
Type Fully Dia of Piston Pin 09375 in09377 in mm
Earlier Engines 087508752 in 222252223 mm
Fit in Piston Boss End Bushing 4108
Type Steel Backed Lead Bronze Lined
Length of Small End Bushing 093510955 in mm
Outside Dia of Small End Bushing 12211222 in mm
Inside Dia before Reaming 10495110545 in mm
Inside Dia after Reaming in mm
Clearance between Small End Bushing and Piston Pin in mm
TECHNICAL End Bushing 4107 and 499
Type Steel Backed Lead Bronze Lined
Length of Small End Bushing 08650885 in 22002248 mm
Outside Dia of Small End Bushing
on later 499 and all 4107 engines 10651066 in 27052708 mm
Early 499 engines 1002510035 in 25462549 mm
Inside Dia after Reaming on later
499 and all 4107 engines in 23832384 mm
Early 499 engines in 22242226 mm
Clearance between Small End Bushing and Piston Pin in 001003 mm
Note Bushings to be reamed to suit respective Piston Pins and are provided with a reaming Rod 4108
Type H Section
Cap Location to Connecting Rod Serrations Offset 45 to the End Parent Bore Dia
2146121465 in mm
Small End Parent Bore Dia in mm
Length from Centre Line of Big End
to Centre Line of Small End 621716219 in mm
Big End Setscrew 0375 in i in Rod End Float
0006500105 in 01650267 Rod 4107 and 499
Type H Section
Cap Location to Connecting Rod Serrations Offset 45 to the End Parent Bore Dia
214611465 in mm
Small End Parent Bore Dia
on later 499 and all 4107 engines 10625110635 in 26992701 mm
Early 499 engines 10011001 in 25412543 mm
Length from Centre Line of Big End to Centre Line of
Small End 64056407 in mm
Big End Setscrew 0375 in i in Rod End Float
on later 499 and all 4107 engines 0006500105 in 016027 mm
Early 499 engines 0007500105 in 0191027 Rod Alignment and small end bores must be square and
parallel with each other within the limits of 0010 in 025 mm mea
sured 5 in 127 mm each side of the axis of the rod on test mandrel as shown in Fig B1 With the small end bush
fitted the limit of 0010 in 0025 mm is reduced to 00025 in 006 mm
E l
c EE
E I
B1 C
Sin Sin
127mm 127mm
1 1 1
J
TECHNICAL 4108 4107 499
Overall Length 21125 in 536575 mm
Main Journal Dia Nos 1 and 2 224822485 in mm
Main Journal Dia No 3 224752248 in mm
Main Journal Length No 1 140625 in 35719 mm
Main Journal Length No 2 14961504 in mm
Main Journal Length NO3 14991502 in mm
Main Journal Fillet Radii 01250141 in 31753581 mm
Crankpin Dia 199952000 in mm
Crankpin Length 1187511895 in mm
Crankpin Fillet Radii in 5321164 in
39694366 mm
Surface FinishAll Journals 816 microin 0204 micron
Main Journal and Crankpin Regrind Undersizes 0010 0020 0030 in 025 051 076 mm
Oil Seal Helix Dia in 5615356 1 78 mm
Oil Seal Helix Width 00500080 in 12702032 mm
Oil Seal Helix Depth 00040008 in 01020203 mm
Flange Dia 3998539995 in mm
Flange Width 0500 in 12700 mm
Spigot Bearing Recess Depth 0875 in 22225 mm
Spigot Bearing Recess Bore 1250 in 31750 End Float 00020015 in
005080381 Note
The crankshaft fitted to the 4108 engine is hardened by the Tufftride precautions are therefore necessary when regrinding Only very light cuts should
be taken especially in the
region of the fillet radii and adequate cooling should be ensured during grinding regrinding the crankshaft it should be and then retreated by the
Tufftride process
after which the crankshaft should again be and Where facilities are not available to reo
harden the crankshaft by this process a factory replacement crankshaft should be radii and surface finish must be maintained during all crankshaft
regrinding Length of NO3 main journal not to
exceed 1516 in 38506 mm after regrinding Where necessary use oversize thrust washers to bring crankshaft end
float within the correct Thrust Washers Steel BackedLead Bronze in Engine
Rear Main Washer Thickness STD 00890091 in 22612311 mm
Thrust Washer Thickness OS 0096501005 in 24512553 mm
Thrust Washer Outside Dia 32453255 in mm
Thrust Washer Inside Dia 25902600 in mm
Main Bearings Prefinished Steel Backed Aluminium Tin lined
Shell Width 12451255 in mm
Outside Dia of Main Bearing 23955 in 60846 mm
Inside Dia of Main Bearing 2250522515 in mm
Running 1 and 2 000200035 in 00510089 mm
Running ClearanceNo 3 000250004 in 00630102 mm
Steel Thickness 0060 in 1524 mm Thickness 0012001225 in
03050311 Rod Bearings Prefinished Steel Backed Aluminium Tin lined
Shell Width 08700880 in mm
Outside Dia of Con Rod Bearing 21465 in 54521 mm
Inside Dia of Con Rod Bearing 2001520025 in mm
Running Clearance 000150003 in 00380076 mm
Steel Thickness 0060 in 1524 mm Thickness 0012001225 in
03050311 mm
TECHNICAL 4108 4107 499
No Journal Length 13471351 in mm
No Journal Dia 17911792 in mm
No Cylinder Block Camshaft Bore Dia 179417955 in mm
No Journal Running Clearance 0002100045 in 00510114 mm
No 2 Journal Length 1250 in 31750 mm
NO2 Journal Dia 17811782 in mm
No2 Cylinder Block Camshaft Bore Dia 17841787 in mm
NO2 Journal Running Clearance 00020006 in 00510152 mm
NO3 Journal Length 1000 in 25400 mm
NO3 Journal Dla 17731774 in mm
NO3 Cylinder Block Camshaft Bore Dia 17761778 in mm
NO3 Journal Running Clearance 00020005 in 00510127 mm
Cam Lift 0266 in 6766 mm
Oilways for Rocker Shaft Lubrication No2 Thrust Plates 4108 4107 499
Type 180 Oil Impregnated Sintered Iron
Thrust Plate Outside Dia 25552557 in mm
Cylinder Block Recess Dia for Thrust Plate 2558525685 in mm
Clearance Fit of Thrust Plate in Recess 000150013 in 00380330 mm
Thrust Plate Inside Dia 1500 in 38100 mm
Thrust Plate Thickness 016010162 in 40604115 mm
Cylinder Block Recess Depth for Thrust Plate 01580164 in 40094166 mm
Thrust Plate Height in relation to Cylinder Block Face 0004 in 0102 mm above or End Float 000310013 in
00760330 mm
Valve and Fuel Pump Timing
Refer to later section on timing page L1
CYLINDER HEAD Length of Cylinder Head 20000 in 508000 mm
Overall Depth of Cylinder Head 261712633 in Allowance on Cylinder Head Face NILOn no account can the cylinder
head face be
for Water Leakage Test 20 Ibfin 2 14 Seat Angle 45
Bore in Cylinder Head for Guide 0499505005 in mm
Bore in Cylinder Head for Combustion Chamber Inserts 12501252 in mm
Depth of Bore in Cylinder Head for
Combustion Chamber Inserts 03730376 in 94749550 Chamber Inserts 41084107 499
Outside Dia of Insert 12481249 in mm
Depth of Insert 03740375 in 94999525 mm
Height of Insert in relation to Cylinder Head Face 0002 in 0051 mm above or Fit of Insert in Cylinder Head Bore 00010004 in 00250102
Method of Location in Cylinder Head By Cylinder Block Face and Expansion Guides Inlet Dia
0314503155 in 79888014 mm
Outside Dia in fit of Guide in Cylinder Head Bore in 001910057 mm
Overall length of Guide 2130 in 54102 mm
Guide Protrusion Above Top
Face of Cylinder Head 080010815 in mm
Valve Guides Exhaust Dia 0314503155 in 79888014 mm
Outside Dia in fit of Guide in Cylinder Head Bore in 00190057 mm
Depth of Counterbore 0380 in 9650 mm
Overall Length of Guide 2440 in 61980 mm
Guide Protrusion above Top Face of Cylinder Head 080010815 in Inlet 410S 4107 499
Valve Stem Dia 03120313 in 792517950 mm
Clearance fit of Valve Stem in Guide 0001500035 in 00380089 mm
Valve Head Dia 14101414 in mm
Valve Face Angle 45
Valve Head Depth Below Cylinder Head Face 0028 in 0711 mm0039 in 0991 mm
Overall Length of Valve 45924608 in mm
Sealing Arrangement Rubber Oil Exhaust 410S 4107 499
Valve Stem Dia 0311503125 in 791217937 mm
Clearance Fit of Valve Stem in Guide 000210004 in 00510102 mm
Valve Head Dia 119111195 in mm
Valve Face Angle 45
Valve Head Depth Below Cylinder Head Face 0021 in 053 mm0032 in 0813 mm
Overall Length of Valve 46004616 in mm
Sealing Arrangement No Seal fitted to Exhaust Valve Springs where Length
1530 in 38862 mm
Load at Fitted Length 286 Ibf 2 Ibf 130 kgf 091 kg
Fitted Position Damper Coil to Cylinder Head
Outer Valve Springs 410S 4107 499
Fitted Length 1780 in 45212 mm
Load at Fitted Length 560 Ibf 28 Ibf 254 kgf 127 kgf
Fitted Position Damper Coil to Cylinder Head
Rocker Levers 410S 4107 499
Length between Center Line of Adjusting Screw and
Center line of Rocker Shaft 10421058 in mm
Length between Center Line of Rocker Lever Pad and
Center Line of Rocker Shaft 15671583 in mm
Inside Dia of Rocker Lever Bore in mm
Outside Dia of Rocker Lever Bushing 07205107215 in Fit of Bushing in Rocker Lever 0001000325 in 00250082 mm
Finished Inside Dia of Rocker Lever Bushing in mm
Clearance of Rocker Lever Bushing on Rocker Shaft in 00190089 mm
Valve Clearances 410S 4107 between Valve Stem Tip and Rocker Lever 0012 in 030 mm Shaft 410S 4107 499
Overall Length of Shaft 145625 in 369887 mm
Outside Dia of Shaft in Oil Feed from Cylinder Head through Central
Passage to Individual Rocker Rods 410S 4107 499
Overall Length 852718560 in mm
Outside Dia 0250 in 6350 mm
Tappets 410S 4107 499
Overall Length 2250 in 57150 mm
Outside Dia of Tappet Shank 05600561 in mm
Cylinder Block Tappet Bore Dia 05621056325 in mm
Tappet Running Clearance in Cylinder Block Bore 00011000325 in 00250082 mm
Outside Dia of Tappet Foot 12451255 in mm
TECHNICAL GEARS Gear
Number of Teeth 48
Inside Dia of Gear Boss 175017514 in mm
Outside Dia of Camshaft Hub 1749617509 in Fit of Gear and Hub 0000900018 in 00230046
Fuel Pump Gear
Number of Teeth 48
Inside Dia of Cylinder Block Bore for Fuel Pump
Drive Hub Bearing 1812518141 in mm
Outside Dia of Fuel Pump Drive Hub Bearing 1814518152 in Fit of Drive Hub
Bearing in Cylinder Block Bore 00004100027 in
001010069 mm
Inside Dia of Fuel Pump Drive Hub Bearing 1312513135 in
33343378 mm
Outside Dia of Fuel Pump Gear Drive Hub 1310513115 in
Running Clearance of Drive Hub in Bearing 0003100051 in
00790129 mm
Drive Hub End Float 0002l0Q10 in 00510254 mm
Idler Gear and Hub
Number of Teeth 57
Inside Dia of Gear Boss 1718717197 in mm
Inside Dia of Gear Boss with Bushing Fitted 15625115641 in mm
Outside Dia of Gear Hub 15612115619 in mm
Running Clearance of Gear on Hub 00003100016 in 00080041 mm
Idler Gear Width 1310513135 in mm
Hub Width 13165113185 in mm
Idler Gear End Float 000210007 in 00510178 Gear
Number of Teeth 24
Inside Dia of Gear 1250112512 in Dia for Gear 125012506 in Fit of
Gear on Crankshaft 0000600012 in 00150030 mm
Timing Gear between and Camshaft
Idler Gear 000150003 in 00380076 SYSTEM Oil Pressure
3060 psi 2142 kgfcm2 at maximum engine
speed and normal working Position Camshaft side of engine opposite No2 Location
End of suction pipe to lubricating oil Sump Level Imp pt US pt Sump
70 84 40
Note The above sump capacities are intended to be used as a guide and actual capacities should be governed by the
level indicated on the Oil Pump
Type Rotor Type
Number of LobesInner Rotor Three or Four
Number of LobesOuter Rotor Four or Five
Method of Drive By Spiral Gears from the Rotor to Outer Rotor 0000500025 In
00130063 mm
Outer Rotor to Pump Body 00110013 in 028033 mm
Inner Rotor End Clearance 0001500003 in 00380076 mm
Outer Rotor End Clearance 0000500025 in 00130063 mm
Inside Dia of Bore for Pump Shaft 050010501 in mm
Outside Dia of Pump Shaft 0498304986 in mm
Running Clearance Shaft in Bore 00014100027 in 00360069 Oil Pump Drive Gear
Number of Teeth 12
Inside Dia of Gear Bore 0496504970 in mm
Outside Dia of Oil Pump Drive Shaft 0498304986 in Fit of Gear on Shaft 0001300021 in 00330053 Oil Pump Drive Gear Backlash
001550019 in 03940483 mm
Relief Valve
Type Spring Loaded Setting 5065 Ibflin 3546 of Plunger
09375 in 23813 mm
Outside Dia of Plunger 0558505595 in 14191421 mm
Inside Dia of Valve Housing Bore 0560505625 in 14241429 mm
Clearance of Plunger in Bore 00010004 in 00250102 mm
Outside Dia of Spring 03680377 in 93479576 Length 15 in 3810 Length
0754 in 1915 Oil Filter
Type Full Flow
Element Type Paper
ByPass Valve Setting Opens between 1317 Ibflin
09112 kgflcm pressure of Valve Spring Loaded Ball
Make Fram
Mode 1 Replaceable ca ti ng Oi 1
Spec ifi ca ti on for engine
Norma 1 Use Symbol 9250 SAE 30
Be low 20 0 Temp Symbol 9110 SAE 10
Service Dr or Capacity varies with angle
Crankcase 7 pints
COOLING SYSTEM 4108 4107 499
Type Water Block and Head ThermoSyhpon Impeller Water Capacity
Approx 10 US quarts
Wax Temperature 175182F 795835 C
Fully open at 200205 F 93596 C
Minimum Travel at Fully Open Temp 03125 in 794 mm
TECHNICAL DATAB11
Water Pump
Type driven from Crankshaft
Outside Oia of Shaft for Pulley 0590505908 in mm
Inside Oia of Pulley Bore 058810589 in mm
Interference Fit of Pulley on Shaft 0001500028 in 00380071 mm
Outside Oia of Shaft for Impeller 049810499 in mm
Inside Oia of Impeller Bore 049704975 in mm
Interference Fit of Impeller on Shaft 000050002 in 00130051 m
Outside Oia of Impeller 30943125 in mm
Impeller to Body Clearance 000510025 in 01270635 mm
Water Pump Seal Type Synthetic RubberCarbon Faced
Inside Oia of Seal for Impeller Shaft 0472 in 11989 mm
Outside Oia of Seal 1102 in 27991 mm
Water Pump Insert Type Phosphor Finish of Sealing
Face to be 1220 microin 0305 micron
Outside Oia of Insert 162416245 in mm
Inside Oia of Insert Bore in Water Pump Housing 16251626 in mm
Later water pumps are fitted with ceramic faced inserts
Heat Exchanger mounted on engine
1ake Sendure
Type Li qui d to Li qui d
Part Number 126937
Sea Water Pump
Type Single Rubber Impeller
Make Sherwood
Model Number F85
Inlet and Outlet NPT
Capacity 5 GPM
Drive Gear Driven
Fuel
Spec ifi ca ti on MILF16884
Fuel Consumption
Rate at Full Speed 25HP at 2400 rpm 43 lbsBHPHr
Fuel Fi 1ter
Make Fram
Mode 1 FBM1124APB
Replaceable Cartridge Marine Marine CAV
Holder Type Type Letter
BG
Min Working Pressure 135 atm 2000 Ibfin2 or 140 Pressure 150
atm 2200 Ibflin 2 or 155 Earlier atomisers bearing the code letter J had a setting pressure of 140 atm When servicing of
these atomisers is carried out they should be reset in accordance with the settings quoted above
TECH NICAL Lift Pump
Type AC Delco Diaphragm YJ Series
Spring Colour Code Green
Method of Drive From Eccentric on Camshaft via Push rod
Total Stroke of Operating Lever 0192 in 4877 mm
Static PressureNo Delivery 47 Ibflin 2 028049 kgfcm2
Pump to Distance Piece Gasket Thickness 00180022 in 04570559 mm
Distance PieceLift Pump to Tappet Inspection Cover 0256 in 6502 mm
Fuel Injection Pump
Make CAV
Type Clockwise Viewed from
Drive End
Plunger Dia 6 Governed 4108
4107 499
Timing Letter A A
No 1 Cylinder Outlet W Letter
C C C
No 1 Cylinder Outlet W W W
Static Timing Position
The static timing position varies according to application but car be obtained by referring to the first group of letters
and digits of the fuel pump setting code stamped on the fuel pump plate ie
First Group of Static Timing Piston Displacement Remarks
Fuel Pump Code BTDC BTDC
EH39
MH26
MH27 18 0108 in 275 mm
PH28
PH30
CH35
PH34
I 19
0120 in 305 mm
0134 in 340 mm
LH23 20 0134 in 340 mm 4107 engines rated up to and including
LH29
LH31 22 0160 in 406 mm
2500 revmin
4107 engines rated above 2500 revmin
DH19 1 26 0226 in 574 mm
AH28
BH26 J
Note For 4107 and 499 mechanically governed engines rated above 3000 and 2500 revmin respectively the static
timing is altered to 22 BTDC piston displacement 0160 in 406 mm For 4108 engines prior to engine and 108UD20214 the static timing was 19 BTDC
piston displacement 0120 in 305 mm When re
setting these pumps it is advisable to set at the figures quoted in above table
For 4107 industrial engines having a fuel pump coding of PH30 and an idling speed of 1000 revmin the static timing
is 21 BTDC and a piston displacement of 0147 in 373 mm
TECHNICAL Voltage 24 V
Type not supplied with Voltage Nominal 24 Capacity 130 Ampere Hours
A1terna tor
Make Motoro 1a
Mode 1 35 Amp
Regulator Model no longer Shuntwound 500 Watts
Part Number Regulator Part Number Motor
Make Number 1107579
Type Spray Ti ght
Lock Tes t 50 volts at 425 amps
No Load Test
Maximum Amperes 85
Vo 1ts 235
Minimum Torque 125 of Rotation Tension 24 oz min
Solenoid Switch for Cranking Motor
Mounted on Cranking Motor
Make Number Gear Make Paragon
Mode 1 P220L
Type Oil Pressure 125 1bs
Oil Specification Type A Suffix A Transmission
Gear Make Paragon
Exact Reduction Ratio Coupling
Bore 138
Keyway 38 X 316
SECTION C
APPROVED ENGINE SERVICE TOOLS
Available from V l Churchill Co Ltd Daventry England
PO 1C Valve Guide Remover and Replacer PO 41 B Piston Height Gauge
With this tool all valve gUides can be removed Used for checking piston height
and replaced provided puller bars are available
P050C Cylinder Liner Remover and Replacer
PO 1Cl Puller Bars
The following adaptor set must be ordered to
Two bars are supplied for use with PD 1C to suit
complete the 516 and 38 id Bore Piston Assembly Ring PO 50C2 Cylinder Liner Remover Adaptor
This is an expandable piston assembly ring for Completes PD SOC for removing liners
Std and oversize pistons on all type engines
PO 155A Small Adjustable Puller
PO 1C2 Valve Guide Replacing Stop
With suitable adaptors can be used to remove
When the valve guide is replaced using one of water pump pulley oil pump drive gears and
the above end stops it will ensure that the gUide camshaft gear see adaptor the correct amount above the top
face of the cylinder head
PO 155AI Small Adjustable Puller Adaptors
PO 37 Flywheel Removes water pump pulleys
With this tool a check can speedily be made on
the alignment of the flywheel flywheel housing
or back plate No3 Tension Wrench
12 square drive 25170 Ibs ft
PO 38B Crankshaft Gear Sprocket Water Pump
and Water Pump Pulley Type This is controlled by adaptors 316 X Valve Seat Cutter Details below This tool
is required for operation of all or crankshaft gears cannot be removed and pilots
with th is tool when the shaft is in situ
31610 Valve Seat Cutter Pilot
PO 3882 Crankshaft Gear Remover Adaptor
This pilot is suitable for all guides that have a
This Adaptor is used with PD 38B nominal 516 id
PO 3885 Water Pump Impeller FC 99000 Atomiser Tester
The Impeller can be removed with ease and This is a portable tester fitted with a paper
Small End Reaming Fixture 7065 Circlip Pliers
The correct small end bush reamers must be Two types of points are available 12 shaft to complete the job Details as follows 121
B Shaft size 13
355 Connecting Rod Alignment Jig P061181 Valve Spring Compressor a quick check to be made on the align The adaptor is fitted
to one of the rocker shaft
ment of connecting rodsvarious adaptors are securing See Below
PO 130 Fuel Pump Allen Screw Wrench
Use to remove the Allen screw securing DPA
336 MultiPurpose Con Rod Arbor
fuel with the above tool
PO 42B Small End Bush Remover Main Tool
PO 3365 Adaptor Enables a new small end bush to be drawn into
the small end of con rod and at the same time
This adaptor is fitted into the bigend bore when will displace the old bush adaptors are re
checking the alignment Thin wall bearings only quired See below
6000C Compression Tester
6118 Valve Spring Compressor
See adaptor details
This valve spring compressor has been designed
6000C5 Compression Tester Adaptor
to remove valve springs without removing the
cylinder head provided the adaptors are avail This adaptor replaces the atomiser for sion testing
SECTION D
Fault Diagnosis
Fault Possible Cause
Low cranking speed 12 3 4
Will not start 56 78 9 10 12 13 14 15 16 17 18 19 20 22 31 32 33
Difficult starting 31 32 33
Lack of power 8 9 10 11 12 13 14 18 19 20 21 22 23 24 25 26 27 31 32 8 9 10 12 13 14 16 18 19
20 25 26 28 29 30 fuel consumption 25 27 28 29 31 32 33
Black exhaust 11 13 14 16 18 19 20 22 24 25 27 28 29 31 32 exhaust 4 16 18 19 20 25 27 31 33 34 35 45
Low oil pressure 4 36 37 38 39 40 42 43 44 58
Knocking 45 46 59
Erratic running 7 8 9 10 11 12 13 14 16 20 21 23 26 28 29 30 33 35 45 13 14 20 23 25 26 29 30
33 45 47 48 49
High oil pressure 4 38 53 54 crankcase pressure compression
and stops 10 11 12
Key to
Fault Finding Chart
1 Battery capacity low 31 Worn cylinder bores
2 Bad electrical connections 32 Pitted valves and seats
3 Faulty starter motor 33 Broken worn or sticking piston ringso
4 Incorrect grade of lubricating oil 34 Worn valve stems and guides
5 Low cranking speed 35 Overfull air cleaner or use of incorrect grade of
6 Fuel tank empty oil
7 Faulty stop control operation 36 Worn or damaged bearings
8 Blocked fuel feed pipe 37 Insufficient oil ill sump
9 Faulty fuel lift pump 38 Inaccurate gauge
10 Choked fuel filter 39 Oil pump worn
11 Restriction in air cleaner 40 Pressure relief valve sticking open
12 Air in fuel system 41 Pressure relief valve sticking closed
13 Faulty fuei injection pump 42 Broken relief valve spring
14 Faulty injectors or incorrect type 43 Faulty suction pipe
15 Incorrect use of cold start equipment 44 Choked oil filter
16 Faulty cold starting equipment 45 Piston seizurepick up
17 Broken fuel injection pump drive 46 Incorrect piston height
18 Incorrect fuel pump timing 47 Damaged fan
19 Incorrect valve timing 48 Faulty engine mounting Poor compression
49 Incorrect aligned flywheel housing or flywheel
21 Blocked fuel tank vent 50 Faulty Incorrect type or grade of fuel 51
Restriction in water jacket
23 Sticking throttle or restricted movement 52 Loose fan belt
24 Exhaust pipe restriction 53 Choked radiator
25 Cylinder head gasket leaking 54 Faulty water pump
26 Overheating 55 Choked breather pipe
27 Cold running 56 Damaged valve stem oil deflectors if fitted
28 Incorrect tappet adjustment 57 Coolant level too low
29 Sticking valves 58 Blocked sump strainer
30 Incorrect high pressure pipes 59 Broken valve spring
SECTION E
Cylinder Head
E1 To Remove the Cylinder Head
1 Completely drain the cooling commencing to overhaul the cylinder head 2 Disconnect the battery that all joints gaskets and any other
parts ex 3 Remove the securing nuts and detach the to be required are available pipe from the exhaust manifold Blank
off the end
Remove any external components from the vicinity of of the exhaust pipe to prevent entry of any foreign
the cylinder head cover atomisers and fuel pump matter
CYLINDER HEADE2
7 Remove the cylinder head cover together with the
4 Uncouple the water outlet connection on the front breather pipe
of the cylinder head 8 Unscrew the oil feed pipe to the rocker shaft at
5 Remove the air cleaner and place somewhere level the cylinder head end Refer to Fig E2 for its
ready for servicing location
6 Disconnect the fuel pipe and electrical connection 9 Remove the eight rocker shaft bracket securing
to the starting aid located in the induction mani nuts evenly and remove the rocker shaft complete
fold Refer to Fig E1 with the oil feed pipe Refer to Fig E3
CYLINDER E9
10 Remove the eight push rods and place somewhere
safe possibly in the cylinder head cover to 16 Remove the cylinder head securing nuts and lift
avoid the possibility of any being accidentally bent off the cylinder head complete with inlet and ex
11 Unscrew the small banjo bolts on the tops of the haust manifolds Refer to Fig E5
atomisers and remove the leakoff pipe by unscrew NOTE On 499 and 4107 engines to prevent liner
ing the union on top of the fuel filter movement should the engine be turned with the
12 Remove the low pressure fuel pipes between the cylinder head removed it is suggested that the liners
fuel filter and the fuel pump remove the fuel filter are held in position by suitable tubing placed over two
after disconnecting the feed pipe from the lift of the cylinder head studs and locked with nuts and
pump blank off all pipes and ports to prevent washers
ingress of foreign Remove the four high pressure fuel pipes from the
fuel pump to the injectors Blank off fuel pump out
let ports To Remove the Valves
14 Remove the injector securing nuts and carefully
remove the injector Refer to Fig E4 All valves are numbered The cylinder head is marked
Blank off the exposed ports on the injectors with corresponding numbers Refer to Fig E6
15 Uncouple the alternator adjusting link 1 Remove collets by compressing the valve springs
as shown in Fig E7
2 Remove the spring caps springs seals where
fitted and spring seats Remove E10
CYLINDER CHAMBER INSERTS
These can be gently tapped out of their locations by
means of a short length of curved bar through the
injector bore When refitting they must be located by
means of expansion washers in the recesses provided E13
as shown in Figs EB and any carbon from the cylinder head
f the water jacket within the cylinder head shows signs VALVE GUIDES
of excessive scale then a proprietary brand of de
scaling solution may be used if possible the cylinder The worn guides should be removed either by
head should be tested for water leakage after such means of a press and a suitable dolly or the at the pressure given on Page B7
guide removal tool shown in Fig E10
Before fitting the new guides remove any burrs from
VALVE SPRINGS the cylinder head parent bores then smear the bores
with clean oil and either press in the new guides or
It is advisable to fit new valve springs whenever the pull them in by means of the tool shown in Fig E11
engine undergoes a major overhaul Where a top over until the guide protrusion above the head top face is
haul only is being carried out the springs should be that quoted on Page paying particular attention to squareness of NOTE Special care
should be exercised during this
ends and pressures developed at specific lengths the operation as the guides being made of cast iron are
details of which can be found on Page BB therefore comparatively E14
CYLINDER HEADES
INLET
VALVE
EXHAUST
VALVE
j GRAD
Inlet B
A1530 in to 1531 in
803125 in to 03175 in
C0015 in chamfer at 45 in to 1297 in
803125 in to 03175 in
C0015 in chamfer at 45 Max F
VALVES AND VALVE SEATS
The valves should be checked in their for wear and replaced if wear has taken place Material EN32A Case Hardened and Ground
ensure that the wear is in fact on the valve stem and
not in the guide bore before replacing the valve Inlet valve and valve seat faces should be reconditioned A275 in
in the normal way using specialised equipment or with
grinding compound according to their condition A
82 in
valve seat hand operated cutting tool is shown in C075 in
Fig E12 Valves should always be refitted to their 00309 in to 0310 in
original seats and any new valve fitted should be suit E116 in at 45
ably marked to identify its position if removed at a later F1 16 in at 45
date Refer to Fig E6 for illustration of valve num
G132 in
Before refitting the valves it should be ascertained H1238 in to 1239 in
whether the valve head depth relative to the cylinder J0222 in to 0225 in
head face is within the limits given on Page B8 This K1523 in to 1533 in
depth can be checked as shown in Fig E13 by
placing a straight edge across the face of the cylinder
Exhaust then by careful selection of feeler gaLJges mea
suring the distance between the straight edge and the A275 in
head of the valve 82 in
Where this depth exceeds the maximum limit and even C075 in
the fitting of a new valve does not reduce this depth 00309 in to 0310 in
below the maximum limit then the remedy is to fit a
E116 in at 45
valve seat insert the procedure for this is given in
detail commencing on this page
F116 in at 45
When refacing valves or valve seats care should be G132 in Radius
taken to see that only the minimum amount of metal H1018 in to 1019 in
necessary to obtain a satisfactory seat is removed and J0222 in to 0225 in
that as narrow a valve seat as possible is maintained K1287 in to 1297 in
Hand Grinding After all the valves have been lapped in the valve head
depths relative to the cylinder head face should be
When grinding or lappingin valves make certain that all checked to ensure that they are within the limits given
signs of pitting are removed from the seats on Page HEADE6
To Dismantle the Rocker Shaft Assembly
1 Remove the retaining circlips from each end of
the rocker shaft
2 Withdraw the rocker levers springs and support
brackets from the rocker shaft
3 Unscrew the oil feed pipe from the banjo and re
move the banjo When refitting this feed pipe it
should be noted that the end of the pipe locates
the banjo position on the shaft
Examine the rocker bushings and shaft for wear The
rocker levers should be an easy fit on the rocker shaft
without excessive side play
E17 New rocker levers are supplied complete with bushing
fitted and reamed to size
NOTE When fitting new bushes ensure that the oil
feed holes are in alignment before pressing home and
when pressed fully home that the holes SEAT INSERTS Refer to Fig E1
Valve seat inserts are not fitted to production engines
but may be litted in service To ReAssemble the Rocker Shaft Assembly
When fitting inserts ensure that only genuine are used 1 Refit the oil feed banjo and locate with the
In order to fit these inserts proceed as follows feed pipe
1 Fit new valve guides as described on Page E4 2 Refit the rocker levers springs and support
2 Using the new valve guice bore as a pilot machine brackets in the opposite order to which they were
the insert recess in the cylinder head face to the removed Lightly oil the components during re
dimensions shown in Fig E15 assembly and ensure that each rocker lever does
3 Remove all machining swarf and thoroughly clean not bind on the shaft The assembly should now be
the insert recess removing any burrs which may as shown in Fig E18
be present
4 Using the valve guide bore as a pilot once again
press the insert home with the inserting tool this PUSH RODS
tool is shown fully dimensioned in Fig E16
Check the push rods for straightness if any are bent
NOTE The insert must not under any circum
then fit new stances be hammered in neither should any lubri
cation be used
5 Visually inspect to ensure that the insert has been To Refit the Valves
pressed fully home ie is flush with the bottom of
the recess Lightly oil the valve stems to provide the initial lubrica
6 Recut the valve seat at an included angle of 90 tion
which will give the normal 45 seat until the Replace valves springs spring plates washers collars
valve head depth reaches the minimum limit which and collets taking care that the numbers on the valves
is given on Page B8 Lightly lap the valve to its correspond to the numbers stamped adjacent to the
new seat valve seat see Fig E6
CYLINDER Valve springs incorporate a damper coil and
care should be taken to ensure that this damper coil
1J1t1
is to the bottom of the spring ie nearest the cylinder
head when fitted
Inner valve springs are not required for engines rated
at 3000 revmin and below
4108 and 499 marine diesel engines are fitted with rub
ber sealing rings on inlet valves only
All latest 4107 and 499 marine diesel engines incor
porate oil deflectors on both inlet and exhaust valves
In the case of earlier 4107 and 499 marine which incorporate rubber sealing rings on the
inlet valves only oil deflectors should be fitted to both
inlet and exhaust valves after the valve assembly has
been dismantled With this arrangement a different valve
spring seating washer is required for exhaust valves
a different valve spring seating washer is required for
exhaust valves
Where a groove is cut on the inlet valve stem a washer should be fitted in addition to the de
flector to stop the latter from becoming canted on the
stem
Oil deflectors should not be fitted to 499 vehicle and
4108 HEAD GASKET
Always use a new cylinder head gasket Ensure that
the correct type is used
4108 Engines
With this engine the gasket is made of a black com
posite material and is known as the Klinger type It
MUST be fitted DRY and on no account should be used
It is very important that the gasket is placed the steel beading may be nipped between
the cylinder head face and the top of the liner
4107 and 499 Engines 6
These engines use a copper and asbestos or alter
8 ill
natively a steel laminated gasket The copper and
asbestos type should be fitted with a good compound but the laminated steel type should
be fitted DRY
To Refit the Cylinder Head
1 Place the cylinder head gasket carefully in posi
tion on the cylinder block top face the gasket is
marked TOP FRONT to indicate how it should
be fitted Refer to Fig E22 E19
1 Retaining Collets
2 Lower the cylinder head into position on top of the
gasket ensuring that it lays perfectly level 2 Spring Caps
3 Lightly lubricate both cylinder head studs and nuts 3 Inner Valve Springs
with engine oil then tighten the nuts progressively 4 Outer Valve Springs
in three stages in the sequence shown in Fig E23 5 Spring Seating Washers
to the torque given on page B2 This final torque
6 0 Sealing Ring Inlet Valves only
tightening stage should be repeated to ensure that
no loss of tension has taken place on any studs 7 Inlet Valve
earlier in the sequence 8 Exhaust E21
4 Fit the push rods in their locations then carefully 6 Adjust the valve clearances to 0012 in 03 mm
fit the rocker shaft assembly noting that the valve as follows
adjusting screw ends locate in their respective Turn the engine so that the valves of No1 cylinder
push rod cups and the oil feed to the rocker shaft are in the position of valve overlap ie the period
is located correctly between the opening of the inlet valve and the
5 Locate the oil feed pipe nut just finger tight at this closing of the exhaust valve In this position adjust
stage then evenly tighten the rocker shaft bracket the clearances of No 4 cylinder valves similarly
securing nuts to a torque of 12 15 Ibf It 17 with the valves 01 No 3 cylinder in the overlap
2 kgf m now tighten the oil feed pipe nut position adjust the valves of No 2 cylinder With
When correctly located the oil feed pipe will be valves of No 4 in the overlap position adjust the
as shown in Fig E2 valves of No 1 cylinder and finally with valves of
NOTE If the oil feed pipe nut is tightened before No 2 cylinder in overlap position adjust valves on
the rocker shaft bracket securing nuts the pipe No 3 cylinder
will either be strained or the olive pulled off the 7 Replace the alternator adjusting link and tension
feed pipe the V belt Refer to Page N1
CYLINDER Replace the injectors Refer to Page P but do Replace the rocker shaft as previously described and
not tighten the securing nuts set the valve clearances to 0012 in 030 mm COLD
9 Replace the leak off pipe assembly and four high Start engine and check oil flow to rocker levers if
pressure fuel pipes to the injectors Tighten the satisfactory refit cylinder head cover and air cleaner
injector securing nuts Finally check for oil leaks and rectify immediately if
10 Replace the fuel oil filter and the low pressure any are visible
fuel pipes between filter and lift pump and filter
and fuel pump
11 Reconnect the electrical and fuel supplies to the
NOTE for 4108 Engines Only
starting aid
12 Reconnect the exhaust pipe to the manifold It is essential that the cylinder head nuts are retorqued to
13 Reconnect the water outlet connection at the front 60 Ibfft 83 kgf m after the first 6to 12 hours with the engine
of the cylinder head hot and in the sequence shown in Fig E23
14 Fill the cooling system with clean water ensuring
the drains are closed Check for water leaks
15 Bleed the air from the fuel system as described on
Page P8
16 Reconnect the the as instructed on Page P11 with the at a fast idle check that the oil pressure and that the oil reaches the rocker assem
bly and oozes gently from the rocker levers at the engine has been thoroughly warmed up it
should be shut down the rocker shaft removed and
the cylinder head nuts checked so that any loss of
torque tension can be corrected by tightening the nuts
to the torque given on Page B2 and in the order shown
in Fig E23 E24
SECTION F
Pistons and Connecting Rods
To Remove Pistons and Connecting Rods
1 Remove the cylinder head assembly Refer to suitable piston ring tool such a tool is shown in
Page E1 Fig F3
2 Remove the oil sump Refer to Page M1 NOTE The laminated segments or spring loaded
NOTE Any ridges or carbon deposits around the rings fitted in the fourth ring groove should be
top of the cylinder bores should be removed with removed by hand
a suitable scraper before piston removal is With 4108 pistons there is a steel insert rolled
attempted into the top ring groove during piston Rotate the crankshaft until one pair of big ends
are It should be regarded as an integral part of the
at bottom dead centre then remove their respec piston and no attempt should be made to remove
tive connecting rod cap securing bolts
4 Remove the connecting rod caps and bearing
shells Refer to Fig F1
NOTE If the bearing shells are serviceable they
should be suitably marked to identify them to their
original locations
5 Push the pistons and connecting rods carefully
out through the top of the block and remove as
shown in Fig F2
6 Rotate the crankshaft through 180 0 to bring the
remaining pair of big ends to bottom dead centre
and repeat removal operations
When piston removal has been carried out keep
each piston and rod assembly separate each to
each as marked Mark the pistons on the crown
before removing the piston pin to indicate the
FRONT in relation to the FRONT marking cast on
the connecting rods
To Remove Pistons and Rings from Rods
1 Remove the piston rings from each piston using a F3
PISTONS AND CONNECTING RODSF2
it from its location
2 Remove the circlip retaining the piston pin and
push out the piston pin to release the connecting
NOTE Should difficulty be experienced in re
moving the piston pin warm the piston in a suit
able clean liquid usually water to a temperature
of 100120F 40S0C this will then enable
the pin to be pushed out quite Examine the pistons for scoring and any signs of
groove damage
2 Check the clearance of the piston rings in their
respective grooves by placing the ring outer face
into the groove and a suitable sized feeler between
the ring and groove face
NOTE All ring gaps ring groove clearances etc
are given in the Technical Data Section on Pages
AS and A6
3 Check the fitted gaps of the piston rings bearing
in mind that in worn cylinder bores these gaps
should be checked at the bottom of the bore
4 Check the fit of the piston pin in the small end bush
ing if excessive replace the small end bushing
5 To renew the small end bushing remove the old one
by means of a suitable press and dolly Press in
the new bushing ensuring that the oil holes coin
cide when fitted Ream out the new bushing to suit
the piston pin then check the rod for parallelism
and twist Refer to Page A7
6 Examine the big end bearing shells for any signs
of wear or pitting
1 Warm the piston in a suitable clean liquid to a
To Refit the Pistons to the Connecting Rods
temperature of 100 120 F 40 50C which
If the original pistons are to be refitted they must be will enable the piston pin to be easily to the same connecting rods ie No 1
into the piston bore when the piston and rod have
piston to No 1 connecting rod assembly Refer to Figs been correctly aligned
F4 and FS for location of piston and rod numbering 2 Place No 1 piston onto its head noting the posi
Any new components fitted should be numbered the tion of the mark previously made to indicate the
same as those which they replace FRONT
PISTONS AND CONNECTING RODSF3
3 Hold No 1 connecting rod with the small end
between the piston pin bores so that the word
FRONT cast on the rod is towards the same
side
4 Push the piston pin into the piston thus locating
the connecting rod in position
5 Fit the two retaining circlips ensuring that they
locate correctly in their recesses Refer to Fig
NOTE If the engine has been in service for some
considerable time it is advisable to fit new circlips
even if the old ones do not appear to be strained
or damaged
6 Repeat this procedure for the three remaining
pistons and connecting the Piston Rings
Fit piston rings to the piston Rings vary according
to engine type and application as follows reading
from the top of the Engines
1 Plain parallel faced Internally stepped Internally stepped compression
1 Laminated segment oil control
5 Slotted scraper
4107 and 499 Marine and Industrial
Engines rated at 3000 rpm or below
1 Plain parallel faced compression
2 Internally stepped compression
3 Internally stepped compression
4 Laminated segment oil control
5 Slotted scraper
After an appropriate period of service when indica
tions of piston ring andor cylinder bore wear may be
come apparent a replacement ring pack has been
made available for fitting exclusively to 499 service
engines and includes a taper faced ring for fitting in
NOTE All the rings quoted above except the laminated
and spring loaded type may be fitted by means of an
expanding tool of the type shown in Fig F3 These
rings being made of cast iron are therefore com
paratively brittle so when fitting care should be taken
not to expand any ring more than is necessary to just
clear the AND CONNECTING RODSF4
PISTON CROWN
SECOND AND FOURTH SEGMENTS
FIRST AND THIRD SEGMENTS
Segment Rings 2 Fit the second segment on top of the first so that
when compressed as described above the ends
The procedure for fitting the laminated type is different
point upwards Position the gap at 180 0 to that of
in as much as the ring comprises four separate seg
the first these may be fitted by hand in the with the piston crown Fit the first segment to the piston so that when 3 Fit the third
segment as in 1 above with the gap
held horizontally between the thumb and fingers immediately above the gap of the first segment
and radially compressed the ring ends point
downwards see Fig F8 4 Fit the fourth segment as in 2 above with the
Place this ring on the bottom face of the fourth gap immediately above the gap of the second seg
ring groove with the gap over the piston pin bore ment If all the segments have been fitted correctly
then they will be positioned as shown above
PISTONS AND CONNECTING RODSF5
The gaps of the remaining rings should De stag
gered alternately along the piston pin axis
Liberally lubricate the rings in their grooves and
see that they can move freely in their locations
this does not apply to the laminated type in the
fourth groove which if correctly fitted should not
move freely due to the outward pressure of the top
and bottom segments on the ring groove walls
When all the rings have been fitted they should
be as shown in Fig FS
Always ensure that internally stepped or taper faced
rings are correctly fitted They are marked TOP or
BTM bottom to ensure correct top compression and slotted oil control rings may
be fitted either way up
Spring Loaded Scraper Ring
7 Fit the two connecting rod securing bolts and
When fitting the chrome plated spring loaded scraper tighten evenly to the torque quoted on Page B2
ring see Fig F9 the following procedure should be NOTE Locking tabs are not fitted to these
S Repeat this procedure for No 4 piston and con
1 Fit internal expander 1 necting rod assenbly
2 Fit two rail rings 2 at the bottom of the groove 9 Rotate the crankshaft to bring numbers 2 and 3
3 Fit spiral ring 3 crankpins to bottom dead centre
4 Fit two top rail rings 2 10 Repeat procedures 2 7 to fit the two fitting rail rings the gaps should be staggered
assemblies
11 Refit the lubriclting oil sump Refer Page M4
12 Refit the cylinder head assembly Refer Page
To Fit Piston and Connecting Rod Assemblies Fitting New fitting the piston and connecting rod assemblies With new 410S and 4107
pistons a machining allow
to their respective cylinder bores thoroughly clean ance is provided on the crown of the piston to enable
and liberally coat each bore with clean engine oil the necessary material to be removed by means of a
1 Turn the engine until the crankpins of say numbers lathe so that when fitted the piston height above the
1 and 4 cylinders are at bottom dead centre cylinder block top face will be within the limits quoted
2 Using a suitable ring clamp of the type shown in on Page B3
Fig F10 carefully compress the rings of No1 To determine the exact amount to be removed from
piston and hold in this position the piston crown the piston connecting rod and bear
3 With the word FRONT on the connecting rod ing assembly will have to be fitted to its respective
facing the front of the engine insert the rod care cylinder bore as previously described and the piston
fully into No1 cylinder bore height above the cylinder block top face measured
NOTE The cylinders are numbered 1 2 3 4 with the particular piston at top dead centre This
starting from the front water pump end of the piston height can be measured by means of a piston
engine It is extremely important that these com height gauge of the type shown in Fig F11 Repeat
ponents marked as shown in Figs F4 and FS for each new piston to be fitted and mark each piston
are returned to their original locations with the number of the cylinder bore it will belong to
4 The piston head may be gently tapped with the not on the top as any marking here will be removed
shaft of a hammer as shown in Fig F10 until all by the machining When each piston has been
the rings have entered the cylinder bore skimmed it should be checked again when finally re
5 Draw the rod towards the crankpin place the top fitted to ensure that any new piston fitted is now within
half bearing shell in position locating the tag in the limits quoted Once the piston height is correct
the machined slot and liberally oil draw the rod mark any such piston on the crown with the number
onto the crankpin of its respective bore Refer to Fig FS
6 Fit the lower half bearing shell to the connecting
rod cap locating the tag in the machined slot
liberally oil and fit the cap to the crankpin ensur
ing that the numbers on the rod and cap coincide
as shown in Fig F4
PISTONS AND CONNECTING RODSF6
It will of course be appreciated that grade F pistons
are suitable for topping to give other grades where
these are not to hand
After fitting pretopped pistons the distance between
the cylinder block face and piston crowns should be
checked to ensure the limit is as already quoted See
Fig F11
SECTION G
Cylinder Block and LINERS 4108 ENGINES
The cylinder liners fitted to the 4108 series engines
are centrifugally cast alloy iron they are an in the cylinder block parent bore and of the thinwall
dry of these liners is not possible and new liners
should be fitted when a rebore would normally be con
sidered checks of the cylinder bore are carried
out by means of the gauge tool shown in Fig G1
When checking liners each one should be measured
in three positions top centre and bottom the read
ings being taken parallel and at right angles to the
centre line of the cylinder block giving six readings
for each cylinder bore
When checking the fitted internal bore of a new thin
wall liner it is advisable to allow a period of time to
elapse for the liner to settle
To Renew Cylinder Liners
1 Remove all the various comopents from the cylinder
block Refer to the appropriate sections for details
of their removal
2 Using a shouldered metal disc slightly smaller on
the outside diameter than the parent bore dia G1
meter and a suitable press press the liners care
fully out through the top of the cylinder block the centrifugal cast iron wet type They have flanges
at the top and are sealed at the bottom by means of
NOTE Support the block locally in the area of the two rubber sealing rings which fit in machined re
top of the liner cesses in the cylinder block
3 Lightly lubricate the outside of the liner with clean
engine oil ready for fitting
4 As the liner must protrude above the cylinder block
top face and not be pressed fully home when fitted
correctly a solid stop washer should be available
designed to give the correct liner protrusion
NOTE The limits for liner protrusion are given on
page B3 and may be checked as shown in Fig
5 Press the liner into the bore progressively until it
reaches the solid stop washer
6 Bore and finish hone the liners to the dimension
quoted on Page B3
NOTE Where boring equipment is mounted on the
top face of the cylinder block fit a parallel plate
between the boring bar and cylinder block face
Such a plate should be thicker than 0027 in
0686 mm
7 Reassemble the engine components to the cylinder
block Refer to the appropriate sections lor
assembly of LINERS 4107 and liners fitted to 4107 and 499 engines are of G2
CYLINDER BLOCK AND G4
Earlier 499 engines had only one sealing ring at the All 4107 and later 499 engines have four small holes
bottom of the liner drilled along the fuel pump side of the cylinder block
4107 and 499 cylinder liners have prefinishsd bores each one breaking through into the area between the
Under normal the liner would only two sealing rings at the bottom of ech cylinder liner
need to bs renewed during major overhaul but should These holes permit any coolant which may have leaked
it be necessary to remove the liner for any other past the upper sealing ring to escape thus this can be carried out without removal of
the the bottom sealing ring of any pressure above it preventing coolant from entering the
engine sump
If at any time the cylinder liners are removed and In the case of a new engine or where cylinder liners
these same liners are to be refitted then before they andor sealing rings have been fitted it is pOSsible
are removed from the cylinder block they should be that a slight leakage of coolant could occur from marked so that they may be refitted to
their holes This should ease as the liners and sealing parent bore and in the same position in that settle down after the initial
period of running but where
bore that is thrust side of the liner to the thrust side difficulty is experienced then the use of BARSEAL in
of the cylinder block the cooling system in accordance with the manufac
turers instructions is approved
To Renew Cylinder Liners
Remove all components from cylinder block
Remove liners using a suitable liner removing tool see
Fig G4
Once the liner has cleared the rubber sealing rings in
the cylinder block the liner can be removed by hand
Remove any corrosion and burrs which may be present
at the inner ends of the the rubber sealing rings in the grooves at the
bottom lands
To ease fitting of the liners when the rings have been
placed in position smear the liners with soft soap or
soapy water
Place liner in position and press home by hand ensur
ing that the rubber sealing rings remain in their
grooves see Fig G5
The liners are a push fit and no force is fitting the liners the cylinder block should be
water tested at a pressure of 20 Ibflin 2 14 engine as required and to for the various If engine is overheated it could have an on the liner
sealing rings G5
SECTION H
Crankshaft and Main Bearings
019 mm oversize thrust washers are available which
if used on one side of the rear main bearing only
will reduce crankshaft end float by 00075 in 019
mm and by 0Q15 in 038 mm if used on both sides
The limits for the crankshaft end float are given on
Page B6
The main bearing caps are numbered and are not
The main bearing shells are located
by means of tabs which locate in slots in the bearing
housings
NOTE Before renewal of the main bearings is
attempted make absolutely certain that the correct
replacements are available reference to the relevant
parts list will ensure this but for purposes
the new bearings should have an annular groove
machined in the inner bearing face along the centre
line of the feed holes when the bearings are correctly
located these feed holes will correspond exactly with
those machined in the cylinder block
On later 4107 and 499 engines the annular oil
groove in the main bearing parent bore cylinder
block and bearing cap has been deleted Adequate
lubrication is maintained by repositioning the oil feed
holes radially in the shell bearings and continuing to
machine the annular groove in the bearing on the
H1 centre line of these feed These
later type shell bearings may be used on both
The crankshaft runs in three prefinished replaceable early and later type engines whereas the early steel backed aluminium tin lined
bearings of shell bearings must NOT on any account be end float is controlled by thrust washers to later engines where the annular
groove in the main
located either side of the rear main bearing 00075 in bearing parent bore has been deleted
AND MAIN H4
To Renew Main Bearings and Thrust of the main bearings and thrust washers can 7 Rotate the bearing shell on the crankshaft until it
be carried out without removing the crankshaft by the locates correctly with the tag in the machined procedure
8 Locate the lower half bearing shell in the main
1 Remove the engine from its application bearing cap liberally lubricate and refit
2 Remove the sump and suction pipe assembly 9 Tighten the two securing setscrews to positively
3 Slacken the setscrews which secure the main locate the bearing shells then slacken a turn or
bearing caps two
4 Remove completely one of the main bearing caps 10 Repeat items 38 for the remaining two bearings
and remove the bearing shell from the cap NOTE To enable the rear main bearing cap to be
5 Remove the top half of the bearing shell by push removed first remove the two oil seal housing
ing it on the opposite side to the one having the setscrews as shown in Fig H3
locating tag with a suitable strip of wood and 11 Finally tighten the main bearings to the torque
rotating it on the crankshaft as shown in Fig H1 given on Page B2
6 Inspect the bearing shells and if replacements are
necessary continue by lightly lubricating and in
serting the new top half bearing shell plain end
first into the side having the tag location
Renewal of the thrust washers is accomplished by
carrying out the following 1 Remove the two setscrews securing the two rear
main bearing oil seal half housing as shown in
Fig H3
2 Remove the rear main bearing cap securing set
screws
3 Remove the rear main bearing cap and from it the
two lower half thrust washers Refer Fig H4
4 The single upper half thrust washer is removed by
rotating it with a thin piece of wood until it can be
lifted out of its recess
NOTE The new thrust washers should be lightly
lubricated before fitting The steel faces of the
lower thrust washers should face inwards towards
the bearing cap Refer Fig HS the steel face
of the upper thrust washer should also face in
wards
5 Locate the upper thrust washer half as shown in
Fig H6 place the lower halves either side of the
rear main bearing cap as described and refit the
6 Tighten the setscrews evenly and finally to the
H5 torque given on Page B2
CRANKSHAFT AND MAIN Check that the crankshaft end float is within the
limits given on Page B6 by means of feeler
gauges as shown in Fig H7 If incorrect oversize
thrust washers are available to give an overall
reduction of 0015 in 038 mm Refer to Page
8 Refit the two setscrews securing the rear main oil
seal half housing
NOTE If any leakage of oil is apparent from this
seal then new seals should be fitted to the half
housings as described under the heading Crank
shaft Rear End Oil Seal or fit a new assembly
9 Refit the suction ipe assembly and sump
To Remove the Crankshaft
To remove the crankshaft it will be necessary to remove
the engine
1 Remove the starter motor flywheel and flywheel
housing
2 Remove the crankshaft front pulley timing case
cover timing gears and fuel pump drive hub NOTE The rear seal half housing securing set
Refer to Page K1 for details of thei r removal screws will require removal to enable the rear
3 Remove the securing setscrews also any studs main bearing cap to be removed Refer to Fig
fitted and remove the timing case back plate H3
4 Remove the sump and lubricating oil pump com 7 Lift out the crankshaft and place where it is not
plete with suction and delivery pipes Refer to likely to be damaged ready for inspection
Page M1 for removal of these 8 Remove the top half main bearing shells
5 Remove all the connecting rod setscrews con 9 Finally remove the top half oil seal housing
necting rod caps and bearing shells Refer to
Page F1
NOTE All the bearing shells should be marked to
indicate top or bottom and number of the rod To Refit the Crankshaft
assembly
1 First ensure that crankshaft oilways are clear
6 Unscrew the main bearing caps
2 Place the three top bearing shells in position then
oil liberally with clean engine oil
NOTE Unless a new set of main bearings is being
fitted those removed must be returned to their
original locations
3 Place the crankshaft in position
4 Locate the upper thrust washer in position as
shown in Fig H6
5 Fit the three lower bearing shells oil and fit the
three main bearing caps in their respective loca
tions
NOTE Ensure at this stage that the two lower
thrust washer halves are positioned correctly either
side of the rear main bearing cap when it is fitted
6 Check the main bearing setscrews prior to fitting
for signs of stretch or thread damage Where
damage or any doubt exists fit new 7 Fit the setscrews then tighten evenly to the torque
tension given on Page B2
8 Check that the crankshaft can be rotated freely if
satisfactory check the crankshaft end float by
means of feeler gauges as shown in Fig H7
Should it not be within the limits quoted on Page
B6 then oversize thrust washers are available to
give the necessary adjustment Refer to Page
H6 AND MAIN Fit new sealing strips to the rear main bearing oil
seal housings and refit the housings as described
under the heading Crankshaft Rear End Oil Seal
on Page H4
10 Liberally oil the crankpins locate the connecting
rod bearing shells again ensuring their correct
relative positions then fit the connecting rod caps
as described on Page F5 The crankcase should
now be as shown in Fig H2
11 Refit the lubricating oil pump complete with suc
tion and delivery pipes Refer to Page M4
12 Refit the sump using new seals and gaskets Refer
to Page M1
13 Refit the timing case back plate fuel pump drive
hub timing gears timing cover and crankshaft
front pulley Refer to later text commencing on
Page K1 for their Refit and correctly align the flywheel housing as
described in Section J
15 Refit the flywheel and starter motor
nEAR END OIL SEAL 3 With the thumb or finger press the remainder of
the strip into the groove working from the centre
This sealing arrangement consists of two half housings then use any convenient round bar to further bed
bolted around the rear of the crankshaft The bore of in the strip by rolling and pressing its inner dia
these housings is machined to accommodate a rubber meter as shown in Fig HB This procedure takes
cored asbestos strip which in conjunction with a right advantage of the friction between the strip and the
hand helix machined between the thrust collar and the groove at the ends to compact the rope mounting flange to the dimensions given on
ensuring that the projections of the end faces of
Page B6 acts to return the surplus oil reaching the the rope remain as set
seal The two half housings fit over this helix and the 4 Fit the sealing strip to the other half housing in a
contact of the sealing strips with the crankshaft pre similar manner
vents leakage beyond this point 5 Remove all traces of the old gasket from the When traces of oil become apparent from
block rear face and fit a new gasket treated with a
behind the flywheel and a faulty rear oil seal is sus suitable sealing first ensure that the crankcase is breathing 6 Lightly coat
the faces of the housing with a Any build up in crankcase pressure could sealing oil to be forced past the rear sealing arrange
7 Spread a film of graphite grease over the exposed
ment If crankcase pressure is normal and new seals inside diameter surface of the to be fitted the following procedure should be B
Assemble the half housings around the with the crankshaft in position rear journal and fasten together by the two set
screws See Fig H3
1 Set up a half housing in the vice with the seal 9 Swivel the complete seal housing on the shaft to
recess uppermost bed in the strips and to establish that the assembly
2 Settle approximately 1 in 25 mm of the strip at turns on the crankshaft
each end into the ends of the groove ensuring 10 Bolt the seal housing in position on the block and
that each end of the strip projects 001010020 in the rear main bearing cap then finally tighten the
025050 mm beyond the half housing jOint face securing setscrews
SECTION J
Flywheel and of the Adaptor Plate and Flywheel
It is most important that the adaptor plate and flywheel be correctly aligned with If the plate and housing have been removed
as is necessary for a complete overhaul the greatest
care must be taken on replacement to insure accuracy
of alignment The appropriate procedure is as follows
See that the faces of both the rear of the cylinder block
and the adaptor plate are perfectly clean and free the adaptor plate to the cylinder block with set
screws and spring of the Adaptor Plate Face
Secure the base of an indicator gauge to the flange of
the the needle of the gauge against the vertical face of
the adaptor plate See Fig J1 J2
Turn the crankshaft and check that this face is to the crankshaft housing face should be within a limit of 006
total indicator reading of being truly at right angles to
the crankshaft axis All adjustments to bring the adaptor plate within the
limits must be on the adaptor plate and under NO
CONDITIONS must the rear of the cylinder block be
interfered with
When the adaptor plate is properly aligned to the above
limits tighten the setscrews evenly
Ream the dowel holes and fit the correct length and
size of dowels
Fitting Flywheel and Checking Alignment
With the flywheel and crankshaft flange perfectly clean
and free from burrs place the flywheel on the crank
shaft flange
Insert the setscrews complete with tab washers into the
flywheel holes and tighten evenly
Secure the base of the indicator gauge to the adaptor
plate With the flywheel at top center set the needle of
the gauge on the periphery at TDC See Fig J2
Turn the crankshaft and check the indicator the flywheel
J1 should run true within 012 in total indicator AND
See that the face of the housing is perfectly clean and
free from burrs
Secure the housing to the adaptor plate with setscrews
and spring washers but not overtight so as to allow
adjustment
Attach the indicator gauge to the flywheel centre and
set the needle of the gauge to the interior of the bored
hole in the flywheel housing See Fig J4
Turn the crankshaft and check that this hole is truly
central The housing is adjusted until the bored hole
is central
The hole in the housing should be truly central with the
crankshaft within a limit of 006 total indicator

With the base of the indicator gauge still bolted to the
adaptor plate adjust the indicator so as to set the the vertical machined face of the flywheel See
Fig J3
Again turn the crankshaft and check the indicator the
flywheel should be within 00051 per inch of flywheel t
diameter total indicator reading of being truly at right
angles to the crankshaft axis
When the flywheel is correctly aligned lock the by means of the tab washers
Alignment of the Flywheel Housing Face
With the base of the indicator gauge still bolted to the
flywheel centre adjust the indicator so as to set the
needle against the vertical machined face of the flywheel
housing and again turning the crankshaft check that
this face is perpendicular to the crankshaft axis See
Fig J5
The limits for this facing are the same as those given
for the adaptor plate facing When the housing is prop
erly aligned to the above limits tighten the securing
setscrews evenly
Ream the dowel holes and fit the correct length and
J4 size dowels
CHANGES TO TM of Flywheel Ring Gear
Care should be exercised in replacing flywheel ring gears
Too high a temperature above 15000F during may leave the steel ring gears fully annealed If
a press of sufficient capacity about 10 tons is gears should be installed without heating When using
a press a suitable jig should be fabricated to ensure of pressure around the gear If
a press is not available ring gears will then have to be installed
by heating
The correct installation procedure is to support the ring side up on a solid flat surface Heat the ring gear
in an oven to 4000 F for about 20 minutes If an oven is
not available rest the ring gear on a flat metal surface and
heat the gear uniformly with an acetylene torch keeping the
torch moving around the gear to avoid hot spots Direct the
flame against the inside diameter of the gear avoiding the
gear teeth The ring gear should not be heated over 4000 F
unless it cannot be installed at that temperature will destroy the original heat treatment causing pre
mature failure of the ring gear Under no the gear temperature exceed 5000 F Heat which melt at a predetermi ned temperature may
be utilized when a torch must be used to heat the ring gear
When sufficiently heated place the ring gear on the flywheel
with the chamfered side up and tap in place against the
shoulder on the flywheel
SECTION K
Timing Case and Drive
tion taking care not to damage the rubber lip of
the oil seal on the crankshaft pulley key
2 Loosely fit the front cover securing setscrews and
nuts
3 Fit the crankshaft pulley to centralise the seal then
tighten the securing setscrews and nuts
4 Fit the crankshaft pulley retaining setscrew or dog
nut and tighten to the torque given on Page B2
5 Refit the V belt and tension as described on Page
To Remove the Idler Gear and Hub
1 Remove the timing case front cover as previously
described in this section
2 Tap back the locking tabs and unscrew the two
idler hub securing setscrews
3 The setscrews idler gear and hub may now be
removed together as shown in Fig K1
4 Clean and thoroughly examine the gear and hub
for signs of excessive wear cracks pitting etc
To carry out the following procedure it is assumed that
either working space exists with the engine in place or
it is removed from the application
To Refit the Idler Gear and Hub
To Remove the Timing Case Cover
1 After ensuring that the oilways in the hub and gear
1 Slacken alternator mounting bolts release the are clear hold the gear in position with the
adjusting arm setscrew and remove the alternator timing marks correctly aligned
drive belt
2 Remove the crankshaft pulley retaining setscrew
or dog nut and withdraw the pulley which is a
keyed fit on the Remove the securing setscrews and nuts from the
timing case and carefully remove the cover taking
care not to catch the rubber lip of the oil seal on
the crankshaft pulley locating key
To Renew the Crankshaft Front Oil Seal
1 Using a suitable dolly and press remove the oil
seal from the timing case cover by pushing out
through the front
2 Locate the new seal in position so that the lip
faces inwards
3 Press in the new seal from the front until it just
butts against the seal retaining lip giving local
support to the covet as the seal is pressed home
To Refit the Timing Case Cover
1 Using a new gasket lightly coated with a suitable
sealing compound place the front cover in posi K2
TIMING CASE AND DRIVEK2
NOTE If the cylinder head assembly has not been
disturbed then the cylinder head cover and rocker
shaft should be removed in order to allow the
camshaft to be turned to facilitate the aligning 01
the timing marks
2 Insert the hub as shown in Fig K2 so that the
holes in the hub and the cylinder block are in
alignment and secure with the two setscrews
NOTE Clearance is provided in the setscrew holes
of the idler gear hub to provide the necessary
backlash adjustment for the timing gears
3 Using the adjustable idler gear backlash between
both crankshaft gearidler gear and camshaft
gearidler gear should be set within the range
given on Page B9 with the gears held together
in order to take up the effect of bearing clear
ance Backlash may be checked by the use of
leeler gauges as shown in Fig K3
4 When the backlash has ben correctly set finally
tighten the idler gear hub securing setscrews to
the torque given on Page B2
5 Check the idler gear end float as shown in Fig K4 K3
the limits are given on Page B9
6 Lock the idler gear hub securing setscrews with
the tabwashers
NOTE The timing gears when correctly set should
appear as shown in Fig L1
To Remove the Fuel Pump Gear
7 Refit the timing case front cover etc as pre
viously detailed in this section 1 Remove the timing case front cover
2 Remove the idler gear and hub
3 Remove the three securing setscrews and ease
the gear from its location on the fuel pump driving
4 Examine the gear lor signs of excessive wear
cracks pitting etc
To Remove the Camshaft Gear
1 Remove the timing case front cover
2 Remove the three securing setscrews and ease the
gear away from its location
3 Examine the gear lor signs 01 excessive wear
cracks pitting etc
To Refit the Camshaft Gear
1 Remove the idler gear and hub cylinder head
cover and rocker shaft if not previously removed
2 Refit the gear to the camshaft ensuring that the
0 marks on the gear and camshaft hub respec
tively align as shown in Fig KS
3 Refit the three securing setscrews and tighten to
a torque of 1921 Ibf ft 2629 kgf m
NOTE Only the plain nonslotted holes in the
camshaft gear are to be used and these will align
with the tapped holes on the camshaft hub when
the 0 marks are in alignment
4 Refit the idler hub and gear timing case front
cover etc as previously detailed in this section K4
TIMING CASE AND K6
To Refit the Fuel Pump Gear 4 Refit the low and high pressure fuel pipes to the
fuel pump
1 Refit the fuel pump gear so that the timing marks
5 Refit the fuel pump drive gear idler gear and hub
on the gear and hub respectively are in alignment
timing case front cover etc
as shown in Fig K6
2 Refit the three securing setscrews and tighten to a
torque of 1921 Ibl It 2629 kgf m To Remove the Timing Case Back Plate
3 Refit the idler gear and hub timing case front
Rmove the timing case front cover and timing
cover etc
gears
2 Remove the fuel pump and drive hub
3 Remove the securing setscrews and studs where
To Remove the Fuel Pump Drive Hub fitted
1 Remove the timing case front cover and fuel pump
gear
2 Remove the low and high pressure fuel pipes from
the fuel injection pump
3 Remove the fuel pump securing setscrews and
withdraw the pump
4 Remove the drive hub locating circlip and with
draw the drive hub from its bearing Refer Fig
5 Examine the drive hub also the bearing in which
it runs for signs of excessive wear surface cracks
pitting etc
NOTE The bearing is an interference fit in the
cylinder block and replacement is carried out by
means of a suitable dolly and puller or press if the
block is completely stripped the new one being
fitted in the reverse manner
To Refit the Fuel Pump Drive Hub
1 Replace the drive hub in the bearing and locate
with the cirClip as shown in Fig KB
2 Check the drive hub end float by means of feeler
gauges placed between the front face of the
bearing and the rear face of the drive hUb The end
float limits are given on Page B9
3 Refit the fuel pump as detailed on Page P4 K7
TIMING CASE AND DRIVEK4
4 Remove the fuel lift pump tappet inspection cover
and fuel lift pump operating push rod
5 Turn the engine over so that the sump is now
uppermost
NOTE At this stage if it is not possible to turn the
engine over then the tappets should be lifted to
the top of their locations and secured with suitable
clips
6 Remove the sump and lubricating oil pump assem
bly Refer to Page M1 for details of their re
moval
7 Remove the timing cover back plate as previously
detailed this will show the camshaft and thrust
plates as illustrated in Fig K13
8 Ease the camshaft out from the block and catch
the two thrust plates as they come out of their
recess in the cylinder block
9 Withdraw the camshaft as shown in Fig K9 taking
care to ensure that the cams and journals are not
damaged during this operation
K8 10 The tappets may now be removed by lifting them
out of their locations Refer to Fig K11 or by
removal of the retaining clips if the engine is still
the normal way up
11 Examine camshaft and tappets for signs of exces
4 Lift the timing case back plate clear from the cam sive wear surface cracks pitting etc
shaft hub and crankshaft gear
NOTE The crankshaft gear is an interference fit
on the crankshaft Should its removal become
necessary then this can be accomplished by the
use of a suitable puller
To Refit the Tappets and Camshaft
1 If the tappets have been removed liberally lubri
cate them with clean engine oil and return to
their respective locations Secure with clips if
To Refit the Timing Case Back Plate appl icable
1 Fit the timing case back plate to the cylinder block 2 Carefully refit the camshaft into the cylinder block
using a new gasket and suitable sealing compound exercising the same care as used during its re
2 Refit any studs removed and secure with the set moval
screws
3 Refit the fuel pump drive hub and fuel pump
4 Refit the timing gears timing case front cover etc
To Remove the Camshaft and Tappets
To remove the camshaft it may be necessary to remove
the engine from the application and place in a stand where it can be turned upside down
The purpose of this is to prevent the tappets from
falling out of their locations when the camshaft is re
moved If however it is not possible to turn the engine
over in this manner then this problem may be over
come by attaching suitable clips when the cover has been removed to each tappet to
hold them in their locations when the camshaft is with
drawn from the block
1 Remove the engine from the application and mount
in a suitable dismantling stand where available
correct way up
2 Remove the cylinder head cover rocker shaft and
push rods
3 Remove the timing case front cover and timing
gears Kg
TIMING CASE AND 2
1 Drive Hub
2 Lubricating Oil Pump Drive Gear
3 Groove for reduced oil pressure feed to
Rocker Shaft
4 Bearing K12
TIMING CASE AND K14
3 Before the camshaft is pushed fully home locate 6 Turn the engine over so that the cylinder block top
the two thrust plates Refer to Fig K12 one of face or cylinder head if fitted is uppermost
which locates on the dowel in the recess in posi 7 Refit the timing gears timing case front cover etc
tion either side of the camshaft hub when correct as previously detailed
ly located the camshaft can be pushed fully home 8 Refit the fuel lift pump operating push rod Refer
and will appear as in Fig K13 to Fig K14 tappet inspection cover after re
4 Refit the timing case back plate as previously des moving any retaining clips and fuel lift pump
cribed Refer to Fig P9
5 Refit the lubricating oil pump assembly and sump 9 Reassemble the remainder of the engine com
as described on Pages M1 and M4 ponents in accordance with the instructions given
for each in the relevant part of this section
SECTION L
Timing
General crankshaft is uppermost as shown in Fig l1
This will bring Nos 1 and 4 pistons to TDC
As timing gears are employed the factory constant It is also worth remembering that
2 Fit the camshaft gear to its hub ensuring that the
the removal of the cylinder head in no way effects
D marks are correctly aligned Refer to Fig K5
either the fuel pump or the valve timing
Secure with the three setscrews
3 Similarly fit the fuel pump gear to the fuel pump
TIMING MARKS
drive hub ensuring that the stamped timing marks
When the engine is originally timed at the factory align as shown in Fig K6 Secure with the three
certain marks are stamped on the gears so that if for reason the engine timing has to be disturbed then
to reset to the original timing is quite straight forward 4 Replace the idler gear so that the double dots on
the idler gear are matched to the single dot on the
crankshaft gear and single line or dot on the
camshaft gear while the single dot on the idler
gear matches with the double dots on the fuel
To Reset the Engine to the Original Timing pump gear These timing marks when correctly
positioned will appear as shown in Fig L1
Before commencing the retiming procedure it is
assumed that a the camshaft fuel pump and idler
5 Locate the idler gear with the hub and the two
gears have all been removed and b the camshaft is
securing setscrews using a new to turn by hand If the cylinder head assembly is
still in position it is advisable to remove the injectors
6 Backlash adjustment should be carried out as
and rocker shaft to facilitate the retiming operations
described under the heading To Refit the Idler
1 Turn the engine until the keyway in the front of the Gear and Checking Fuel Pump TimingSee Page PS
Checking Valve Timing
To check the valve timing proceed as follows
1 Turn the crankshaft until the valves of No 4
cylinder are on overlap
2 In this position set the valve clearance of No 1
inlet valve to 0039 in 1 mm
3 Turn the engine slowly in the normal direction of
rotation until the clearance of No 1 inlet valve is
just taken up In this condition it will just be poss
ible to rotate No 1 inlet valve push rod between
the thumb and the 4 Nos 1 and 4 pistons will now be at TOC if the
timing has been correctly set
NOTE No adjustment is provided for valve timing
should the timing be incorrect and the camshaft
gear has been correctly fitted to the camshaft hub
the error will probably be due to incorrect align
ment of the original timing marks on he drive
gears Recheck as detailed on Page Ll
When valve timing is originally set and checked
during production a timing tolerance of plus or
minus 2 flywheel degrees is allowed for item
4 above When the timing has been correctly
set do not forget to reset No 1 inlet valve clear
ance to the correct figure
check TOC
NOTE When Ihe timing has been reset great
care should be exercised when first turning the
engine for should the timing be incorrectly set
even by only one tooth there is the possibility that
a valve head will strike the piston crown
SECTION M
Lubrication System
To Refit the Sump
1 Lightly apply a coating of a suitable sealing com
pound to the crankcase and sump faces position
the gaskets so that all the holes align
NOTE When the gaskets are being placed in posi
tion it is important that the mitred ends go right
up into the recesses in the front and rear main
bearing caps
2 Lightly apply a coating of sealing compound to the
cork strips then press these strips into the
grooves provided in the main bearing caps
3 Place the sump in pOsition and fit all the retaining
setscrews tighten evenly
4 Replace the dipstick and sump drain plug then
refill with clean new oil of an approved grade to
the correct level Do not To Remove the Oil Pump
The importance of correct and clean lubrication
1 Drain the engine oil and remove sump
cannot be stressed too highly and all references to
engine oil should be taken to mean lubricating oil 2 Remove the strainer from the end of the falls within the specification given in the
appen oil suction pipe Refer to Fig M1
dix Care should be taken to ensure that the 01 chosen
3 Unscrew the delivery pipe securing nut to the
is that specified for the climatic conditions under
cylinder block and the setscrew securing the suc
which the engine is operated
lion pipe assembly to the rear main bearing cap
THE LUBRICATING OIL PUMP
The oil pump fits into a machined bore in the clyin
der block and is located by means of a screw locked
by a tab washer Refer to Engine Photographs for its
oil pump is driven through spiral gears from
the camshaft on the other end of the drive shaft is
pressed and pinned a four lobed rotor This rotor
meshes with and drives a five lobed rotor which is free
to rotate within the cast iron pump body
NOTE Length of oil pump set screw is critical If re
placed by a longer unit oil pump shaft will lock and
gear failure will result
To Remove the Sump
1 Remove the sump drain plug and drain the oil
2 Remove the dipstick sump securing setscrews and
remove the sump M2
c ROCKER HMT
ASSEMBLY
SPLASH
MIST
I t
VALVt
GlJlDt
ASStMBLIES I
REDUCED PRESSURE
FEED
t t

I
SPLASH AND OIL MIST SPLASH AND OIL MIST SPLASH AND OIL MIST
SPLASH AND OIL MIST
t tI t
t tI
SPLASH
MAIN OIL GALLERY
OIL DRAIN BACK 10 IHf UMP
BY GRAVITY
LUBRICA liNG
IL
I STRAiNER 1 o f
LUBRICATION M5
1 Relief Valve Housing
2 Rotor Housing
2 Install the drive shaft complete with inner rotor
3 Hole for Locating Screw then the outer driven rotor ensuring that the face
4 Pump Drive Gear which carries the chamfered edge enters the pump
body first Refer Fig M5 now carry out the
three following dimensional checks
a Check the clearance between the inner and
outer rotors Refer Fig M6
4 Tap back the tab washer locking the location
screw and support the lubricating oil pump assem b Check the clearance between the outer rotor
bly if the engine is the normal way up while the and the pump body Refer Fig M7
locating screw is removed
c Check the clearance between the rotors and
5 Remove the lubricating oil pump assembly from the end cover assembly using a straight edge
the cylinder block as shown in Fig M2 and feeler gauges Refer Fig MB
To Dismantle the Oil Pump
1 Remove the delivery and suction pipes The pump
will now be as shown in Fig M4
2 Withdraw the drive gear by means of a suitable
puller
3 With the pump suitably held in a vice using
protective clamps remove the four securing set
screws and remove the end cover assembly
NB This end cover assembly also incorporates the
pressure relief valve housing
4 Withdraw the drive shaft complete with inner rotor
NB It is advisable not to remove this inner rotor
from the shaft as this item is not available as a
separate part See later note
5 Withdraw the outer Inspect for signs of wear cracks pitting etc
J 1
1 Outlet to Main Oil Filter
2 Relief Valve Plunger
3 Plunger Spring
4 Spring Cap
NOTE The relevant clearances for these dimen 5 Retaining Cotter Pin
sional checks are given on Page B10 they are the
clearances applicable to a new pump and are in
tended to be used as a guide Should a lubricating
oil pump be worn to such an extent that it ad
versely effects the working oil pressure then a re 2 Insert the drive shaft complete with inner rotor
placement pump should be obtained into the pump body
3 Replace the end cover assembly and fit the four
securing setscrews Ensure correct positioning so
To ReAssemble the Oil Pump that the suction and delivery pipes will locate
correctly
1 Insert the outer rotor ensuring that the face which
carries the chamfered edge enters the pump body 4 Press the oil pump drive gear onto the shaft
first Refer Fig M5
5 Finally rotate the pump by hand to ensure that it
turns quite freely
To Refit the Oil Pump
1 Refit the suction and delivery pipes do not tighten
the pipes at this stage
2 Place the lubricating oil pump assembly in posi
tion locate with the securing screw and lock it
with the tab washer
3 Tighten the delivery pipe at both ends refit the
setscrew securing the suction pipe assembly
4 Tighten the suction pipe at the pump end then
refit the strainer on the end of the suction pipe
NOTE The strainer which fits on the end of the
suction pipe should be thoroughly cleaned in suit
able cleaning fluid before being refitted It is
good practise to remove this strainer and clean it
thoroughly on every occasion when the sump is
removed
5 Replace the sump as previously detailed and
secure with the setscrews
6 Fill the sump to the correct level with clean oil
M8 of an approved grade
LUBRICATION SYSTEMMS
NOTE Caution should be exercised when restart is given on Page B9 The pressure will drop whilst
ing the engine as it will take a moment or two for the engine is idling and also a slight drop will be ex
the oil pump and pipes to prime therefore the perienced when the oil is hot this is quite normal If
engine speed should be kept to a minimum until however the oil pressure is suspected of being too
either the gauge shows satisfactory pressure where high or too low then reference to the possible faults
fitted or the oil pressure warning light is ex listed under these headings given on Page Dl may
tinguished prove helpful
NOTE Whenever the oil pressure reading is question
able use a direct reading mechanical oil pressure
The most satisfactory way to prime the lubricating oil gauge attached directly to engine oil gallery on block
pump is to motor the engine for approximately 1020
seconds before any attempt is made to start the LUBRICATING OIL To ensure
cleanliness of the lubricating oil a sump
strainer and a main full flow type of oil filter are fitted
The sump strainer consists of a gauze wire container
which is fitted over the end of the lubricating oil pump
OIL PRESSURE RELIEF VALVE suction pipe All oil must pass through this strainer
before it reaches the oil pump
The oil pressure relief valve is contained in a with the oil pump end cover which is secured
to the rotor housing by four setscrews This relief the maximum oil pressure by allowing a spring
loaded plunger to move and bypass excess oil back
to the sump when the spring on page Bl0 is Dismantle the Oil Pressure Relief Valve
1 Drain the engine oil from the sump
2 Remove the sump securing setscrews and carefully
remove the sump
3 Continue as for removing the oil pump as pre
viously detailed
4 Remove suction and delivery pipes
5 Remove the four securing setscrews and remove
the end cover assembly
6 Remove the cotter pin from the end of the housing
and withdraw the spring cap spring and plunger
An exploded view of the assembly is shown in Fig
7 Thoroughly clean the parts inspect for wear or
damage and renew if ReAssemble the Oil Pressure Relief Valve
1 Replace the plunger spring and spring cap then
secure with the cotter pin
2 Secure to the lubricating oil pump body by means
of the four setscrews
3 Continue as detailed for refitting the lubricating oil
pump
OIL ensure that with the engine running oil
pressure is registering on the gauge or the oil light is do vary according to climatic even between individual engines but the oil pres
sure range at normal working speed and SECTION N
Internal Cooling System
ALTERNATOR BELT 5
To Adjust the Alternator Belt
Alternator belt adjustment is achieved by altering the
position of the alternator as detailed below
1 Slacken the alternator adjusting lever setscrew
2 Slacken the two mounting
bolts
3 Move the alternator either towards or away from
the engine to either slacken or tighten the belt
4 Lock in the desired position by tightening the alter
nator adjusting lever setscrew
5 Check the tension if correct the tension is such 1 Pump Body
that without undue pressure the thumb applied 2 Seal
midway between the water pump and crankshaft 3 Shaft Bearings
pulleys can depress the belt approximately in
4 Retaining Circlip
10 mm as shown in Fig N1
5 Pump Shaft
6 Spacer
7 Flange Oil Seal Retaining
8 Retainer Oil Seal
9 Flange Water Pump Thrower
10 Impeller
11 Seal
12 Insert
6 If the tension is correct tighten the two alternator
tobracket mounting bolts
NOTE When a new belt is fitted it is advisable to
recheck the adjustment after only a short running period This is to allow for the
initial
stretch which is common to new belts once this
initial stretch has taken place the belt may be
checked in accordance with Operator To Remove the Alternator Belt
1 Slacken the alternator adjusting lever setscrew
N1 2 Slacken the mounting Pivot the alternator towards the cylinder block
4 Turn the engine slowly by hand and work the alter
nator belt off the water pump pulley
5 The belt can now be lifted from the alternator and
crankshaft pulleys and removed from the engine
6 Examine the belt for signs or fraying or cracks in
the rubber and renew if Refit the Alternator Belt
Refitting the belt is just a reversal of the removal
operations Adjust the belt tension as previously
detailed under the heading To Adjust the Alter
nator Belt
If a new belt has been fitted refer to the note given
after the details on fan belt adjustment
To Remove the Water Pump
2 Remove the water pump pulley by means of a
Slacken generator securing setscrews and remove
suitable puller the holes in the pulley face may be
driving belt
utilised for this purpose Refer to Fig N3
Unscrew the four setscrews securing the water 3 Press the shaft out of the pump body from the
pump and backplate to cylinder block pulley end complete with water pump thrower in
sert seal and impeller
Remove water pump and back plate 4 Remove the impeller from the pump drive shaft
by means of a suitable puller or press
5 Remove the bearing retaining circlip then using a
suitable mandrel press the two shaft bearings
complete with spacer out through the front of the
To Dismantle the Water Pump pump body
6 Remove the felt seal and retaining flanges
1 Remove the pulley securing nut or circlip where
fitted
Inspection
1 Examine the pump body for cracks corrosion or
any other damage Renew where necessary
2 Examine the shaft and bearing assembly for wear
or corrosion Renew where necessary
3 Examine the water thrower flange for damage or
corrosion Renew where necessary
4 Examine the water pump seal and insert for ex
cessive wear scoring or cracks on the sealing
faces Renew where necessary
5 Remove rust and scale from he impeller and ex
amine for excessive corrosion or other damage
Renew where necessary
6 Examine the pump pulley for signs of cracks
corrosion or any other damage Renew where
To ReAssemble the Water Pump
Refer to Fig N2
1 Insert the oil seal retainer 8 and oil seal 2
N3 followed by the oil seal retaining flange 7
COOLING Fit the two bearings 3 and spacer 6 onto the
shaft 5 and pack the space between the two bear
ings approximately full of high melting point
grease
3 Press the bearings and shaft assembly into the
pump body impeller end first and locate with the
circlip 4
4 Press the water thrower flange 9 into position on
the drive shaft
S Thoroughly clean the insert recess and drain hole
in the pump body
6 Lightly coat the inner diameter of the insert recess
and outside diameter of the insert with grade
AVV Loctite
7 After removing any traces of oil or grease from the
insert press it fully home Remove all traces of
surplus Loctite
NOTE Special care must be taken during this
operation not to mark the face upon which the seal
registers
8 Place the carbonfaced seal 11 on the drive
shaft so that this face registers with the insert face N5
9 Press the impeller onto the shaft over this seal
until the clearance given on Page A13 exists be
tween the back face of the impeller and the pump
body This clearance can be checked as shown in
Fig N4
10 Press the pulley fully onto the shaft and fit the
securing nut or circlip where applicable 2 Remove expansion tank or thermostat housing
NOTE 4108 Engines Only When the pulley is whichever is applicable
originally pressed onto the shaft during production 3 Lift out thermostat as in Figure N5
a pressure of 23 tonin 2 is required Therefore
it is recommended that if the pulley interference on
the shaft is such that a substantially reduced
pressure will press the pulley back onto the shaft
then a replacement pulley andor shaft should be
fitted To Test the Thermostat
1 Immerse the thermostat in a suitable container of
water and slowly heat An accurate thermometer
should be available to check the temperature of
To Refit the Water Pump the water as it rises
2 Note the temperature at which the valve in the
1 Fit the backplate followed by the water pump to unit commences to open This temperature should
the cylinder block using new gaskets lightly coated be as stamped on the unit by the with suitable sealing compound
3 If the unit does not function properly then a re
2 Secure the water pump assembly to the cylinder placement thermostat will be required as no
block with the four setscrews adjustment of these units is possible
3 Refit the alternator belt and adjust to the correct
tension
To Replace the Thermostat
THERMOSTAT Replacing the thermostat is a reversal of the re
moval procedure A new gasket should be fitted between
To Remove the Thermostat the thermostat housing and the water outlet connection
1 Drain the coolant from the engine block
SECTION P
FUEL OIL FILTERS Fuel System
The element in this filter is of the paper type and
therefore no attempt should be made to clean it Its
life will be governed by the quality and condition of
the fuel passing through it but under average con
ditions the element should be renewed in the in Operator Section This
period would naturally be reduced if it was apparent
from the condition of the element if removed and in
spected that conditions warranted it
To Renew the Filter Element
1 Unscrew the filter bowl securing bolt in the centre
of the headcasting Refer to Fig PS
2 Lower the filter bowl clear as shown in Fig P6
then discard the fuel therein together with the old
element
3 Inspect the sealing rings and replace if damaged P6
in any way
FUEL LIFT PUMP
4 Place the new element in position inside the filter
bowl and offer up the bowl firmly and squarely so Testing the Pump in Position
that the top rim of the filter bowl locates centrally 1 Disconnect the outlet pipe lift pump to filter
against the sealing ring in the filter head casting leaving a free outlet from the pump
5 Hold in this position while the securing bolt is 2 Rotate the engine and note if there is a well
located and screwed home defined spurt of fuel from the outlet port once
every two engine revolutions
NOTE If the sealing rings are in good order and
the bowl is located correctly no excessive tighten NOTE As an alternative the pump may be
ing will be required to obtain a leak proof seal operated by means of the hand primer as shown
in Fig P which should give the same result
6 Prime the fuel system as detailed on Page PS every time the priming lever is operated However
should the engine happen to have stopped in such
NOTE Some filter bowls have a drain plug fitted
a position that the eccentric operating the lift
in this case the relevant manufacturers service
pump is in the maximum lift position then it will
literature should be consulted
not be possible to operate the hand primer
properly If such a condition arises the remedy is
to rotate the engine one complete P7
FUEL Remove the Lift Pump To ReAssemble the Lift Pump
1 Disconnect the pipes from the inlet and outlet Examine the casting and ensure that there is
ports Seal the ends of the pipes to prevent the sufficient material to provide a sound staking when
entry of foreign matter new valves are fitted
2 Remove the two nuts and washers holding the Clean the valve recesses to allow the new valves
pump to the tappet inspection cover Withdraw the to be correctly fitted
pump spacer and gaskets
1 Insert a new valve gasket in each valve recess
2 Place the new valves in the recesses The valve
in the inlet port should be fitted with the spring
outwards ie towards the diaphragm flange and
the valve in the outlet port fitted in the reverse
position
3 Press the valves home with a suitable piece of
tubing approximately 916 in 1429 mm inside
To Dismantle the Lift Pump
diameter and i in 1905 mm outside diameter
1 Before dismantling make a file mark across the
two flanges for location purposes when the pump
is being Remove the five cover screws and separate the
two main castings then remove the diaphragm
assembly from the lower half by turning the dia
phragm through 90 in either direction
NOTE The diaphragm and pull rod assembly is a
permanent assembly and no attempt should be
made to separate the parts
3 Remove the retaining Clip from one side of the
pump body and push out the rocker arm retaining
pin Withdraw the rocker arm etc from the body
4 Prise out the valves with a screwdriver or other
suitable Check the diaphragm assembly and renew if the
material is split or checked or if serious wear is
apparent in the link engagement slot
2 The diaphragm spring should be replaced if faulty
or corroded A new spring should have the same
color Refer to Page B11
3 Replace the valves unless they appear to be in per
fect Examine the rocker arm operating lever rocker
arm retaining pin and rocker arm return spring
for wear Replace any parts where Replace all joints seals and washers as routine
Examine upper and lower castings for wear or
distortion Slight distortion of flanges can be
remedied by grinding the flange face to restore
flatness P8
FUEL Stake the casting in six places between the
original stakings round each valve with a suitable
punch
NOTE Valves fitted to earlier lift pumps were
held in position with a retaining plate and two
screws On no account should attempts be made
to stake the valves of this earlier type pump
5 Place the rocker arm retaining pin in the appro
priate hole in the lower casting and push through
until it protrudes slightly inside
6 Fit one packing washer and link into the casting
moving the pin in slightly to retain them
7 Fit the rocker arm and return spring and retain by
moving the pin in further ensuring that the spring
seats Fit the remaining packing washer then push the
rocker arm retaining pin through the link washer
and casting until the ends protrude equally beyond
the outside of the casting
9 Retain by securing with the two clips P9
10 Insert the new rubber sealing washer followed by
the steel seating washer and diaphragm return
spring
11 Place the diaphragm assembly over the spring
with the pull rod downwards locating the top of
the spring in the diaphragm protector washer
12 Now position the pull rod so that the flat notcheo
blade has one of its thin edges facing the rocker
arm Press downwards on the diaphragm assembly
and twist it through 90 in either direction this
action will engage and retain the pull rod in the
fork of the link
13 Operate the rocker arm against the diaphragm
spring pressure until the diaphragm is level with
the body flange FUEl INJECTION PUMP
14 Place the cover assembly in position and line up the
file marks made on the flanges prior to dismantling
Still holding the diaphragm level with the body The fuel injection pump is of the DPA distributor
flanges fit the five flange securing screws tighten type It is a precision built unit incorporating a simple
evenly and securely hydraulic governor or alternatively one of the mech
anical flyweight type depending upon the application
to which the engine is fitted
To Remove the Fuel Injection Pump
1 Remove the four high pressure pipes between the
pump and the injectors and blank off all ports to
prevent the ingress of foreign particles
2 Remove the low pressure fuel pipes from the inlet
and outlet connections and blank off all ports
To Refit the Fuel Pump 3 Disconnect the stop and throttle controls and their
return springs
1 Fit the spacer using a gasket on either side
4 Remove the two nuts and the socket headed set
2 Enter the pump operating lever into the recess in screw which secure the fuel pump to the mount
the tappet inspection cover as shown on Fig P9 ing flange together with their spring and plain
and secure with the two nuts and washers washers
3 Reconnect the low pressure fuel pipes to the inlet 5 Carefully withdraw the fuel pump from its mount
and outlet ports ing
FUEL Refit the Fuel Injection Pump
1 Replace the fuel pump mounting flange gasket
where Fit pump as shown in Fig P8 ensuring that the
master spline on its quill shaft is correctly posi
tioned to engage with the female splines within the
fuel pump drive hub
NOTE This master spline ensures that the pump
will only locate in the drive hub in one pOSition
for timing purposes Further when fitting the me
chanically governed injection pump which uses a
separate quill shaft the noticeably shorter splined
end is fitted in the injection pump
3 When the splines are in correct alignment the
pump can be pushed in until the mounting flanges
meet and the securing nuts and setscrew with their
washers can be fitted
4 Before tightening align the timing marks scribed P11
on the fuel pump mounting flanges as shown in
Fig P11 Tighten the setscrew and nuts
5 Refit the low pressure pipes to the inlet and outlet FUEL INJECTION PUMP TIMING
connections Reference should be made to the details given on
6 Refit the high pressure fuel pipes Page L1 covering engine timing this timing
sequence has been followed regarding the timing
7 Reconnect the throttle and stop controls together gears and the timing marks on the mounting flanges
with their return springs are correctly aligned as shown in Fig P11 then the
fuel pump timing should be correct
8 Prime the fuel system with fuel oil as detailed on
Page P8 A further check is possible and utilises the internal
9 Fuel pump timing can be checked as detailed in timing marks within the pump body To be able to see
the following text these marks necessitates the removal of the inspection
cover
On the fuel pump rotor inside the fuel pump are a
number of scribed lines each one bearing an indio
vidual letter A timing circlip one end of which has a
straight edge is positioned inside the pump body and
is preset so that when the appropriate scribed line on
the fuel pump rotor aligns with the straight end of the
circlip it denotes commencement of injection static
timing see Fig P12
NOTE On earlier pumps the timing circlip had a
scribed line on one end and on these pumps the
scribed line on the fuel pump rotor should be aligned
with the scribed line on the P12
FUEL FUEL PUMP TIMING
1 Ensure that the fuel pump is correctly filted with
the scribed line on the mounting flange aligning
with the adjacent mounting flange on the cylinder
block see Fig P11
2 Position the crankshaft so that No 1 piston is at
TDC on its compression stroke
3 Remove the cylinder head cover
4 Slacken the valve adjusting screw on No1 exhaust
valve sufficiently to allow the rocker lever to be
moved to one side and the push rod removed
rotate the rocker lever on the shaft so that the
valve spring cap is accessible for using the valve
spring Remove the collets spring cap and springs from
No 1 exhaust valve and allow the valve to rest on
the top of the piston
6 With the aid of a dial indicator in contact with the
end of the valve now resting on No 1 piston it
will be necessary to position the crankshaft so P13
that the piston will be 0120 in 305 mm BTDC
this being the equivalent of 19 on the engine fly
wheel Refer Fig P13
To do this turn the crankshaft in the opposite
direction to normal rotation approximately an NOTE
eighth of a turn and then forward until the required
position is registered on the indicator This en Refer also to Service Bulletins
ables the backlash in the timing gears to be No 1121 and 29 for additional
taken up
data on the fuel injection pump
NOTE The above setting is for 4108 marine
engines For other applications and engines see
Page B12
7 Remove the inspection plate on the fuel pump
enabling the rotor to be seen Fig P12
8 With No 1 piston at the static timing point on its
compression stroke the scribed line on the rotor
marked A for hydraulically governed engines or Maximum Speed Setting
C for mechanically governed engines should
align with the straight edge or scribed line on the The maximum speed screw 5 is set and sealed by
timing circlip the manufacturers and must not be altered or tam
pered with in any way unless factory authority is first
9 If the timing is incorrect proceed by either obtained and any adjustments necessary are carried
a making any necessary adjustments by means out by experienced personnel As with all seals on the
of the holes in the fuel pump gear they are pump unauthorised removal may render the guarantee
slotted enabling the drive shaft to be turned void
relative to the gear when the securing set
screws are slackened Refer to Fig K6 or The maximum no load speed may vary according to
the application to which it is fitted reference may be
b by slackening the two nuts end socket headed
made to the code number stamped on the fuel pump
setscrew which secure the fuel pump to the
data plate The last four numbers in the code indicate
mounting flange and turning the pump body
the maximum no load engine speed therefore in the
in the direction required
case of the following example it would be 4480 rev min
10 When the fuel pump timing has been set turn the Code Example EH39 120004480
engine against the normal direction of rotation
NOTE If the fuel pump data plate is damaged or de
once again to the appropriate piston displacement
faced so as to make it impossible to read accurately
to check that the squared end of the circlip is now
or if there is no code stamped on the plate you are
aligned with the line on the rotor
advised to contact your nearest CAV Distributor or
11 When the fuel pump timing has been correctly set Westerbeke
slowly turn the engine to TDC in the normal
direction of rotation remove the indicator and refit
NOTE The engine must not be allowed to operate at
the valve springs
a speed in excess of that specified or severe damage
12 Refit the push rod and reset the valve clearance may occur
FUEL SYSTEMP6
INJECTORS
General
When replacing injectors in the cylinder head it is
essential that a new correct type copper washer is
fitted between the nozzle body and cylinder head
The first symptoms of atomiser trouble usually come
under one or more of the following headings
0 1 Misfiring
2 Knocking in one or more cylinders
3 Engine 4 Loss of power
5 Smoky exhaust black
6 Increased fuel Testing for Faulty Injector
If an injector is suspected of being faulty try this
method to isolate it
Loosen the union nut at the injector end of the
high pressure fuel pipe If each injector is isolated
in turn in this way with the engine running at approxi
mately 1000 revmin tightening each union nut
firmly before proceeding to the next then the faulty
injector when isolated in this manner will have little
or no effect on the running
Warning t
Great care should be taken to prevent the hands or
face from getting into contact with the spray as the
working pressure will cause the oil to penetrate the
skin with ease
Injector Pressures
lI n
Details of holders and nozzle types together with
pressure settings are given on Page B12
NO ATTEMPT SHOULD BE MADE TO ADJUST THE P16
INJECTION PRESSURE WITHOUT AN INJECTOR 1 PUMP OF THE TYPE ILLUSTRATED IT IS
QUITE IMPOSSIBLE TO ADJUST THE SETTING OF
2 Spring cap
INJECTORS WITH ANY DEGREE OF ACCURACY WITH 3 Shim washer
OUT PROPER EQUIPMENT 4 Nozzle spring
5 tab washer
6 Spindle
7 Fuel inlet union
8 Nozzle holder body
Injector 9 Securing flange
Injectors can be identified by code letters stamped 10 Nozzle needle
on a tab washer fitted under the spring cap nut see
Fig P16 or the code is stamped on the
11 Nozzle body
injector body Details of codings can be found on 12 Nozzle capnut
Page B12 13 Copper sealing washer
FUEL Pipes High Pressure 3 Slacken the vent screw on the top of the fuel filter
When replacing the fuel pipes it should be noted that 4 Operate the priming lever on the fuel feed pump
no two pipes are the same each is formed to suit an Refer to Fig P and when fuel free from injector position This is important when
bubbles issues from each venting point a replacement pipe as each one has a the screws in the following part number
1 Filter cover vent screw
For purposes high pressure fuel pipes 2 Head locking screw vent are now supplied with olives fitted as shown 3 Governor
cover vent valve
in Fig P17 The earlier type pipe assemblies with 5 Slacken the pipe union nut at the pump inlet
olives fitted in the reversed position are still satisfac operate the priming lever and retighten when fuel
tory oil free from air bubbles issues from around the
threads
6 Slacken the unions at the injector ends of two of
the high pressure pipes
7 Set the throttle at the fully open position and
ensure that the stop control is in the run posi
tion
8 Turn the engine until fuel oil free from air bubbles
issues from both fuel pipes
9 Tighten the unions on both fuel pipes and the
engine is ready for pipes should be clean wash in clean fuel oil
and blow through the fine bore with compressed air if
there is any doubt the olives at each end should not
be split or unduly compressed otherwise leakage will
result and a new pipe will be when fitting that the pipe fits squarely at both
ends and that the union nuts are tightened firmly but
not the Fuel System P18
The air must be vented from the fuel system whenever
Priming Procedure after Changing a Filter
any part of the system between the fuel tank and in
jection pump has been disconnected for any reason Element
or when the system has been emptied of fuel 1 With the vent screw on the filter cover removed
No attempt must be made to start the engine until the and the union at the filter end of the return pump has been filled and primed as
serious filter to tank slackened operate the feed pump
damage can be caused to the pump due to lack of priming lever until oil free from air bubbles
from the filter cover vent
2 Replace the vent plug and continue to operate
The method of priming detailed below ensures that the priming lever until oil free from air bubbles
only fuel which has passed through the paper filter issues from around the threads of the return pipe
element can reach the interior of the pump union
3 Tighten the return pipe union
1 Slacken the air vent valve on the top of the control
4 Slacken the union at the filter end of the filter to
gear housing on hydraulically governed pumps
injection pump feed pipe and operate the priming
refer Fig P15 or on the front of the governor
lever until oil free from air bubbles issues from
housing on mechanically governed pumps refer
around the union threads
Fig P18
5 Tighten the feed pipe union The pump and filter
2 Slacken the vent valve fitted on one of the two are now filled and primed and ready for further
hydraulic head locking screws service
OTHER OVERHAUL
CONTENTS SECTION PAGE
MARINE ELECTRICAL SYSTEM Q
Delco Remy Generator and Regulator Ql
Motorola Alternator and Regulator Q13
Delco Remy Starter Motor Q17
COOLING SYSTEM S
P220 Hydraul i c S 1
SECTION Q
ELECTRICAL engines were equipped with Delco minerals Do not overfill and be sure the vents
Remy electrical accessories operating on are kept open in filler caps these are for the
a nominal 24 volt system The generator escape of gas from the action
and voltage regulator have been replaced Keep the terminals clean and the a Motorola alternator and regulator clamps tight
Smearing the battery posts and
cable terminals with light grease after tightening
the connections will help prevent corrosion
STORAGE voltage must conform to the 24volt
SOOWATT and the battery may be either four
6volt units in series or two 12volt units Rec This is identified as assembly part capacity is 130 ampere hours mini 1117731 a direct
current insulated system 24
mum For cable sizes refer to table on Page 24 volt IBamp unit It is a two brush 4 pole are not supplied with the engine wound voltage
and current regulated generator
circuit type driven at twice engine speed with
BATTERY MAINTENANCE cutin speed at BOO engine rpm Rotation is CW
when viewed from the drive end The electrolyte level once a week Make sure
tion includes fungicidal and corrosion storage batteries are kept filled with fluid
level approximately 3B above the plates and The generator is hinge mounted on the charged Proper specific gravity for full side of the
engine front end and driven with a
charge is 122012BO Add pure water prefer vbelt from the crankshaft pulley this same belt
ably distilled as necessary to each cell If also driving the fresh water pump to obtain distilled water use rain of the belt tension is
regulated by an or clean fresh water which is free of strap anchored to the timing gear case housing
Fig 117Generator Assembly
The armature is supported by double sealed ball 5 Inspection The commutator end frame must
bearings at the drive end and the commutator be removed for periodic inspection of brush
end The commutator end bearing is protected and commutator condition If the commuta
from water by a special cover and gasket Water tor is rough out of round or has high mica
sealing at the drive end is by a special assembly or the brushes show excessive wear the
that is replaceable from outside the generator generator must be disassembled of the commutator can be made by re
armature must be turned down on a lathe
moving a special gasket sealed inspection plug and the mica undercut Worn brushes
in the generator frame Terminal outlets are should be in and protected by a special for sheathed conduit with a coupling Wires
leading from generator 6 Brushes will wear from use and must be
to regulator correspond to Battery Armature and replaced when they get too short Inspect
Field terminals A capacitor on the output lead each for Iength condition of pigtail and
reduces radio interference The generator out freedom of movement in brush holder
put is regulated by the current settings of the Brush tension should be approximately 28
current and voltage regulator ounces This can be checked with a spring
gauge and correction can be made by
bending the brush spring as required If
GENERATOR MAINTENANCE the brush spring shows evidence of over
heating blued or burnt do not attempt to
This may be divided into two sections normal readj ust it but install a new one required to assure continued oper
heating will cause a spring to lose ts tem
ation of the generator and the checking of in per If the brushes ore worn down to units A periodic inspection should
than half their original length they should
be made of the charging circuit Make it a rule be replaced The length of a new brush is
tq do it every time the lubricating oil is changed 1516 Use a brush seating stone for
Keep all connections clean and tight Preventive abrasive to seat the new brushes to includes the following
curve of the commutator and blowout all
dust with compressed air after the brushes
1 Lubrication The ball bearing used in this are seated
generator should be lubricated by turning
the grease cups down one full turn every
time the lubricating oil is changed Use 7 After replacing the end frame clean the
exterior of the generator
ball bearing grease to refill grease cups
when required Never oil Inspect condition of generator drive belt
for tightness cracks fraying or other signs
of Replace belt if badly worn
Adjust belt tension as necessary to prevent
possibility of slipping by means of the GENERATOR DISASSEMBLY
adjusting strap on generator mounting The
At regular intervals the generator should be
tension is correct when the veebelt can
disassembled for a thorough cleaning and in
be depressed a distance equal to the thick
ness of the belt when thumb is pressed spection of all parts Never clean the armature
against the center of the span or fields in any degreasing rank using heated
vapors or by dipping in any degreasing solu
3 Visually inspect all wires for signs of breaks tion since these may damage the insulation
abrasion spots caused by rubbing also for These parts may be cleaned by brushing with
signs of overheating or corrosion Repair clean spirits or kerosene The sealed ball bear
or replace any faulty wiring at once ings should be inspected and replaced if neces
sary All wiring and connections should be
4 Visually and by feel inspect all terminals checked Rosin flux should be used in making all
and connections for cleanliness and tight soldered connections Acid flux musl never be
ness Also inspect for shorts or grounds used on electrical
Q3
CHECKING INOPERATIVE GENERATOR clnspect commutator for roughness
grease and dirt high mica conditions may require removal of the
or burned bars With any of these from the engine and further checking
ditions the commutator must be turned
of the generator as follows
down in a lathe and the mica undercut
1 No output In addition with burned bars which in
2 Unsteady or low output dicate open circuit the open circuit con
3 Excessive Output dition must be eliminated 4 Noisy generator
replaced
1 No output Remove cover and check com
mutator bars or a loose connection Burned
bars with other bars fairly clean indicate 3 Excessive Output This condition may re
open circuited coils If brushes appear to sult from
be making good contact with commutator
a Improper voltage setting
and commutator appears normal use test
points and a test light to locate trouble as b Defective voltage regulator unit
follows leads must be disconnected from
c Short circuit between the charging circuit
generator
and field circuit in the generator or
regulator or wiring
a Check field for open circuit The lamp d Poor ground connection at regulator
should light when one test point is placed
on FiElD terminal and the other on the e High battery temperature which reduces
field frame or any convenient ground the resistance of the battery to charge so
If it does not light the circuit is open that it will accept a high charge rate
If the open is due to a broken lead or even though the voltage regulator is set
bad connection it can be repaired but normal
if the open is inside one of the field If the trouble is not due to high battery
coils the coil must be replaced temperature determine the cause by op
ening the field circuit breaking field lead
b If the field is not open check for shorted between generator and regulator with
field by connecting a battery of the spe the generator operating at medium
cified voltage and an ammeter in series speed If the output drops off the regula
with the field circuit Field draw at 24 tor is at fault and it should be inspected
volts should be 8589 amperes Ex for high settings or short circuits
cessive current draw indicates a shorted
field
4 Noisy Generator Noisy generator may be
caused by loose mounting loose d rive pul
NOTE If a shorted field is found check
ley worn or dirty bearings or improperly
the regulator contact points since a short
seated brushes
ed field may have permitted excessive
field current which would have caused To set brush neutral setting remove end
contact point to burn Clean or replace cover plate to expose two brush plate at
parts as required taching screws Loosen enough to permit
shifting of the brush plate Place a thin
c If trouble has not yet been located dis ridged strip of material small rule will
assemble generator and check armature work between brush and brush holder so
brush holders and field circuits Repair that the strip will extend through the in
or replace parts as required spection hole Connect one side of a bat
tery to the A receptacle of the generator
and ground the other side of the battery
2 Unsteady or Low Output Check as follows to any convenient ground on the generator
a Check drive belt tension Locate brushes in a neutral position dis
connect battery and mark position of in
b Check brush condition serted strip on side af the inspection hole
Shift brush plate ahead direction of arma The regulator shown in Fig I 18 consists ot four
ture rotation until the inserted strip is units an actuating relay a circuit breaker relay
33218 ahead of neutral marking on a current regulator and a voltage regulator all
side of inspection hole At this point 332 mounted in a single receptable with cover and
18 on the field frame is equivalent to connected to the generator and battery as shown
I 8 to I 4 commutator bar of movement in wiring diagram page 20
The actuating relay INSTALLATION CAUTION tion together to close the circuit between the
After the generator is reinstalled on the engine generator and battery when the generator vol
or at any time after leads have been discon tage is sufficient to charge the battery They open
nected and then reconnected to the generator the circuit when generator voltage falls below
the generator must be repolarized This can be battery voltage when engine is stopped or idling
done in the folloWing manner so that the battery will not discharge through the
generator The current regulator is a current
limiting dev ise wh ich prevents the gene rator the lead from the FIELD terminal of
exceeding its specified maximum The voltage
the regulator and momentarily touch this lead to
regulator is a voltage limiting devise which pre
the BATTERY terminal of the regulator Thisallows
vents the system voltage from exceeding a speci
a momentary surge of current to flow through the
generator field windings in the proper direction fied maximum thus causing a tapering charge
rate to the battery as it approaches full to do this may result in severe damage
since reversed generator polarity causes vibra and protecting electrical units from excessive
voltage The DelcoRemy test specification number
tion heavy arcing and burning ofthe relay contact
is The test are as follows
GENERATOR REGULATOR Cutout Actuating Relay Closing Voltage
Since the generator used on these engines oper Range 2527 volts Adjust to 260 volts
ates on what is known as a twowire or system the regulator is of a type Voltage Regulator Setting
to conform to this system The regulator is
mounted off the engine Range 280295 volts Adjust for 285 volts
Current Regulator Setting
Range 1620 amps Adjust for 18 amps
Voltage Regulator Air Gap 084 in
Current Regulator Air Gap 084 in
Circuit Breaker Air Gap 042 in
Circuit Breaker Point Opening 040 in
Circuit BreakH Back Air Gap 008 in
Actuating Relay Air Gap 037 in
Actuating Relay Point Opening 037 in
Actuating Relay Back Air Gap 008 in
Actuating and Circuit Breaker Relays Description
The actuating and circuit breaker relays operate
together to perform the same function as the cutout
relay on other regulators When the actuating
relay operates it actuates or causes the circuit
breaker relay to operate The circuit breaker relay
then functions to close or open the circuit between
Fig llSGenerator Regulator the generator and battery
Fig 119Regulator actuating relay Fig 119A contains two wind
ings and an upper and a lower set of One of the windings is a series winding Fig 119PCircuit Breaker
ofa few turns of heavy wire shown in solid lines
in Fig 119C which is connected When the generator is not operating this The second winding is a shunt winding ing relay armature is held
in the upper position by
consisting of many turns of fine wire shown in the tension of a spiral spring so that the upper
dotted lines which in series with a resistor is contact points are closed and the lower across the generator One or the other points are
open When the generator begins to
set of contact points is always closed excepting operate a magneticfield builds up irJ the actuat
when the armature is in motion between the two relay shunt winding hen the voltage armature positions the value for
which the relay is adjusted the ma
netism is sufficiently strong to pull the armatu
The circuit breaker relay Fig 119B contains a down towards the core causing the upper conte
shunt winding shown in dotted lines Fig 119C points to open and the lower contact points
on a core above which is an armature with two close
heavy duty contact points Beneath these are contact points One of these is con Closing of the lower contact points connects the
nected through the regulator to the generator circuit breaker relay shunt winding Shown in
insulated terminal and the other is connected dotted lines across the generator This creates
to the battery through the wiring circuit a strong magnetic field which pulls the circuit
breaker relay armature down so that its points
close completing the circuit between the generator
ARMATURE and the battery
During the small fraction of a second that the cir
cuit breaker relay points are clOSing generator
lf LOWER
iI CONTACT voltage is impressed across the entire circuit
BRACKO breaker relay shunt Winding This causes a very
rapid relay action
When the circuit breaker contact points have
closed the major part of the winding is shunted
WINDINGS
across the generator by means of a connection to
the relay armature This manner of connecting the
Winding assures better relay operation since any
shock or vibration which might cause the actuating
relay point to bounce open will not cause thE
circuit breaker relay points to openaslongas the
actuating relay upper contact points do not clos
ACTUATING RELAY series with a resistor is connected between the
field side of the contact points and ground The
SHUNT WINDING
windings and core are assembled into a frame
I Above the core is an armature and a stationary
I 1
point which are identical in construction to those
1L used on the current regulator
I When the generator voltage reaches the value
1 for which the voltage regulator is adjusted the
magnetic field produced by current in the shunt
winding plus that created by the current in the
accelerator winding overcomes the armature
spring tension pulling the armature down and
thus separating the voltage regulator contact
points Separation of the points diverts the
field current through a resistor which is connected
across the points The increased resistance of
circuit reduces the field current and the genera
tor voltage The reduction in generator voltage
CIRCUIT BATTERY ARMATURE FIELD in turn results in a loss of magnetic strength in
BREAKER RELAY
the shunt winding When the contacts open the
Fig 119CWiring Diagram of Actuating Relay and Circuit flow of current through the accelerator winding
Breaker Relay is cut off causing a reduction in the total mag
netic strength of the core This weakens the
When the generator voltage drops below battery magnetic field strength of the core so that the
voltage current flows from the battery to the armature spring pulls the armature up This reverses the flow of current the
contact points to close This the original circuit and permits the the actuating relay
series winding shown
voltage to increase The preceding cycle is then
in solid lines Fig 119C As a result the series
repeated at the rate of about 50 to 150 times
winding solid lines and the shuntwinding dotted
a second thus limiting the generator voltage to
lines no longer help each other but become
a predetermined opposed The resultant becomes too weak to hold the actuating relay limiting the generator voltage in this in the lower
position The armature protects units in the tension opens the lower points and closes system and causes the charging current
to the
the upper points The upper contact points in battery to taper off as the battery connect the insulated end of the circuit full
relay winding to ground This causes
the upper part of the circuit breaker relay shunt
winding dotted lines to magnetically oppose the
lower part so that the resultant magnetic field
becomes too weak to hold the circuit down The armature is released and the
spring tension opens the points This design of
relay provides rapid and positive relay Regulator Description The See Fig 120 and 123 contains two
windings assembled on a single core One of
these is I shunt windirtg consisting of many
turns of fine wire which in series with a resistor
is shunted across the generator The circuit is
thus subject to generator voltage at all times
The second winding is an accelerator winding
consisting of many turns of fine wire which in Fig 120Regulator Wiring Diagram
ACTUATING RELAY CURRENT VOLTAGE
REGULATOR REGULATOR
IATTERY
o 0
o 0
AMMETER
GENERATOR
FIELD
ARMATURE
Fig 121Generator Circuits
Current Regulator Description The current where several paths for current flow are avail
regulator contains two windings on the same able One path through a resistance unit re
core a series winding and an accelerator turns to the insulated side of the field coils to
winding The series winding consists of a few complete the circuit The accelerator of heavy wire and it is connected into the on
both the current and voltage regulator circuit so that the full generator output are in parallel and the inductive flow thru these
passes thru it The winding consists of many windings opposes the magnetic effect of the
turns of fine wire and in series with a resistance working windings This increases the rate of ar
is connected between the field coil side of the mature vibrations resulting in an pOints and ground core
and windings are assembled into a
frame similar to that of the voltage regulator
The current regulator is adjusted to ope rate when
Fig 123 A flat steel armature is attached to
the generator output reaches its specified maxi
the frame by a hinge so that it is just above
m um When this output is reached the magnetic
the core The armature contains a contact point
field created by the current flow through the se
wh ich is located just beneath a stationary contact
ries Winding plus that created by current in the
point When the current regulator is not opera
accelerator winding is sufficient to overcome the
ting the spiral spring tension holds the armature
armature spring tension The armature is pulled
away from the core so that the armature contact
down toward the winding core and the points
point and stationary contact point are not touch
are separated As soon as the contact points
ing The stationary contact point is assembled
open the field current is diverted through a
into a flat spring which rises slightly above the
resistor which is connected across the points
fiber mounting bracket when the contact points
Inserting a resistance in the generator field cir
are together This arrangement permits awiping
cuit in this manner reduces the generator field
action between the points as they close and
current which in turn reduces the which assures better contact between them
output The reduction in generator output causes
a decrease in the magnetic field strength of the
The instantaneous current flows from the field current regulator series in the generator to the regulator ground
In addition to the regulating resistance in series UPPER ARMATURE STOP
with the field coils a parallel resitance is used
to absorb some of the inductive energy pro
duced when the regulator contact points open voltage of course causes current to to flow in the same direction as the
original current flow Thus when the the generator field coils become the source
of the supply and the current must be traced
from this point
REGULATOR Mechanical checa and adjustments a i r
gaps point openings must be made with
the battery CAUTION The cutout relay contact points
SCREWS Loosen to
must never be closed by hand with the adiust air ii1
battery connected to the regulator This
would cauae a high current to flow thru the
units and would seriously damage them Fig 122Cinir 8reaker Relay Adiustments
2 All voltage checks must be made with the
reg ulator on open ci rcuit battery discon lower as reqid Fig 122B Be sure the points
nected Voltage and current regulator are in accurate checks must be made at specified speed adjustment BOTH SETS OF POINTS
MUST CLOSE
2000 engine rpm corresponding to 4000 generator rpm
3 The regulator must be in operating position POINT CPENiJG The point opening is measur
when electrical settings are checked and ed with ihe points open and Fig 122 and ad
justed by Jending the upper armature stop Fig
adj usted and it must be stabilized at oper
122C
ating temperature Failure to observe these
rules will cause serious errors in checking
and adjusting voltage regulator settings
4 After any tests or regulator adjustments re
quiring leads to be disconnected the gener
ator must be repolarized as covered on
page Q4 This must be done after leads
are reconnected but BEFORE ENGINE
IS Circuit Breaker Relay Three adjust
ments are required air gap point opening and
closing voltage
AIR GAP The air gap should be measured be
tween the armature and the center ofthe core with
the points just touching Place fingers on the two
sides of the armature and push down until the
points just touch to measure the air gap Fig
122A Adj ust by loosen ing the four screws attach
ing the two lower contact brackets and raise or Fig 122A Clecking Air Gap on Circuit Breaker Relay
BEND UPPER ARMATURE STOP
TO ADJUST POINT OPENING
POINT OPENING
Fig 122CChecking and Adjusting Point Opening on
Fig Air Gap on Circuit Breaker Relay Circuit Breaker Relay
CLOSING VOLTAGE To check the closing vol
tage of the circuit breaker relay the regulator SEALING VOLTAGE The sealing voltage is the
must be connected in the proper manner to the voltage at which the armature seals against Do not connect a battery to the regula
winding core If the difference between closing
tor the regulator BATTERY terminal must be dis voltage and the sealing voltage is not Hold the actuating relay armature limits
see pg Q4adjust by decreasing the air
down by hand to open the actuating relay upper gap to decrease the difference or increase the
contact points and close the actuating relay lower air gap to increase the points A voltmeter should be the regulator ARMATURE terminal and the
Service Actuating Relay Three checks and ad
ground screw at the end of the regulator and the justments are required on the actuating relay
lead must be disconnected from the BATTERY air gap point opening and operating voltage of the regulator Fig 122D Slowly
generator speed and note the voltage
at which the circuit breaker relay pOints close O VARIABLE
Bend the lower spiral spring hanger to adjust f closing voltage Fig 122E Bend the hanger
up to decrease or down to increase the each change before taking
the closing voltage reading reduce and open the voltage regulator pOints This will cause the voltage to drop so
that the effect of residual magnetism in the relay
core is nullified Then allow the voltage regulator HOLD ACTUATING VOLTMETER to close and slowly increase generator
RELAY to check relay closing voltage It may be DOWN BY to repeat this operation sEveral times
in order to get an accurate Check of the relay Fig 122DV oItmeter Connections to Check Closing voltage
of Circuit Breaker Relay
Fig Relay Air Gap and Point Opening
Checb and POINT OPENING Check point opening of lower
Fig of Circuit Breaker Relay Closing contact points with upper contact points justtouch
Voltage ing Place finger on the center of the armature
push down until upper points open release until
AIR GAP The air gap should be measured be
upper points just touch Fig 122G Then measure
tween the armature and the center of the core
point opening Adjust by bending the flat spring
not residual pin in armature with the lower
which supports the the just touching Fig 122G Place finger
on the center of the armature to push the arma
ture down when measuring air gap do not push
down on the flat springs which support the con
tacts Adjust by loosening the two screws which
attach the stationary contact and raise or lower the
support as necessary Be sure support is square
on mounting bracket and tighten attaching after adjustment is complete
BEND ARM TO ADJUST
POINT OPiNING
CONTACT
BRACKET
SCREWS
LOOSEN TO ADJUST
AIR GAP
Fig Required on Actuating Relay Fig of Actuating Relay Closing Voltage
OPERATING VOLTAGE Connect a voltmeter
from the regulator ARMATURE terminal to the
ground screw on the end of the regulator Slowly
increase the generator speed and note the voltage
at which the actuating relay closes This will be
indicated by a sharp click procuced as the circuit
breaker contacts close in response to the closing
of the actuating relay lower contacts To adjust
the closing voltage bend the lower spiral spring
hanger Fig 122H Bend down to increase the
closing voltage and up to decrease the closing
voltage After each change of adjustment and
before taking closing voltage reading reduce gen
erator speed and open the voltage regulator
points momentarily This will cause the voltage to
drop so that the effect of residual magnetism
is nullified Then allow the voltage regulator
points to close and slowly increase generator Fig 123Checlcing Air Gap on Voltage Regulator
speed to check relay closing voltage It may be with Wire Gauge
necessary to repeat this operation several times
in order to get an accurate check of the relay closed note flat spring position It should be up
closing voltage If a variable resistor is used in off the fiber insulator If it is not the spring is
the field circuit to control voltage during testing too strong and it can be weakened by running a
the generator should be cycled before each read dull edged tool across the crease of the flat
ing by reducing the voltage below 6 volts spring Minimum spring tension should be two
ounces and this iS measured by holding the
armature down and pulling up on the end of the
flat spring with a spring scale to see what pull is
Service Voltage Regulator Two checks and required to raise the flat spring off the are required on the voltage regu
lator Air gap and voltage setting per on page Q4
Air Gap Measure the air gap between the
armature and the part of the core next to the LOCK NUT
Turn to set air gap Loosen to set air gap
residual pin not between armature and resi
dual pin To measure press down on the con
tact screw to make sure it is bottomed and
check the air gap with a feeler gauge see Fig
123 To adjust loosen the lock nut and turn
the contact screw Fig 124 The easiest method
is to insert the proper size feeler gauge loosen
the lock not and with downward pressure on turn the contact screw to set for 084
air gap Tighten the lock nut after adjustment
Note When installing a new fibre insulator
bracket assembly which includes the flat spring
the flat spring tension should be checked and
adjusted if necessary If it is excessive there
will be no wiping action between the points and
the point wear will be more rapid than normal
If it is too low point bouncing and are apt to occur To make sure the flat Fig Required on Voltage has the proper tension first check
and are Air Gap and Voltage SeHing
adjust the regulator voltage setting see follow Adjustments on Current Regulator are
ing paragraph Then with the regulator points Air Gap and Current SeHing
If less than two ounces is required AIR GAP The correct air gap for the the tension by prying lightly under and the adjustment side
and then the other side of the crease is the same as outlined for the voltage regulator
in the spring on previous page
VOLTAGE SETTING Connect a voltmeter be
tween the ARMATURE A and A terminals CURRENT SETTING To check the current regula
lead must be disconnected from the regulator tor setting it is necessary to drive the terminal With the generator opera at full
speed engine atfull throttle and to keep
ting at full speed 2000 engine rpm or 4000 the voltage regulator from operating This may
generator rpm and the regulator at operating be accomplished by removing the regulator note the voltage setting Correct er and placing
a jumper lead across the voltage
range is 280 295 V Adjust for 285 volts regulator contact points which will prevent the
To adj ust the voltage setting turn the adjusting voltage regulator from operating Then remove
screw shown in Fig 124 which regulates the
the regulator BATTERY lead and connect an ac
tension of the spiral spring IncreaSing the spring curate ammeter in series between BATTERY ter
tension increases the voltage setting After
minal of regulator and the battery Then with
each change of adjustment cycle the generator
engine running at full speed read the current
by momentarily opening the voltage regulator
output in amperes Be sure to remove the
points by hand before taking the voltage reading
jumper from voltage regulator immediately after
This elimi nates residual magnetism in the core
the test
of the regulator and assures a true adjustment
Correct range is 16 20 amperes If the Regulator Two checks and is in this range the adj ustment is are required on the current regula
If not in this range adjust to 18 amperes To
tor air gap and current setting Since these adjust the current regulator setting turn the
are similar to those described for the voltage adj usting screw shown in Fig 124 which refer to the same Figures lates the tension on the
spiral spring and 124 the tension will increase the current setting
MOTOROLA ALTERNATOR SYSTEMS
INSTALLATION
Tighten pulley nut to 40 50 foot pounds Tighten drive
belts by applying pressure to the alternator front only Do not apply pressure to the rear
housing or stator
Set belt tension to engine manufacturer OBSERVE PROPER POLARITY WHEN INSTAL If this information is not available tighten
belts to the
point where the alternator fan cannot be turned by hand
LING ALTERNATOR OR BATTERY GROUND POLARITY
OF BATTERY AND GROUND POLARITY OF AL TERNA
TOR MUST BE THE SAME REVERSE POLARITY WILL
DESTROY THE RECTIFIER DIODES IN Battery should be disconnected when installing MAINTENANCE
alternator to minimize the possibility of personal
injury Disconnect grounded cable first
AS A PRECAUTIONARY MEASURE DISCONNECT UN
HOT BATTERY TERMINAL WHEN CHAR
Due to alternator design and construction very little if any
ING BATTERY CONNECTING CHARGER IN
maintenance is required in normal usage however WILL DESTROY THE RECTIFIER DIODES IN
tension and condition of drive belts should be checked regular
THE ALTERNATOR
Iy Periodic inspection of brushes and bearings should be made
The requirements of the alternator mechanical installation after approximately 50000 miles or 1500 hours in several 1 solid vibration free
attachment of the mount or agricultural applications under normal operating bracket to the engine and alternator to the 2 correct belt
alignment and 3 protection BRUSH spray and from engine exhaust system heat
On most Motorola alternators brush removal for inspection can
Hardened steel flat washer should be substituted for spring easily be accomplished without special tools or alternator re
lock washers on bracket and alternator as mounting hard moval Figure 75 If the brushes are not oil soaked or Flat washers tend to provide
and retain greater sur have smooth contact surfaces and are at least 316 long they
face tension while lock washers under vibration wear the may be reused Refer to applicable alternator service manual
metal away and lose their locking ability Lock washers for specific brush removal be used against steel PULLEY ALIGNMENT
belt alignment is essential for maximum alternator MOUNTING SCREWS
and belt service life The center line of all pu IIeys related
to the alternator drive must be within 132 of true
center Figure 69
ENGINE
FIG75 BRUSH ASSEMBLY
BEARING INSPECTION
Ab 78
Front and rear ball bearings are of the sealed type to provide
long and troublefree performance However it is recommend
ALTERNATOR PULLEY AND ed that the bearings be inspected after about 50000 miles of
DRI VE PULLEY MUST BE operation If any unusual looseness or noise is noted the
IN II NE WI TH EACH OTHER bearings should be replaced to insure maximum service life
IV I TH I N 132 from the alternator Refer to alternator repair manual for
FIG 69 ALTERNATOR BELT ALIGNMENT specific bearing removal Q14
SERVICE DIAGNOSIS
BATTERY
The vehicle storage battery circuit represents a continuous although variable electrical load to the alternator If the
circuit positive or negative is opened or broken while the alternator is charging the loss of the battery will result in
the charging voltage rising to unsafe levels
High voltage will damage the alternator and regulator and may
damage other electrical accessories or PRECAUTIONS TESTING NOT under any short FIELD terminal
of Alternators and voltage regulators should be tested on to ground vehicle using circuit
conductors and accessories that are a per
manent part of the system
DO NOT disconnect voltage regulator while alternator is
operating Before actual invehicle testing commences the charging
system and battery must be checked to eliminate possible
DO NOT disconnect load alternator output lead from alter difficulty as while the alternator is operating
The battery must be at least 75 full charged and properly
DO NOT remove alternator from car without first disconnect secured in the carrier Ordinary storage batteries may be
ing the grounded battery cable If battery must be removed checked with a hydrometer 1240 Sp Gr Motorola grounded battery cable If battery
must be Tester model 7BT1181W or other special testers Since disconnect grounded cable first tenance free
batteries usually do not contain vent caps a
hydrometer cannot be used to evaluate battery condition In
these cases the Motorola battery tester and other special
The following rule applies to all alternator charging systems
testers may be used The carrier must not place A BATTERY IS BEING INSTALLED MAKE physical strain on the THAT THE GROUND
POLARITY OF THE BAT
TERY AND THE GROUND POLARITY OF THE ALTERN Wires and cables must be free of corrosion with cable ARE THE SAME REVERSE
POLARITY WILL clamps to reduce a strain on battery RECTIFIER DIODES IN THE ALTERNATOR
All leads junctions switches and panel instruments that are
directly related to the charging circuit must be good enough to
TEST EQUIPMENT REQUI RED provide proper circuit equipment required for general electrical invehicle
The inspection of the alternator drive system should of the alternator and voltage regulator should include the that provide the following
scales
Engine driving and alternator driven pulleys must be capable of
VOLTS AMPERE TESTER SUN ELECTRIC MODEL 24 transmitting required energy from the engine output shaft to
Volts DC 0 40 the DC 10to100
The alternator drive belt must be properly adjusted and
in good condition free of grease or oils that may induce
CARBON PI LE Sun Electric Y20 or equiv capable of 0 to
slipping under load
600 ampere load controlled by operating knob
12 VOLT TEST LAMP May be homemade with 3 to 15 can Some of the more common causes of charging system mal
dlepower lamp in a socket with two 3 test leads provided with functions are covered in the chart clips
SYMPTOM NO1 ALTERNATOR FAILS TO
OHMMETER Any commercial type like a Simpson 260 or CHARGE CHECK FOR
equiv
A Alternator belt loose
B Open or high resistance in charging or ground return cir
BATTERY HYDROMETER any commercial type with tem
cuit or battery correction scale or Motorola Electronic Battery
C Excessively worn open or defective 7BT1181W
D Open excitation resistor
E Open isolation OF JUMPER LEADS 2 4 6 and 10 feet in
F Regulator with alligator clips attached to the ends Make with
G Open rotor field coil
good quality No1 0 wire
SYMPTOM NO2 LOW OR UNSTEADY ELECTRONIC VOLTAGE RATE CHECK FOR
The Motorola voltage reg
A Alternator belt loose ulator is an electronic device using no mechanical contacts
B Intermittent or high resistance charging or ground return or relays to perform the only necessary regulation on the
circuit or battery connections alternator system
C Excessively worn sticky or intermittent brushes
D Faulty regulator
E Shorted or open rectifier diode
F Grounded or shorted turns in rotor field coil
G Open grounded or shorted turns in NO3 EXCESSIVE evidenced by lights and fuses burning out frequently
battery requires too frequent FOR
A Make certain all connections on alternator and regulator
are tight
B Regulator faulty
FIG 67 TYPICAL MOTOROLA NO4 NOISY ALTERNATOR VOLTAGE FOR
A Defective or badly worn belt
B Misaligned belt or pulley The typical regulator shown in Figure 67 has been filled
C Loose pulley with an encapsulating material to cover and protect the
D Worn bearings from the environmental conditions they
E Shorted rectifiers will encounter in normal use The electronic circuitry
should not require readjustment and the reliability of
NOTE Refer to applicable alternator service manual for the permits this test and information
The prime purpose of the regulator is to maintain constant
system output voltage under all speed and load conditions
This is necessary as excessive voltage will damage electrical
components and instruments Either mechaniCal or
electronic regulators may be used with an alternator how
evermodern electronic units are used almost exclusively
since they provide superior overall The typical electronic regulator functions like a
solid
state switch which constantly monitors system voltage
Figure 68 When the voltage tends to drop the switch
closes and energizes the alternator field winding to increase
the output When the system voltage tends to rise the
regulator switch opens and deenergizes the field circuit
to decrease the voltage For a more detailed description
of regulator theory and operation refer to Electronic
Regulator Theory Manual 25139
IND LAMP
I I
ELECT SW I
r RES All AUX
OR REG
TERM
FIG 68 SIMPLIFIED REGULATOR CONTROL ELECTRICAL SYSTEM USING MOTOROLA 24vDC 35AMP Voltage be mounted
on a 50 sq in metallic plate
Oil Pres sure Switch Resistor Voltage
150 or
300 0 hm
protectJJ
I
Battery
24 Volt
SOLENOID
COMMUTATOR
Fig 125Sectional View of Cranking Motor
CRANKING MOTOR The overrunning clutch Fig 126 consists of a
The cranking motor used on this engine Delco sleeve shell assembly which is splined Model 1107579 is grounded type opera
ly to match splines on the armature shaft Thus
ting on nominal 24 volts corresponding to the both the shell and sleeve assembly and the
generator circuit It is a 4 pole 4 brush insula armature shaft must turn together A pinion
ted unit with rotation CW as viewed from drive and collar fits loosely into the shell and the
end The armature shaft is supported on bronze collar is in contact with four hardened with wick oilers
rollers which are assembled into notches cut in
the inner face of the shell These notches taper
Fig 125 shows a sectional view and illustrates inward slightly so that there is less room in the
the overrunn ing clutch as used end away from the rollers than in the end
in this cranking motor where the rollers are shown The rollers are
spring loaded by small plungers
The overrunn ing clutch is designed to meshing and demeshing of the drive When the shift lever shown in Fig 125 is opera
pinion and ring gear The overrunning clutch ted the clutch assembly is moved endwise motor uses a shift lever which slides
the armature shaft so that the pinion meshes
the clutch and drive pinion assembly along the with the flywheel ring gear If the teeth shaft so that it can be meshed and de
butt instead of mesh the clutch spring as required The clutch transmits torque ses so that the pinion is spring loaded against
from the cranking motor armature to the engine the ring gear teeth Then when the but permits the drive pinion to over
begins to rotate meshing takes place at once
run or run faster than the armature after the
engine is started Comp letion of the shift lever movement closes
the cranking motor switch so that the armature
This protects the armature from excessive speed begins to rotate This rotates the the brief interval that the drive pinion sleeve
assembly causing the rollers to jam in mesh after the engine starts ly in the smaller sections of the shell notches
LOCK WIRE
Fig Clutch
The rollers jam between the pinion collar and 4 The drive assembly should be wiped clean
the shell so that the pinion is forced to rotate
with the armature and crank the engine CAUTION Do not clean in any degreasing
tank or with grease dissolving solvents this
This protect the armature for the brief instant will dissolve the lubricant in the clutch
the starter switch is pressed Opening the
cranking circuit releases the shift lever causing 5 The overrunning clutch requires no lubri
the lever spring to pull the overrunning clutch cation
drive pinion out of mesh with the engine fly
wheel ring gear A slot in the shift lever pro 6 Avoid excessive for instantaneous release of the points as they open the cranking
the momentary delay in the action
of the solenoid would result in burned contacts THE
CRANKING CIRCUIT
When the engine begins to operate it attempts Several checks both visual and electrical should
to drive the cranking motor armature through be made in a defective cranking circuit to isolate
the pinion faster than the armature is rotating trouble before removing any unit Many times a
This causes the pinion to rotate with respect to component is removed only to find it is not de
the shell so that it overruns the shell and arma fective after making reliable tests Therefore be
ture The rollers are turned back toward the fore removi ng a unit in a defective section of the shell notches where they
system the following checks should be made
are free and thus permits the pinion to overrun
BATTERY To determine the condition of the
battery check as outlined on page
CRANKING MOTOR 300 hours of operation remove pipe WIRING Inspect the wiring for frayed from comm utator and drive ends and fill
or other damage Replace any wiring that is
with 810 drops of engine oil damaged Inspect all connections to the cranking
motor solenoid ignition switch and battery in
When the motor is disassembled for any reason cluding all ground connections Clean and as follows
en all connections and wiring as required
I Oil wicks should be saturated
SOLENOID SWITCH Inspect all control switches
2 Bushings should be cooted with a small
and the ignition switch to determine their condi
amount of grease lubricant such as Delco
tion Connect a jumper lead around any switch
Remy lubricant 1860954 Mol y I
suspected of being defective If the system
3 The armature shaft should be coated lightly functions properly using this method repair or
with DelcoRemy Lubricant No 1960954 replace the bypassed switch
Moly I
the specified voltage by varying the resistance
unit Then read the current draw and the arma
VOLTMETER ture speed with the following BATTERY
Volts 235
Minimum Amperes 70
Maximum Amperes 130
Minimum RPM 6500
Maximum RPM 13000
Interpret the test results as follows
JUMPER
lLEAD J Rated current draw and noload speed indi
cate normal condition of the cranking motor
2 Low free speed and high current draw in
CRANKING
MOTOR dicate
a Too much friction tight dirty or worn
bearings bent armature shaft or loose
pole shoes allowing armature to drag
Fig 127No Load Test Hookup
b Shorted armature This can be further
checked on a growler after If specified battery voltage can be
c Grounded armature or fields at the motor terminal of the cranking
further after allowing for some voltage drop in the
circuit and the engine is known to be functioning
3 Failure to operate with high current remove the motor and follow the test
outlined below
a A direct ground in the terminal or fields
CRANKING MOTOR TESTS bFrozen bearings this should have been
With the cranking motor removed from the en determined by turning the armature by
gine the armature should be checked for free hand
dom of operation by turning the pinion Tight
dirty or worn bearings bent armature shaft or 4 Failure to operate with no current draw
loose pole shoe screws will cause the armature indicates
to drag and it will not turn freely The motor
a Open field circuit This can be be disassembled immediately However
after disassembly by inspecting internal
if the armature does operate freely the motor
connections and tracing circuit with a
should be given a noload test before dis
test b Open armature coils Inspect the arma
Never operate the cranking motor more than 30
ture for badly burned bars after dis
seconds at a time without pausing to allow it to
for at I east two mi nutes by excessive cranking will seriously dam c Broken brush springs worn brushes high
age the cranking motor insulation between the comm utator bars
or other causes which would prevent
NOLOAD TEST good contact between the brushes and
the cranking motor in series with a fully
charged battery of 24 volts an ammeter capable
5 Low nolood speed and low current draw
of reading several hundred amperes and a var
e resistance Also connect a voltmeter as
hown in Fig J 27 from the motor battery ter a High internal resistance due to poor con
minal to the motor frame An rpm indicator is nections defective leads dirty comm to measure armature speed Obtain
tor and causes listed under Number 4
AMMETER
BATTERY
SECURELY LOCKED
BRAKE ARM
CRANKING MOTOR
Fig Test Hookup
6 High free speed and high current draw
indicate shorted fields If shorted fields Fig 129Removing Retainerfrom Snap Ring
are suspected replace the field coil assem
bly and check for improved performance 3 Remove the field frame from the armature
and drive housing assembly
RESISTANCE TEST
4 Sepo rate the armatu re and pinion from the
This test requires equipment as illustrated in Fig drive housing and linkage
128 with the pinion secu rely locked so that it
cannot rotate A variable resistance with a high 5 Remove the pinion from the armature by
cu rrent capacity should be used When 5 volts sliding a metal cylinder onto the shaft
are applied the current should fall in the range with a hammer striking the metal cylinder
of 375 min amps to 435 max amps against the retainer drive the retainer to
wards the armature core and off the snap
ring See Fig 129
DISASSEMBLY 6 Remove the snap ring from the groove in
the armature shaft
If the motor does not pe rform in it will need to be disassembled 7 Remove the drive assembly from the arma
for further testing of the components Normally ture shaft
the cranking motor should be disassembled only
so far as is necessary to make repair or replace CLUTCH of the defective parts As a precaution it
is suggested that safety glasses be worn when
Roll type clutches Figures 126 and 130 or assembling the cranking mo
designed to be serviced as a complete unit
tor Following are general instructions fo r
therefore do not disassemble Replace the exposed shift lever cranking
necessary Do not wash in I Remove the solenoid from the field frame
andlinkage
2 Remove the thrubolts and the commutator
end frame
SPRING
PLUNGER
Fig l30Sectionai View of Overrunning Clutch showing
details of construction and Location of Roers in
INSPECTION AND REPAIR If the commutator is worn dirty out of rouna
A Brushes and brush holders Inspect the or high insulation the commutator should be
brushes for wear If they are worn down turn ed down and undercut as pre vi 0 us I y
to onehalf their original length when com described
pared with a new brush they should be
replaced Make sure the brush holders C Field Coils The field coils should be
are clean and the brushes are not binding checked for grounds and opens using a test
in the holders The full brush surface should lamp
ride on the comm utator with proper spring
tension of 64 ounces minimum to givegood 1 Grounds Disconnect the field coil
firm contact Brush leads and screws should g round conn ections Conn ect one test
be tight and clean prod to the field frame and the other to
B Armature The armature should be checked the field conn ector If the lamp lights
for short circuits opens and grounds the field coils are grounded and must
be repaired or replaced
1 Short circuits are located by rotating the
armature in a growler with a steel strip
2 Opens Conn ect test lamp prods to end
such as a hacksaw blade held on the
of field coil leads If the lamp does not
armature The steel strip will vibrate
I ight the field coils are open
on the area of the short circuit Shorts
between bars are sometimes produced
If the field coils need to be removed for repair
by brush dust or copper between the
or replacement a pole shoe spreader and pole
bars Undercutting the insulation will
shoe screwdriver should be used Care should
eliminate these shorts
be exercised in replacing the field coils to pre
2 Opens Inspect the pOints where the vent g rounding or shorting them as they are
conductors are joined to the commutator tightened in place Where the pole shoe has a
for loose connections Poor connections long I ip on one side it should be assembled in
cause arcing and burning of the commu the direction of armature rotation
tator If the bars are not fully burned
resolder the leads in the riser bars and
turn the comm utator down in a lathe REASSEMBLY
Then undercut the insulation between the
1 Place the clutch assembly on the armature
commutator bars 132
shaft
3 Grounds in the armature can be detected
2 To facilitate replacing the snap ring and
by the use of a test lamp and prods
retainer on the armature shaft
If the lamp lights when one test prod is
placed on the comm utator and the other a Place the retainer on the armature shaft
test prod on the armature core or shaft with the cupped surface facing the snap
the armature is grounded ring BATTERY
SNAP RING
GROOVE CRANKING
MOTOR
Fig for Checking Pinion Clearance
Fig 131Forcing Snap Ring over Shaft
b Place the snap ring on the end of the
shaft With a piece of wood on top of it PINION QEARANCE
force the ring over the shaft with a light
Pinion clearance should be checked after re
hammer blow Fig 131 then slide the
assembly of the motor to insure proper adj ust
ring down into the groove
ment To check pinion clearance follow the
c To force the retainer over the snap ring steps listed below
place a suitable washer over the shaft
and squeeze the retainer and washer
1 Disconn ect the motor field coil connector
together with pliers Fig 132
from the solenoid motor terminal and IN
d Remove the washer SULATE IT CAREFULLY
3 Refer to disassembly procedure and follow
in reverse to complete the reassembly 2 Connect a battery of 24 volts from the
solenoid switch terminal to the solenoid
frame Fig 133
3 MOMENTARILY flash a jumper lead from
the solenoid motor terminal to the solenoid
frame or ground terminal This will shift
the pinion into cranking position and it will
remain so until the battery is 4 Push the pinion back towards the commuta
tor end to eliminate slack movement
5 Measure the distance between pinion and
pinion stop This clearance should be 010
to 140 Fig 134
Fig 132Forcing Retainer over Snap Ring
Adjust the pInion clearance by loosening the
screw on the serrated shaft lever I inkage and
moving it forward or backward Press on clutch
as shown in Figure 134 to take up 134Checking Roller Clutch Pinion Clearance
SECTION R
COOLING SYSTEM engine is fresh water cooled utilizing what The heat rejected in combustion as well as heat
is known as a closed system wherein the cool developed by friction is absorbed by the fresh
ing water is circulated from the water or surge water coolant moving through the heat exchang
tank mounted over the thermostat at the front er which has a flow of sea water exchanger
end of cylinder head through the exhaust mani mounted on the engine Within the heat ex
fold jacket into the heat over changer wh ich has a flow of raw or sea water
the flywheel housing Cool fresh water leaves through its jacket and around the fresh water
the heat exchanger and flows through the dual oil passages the heat is continuously and to the cylinder block connection on the
transferred to the sea water flowing through it
starboard side where it is circulated thru the the same as the heat from an automobile engine
block and cylinder head by means of a centrifu is carried away by air flowing through the
gal fresh water pump The fresh water then out through the thermostat into the surge
tank and the circuit repeats See Fig 99
WATe I
I L
t t
I I
HEAT OIL I
WATl f
PUUP EXCHq Le I
J LT
L
L j
aVE 8Q4eD
lJI7JI XHAUSr
BLEED UA AlP e4W lM4Te
FH we
TEAe BOX tJL
DtlJ OiL
Fig 99Wafer System Diagram Also showing Oil Flow to Coolers
Heat is also conducted away from the bearings other friction surfaces by the lubricating oil
To dismantle the pump proceed as is circulated by a pressure pump and
cooled by the flow of fresh water through the Remove front end cover
dual oil coolers one for the engine and one for
Remove impeller
the transmission In this sense both of the oil
coolers are also heat high velocity flow in this closed system pro
vides close control of operating the engine eliminating hot spots
The system may be filled with antifreeze solu
tion for operating in cold weather
SEA WATER PUMP
This is a self priming positive pump with brass case and a single neo
prene impeller The impeller has flexible vanes
which wipe against a curved cam plate at the top
of the impeller housing producing the Before each initial start coat the impeller
and impeller chamber with Texaco Regal Starfak
No2 Grease only The sea watr pump has a
rated capacity of 512 GPM at 1500 RPM pump
speed Inlet and outlet are tapped 38 NPT Fig l02Sea Water Pump Cover Plate
A suitable press may be used to press aut the
impeller shaft together with the water pump
bearing
The cam in the impeller housing may then be de
tached by removing the single screw
Remove seal in impeller housing
Remove mechanical seal and seat
Inspect and clean all parts and replace with new
if necessary
To reassemble the sea water pump the reverse
order of the above procedure should be adopted
care being taken wh en replacing the neoprene
impeller that the blades all lay in the same
direction relative to the rotation of the pump
that is the blades trailing
Fig lOlRemoving Sea Wafer Pump
When reassembling coat the impeller and hous
ing with Texaco Regal Starfax No2 grease
To Remove Pump
Uncouple inlet and outlet connections Important Note
Remove the four nuts thereby enabling the As the sea water pump contains a rubber neo
plmp to be lifted away from the timing case prene impeller it should never be run in a dry
See Fig 101 condition If the engine is to be laid up for any
period the water pump should be packed with
The pump may be replaced by reversing the
above procedure Texaco Regal Starfax No2 Grease This can
be done by removing the six cover screws and
end plate See Fig 102
SECTION S
HYDRAULIC TRANSMISSION With the control I ever in the neutral position
MODEL P220 the pressured oil is prevented from entering
either the multiple disc clutch piston or the verse band piston Therefore the planetary
The Paragon Hydraulic transmission model P220 gears run idle and the propeller shaft remains
as used on this engin is a self contained unit of the engine lubrication oil and
oil pressure system The unit consists of a pres ROTATION oil system a hydraulically actuated mul
Since there are several methods used to clutch for the forward drive and a
nate the rotation of an engiM the actuated reverse band which
explanation shall be used to determine the rota
clamps a planetary reverse gear train for the
tion of an engine so far as all Paragon drive Cooling is provided by an ex
transmissions are oil cooler mounted on the engine the engine fresh water for cooling Regardless of whether the transmission is at
tached to the flywheel end or the end of the engine ALWAYS view the
sion andor engine from the transmission or
output end Therefore when viewed from the
Pressured oil for the operation of the transmis
transmission end an engine that rotates clock
sion is provided by an internal gear type pump
wise standard or right hand will be known
mounted inside of the transmission The internal
as a Right hand rotating engine and an engine
gear type pump or oil pump is driven continuous
that rotates opposite or
ly by the engine thus providing pressured oil
left hand will be known as a Left hand rotating
for the operation of the transmission during any
of the engine From the pump the
pressured oil is delivered through the external It is important when assembling the P220 trans
oil cooler to the relief valve and to the control mission to properly determine the rotation of the
valve where depending upon the control vcilve engine Notes taken during disassembly as to
setting the pressured oil can be directed either the location of the reverse band adjusting screw
to the forward drive or to the reverse drive the position of the reverse band linkage and
location of the rotation note on the front end
The pressured oil is maintained at a constant
plate will be very useful when by means of a relief valve At engine
the transmission Remember ALWAYS VIEW
speeds over 1000 RPM the pressured oil will be
THE TRANSMISSION AND ENGINE FROM 125 PSI and at idle speeds the
TRANSMISSION END
pressure may be as low as 60 PSI above or below these valves may be The right hand and left hand sides of the due to variance in the
relief valves mission are also determined in the above man
ner That is they are determined when viewing
By shifting the control lever to the forward posi
the unit from the output end
tion the pressured oil is directed to the multiple
disc clutch piston This clamps the multiple disc
clutch and the planetary reverse gear case to
PART NUMBERS AND as a solid coupling which rotates in the The parts list accompanying the exploded views
same direction as the engine rotates are intended only to identify the parts in regard
to disassembly and assembly for this technical
The reverse band is clamped by shifting the
manual and are not intended to identify parts
control lever to the reverse position which di
by number To order parts refertothe the pressured oil to the reverse piston
parts list section in the back section of this book
thus engaging the reverse band around the
planetary gear case This causes the planetary ALWAYS GIVE MODEL NUMBER AND SERIAL
gears to rotate driving the output shaft or pro NUMBER OF TRANSMISSION WHEN ORDER
peller shaft opposite to engine rotation ING PARTS
TROUBlE SHOOnNG trouble shooting charts on the following The model P220 transmission is a self should
be studied and the suggestions unit independent of the engine lubricating sys
carried out prior to any disassembly to deter tems The unit is lubricated by pressure and
mine as best as possible what the trouble may splash from its own oil The type of oil recom
be Also the exploded views and the accomp mended is the same as for the engine symbol
anying discussions should be carefully read and 9250 SAE so that any or all of the service work The quantity of oil depends upon the angle
as indicated from the trouble shooting charts installation as well as the reduction model
may be carried out properly The level must be maintained at the high mark
on the dipstick and should be checked periodical
ly to ensure satisfactory operation
It is desirable to start the engine with the trans
When filling for the first time or refilling after
mission in neutral thus avoiding moving the
an oil change check the level after running for
boat in either direction Should the engine stall
a few minutes to make certain that the oil cooler
during shifting or in forward or reverse return
and the various passages are full If control lever to the neutral position before
refill to the high mark on the dipstick to the engine
proper operation of the The oil in the transmission should be changed
It is not necessary to race the engine to obtain every 100 hours or each season under normal
good shifting as the design of the conditions when the engine oil is changed is such that the operation of the ever the number of hours
that can be run be
forward and reverse drive is nearly instant tween oil changes varis with the with the moving of the control lever conditions Drain
plugs are located at the bottom
even at very low engine speeds It is recom of the reverse gear housing and the that shifting be done at speeds below gear housing
1000 RPM and preferably in the 800 RPM range
to prolong the life of the engine transmission MODEL AND SERIAL NUMBER
and of the boat While NOT recommended as
Each reverse gear has a model number and a
a continuous method EMERGENCY shifts may
serial number These numbers are on the name
be made at higher engine speeds
plate located on the cover of the S3
TROUBLE SHOOTING CHART
Chart 1
GEAR INOPERATIVE
DRIVE SHAFT DOES NOT ROTATE WITH
SELECTOR VALVE IN FORWARD OR REVERSE
I Check For I
I 1 LOW OIL PRESSURE I I 4 FAILURE OF PLANETARY ASSEMBLY I
I 2 HIGH OIL TEMP ERATURE I I 5 FAILURE OF REDUCTION GEAR I
I 3 REVERSE BAND NOT ENGAGING
PLANETARY GEAR CAGE I
REMEDY
L Check the following items d Collapsed or disintegrated water inlet
hose Replace hose
a Low oil supply Add oil refer to lubri
cation e Air leak in cooling water suction line Re
plllce suction line
b Faulty oil gauge Replace gauge Oil gauge
slow to register air or obstruction in oil f Raw water pump impeller worn or damaged
gauge line Clean and bleed oil gauge Replace impeller
line
g Clogged or dirty oil cooler element Remove
c Plugged oil lines or passages Clean lines and clean
or passages
d Oil pressure relief vaIn scored and stick 3 Check the following items
ing Remove relief valve Clean valve and
val ve bore in control valve housing with
crocus cloth to free vallve or replace a Reverse band lining worn out Replace
lining
e Defective pistons and oil distributor seal
rings Replace seal rings
b Defective reverse piston 0 ring Re
f Defective oil pump Check for wear and place 0 ring
replace if necessary
2 Check the following items
4 Remove gear case assembly and check for
a Low oil supply Add oil refer to lubri defective or damaged parts Replace defec
cation tive or damaged parts
b Low water level in cooling system Add
water and check for leaks
5 Remove reduction gear assembly and check
c Plugged raw water inlet screen Clean for defective or damaged parts Replace de
screen fective or damaged parts
TROUBLE SHOOTING CHART
Chart 2
GEAR DRAGGING
DRIVE SHAFT ROTATES EITHER FORWARD OR REVERSE
WITH SELECTOR VALVE IN NEUTRAL POSITION
I Check For I
I I
11 DEFECTIVE FORWARD CLUTOi PLATES I l2 BINDING IN PLANETARY ASSEMBLY I
1 Forward clutch plates warped and sticking a Bearings and gears worn excessively in
Remove clutch plates and replace gear case Replace necessary parts
b Input shaft bearings worn excessively
2 Check the following items causing misalignment of input shaft Re
place necessary 3
GEAR SLIPPING OR
SLOW TO ENGAGE
WITH SELECTOR VALVE IN FORWARD
OR REVERSE POSITION
I Check For I
I I
I 1 LOW OIL PRESSURE I l 2 WORN FORWARD CLUTCH PLATES J
1 Low oil pressure See Chart 1 item 1 2 Remove forward clutch plates and check for
wear If worn excessively replace clutch
plates
TROUBLE SHOOTING CHART
Chart 4
INTERNAL AND EXTERNAL LEAKS
I Check For I
r 1 WATER IN LUBRICATING OIL I I 3 OIL ON EXTERIOR OF MARINE GEAR I
I 2 EXCESSIVE OIL IN ENGINE CRANK
CASE OR FLYWHEEL HOUSING
J I 4 LOSS OF OIL FROM TRANSMISSION 1 Check the following items 3 Check for damaged gaskets Replace gaskets
a Hole in oil cooler element permitting water a Oil seeping from breather Check for too
to seep into oil compartment Replace oil high oil level
cooler element
b Defective rear end oil seal Replace oil
b Oil cooler gaskets Check gaskets and seal
replace
4 a See Chart 4 Item 1
2 Defective front end plate oil seal Replace
oil seal b Check for defective gaskets and seal
OF TRANSMISSION 2 Strike gear half coupling flange with a soft
mallet to break reduction gear unit from the
As in any servicing operation cleanliness is a
reduction adapter plate Slide entire re
must and all rules for good workmanship apply
duction unit straight back approximately 3
Some of these rules are as follows
inches until reduction unit clears reduction
1 Use only clean fluid in any cleaning or drive gear and lift reduction unit clear of
washing of parts reverse gear assembly
2 Use only clean oil when pressing parts
together
3 Never press a ball bearing so that the DISASSEMBLY OF REDUCTION GEAR
force is carried through the balls 1 Remove oil drain plug 39 from bottom of
4 Never use a hammer to drive ball bearings reduction gear housing 58 and drain oil
neddle roller bearings or oil seals in place from unit Make certain that all lubricating
oil is removed from reverse gear unit
5 Use only properly sized wrenches in re
moving or securing nuts and capscrews 2 Remove capscrews 107 and lockwashers
108 from flange of reduction gear housing
6 Replace gaskets and 0 rings with new and slide entire reduction gear straight
material back approximately 3 inches until reduction
7 Work on a clean bench and protect gear gear clears reduction drive pinion
teeth and oil seal surfaces from nicks and 3 Bend tang of lockwasher 47 away from
scratches locknut 48 Remove locknut using suitable
8 Lubricate the lips of new oil seals with wrench and lift lockwasher from shaft Re
clean light grease applied with a soft brush move coupling washer 46
before installing on the running surface 4 Remove gear half coupling 106 with gear
Before removing the transmission from the en type puller or by supporting entire assem
gine disconnect all control cables and oil lines bly under flange of gear half coupling and
to the cooler The propeller half coupling should press against shaft to force coupling from
be disconnected and slid back approximately assembly
4 inches Remove the dipstick from the housing 5 Remove six capscrews 44 and washers
and drain all of the lubricating oil before re 43 and remove oil seal retaining rear
moving the transmission to avoid spilling the oil plate 42
in the boat
6 Suppbrt reduction gear housing so that NEED BE CARRIED OUT ONLY put shaft and gear 51 and 38 can drop
AS FAR AS IS NECESSARY TO CORRECT free approximately 2 inches and press out
THOSE D IFF I C U LTIES WHICH INTERFERE put shaft and gear from reduction gear
WITH PROPER FUNCTIONS 0 F THE TRANS 7 Press ball bearing 40 from
housing
8 If necessary to replace remove oil seal 45
REMOVAL OF REDUCTION GEAR
ASSEMBLY FROM THE REVERSE GEAR
To facilitate removal of the transmission
REMOVAL OF COMPLETE TRANSMISSION
from the engine it is easier to remove
the reduction gear assembly first Make
ASSEMBLY FROM ENGINE
certain that all of the oil is removed from 1 Remove six bolts and washers from around
the reverse and reduction units before flange of reverse gear housing
removal is attempted
2 Slide entire reverse gear assembly straight
1 Remove capscrews and lockwashers around back approximately 3 inches until transmis
flange of reduction gear housing sion is clear of engine
Fig 1SlComplete Assembly
6 Remove retaining ring 70 from end of re
verse piston shaft pin 69 and remove
reverse piston shaft pin 69 from reverse
74 band lever 81 and reverse piston shaft
76 Remove retaining ring 70 from other end
80 of reverse piston shaft pin
75 7 Remove piston backup plate 95 from re
verse piston shaft and remove 0 ring
98 from groove in bore in piston back
up plate
85 8 Remove retaining ring 70 from end of re
verse band roll pin 102 and remove re
verse band roll pin from levers 81 and
reverse band roll 101 Remove retaining
ring 70 from other end of reverse band
93 roll pin
9 Remove capscrew 112 from cover 85
and remove detent spring 111 land remove
69 ball detent 110
10 Remove control valve retaining ring 72
from counterbore on under side of cover
11 Remove assernbled control valve from top
Fig 152Cover Assembly of cover by pulling on control lever OF COVER 12 Remove capscrew 77 lockwasher
78 and
plain washer 79 Remove control lever
FIGURE 152 74 control lever bushing 76 and control
1 Remove six socket head bolts 89 around lever pawl 80 from control valve 73
flange and cover
2 lift cover 85 from top of reverse gear 13 Remove control valve 0 Ring 75 from
housing assembly by rotating slightly This groove in control valve 73
will leave the reverse piston 93 and as
sembled linkage remaining on the reverse
gear housing assembly 14 It is not necessary to remove control lever
pin 109 in control valve for further serv
3 Remove reverse band support screw 97
ICing However if control valve pin has
and back out approximately 1 inch
become damaged and needs replacing it
4 lift reverse piston 93 and assembled link may be removed by gripping with a plier
age from top of reverse gear assembly and Make notation of position of linkage ie
to which side levers 81 are attached
15 Unless damaged it is not necessary to re
5 Remove reverse piston 0 ring 94 from move control lever pins 86 and pipe plugs
groove in reverse piston 93 71 from cover
FRONT END PLATE
Fig 153Front End Plate and Pump
DISASSEMBLY OF FRONT END PLATE AND 8 It is not necessary to remove two pump
PUMP pins 17 from pump housing 18 for further
servicing However if pump housing pins
FIGURE 151 and 153 have become damaged and require re
placing they may be removed by gripping
I Remove six flathead socket capscrews 91 with a plier and twisting
around flange of front end plate To assure proper assembly make nota 9 Unless damaged and they require re
tion of direction of cast arrow on front placing do not attempt removal of roller
end plate before removing front end bearing 14 and front end plate thrust
plate Fig 151 washer 13 from front end plate
2 Place assembly tool T4689 over splined
end of engine gear 10 to protect oil seal 10 Unless damaged and it requires replacing
during removal of front end plate do not attempt removal of oil seal 12
from front end plate If necessary to re
3 lift front end plate assembly figure 151 move oil seal for replacement take care
from housing assembly taking care not to not to damage roller bearing 14 and front
damage front oil seal in front end plate end plate th rust washer 13
4 Remove pump drive key 9 from engine
gear 10
5 Remove six capscrews 4 and six lockwash REMOVAL OF GEAR CASE ASSEMBLY
ers 5 from pump housing 18 figure 153 FROM REVERSE GEAR HOUSING
6 Remove pump port plate 3 from front
FIGURE 154
end plate Care must be taken not to
damage pump housing pins 17 1 Remove reverse band 103 from gear case
inside reverse gear housing
7 Remove pump port plate 3 from pump
housing and remve inner pump gear 15
and outer pump gear 6 from cavity in 2 Support reverse gear housing face down on
pump housing engine gear
S 10
Fig 154Reverse Gear Housing
3 Remove socket head capscrews that secure 8 Unless damaged and in need of replacing
reduction adapter plate 36 to reverse gear do not remove oil suction tube 79 oil
housing 1 lift reduction adapter plate distributor tube 122 baffle 68 reverse
36 ball bearing 52 and rElduction pinion band housing pin 100 14 pipe plug for
tailshaft 56 assembly straight up until oil drain capscrew 97 and brass washer
reduction pinion tailshaft end is clear of 92 from housing If necessary to replace
housing make note of location of each to aid re
assembly
4 Press ball bearing 52 and reduction pinion 9 Remove all old gaskets from reduction ad
shaft 56 from reduction adapter plate 36 apter plates cover and housing
5 Remove retaining ring 53 from reduction
pinion tailshaft 56 and press ball bearing DISASSEMBLY OF GEAR CASE
52 from reduction pinion tailshaft
FIGURE 155
6 Remove needle thrust bearing 55 and 1 If necessary to replace remove oil dis
bearing race 55A from counterbore in tributor seal rings 54 from ring grooves
rear of reverse gear housing in screw collar 61
7 lift reverse gear housing straight up from 2 Bend sides of screw collar clip 66 away
gear case assembly until housing clears from head of lockscrew 67 and remove
gear case assembly lockscrew and clip from screw collar 61
Fig of Gear Case
3 Using spanner wrench T439 I remove 10 Bend sides of case clip 7 away from head
screw collar 61 from end of gear case of capscrew 8 and remove capscrew 8
23 while clamping gear case case clip 7 and pinion shaft locking tab
16 from gear case 23
4 Remove retaining ring 32 spring retainer
31 and spring 33 from screw collar Re II Drive pinion shaft 21 from on of short
move forward piston 34 from screw collar pinions 28 from threaded end of gear
by tapping open face of screw collar on case approximately 12 inch Push pinion
wooden surface shaft on through with dummy shaft T4725
until dummy shaft is centered in short pin
5 Remove 0 rings 64 and 59 from outside ion Remove short pinion and dummy
and inside diameters of piston stud from gear case 23 Remove pinion
shaft and short pinion spacer 25 from
6 If necessary to replace remove screw col gear case
lar needle bearing 57 from screw collar
12 Replace dummy shaft with pinion shaft 21
7 lift clutch plates 65 and 63 from end of and remove remaining short pinions
gear case
13 Remove engine gear 10 from inside gear
8 Remove propeller gear thrust washer 60
case 23
from counterbore in propeller gear
9 Remove propeller gear 30 and engine 14 Remove long pinions 84 from gear case
gear thrust washer 29 from inside of gear using T4724 as in I above Remove
case thrust pads 24 from inside gear case
15 Do not remove engine gear roller bearings 6 All gear teeth should be examined fo r
II unless damaged and replacement is pitch line pitting uneven wear pattern or
necessary excessive wear
16 Do not remove gear case needle bearing 7 All shafts should be examined for wear on
22 unless necessary to replace splines and shoulders
8 Clutch plates should be examined for flat
ness roughness indication of OF RELIEF VALVE heating and wear or peening of 154
lugs
9 Clutch plate carrier should be examined
I Remove relief valve pipe plug 114 and
for wear and peening of involute splines
relief valve holdown spring 115 from re
verse gear housing I
10 Examine all a rings for cuts flattening or
evidence of rolling
2 Using long nose pliers remove relief valve
assembly
11 Examine all oil seals for rough or charred
lips
3 Do not remove snap ring 116 or 0 ring
117 unless damaged and replacement is 12 Oil pump parts should be examined for
necessary wear
4 Hold relief valve body in vice Depress 13 Reverse band links pins and adjusting
relief valve plug 119 with screwdriver screw should be examined for wear or
until relief valve pin I 18 may be re bending
moved from side of relief valve body
14 Reverse band lining should be examined
l Remove relief valve plug 119 and relief for wear
valve spring 120 from relief valve body NOTE lining should be replaced before rivets
come in contact with gear case
15 Gear case should be examined for wear
from reverse band lining short or long
REASSEMBLY OF TRANSMISSION pinions wearing into inside face or wear
in clutch plate slots on threaded 16 Oil distributor seal rings should be exam
ined for wear on outside diameter and on
All parts should be thoroughly cleaned before
side away from Parts showing excessive wear should
be replaced 17 Screw collar should be examined for wear
where oil distributor seal rings run
1 Ball and roller bearings should be exam
ined for indications of corrosion and pitting 18 All retaining rings should be examined for
on balls or rollers and races burrs or deformities
2 long and short pinion roller bearings should 19 All old gaskets should be replaced
be examined for wear
20 All oil passages should be checked to make
3 Pinion shafts should be examined for wear certain that they are clear
or brinelling wear on pinion shaftcaused
21 External oil lines and fittings from cooler to
by rollers
transmission should be examined to see that
4 long and short pinion thrust pads roller they are clear and not damaged
spacers and short pinion spacers should be
22 Engine gear should be examined for wear
examined for wear
on oil seal surface roller bearing races
5 long and short pinion bore diameter should and gear teeth for pitch line pitting uneven
be exam ined for wear wear or excessive wear
23 Vibration dampers should be checked at e Remove dUmm y shaft insert second
springs and splines for wear thrust pad 24 between long pinion and
rear wall of gear case and start pinion
24 Check relief valve plug and relief valve
shaft into rear wall of gear case Do
body for scoring or burrs
not drive pinion shaft all the way into
gear case until all shafts are OF GEAR CASE f Assemble remaining long pinions into
gear case
FIGURE 155
3 Press first engine gear roller bearing II
I Press gear case needle bearing 22 into
into engine gear 10 using bearing assem
gear case 23 using bearing assembly
bly tool T4603 Install second engine gear
tool T4602
roller bearing into engine gear using
T4670
2 Assemble long pinions 84 and roller bear
ings 83 and thrust pads 24 etc as follows
4 Install engine gear 10 with assembled
a Place long pinion 84 on one end on engine gear roller bearings into gear case
thrust pad 24 and insert dummy shaft 23 from threaded end of gear case mesh
T4724 into long pinion ing teeth on engine gear and long pinions
already assembled into gear case The
b Insert four roller bearings 83 equally splined end of the engine gear should pro
spaced around dummy shaft to center truo from the front end of the gear case
shaft in pinion then assemble remain
ing rollers in first row Thirtytwo roller 5 Assemble short pinion 28 and roller bear
bearings complete one row Install long ings 26 etc as follows
pinion bearing spacer 82 over dummy a Place short pinions 28 on one end on
shaft next to first row of roller bearings flat surface and insert dummy shaft T
then assemble second row of roller 4725 into short pinion
Smear dummy shaft with cup grease to b Insert four roller bearings 26 equally
prevent rollers from dropping out Use spaced around dummy shaft to center
extreme care when handling assembled shaft in pinion then pinions to prevent roller bearings from rollers
in first row Thirtytwo roller
dropping out during assembly into gear bearings complete one row
case Insert short pinion bearing spacer 27
c lay gear case 23 on side and insert oVer dummy shaft next to first row of
long pinion 84 with dummy shaft and roller bearings then assemble second
roller bearings in gear case from thread row of roller bearings
ed end of case long pinion should
align with one hole in outer row of NOTE Smear dummy shaft with cup grease to
pinion shaft holes Insert thrust pad prevent rollers from dropping out Use
24 between long pinion and front wall extreme care when handling assembled
of gea r case Note that each th rust pinion to prevent roller bearings from
pad aligns with one hole on outer row dropping out during assembly into gear
and one hole on inner row of pinion case
shaft holes and that the curvature of
thrust pad follows curvature of gear c line up thrust pad 24 already in gear
case case and insert pinion shaft 21 plain
end first into unthreaded end of gear
d Insert pinion shaft 21 plain end first case through thrust pad so that pinion
into unthreaded end of gear case and shaft protrudes approximately one inch
push through thrust pad and pinion as into gear case Place short pinion spa
far as rear wall of gear case forcing cer 25 over end of protruding pinion
out dummy shaft shaft
d Smear ends of roller bearings with cup b Install remaining bronze clutch plates
grease 63 and steel clutch plates 65 alter
e Insert short pinion assembled with roll nating bronze and steel until all are in
er bearings etc into gear case mesh place
ing teeth on short pinion and long pin
NOTE Make certain that all clutch plates ride
ion already in gear case line short
freely on their respective lugs and that
pinion over pinion shaft and short pin
no binding is apparent during assembly
ion spacer already in gear case and
push pinioll shaft through short pinion
11 Press screw collar needle bearing 57 into
as for as rear wall of gear case forcing
screw collar 25 using bearing assembly
out dummy shaft tool T4671
f Remove dummy shaft line up second
12 Install 0 rings 64 and 59 to outside
thrust pod 24 already in gear case
diameter and inside diameter of forward
and start pinion shaft into rear wall of
piston 34
gear case Do not drive pinion shaft
all the way into gear case until all 13 Install forward piston with 0 rings into
shafts are inserted screw colla r 61 Lubricate 0 ringsurfaces
g Assemble remaining short pinions into of screw collar with light oil before installing
gear case forward piston into screw collar
NOTE Use care in installing forward piston as
6 Align slots in each pair of pinion shafts so not to roll or damage 0 rings on in
that slots face each other and are parallel ternal threads in screw collar
Insert pinion shaft locking tab 16 into slots
in pinion shaft Make certain that the pin 14 Install screw collar spring 33 spring re
ion shafts and pinion shaft locking tabs are tainer 31 and retaining ring 32 in screw
seated against gear case Place case clip collar
7 over top of pinion shaft locking tab
lining up holes with threaded holes in gear 15 Clamp gear case in vice with engine gear
case and formed end of case clip over edge protruding down Place screw collar with
of locking tab toward center of gear case assembled forward piston screw collar
Install capscrew 8 and secure tightly Bend spring spring retainer retaining ring and
preformed end of case clip up around screw collar needle bearing and screw
head of capscrew down collar using spanner wrench T4391
Screw collar should be tightened until
7 Install engine gear thrust washer 29 on threaded holes in periphery of screw collar
engine gear 10 from thread end of gear line up with drilled holes in gear case
case
16 line up screw collar clip 66 over one
threaded hole in screw collar with lip over
8 Install propeller gear 30 into gear case
edge of screw collar Install lockscrew 67
from thread end of the gear case meshing
and tighten until two sides of lockscrew
the gear teeth of the propeller gear with
head are parallel with sides of clip Bend
the short pinions already in the gear case
preformed sides of clip up around head of
lockscrew Add second lockclip and lock
9 Install propeller gear thrust washer 60 in screw
counterbore of propeller gear
17 Install two oil distributor seal rings 54
10 Install steel clutch plates 65 and bronze in ring grooves of screw collar
clutch plates 63 in clutch plate cavity in
threaded end of gear case as follows NOTE Use care in expanding oil distributor
seal rings when installing so as not to
a Place one steel clutch plate 65 with break rings
lugs in notches of gar case and place
one bronze clutch plate 63 over teeth 18 Upend gear case assembly and place on
on clutch plate carrier end of engine gear
OF GEAR CASE IN REVERSE GEAR J O Press needle thrust bearing 35 into reduc
HOUSING tion adopter plate 36
FIGURE 154 1 I Press reduction adopter plate assembly
Figure 154 over reduction pinion tailshaft
1 Assemble oil suction tube 19 til hole in assembly Figure 154
flange of reverse gear housing 1 using
suction tube assembly tool T4672 12 Install complete reduction adopter plate on
to housing assembly Install six socket head
2 Insert oil distributor tube 122 in hole in capscrews in reduction adapter plate 36
top of reverse gear housing making cer Use two reduction adopter plate seals in
tain that tube is seated in bottom of hole two uppermost h a I e s under head of
and is below top surface of reverse gear capscrews
housing
J 3 Place new gasket 37 on reduction adopter
3 Install baffle 68 into reverse gear housing
plate
1 until back side rests on bosses in back
of reverse gear housing Fasten with flat
head socket capscrews 62
4 Install reverse bond housing pin 100 into
COVER ASSEMBLY
drill boss on inside of housing near elon FIGURE 152
gated slot in top
1 Install pipe plugs 71 into cover 85 Install
5 Place new front end plate gasket 20 cover two control lever pins 86 into top of cover
gasket 94 and rear housing gasket 1 J 3 85
on reverse gear housing Note that front
gasket 20 holds reverse bond housing pin 2 Assemble one control lever pin 109 to top
100 in housing of control valve 73
3 Assemble control valve 0 ring 75 to
6 Turn oil distributor rings 54 in screw collar groove at top of control valve 73
6 I so that gaps of rings are together and
are facing up 4 Place control valve lever 74 over control
valve lever pin on control volve
7 Toke reverse gear housing assembly figure
J 54 and place over gear case assembly 5 Install control lever bushing 76 into con
Figure J 55 Start housing bore over screw trol lever pawl 80
collar Ease oil distributor rings into cham
fer on bore of reverse gear housing with 6 Install control lever 74 onto control lever
gentle rocking motion Do not force rings bushing
into housing or rings may break Lubricate
bore in housing before installing to ease 7 Assemble plain washer 79 lockwasher 78
assembly and capscrew 77 in hole of control lever
bushing 76 and into thread hole in control
lever
8 Place needle thrust bearing race 55A and
needle thrust bearing 55 on top of screw
8 Install assembled control valve into cover
collar Make certain that engine gear thrust
85 from topside of cover so that the point
washer 29 propeller gear thrust washer
on the control lever pawl is painted at
60 thrust bearing race 55A and needle
neutral position Lubricate bore of cover
thrust bearing 55 are lined up properly
before installing control valve to aid in
installing Care must be token not to dam
9 Press reduction pinion tailshaft 56 into boll age 0 ring during assembly Assemble
bearing 52 Install retaining ring 53 control valve retaining ring 72 to control
in place valve from underside of cover
9 Make certain that control lever and control RELIEF VALVE ASSEMBLY
valve rotate freely
FIGURE 154
10 Install ball detent I 10 into hole in side of
cover and rotate control valve until ball 1 Place relief valve spring 120 in relief
detent drops into detent in control valve valve housing 121 Place relief valve
plug 119 on top of spring in relief valve
housing 121
I J Install detent spring III on top of ball
detent in cover Install seal washer and
capscrew 112 and tighten capscrew Ro 2 Clamp relief valve housing 121 in vise
tate control valve to make certain that ball with relief valve plug up Depress relief
detent operates smoothly in forward neu valve plug with screwdriver until relief
tral and reverse valve pin 118 can be pushed through
holes in relief valve housing 121
3 Install relief valve pin 118 in relief valve
12 NOTE The following items may be assem
housing 121 and relax pressure on relief
bled together at this time however
valve plug until plug holds pin in place
DO NOT assemble into cover at
this time
13 Assemble retaining ring 70 to one end of FRONT END PLATE AND PUMP ASSEMBLY
reverse band roll pin 102 Install reverse FIGURE 153
band roll pin through hole in short leg of
one reverse band lever 81 Place reverse 1 Press oil seal 12 into front end plate 2
band roll 101 over end of reverse band from front face or outside face of front end
roll pin and install second reverse band plate
lever 81 over end of reverse band roll
pin 102 Make certain that both levers 2 Press front end plate thrust washer 13
are installed so as to line up Install re into front end plate using assembly tool
taining ring 70 over end of reverse band T4673 until properly seated against bot
roll pin tom of bore
3 Press roller bearing 14 into front end plate
14 Assemble retaining ring 70 to end of re using assembly tool T4602
verse piston shaft assembly Figure 152
Install reverse shaft pin through hole in long 4 Install two pump housing pins 17 into pump
leg of one reverse band lever 81 through housing 18
hole in reverse piston shaft 92 and through
hole in long leg of one reverse band lever 5 Install outer pump gear 6 into cavity of
81 through hole in reverse piston shaft pump housing 18
92 and through hole in long leg of second
reverse band lever 81 Assemble re 6 Install inner pump gear 15 into cavity of
taining ring 70 to end of reverse piston pump housing 18 meshing teeth with outer
shaft pin 64 pump gear
7 Place pump port plate 3 over pump hous
15 Install reverse piston 0 ring 94 into ing 18 with unchamfered side toward pump
groove in 00 of reverse piston 93 housing lining up over pump housing pins
17 already in pump housing and press
NOTE DO NOT assemble into cover at this
together
time
8 line up pump housing pins 17 protruding
through pump port plate 3 with holes in
front end plate and bolt together using
six lockwashers 5 and six capscrews 4
ASSEMBLY 10 Install six flathead socket capscrews 91
to front end plate assembly and 151
gear housing and tighten securely
1 Install pipe plug into drain hole of housing
Drain hole is located on the right hand
side near the bottom of the housing 11 Install assembled reverse piston and link
oge figure 152 into opening in top of re
verse gear housing as follows
2 Install relief valve assembly into reverse
gear housing Assemble relief valve re
taining ring 116 and 0 ring 118 Make a Back off reverse band support screw
certain that relief valve is seated properly 97 until reverse band can be rotated
Assemble relief valve holddown spring past end of reverse band support screw
115 and pipe plug 114
b Rotate reverse band until reverse band
3 After final adjustments have been made roll on assembled linkage can pass be
install breather 90 and dipstick 104 tween lug on reverse band and reverse
band housing pin in housing
4 Install brass washer 96 and screw 97 to
hole in pad on side of c Slip reverse band roll over squared end
housing ofl ug on reverse band and hook notches
of reverse band lever over reverse
5 Assemble reverse band 103 to gear case band housing pin in housing
inside housing so that lugs on reverse band
are up and in line with reverse band sup d Insert screwdriver through opening in
port screw Position reverse band support top of housing and rotate reverse band
screw so that lug on reverse band can rest lug against reverse band roll This will
against it cause the reverse piston and piston
backup plate to drop down against the
6 Install pump drive key 9 in hole in engine top of the housing
gear line up sides of pump drive key
with engine gear NOTE Hook reverse bartd lever on reverse
band housing pin on righthand side of
7 Place assembly tool T4689 over splined housing
end of engine gear to protect oil seal du
ring front end plate assembly
e Tighten reverse band support screw
8 line up keyvJay in inner pump gear in
front end plate assembly figure 153 with
pump drive key in engine gear Slide 12 Place cover and assembled control valve
front end plate assembly over engine gear figure 152 over reverse piston assembled
until front end plate is seated properly to reverse gear housrng and line up bolt
against housing engaging pump drive key holes in cover with those in reverse gear
with keyway in inner pump gear housing
9 Rotate front end plate assembly to line up 13 Press down on cover engaging reverse
six bolt holes with reverse gear housing piston in cavity in cover Care must be
Note that front end plate assembly can be taken not to damage 0 ring on reverse
located in one of two positions ie up for piston during assembllf Lubricate bore
right rotation or up for left rotation As in cover prior to assembly with light oil
the transmission is always viewed from the
transmission or output end the plate should
be assembled with words Use For Left 14 Install six ferry head capcrews 89 in cover
Rotation being up and tighten securely
OF COMPLETE TRANSMISSION AS 8 Place coupling wosher 46 over end of
SEMBLY TO ENGINE shaft insert lockwasher 47 with tang on
inside of lockwasher in slot on shaft Place
1 Install two studs in opposite side holes in
locknut 4S onto shaft and secure using
engine adapting piate on enine so studs suitable wrench
protrude approximately 312 inches
2 Start reverse gear assembly over studs 9 Bend one tang of lockwasher into slot on
and slide entire assembly up against en locknut
gine engaging spline on engine gear in
10 Install two studs 312 inches long into two
splined hole of vibration damper on engine
opposite holes in reduction adapter plate
3 Install four 71614 x 134 attaching bolts
and washers in holes around flcnge of re 11 Position reduction gear assembly over studs
verse gear housing and slide onto reduction drive geor It mny
be necessary to rotate reduction gear slight
4 Remove studs and install remaining two
ly to properly mesh gear teeth
bolts and washers
12 Install lockwashers lOS and capscrews
l07 around flange of reduction gear hous
ing and tighten OF REDUCTION GEAR ASSEMBLY
TO REVERSE GEAR ASSEMBLY
1 Replace oi1 drain plug 39 into reduction
gear housing 54
2 Press ball bearing 40 with snap ring into ADJ USTMENTS
reduction gear housing 58
With transmission secured to the engine replace
3 Press output shaft and gear 51 into reduc all oil lines etc Before securing the propeller
tion gear housing half coupling to the gear half coupling check to
make certain that the couplings do not run out
4 Install oil seal 45 into rear end plate 42 more than 002 inches with respect to each other
5 Assemble rear end plate and seal to reduc
The transmission should be filled with new oil as
tion housing Install six lockwashers 43
specified under and capscrews 44 in rear end plate holes
and tighten securely
The forward clutch is direct acting and has suffi
cient travel to compensate for wear Therefore
6 Install 0 ring 123 over spline on output
there are no adjustments for the forward drive
shaft against bearing shouder of shaft
No adjustment is necessary for either the neu
7 Support unit on inside of shaft with large tral or reverse A large spring provides posi
end of unit down and press splined gear tive retraction of the forward piston and the
half coupling 106 onto shaft end until reverse piston stroke and band linkage eliminates
coupling is seated against ball bearing any adjustments on the reverse
SECTION V
SERVICE BULLETINS
The following Bulletins contain supplementary and up
dated information about various components and service pro
cedures which are important to the proper functioning of
your engine and its support systems
You should familiarize yourself with the subjects and
make sure that you consult the appropriate your engine requires service or overhaul
SERVICE September 17 1976 BULLETIN NUMBER 10
MODEL Westerbeke 40 and WPDS Sea Water Pump Clearance and Al ignment
Clearance
Adequate longitudinal clearance between the sea water pump shaft and the
driving shaft is established by the use of multiple pump gaskets The number
of gaskets required can vary from 1 to 4 Enough gaskets must be used so
that the shaft ends do not mate See figure 1
WATER PUMP GAKtTS DRIVE SHAFT DRIVER
PUMP SH4FT
DRWN NOTE
The application of liquid
or paste type Prussian
blue at pOints indicated
by arrows will give
positive indications of
pump drive contact which
will require the use of
additional gaskets
If the proper clearance is not maintained the sea water pump shaft will
force the fuel pump drive hub against its bushirg The bushing will seize
to the drive hub and rotate in its housing Bushing wear and loss of oil
pressure will result
When replacing the sea water pump be sure that the same number of gaskets
is replaced and there is the required clearance
Alignment
Alignment is just as critical as clearance The latest 1211 pump
intentionally has no pilot because the location of the timing cover itself
is not precise To assure that the pump shaft is axial with the driving
shaft install the pump with the four nuts just snugged WITH THE FUEL
STOPLEVER OFF crank the engine for a few seconds If the nuts have not
been the drive tang will cause the pump to align itself
It is best to deliberately offset the pump against its studs so you can
visually verify movement of the pump as it centers itself during cranking
The nuts should then be tightened This procedure must be repeated anytime
the pump is J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 5171 5887700
CABLE WESTCORP AVON TELEX 82 16742
SERVICE BULLETIN
DATE Apri 1 23 1968 BULLETIN NUMBER 11
MODEL Westerbeke 40 and WPDS 1015
SUBJECT Instructions for Replacing Injection Pump Drive Hub Bushing Remove cis Pulleys
2 Remove water pump
3 Remove timing cover
4 Mark idler gear and fuel pump gears before removing fuel pump
gear This is very important in order to retain proper relation
of gears and eliminate retiming of engine
5 If fuel pump hub bushing is worn as suspected gear and bushing
will pull right out er block
6 Remove quill shaft rrom injection pump splined pump drive shart
7 Remove gear rrom drive hub
8 Remove hub bushing retaining circlip
9 If bushing is frozen on hub tighten forward end or bushing in
vise and drive hub of bushing with brass drive taking care
not to damage female splines in hub
10 Place hub rlange on top or vise and with small brass punch
knock out drive key from hub
11 Clean hub shaft with crocus cloth or similar material Pre
oil and fit new bushing Check that bushing rotates rreely
Replace circlip
12 Clean bushing hole in block
13 With plastic or similar soft headed mallet drive newly assembled
bushing in place hitting squarely on center until it has
definitely bottomed out against block
J H WESTERBEKE CORP
AIION INDUSTRIAL ARI AIION MASS 02322 71 5887700
CALE WETCOR AIIONTELEX 24444
WESTERBEKE SERVICE BULLETIN 11 14 Axter bushing is in place recheck xor xree rotation ox hub
making sure no binding is evident
15 Line up master spline ox drive hub with master spline ox
xuel pump drive
16 Replace xuel pump drive shaxt by passing it through drive
hub until it enters into pump drive When shaxt comes up
against xuel pump drive it may be necessary to hold a
slight xinger pressure against drive shaxt and rotate
slightly lext and right until shaxt enters pump drive
NOTE On drive shaxt longer portion mates in drive hub
17 Axter shaxt is in place using a brass or similar hammer
drive the water pump drive key into hub
18 Reinstall pump drive gear making sure gear teeth are
matched same as on removal
19 Line up corresponding scribe marks on drive hub and drive
gear then insall and tighten 3 drive gear bolts
NOTE Ix scribe marks are not properly aligned timing
i l l beoff
20 Reinstall timing cover
21 Reinstall pulleys
22 When installing Sherwood pump rexer to attached bulletin
Service bulletin 10
SERVICE 61S69 BULLETIN NUMBER 20
MODEL All Engi nes
SUBJECT Connecting Pressure Sensing Devices to Oil Galleries
Oil pressure sensing devices such as senders and switches must
never be connected directly to any oil gallery of an engine The
reason is simply that continued engine vibration causes fatigue of
the fittings used to make such a connection If these fittings fail
the engine loses its oil pressure and very quickly seizes
Such pressure sensing devices must be bulkhead mounted and
connected to the oil gallery using an appropriate grade of lubricating
oil hose Any fittings used to connect the hose to the gallery must
be of steel or malleable iron Brass must not be used for this
purpose
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS OZ3ZZ 1817 5887700
CABLE WESTCORP AVON TELE 1 Z 4444
PIN 11967
SERVICE June 15 1969 BULLETIN NUMBER 21
MODEL Westerbeke 40
SUBJECT Replacing Injection Pump Drive Hub Part Number 12632
NOTE When replacing the drive hub the new hub will have no
timing mark scribed on it For this reason the following
procedure must be adhered to step by step When the pro
cedure is completed and before replacing the timing cover
a new mark is to be punched on the drive hub to coincide
with the existing scribe mark on the fuel pump drive gear
1 Remove the small cover on side of injection pump
2 Turn engine in direction of rotation clockwise looking aft
Use a socket and long bar on crankshaft nut and turn by hand
3 While turning shaft look into opening in injection pump It
will be noted that pump rotor has a series of letters on it
with a scribe mark beneath each letter It will also be noted
that there is a large snap ring visible through the opening
4 Rotate the shaft until the scribe mark for the letter C lines
up with the edge o the lower end o the snap ring There is
also a letter G on the rotor do not comuse it with C
5 At this point 1 piston is at 22 0 before top dead center
6 Remove crank shat pulleys when raoving the crankshaft nut
if the shaft is moved before removing the pulley reset the
letter C with the snap ring in the pump
7 Remove water pump
8 Remove timing cover
9 Mar the idler gear and fuel pump gearThis is very important
in order to retain proper relation of gears and eliminate
complete engine retiming
10 Raove fuel pump gear from drive hub
11 Obtain three 3 516 fine threaded bolts about 3 long
threaded all the way These are to be threaded into the
holes on thedrive hub and turned in against the front plate
to pull the hub and bronze bushing out o the block as an
assably Note Tighten bolt equally in sequence to pre
vent galling the bronze bushing in the block
Continued
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON ASS 02322 1817 5887700
CABLE WESTCORP AVON TELEX 1124444
SERVICE BULLETIN 21 Contiuued
REPLACING INJECTION PUMP DRIVE HUB
12 When the hub and bushing are removed pullout the pUJlp
splined drive shaft which will now be visibleo
13 Remove circlip xrom old hub and transxer bushing to new
hub using new circlip
14 With plastic or siJlilar soft headed Jlallet drive assembly back
into block hitting squarely on center until it has definitely
bottomed out against block
15 After bushing is in place recheck xor xree rotation ox hub
making sure no binding is evident
16 Line up master spline of hub with master spline ox fuel
PUJlP drive
17 Replace xuel pump drive shaft by passing it through drive hub
until it enters into pump drive When the shaxt comes up
against xuel pump drive it Jlay be necessary to hold a slight
finger pressure against the drive shaft and rotate slightly
lext or right until shaxt enters pump drive
NOTE ON DRIVE SHAFT LONGER SPLINED END MATES INTO DRIVE HUB
18 Rotate hub until letter c is back on scribe Jlark
19 Reinstall drive gear Jlaking sure letter C is lined up
bexore securing boltso
20 Remark hub to correspond with mark on gear
21 Using soxt headed hammer insert water pump drive key into hub
until it bottoms out
22 Install tiJling gear cover pulley and water pump
23 Put cover back on injection pump and bleed pump using
procedure in manual
SERVICE November 3 1970 BULLETIN NUMBER 31
MODEL Westerbeke Diesel Model Four107 Lubricating Oil System PURPOSE To reverse lube oil direction through system thereby
utilizing
high pressure bypass valve in lube oil filter
All referenced engine models whose lube oil fitting located
at oil attachment boss on engine bears the casting number
B120
PROCEDURE
1 Remove existing fitting and oil line between fitting and lube
oi 1 fi lter
2 Using new gasket ferrules and elbow provided install new
fitting and oil line
PARTS REQUIRED 2 13333 Ferule
1 13955 Fitting oil lines to boss
1 13969 Li ne 1ube oil
1 11616 Gasket fitting
1 13335 Elbow
OLD CIRCUIT NEW CIRCUIT
PN TO COOLER
P N 12120 PNl3955
TO COOLER FROM COOLER
J H WESTERBEKE CORP
AVON INDUSTRIAL PARI AVON MASS 02322 flf7 588 7700
CABLE WESTCORP AVON TELEX 1124444
SERVICE June 22 1976 BULLETIN NUMBER 93
MODEL All
SUBJECT Adjusting Paragon P200 Series Reverse Band
If the boat moves forward when the gear is in neutral at proper idle
speed the reverse band may be out of adjustment When adjusting
be very careful not to get reverse band too tight or it will burn out
If the boat goes backwards when in neutral it may be too tight
The following adjustment procedure should only be carried out when it
is not possible to obtain the service of an authorized Paragon trans
mission service dealer
To Adjust
On the outside left side of the gear there is a bolt in the mounting
pad Under its head are 1 to 3 washers Remove one washer This
should stop forward boat movement But under NO circumstances use
fewer than one washer nor more than three
J H WESTERBEKE CORP
AIION INDUSTIIAL PAI AIION MASS 01131111 8171 5887700
CABLE WESTCOlP AIIONTELEX 21683
SERVICE March 4 1977 BULLETIN NUMBER 98
MODEL Westerbeke Four107 Electrical System Change
Delco generator 11667 and regulator 11669 are no longer in
production and are being replaced by
Motorola alternator 21566 and
Motor regulator 21611
This alternator is driven from the engines crankshaft pulley
at a speed ratio of 2191 with an output of 840 watts at
24 VDC
See diagram and parts list J H WESTERBEKE CORP
AllaN INDUSTRIAL PARI AllaN MASS 02322 1817 5887700
CABLE WESTCORP AllaN TELEX 2
PIN 22218
REGULATOR MUST llE
MOUNTED ON 50 SQ IN MtTALIC PLATE
CORN
I J
BATTERY
24 VOLT
IS BET 1
4 548 pULLey I
3 112S STRAP
12 120O BRACKeT 1
If 1492 NIPPiE sreeLJ I
10 3328 ELBOW 90 I
J SZZ ELBOW 45 I
8 1 fJBI HOSE 1
7 11615 PLU 3
co 169 MANItOtD
5 11383 SWITCH OIL PRSIHe I
4 2Z120 PESSTOR ISO ONN I
3 21506 ALTERNAToe 2411 SAAIP I
Z Z2I CjLE ASSY I
I 2611 IEGtlLAToe 24 lOLl
lTEM PART NO DESCRIPTION QTY
a J H WESTERBEKE CORP
AVON MA 02322
DeIM
ODEL 1171i
NOM lOVIED
USING
4VOLT 3SAMP MOTOROLA ALT
ru 22 I 2 I
SERVICE May 20 1980 BULLETIN NUMBER 110
MODEL All
SUBJECT Ammeter Wire Sizes
Ammeters may be installed in conjunction with any Westerbeke marine diesel
engine or diesel generator set The range of the ammeter must be appropriate
for the maximum output of the alternator
Additionally the wire size for the alternator output circuit including the
ammeter varies with the total length of that circuit The table below shows
the maximum current that can be carried various total distances by various
wire sizes to and from source to load
HIRE SIZE TABLE
Total Length MAXIMUM System of wire in I
Volts feet 35 40 55 60 70 85 120
12 to 5 12 12 12 8 8 8 6
12 5 to 10 10 10 8 6 6 6 4
12 10 to 20 6 6 6 6 3 2 1
12 20 to 30 6 4 4 2 1 1
12 30 to 40 4 2 2 1 1 0 0
24 1 to 5 14 14 12 12 10 10 8
24 5 to 10 12 12 10 10 8 8 6
24 10 to 20 10 8 8 6 6 4 4
24 20 to 30 8 6 6 4 4 4 2
24 30 to 40 6 6 4 4 2 2 0
32 1 to 5 14 14 12 12 10 10 8
32 5 to 10 12 12 10 10 8 8 6
32 10 to 20 10 8 8 6 6 4 4
32 20 to 30 8 6 6 4 4 4 2
32 30 to 40 6 6 4 4 2 2 0
J H WESTERBEKE CORP
AIION INDUSTRIAL PARK A liON MASS 02322 tS17j 5BB7700
CABLE WESTCORP AIIONTELEX 112
PIN 24737
SECTION X
PARTS LIST
Page Contents
X2 Notes on using parts list
X4 Cylinder Block
X6 Cylinder Head Valves
X8 Crankshaft Rod Pistons
X10 Timing System Camshaft
X12 Rocker Shaft
X14 Fuel System
X16 Cooling System
X20 Water Pumps
X22 Lube Oil Sump
X24 Intake Manifold
X26 Electrical System
X28 Back End Transmission Paragon
X36 Transmission Warner
X40 Reducti on Unit Snow NOTES ON USING THIS PARTS LIST
1 Unit of issue for all linear commodities is
inches not feet or yards
2 To find the part number of a serviceable
component
a In the contents find the page number of
the system of which the component is most
logically a member
b On the illustration corresponding to that
page number find the specific illustration
of the component and note the reference
number
c Go to the facing partslist and find the ref
erence number The part number name de
scription and quantity required follows
3 There are three series of serial numbers in
use and they are identified by a prefix
stamped as part of the serial number in the
block They are l07Uxxxxxx l08Uxxxxxx
and EDxxxxxx References are made in the
parts list to these codes
FCUR 107 WHALEBOAT SPEC CYLINDER BLOCK
69 70
Drawing No 13905
FOUR 107 WHALEBOAT SPEC CYLINDER 3LOCK
REF PN 1 ArE ROIARKS QUAN
1 3J81C ENGINE BLOCK HaD ASSEMBLY 1
2 1 12610 LINER S 1r1U 4
2 2 19330 LIJER SIN le8U ED 4
3 12565 RING LINER SEALING SIN 107U B
4 12452 FLUG BLOCK WATER JACKET 1
5 12380 DOiJEL 6
12469 BOLT S
7 12454 PLUG EXPANSION SIN le8U ED 5
8 19918 PLUG BLOCK DRAIN SIN 1Q8U ED 1
11 19992 FLUG BEARER FACINGS SIN 18U EO 2
12 12623 SHIM
14 12456 FLUG EXPANSION FRONT REAR 2
15 12371 CONNECTDR 1
18 12485 SLEEVE TACH DRIVE 1
19 Ilf686 BEARING TACH DRI VE 1
20 121f84 HAFT TACH DRIVE 1
21 12363 NAPRING TACH DRI VE 1
22 19994 CAP TACH DRI VE 1
23 12619 lASHER TACH DRI VE 1
24 12464 PLUG ALTERNATE DIPSTICK POSITION 1
32 11 13970 FETCOCK SIN 107U BLOCK DRAIN 1
32 2 13341 PLUG SIN 108U ED BLOCK DRAIN 1
36 12458 PLUG REAR CAMSHAFT CHAM3ER 1
37 1 12400 GASKET HEAD SIN l07U 1
37 2 20020 GASKET HEAD SIN 108U ED 1
35 1 14743 STUD SHOT TO SIN 107U7023705 18
38 2 12615 STUD LONG FROM SIN lC7U7023705 18
3S 1965 STUD SIN 10AU ED 18
45 12656 PLATE MOUNT TIMING COVER 1
46 12406 GASKET 1
63 1 12685 COVER SIN lC7U ALL TO 108U41977 1
69 2 20029 COVER SIN l08U41978 ON g ED 1
10 12666 GASKET 1
71 12438 STUD 1n
73 12652 WASHER 10
83 12334 OUSING 1
86 11993 SEAL 2
87 12356 BOLT 2
83 12661 GASKET 1
90 12475 BOLT 6
91 14825 LINE WATER DRAIN SIN 107U 1
92 12432 NUT WATER DRAIN SIN l07U 1
93 12377 CONNECTOR WATER DRAIN SIN 107U 1
94 12415 FERRULE wATER JRAIN SIN 107U 1
FOUR 101 WHALEBOAT SPEC CYLINDER HEAD VALVES
S 6
9 23
Drawing No 13904
FOUR 107 WHALEBOAT SPEC CYLINDER HEAD VAL IE S
REF ON NAME REMARKS QUAN
1 1 1234C HEAD ASSEMBLY SIN 107U 1
1 2 19939 HE4D ASSMBLY SIN 1Q8U g ED 1
2 19979 PLUG HEADTOP SIN 10BU ED 3
3 19956 PLUG HEADTapSIN 108U g ED 4
12452 PLUG HEADSIDE 1
5 12454 PLUG HEADREA R 1
6 12455 PLUG HEADRFAR 1
7 12629 GUIDE INLET
3 12628 GUIDE EXHAUST 4
14 1 12509 VALVE INTAKENO GROOVEFROM SIN 107U71 01102
14 2 12511 VALVE INTAKE 0 R I NG GROOVE TO SIN 1 0 7U 71 011 2
15 1 12635 DEFLECTOR FOR INTAKE VALVE 12509 8
15 2 14696 RING FOR IN TA KE VALVE 12511 4
16 12510 ALVE EXHAUST 4
17 12608 SPR I NG INNER SIN 107U 8
18 II 12609 SPRING OUTER SIN 101U 8
18 2 19960 SPRING SIN 108U ED B
11 12536 SEA T VALVE SPRING 8
20 1 12360 CAP EXHAUST VALVE SPRING 4
20 2 14687 CAP INTAKE VALVE SPRING
21 12378 COTTER PAIR 8
22 1 12682 INSERT COMBUSTION CAMBER 4
22 19999 SEAT I NTA KE VALVE SIN 10BU ED 4
22 3 19997 SEAT EXHAUST VALVE SIN 108U ED 4
23 12542 WA SHER 4
25 1 12421 tUT HEADLONG SIN 107U 6
25 2 H831 UT HEADSHORT SIN 10U 12
25 3 20005 UT HEADLONG SIN 108U ED 6
25 1445 UT HEADSHORT SIN lOBU ED 12
34 1165 3 GASKET 1
35 lL 12496 STUD SHORT 2
35 2 14810 STUD LONG 2
7 12546 PLATE 1
FOUR 101 WHALEBOAT SPEC CRANKSHAFT ROO PI ST 42
Drawing
No 13903
FOUR 101 WHALEBOAT SPEC CRANKSHAFT ROD PN rAME REMARKS QUliN
1 1 12341 CRANKSHAFT ASSEMBLY SIN lG7U 1
1 2 23105 CRANKSHAFT ASSEMBLY SIN 108U ED 1
3 1 12342 EEARING MAINKITSTD 1
3 l 1239 BEARING UNDER 1
3 3 12370 BEARING MAINKIT020 UNDER 1
3 If 12373 BEARING MAINKIT030 UND 1
5 1 1233 BEARING RODK I T STD 1
5 a 1214 BEARING RODKITOI0 UNDER 1
5 3 1223 BEARING RODKIT020 UNDER 1
5 If 12519 BEARING RODKIT03G UNDER 1
7 1 14707 lASHER THRUSTSTD 2
7 a 19969 lASHER THRUSTC07 OVER AR
8 li 12537 JASHER THRUSTSTD 1
B 2 19968 WASHER THRUS T CO M OVER AR
1 12633 ADAPTER 1
10 11857 WASHER 1
11 12099 PULLEY 1
14 14719 GEAR CRANKSHAFT 1
15 12408 KEY 1
16 12383 SLINGER 1
19 12613 SCREIJ PULLEY RETAINING 1
27 1 1234 ROD CONNECTI NG ASSEMBLY SIN 107U 4
27 2 19935 ROD CONNECTING ASSEMBLY SIN 108U ED 4
30 12348 BOLT CONNECTIN3 ROD B
31 20645 TABWASHER 8
32 1 12594 BUSHING CONNECTING ROD SIN 107U
32 2 19986 EUSHING CONNECTING ROD SIN 10aU ED
38 1 12908 PISTON ASSEMBLY SIN 107U 4
38 2 19938 FISTON ASSEMBLY SIN lO8U ED
1 1 12573 SNAPRING PIN RETAINING SIN IJ7U 8
1 2 19984 SNAlRING PIN RETAINING SIN 1 laU g ED 8
2 1 12905 RING SET NEW LINER SIN If7U 4
42 2 12906 RING SET WORN LINER SIN 107U 4
42 3 19937 RING SET STD SIN lOaU EO 4
FOUR 107 IJHALEBOAT SPEC TIMING SYSTEM CAMSHA FT
49 SO 48
Drawi ng No 13902
OUR 107 WHALEBOAT SPEC TIMING SYSTEM CAMSHAFT
REF PN AME REMARKS QUAN
1 12605 CAMSHAFT 1
2 12597 GEAR 1
3 12625 PLA TE 1
4 12474 BOLT 3
6 12654 PLATE 2
7 1244 G DOWEL 1
13 126d9 GEAR IDLER WI TH BUSHING 1
1 14685 BUSHING FOR IDLER GEAR 1
15 12398 HU3 1
16 12551 PLA TE 1
17 12481 BOLT 2
18 12541 TABWASHER 1
2 12678 COVER TIMING 1
iS 12466 SEAL TIMING COVER 1
26 12658 GASKET TIMING COVER 1
27 12474 BOLT 8
29 12493 STUD 1
37 12471 EOLT if
39 13536 WASHER 3
43 12626 PLATE 1
49 12635 GASKE T 2
50 12500 STUD 4
51 12460 PUSHROD FUEL LIFT PUMP 1
FOUR 17 WHALEBOAT SPEC ROCKER SHAFT
7 4
o o
17 20
16 23
0
38 20 17
22 rfI
t34 3
Drawing No 13901
FOUR 107 WHALEBOAT SPEC ROCKER SHFT
NAME REMARKS QJA4
1 12681 COVER ROCKER 1
2 12 tl GASKET ROCKER COVER 1
3 1294 STUD LONG 1112 IN 2
12429 NUT 2
5 124S1 SEAL 2
12535 WASHER 2
7 1 1lG9 CAP ASSY SMALL 134 DIA TO SIN 1C7U71G6766 1
7 2 12567 CAP ASSY LARGE 238 DIA 1
9 1713 ASKET 1
15 12336 SHAFT COMPLETE ASSEMBLY 1
15 12335 SHAFT ROCKER WITH PLUGS 1
11 12446 PLUG 2
18 12525 WASHER
l 12539 WASHER 2
20 12362 SNAPRING 2
21 12488 SPRING
22 12358 BRACKET
23 12333 ROCKER 8
26 12462 BOLT 8
27 12433 NUT 8
29 12637 LINE HEAD TO ROCKER SHAFT 1
23 12372 CONNECTOR OIL FEED TO ROCKER SHAFT 1
30 12419 UT 2
34 12499 TUD SHORT 358 IN 6
35 12434 NUT 8
37 12607 ROD 9
38 12606 TAPPET 8
39 12413 FERRULE 2
fQ 12331 BUSHING ROCKER 8
FOUR 107 WHALEBOAT SPEC FUEL SYSTEM
DWG NO 15704
FOUR 107 WHALEBOAT SPEC FUEL SYSTE X15
RlF PN NAME REARKS QUAN
2 12lH PRACKET FUEL FILTER OUTING 1
3 1210 LINE LIFT PUMP TO FUEL FILTER 1
4 13336 CCNNECTOR FUEL LINE TO UEL FILTER 1
5 1 11614 FILTER FUELENGINE OUNTED 1
5 2 1641t fLEMnT FlEL FILTER 1
6 1 11700 PUMP STUD 1
6 2 12575 KIT L 1FT FUP R EP IR 1
6 3 16443 DLMP STUD 1
7 11126 eelT EAJOFUEL MAIFOLU TO FILTER 1
e 11124 MANIFOLD UEL 1
9 11541 IANJC 2
10 12350 PCLT BAJO 2
i1 1252 hASHER BAIJC 6
12 1 1250 STUD lONG 4
2 2 124135 STUD SCRT 4
13 12653 FLANGE IrECTCR MOUNTING
16 12315 SPACER STun LIFT TO BLeCK
PMF 1
17 1 12670 GASKET 2 STUD LIFT PMP TO BLCCK 2
7 2 16245 fASIET STUD LIFT PMF TO BLeCK 1
18 3374c LINE LEAK OFF INJECTOR TO FILTER 1
49 13517 LINE LfK OFF RETWEEI INJEC10RS 1
20 14813 LINE FILTER TO INJECTION PUF 1
21 12641 LINE IIJECTCR 1 1
22 12645 LINE INJECTOR 2 1
23 12f4 LINE IECTCR 3 1
24 12647 LINE IJECTOR 4 1
25 14814 LINE IECTICN PUM TO FILTER 1
26 1 14680 PLMP TC 1
2 6 2 1467i FtMP FROM l01lEO7 1
27 1240 GASKET IJECTION PUMP TO BLCCK 1
b 1 12364 CIRCLIF l 12632 1
28 2 31323 CIRCLIP HUB 20004 1
9 1 12332 eEARIG HUE 12632 1
2C 2 31324 REARING ASSEMBLYHUB 20004 1
29 3 1322 EUSIrG HLE 29004 1
30 1 12632 UB TO 107U46015 1
50 2 21D04 tUB FRO l07U46015 1
31 19S5C GEAR IJECTION PUMP CRIVING 1
32 12614 StAFT 1
33 14744 St1AFT IJECTION PUMP DPIVING 1
34 11S45 IIASHER IIECTOR
35 126C4 OZZLE INJECTOR 4
36 11C4 aAStER 8AIJO 8
37 11S3S BOLT BAIJO 4
38 11101 HJECTOR
41 12351 BeLT BAIJO 1
42 11S4 lASHER BAIJC 3
3 11536 eANJO 1
t4 12634 vALVE CECKFUEL FILTER 1
55 12561 POlT lJECTION PUMf OUNTING 1
6 12497 STUD IECTION PUMP OUNTING 2
51 11597 FERRULE 1
58 11596 IlT 1
59 1226 rUT INJECTOR MOUNTING 8
bl 12265 UT LIFT PUP MOUNrING AR
62 14674 SPRING FUEL SHUTOFFtEVER 1
56
7
t
7 c
38
3 49 4
37 I
4 i
36
43 48 DRAWING NO 13687
FCUR 101 WHALEBOAT SPEC COOLING SYSTEM
PN NAME REMARKS QUAN
1 15117 RISER EXHAUSTSEA WATER JACKETED 1
2 12661 GASKET EXHAUST MANIFOLD FLANGE 1
3 11471 PETCOCK 6
4 12411 MANIFOLD EXHAUSTFRESH WATER JACKETED 1
5 11501 HOSE FRESH WATERINCHES REQUIRED 2
6 11499 CAP PRESSURE 1
1 14832 SCREW EXPANSION TANK 2
8 1073 TANK FRESH WATER EXPANSION 1
9 13131 BRACKET EXHAUST RISER 1
10 11341 CLAMP HOSE 4
11 11128 EL30W EXHAUST RISER SEA WATER ILET 1
12 13825 HOSE FORMEDFRESH WATER 1
13 11653 GASKET EXHAUST MANIFOLD TO HEAD 2
1 11612 BUSHING PETCOCK MOUNT IN HEAD AND MANIFOLD 2
15 21878 CLAMP HOSE 8
1 11510 TUBING EXPANSION TANK OVERFLOW INCHES REQUIRED 8
17 12663 GASKET THERMOSTAT 1
18 24688 THERMOSTAT 1
19 11656 HOSE FORMEDSEA WATER 1
21 14156 EXCHANGER HEATFRESH WATER TO SEA WATER 1
22 13334 CONNECTOR LUBE OIL LINE TO ADAPTER 1
23 12092 BRACKET HEAT EXCHANGER 2
2ft 12669 GASKET LUBE OIL ADAPTER TO BLOCK 1
25 13969 LINE LUBE OIL ADAPTER TO FILTER 1
25 1 12935 PUMP FRESH WATER SIN lOlU 1
2 2 20 i35 PUMP FRESH WATER SIN 108U ED 1
27 12673 GASKET FRESH WATER PUMP TO PLATE 1
28 1 11613 FILTER LUBE OIL 1
28 2 15559 ELEMENT LUBE OIL FILTER 1
21 125G3 STUD LUBE OIL ADAPTER TO BLOCK 1
30 11505 CLAMP HEAT EXCHANGER TO BRACKET 2
33 11648 HOSE WIRE WATER INCHES REQD 7
34 11517 HOSE HEATERSEA WATER INCHES REQUIRED 24
36 16423 PUMP SEA WATER 12 IN IMPELLER 1
37 13338 ELBOW 1
38 13519 NIPPLE 2
39 1113 GASKET SEA WATER PUMP TO TIMING COVER 1
40 13846 HOSE FORMED F RE SH WA TER 1
41 11723 lEE 1
42 I 13127 LINE GEAR OIL COOLER TO PARAGON TRANSMISSION 1
42 2 14234 LINE GEAR OIL COOLER TO WARNER TRANSMISSION 1
43 1 14078 LINE PARAGON TRANSMISSION TO GEAR OIL COOLER 1
43 2 14233 LINE WARNER TRANSMISSION TO GEAR OIL COOLER 1
44 12985 COOLER GEAR LUBE OILFRESH WATER COOLED 1
45 11651 lEE 1
46 14080 LINE LUBE OIL COOLER TO ADAPTER 1
47 13335 ELBOW 9
48 14Q79 LINE LUBE OIL FILTER TO COOLER 1
49 13955 ADAPTER LUBE OIL LINES TO BLOCK 1
50 11650 NILE 2
56
17 c
53 0
18
9 26
34 CD
38
37 I
10 n
2i n
4 j
36
39
43 48 DRAWING NO 13687
F CUR 107 WHALEBOAT SPEC COOLING SYSTEM
E N NAME REMARKS QUAN
51 11724 PLUG TRANSMISSION OIL 1
52 119 PLUG OIL COOLER 1
53 1112 PLUG EXHAUST RISER RAIN 1
5 11755 PLUG EXPANSION 11
55 13329 EL80W EXPANSION TANK OVERFLOW 1
5 11156 NAMEPLATE 1
51 11752 PLUG EXPANSION TANK CORE 2
58 11119 BRACKET LUBE OIL FILTER 1
53 1118 SUPPORT OIL LINE 1
60 11121 STUD LUBE OIL FILTER BRACKET TO BLOCK 3
61 11386 CLAMP OIL LINE SUPPORT 1
FOUR 197 WHALEBOAT SPEC WATER PUMPS
Drawi ng No 13556
FOUR 107 WHALEBOAT SPEC WATER PUMPS
NAME REMARKS QJA
10 1 11020 PUMP 38 RUBBER IMPELLERNLA USE 16423 PUMP 1
10 2 1423 PUMP 12 RUBBE IMPELLER 1
11 1 15153 GASKET PUMP 16423 1
11 2 11418 IMPELLER PUMP 16423 1
11 l 11906 KIT IMPELLER REPLACEMENT PUMP 11020 1
12 1 14771 SEAL PUMP 11020 1
12 2 18159 SEAL PUMP 16123 1
13 1 12918 COVER PUMP 11020 1
13 Z 13171 COVER PUMP 16423 1
1 1 12916 CA PUMP 11020 1
1 2 1H52 CAM PUMP 16123 1
20 11658 PUMP BRONZE GEARCOMPLETE ONLY 1
30 Ii 12935 PUMP FRESH WATER WATER COMPLETESIN lC7U 1
30 2 20035 PUMP FRESH WATER COMPLETESIN t08U ED 1
31 1 12932 KIT PUMP 12935 REBUILD 1
31 2 19933 KIT PUMP 20035 REBUILD 1
32 12673 GASKET PUMP TO PLATE 1
33 12655 FLATE PUMP TO BLOCK 1
3 12674 rASKET PLATE TO BLOCK 1
35 1 12459 PULLEY PUMP 12935 1
35 a 19987 PULLEY PUP 20035 1
DrOWing No 13900
FCUR 107 WHALEEOAT SPEC LU8E CIL SUrP
REF PN fAME REPARKS GUM
1 12680 SUMP 1
2 13951 FLUG DRAIN SUMP 1
3 12659 GASKET SUPPLEFT AND RIGHT 1
5 12407 GASKET 2
b 12547 PLATE STIFFENER 1
1 12548 PLATE STIFFENER 1
8 12549 FLATE STIFFENER 1
9 1255El PLATE STIFFENER 1
10 12473 SCREW IG
11 13952 ASHER SUP DRAIN PLtG 1
20 12612 DIPSTICK 1
22 14816 ASHER 1
26 1995 J FERRULE SLeTION PIPE 1
21 20006 NLT SLeTION PIPE 1
28 12651 PIPE ASSEMBLY 1
29 12686 STRAINER 1
30 12491 SPRING 1
31 21834 TUBE SIFHON 1
5 2fHl17 TABWASHER BOey LOCATIC SETSCREW 1
36 12692 FUMP LlEE OILCOMFLETE 1
31 19913 LINE LUBE OIL FEED Te DGEAR SPRAY 1
40 19952 tLT LlEE OIL DELIERY LlfE 2
1 19951 FERRULE LUBE OIL DELIVERY LltE
11 1242 LINE LtEE OIL DELIERY LINE 1
FOUR 107 HALEBOAT SPEC INTAKE MANIFOLD
Drawing No 13569
F OU 101 WHALEBOAT SPEC INTAKE MANIFOLD
REF PN AME REMARKS QJAN
1 12556 FILTER 1
2 12683 COVER 1
4 12639 ELBOW BREA THER 1
11 12688 ANIFOlD 1
12 20021 GASKET 1
13 13392 BUSHING 1
14 h 11615 PLUG 1
14 2 11688 AID STAR TI NG E THER TYPE 1
FOUR 107 WHALEBOAT SPEC ELECTRICAL SYSTEM
FCLR 107 ALEBCAT SPEC ELECTRICAL PN NAME REtARKS GUAN
1 21611 REGULATOR VCLTAGE FOR 21566 ALTERNATCR 1
2 1 22119 CABLE O IN ALTERNATOR TO RErULATCR 1
2 2 23124 CABLE 84 IN ALTERNATOR TO REGULATOR 1
3 2166 ALTERNATOR GROUC 1
4 1 22120 RESISTOR 15t OHM 1
4 2 23C7S RESISTOR 3 IHI OHM 1
5 1138l SWITCII Cll PRESSURE 1
6 11j69
1115
tlANIFOLD
PLUG
OIL MAIFOLD
8 11981 CSE 1
9 15122 ELBO 45 DEGREE 1
10 13328 ELBOIr 911 DEGREE 1
11 11492 IPPLE 1
J2 12060 BRACKFT 1
13 11125 STRAP ACUSTING 1
14 11548 PULLEY ALTERNATOR 1
15 22217 BELT ALTERNATOR fRESH WATER PUMP 1
16 23123 pROTECTOR VOLTAGE 1
30 1166f OTOR STARTER24 VDEGATIVE GROUND 1
31 11667 GENERATOR DELCONO LONGR AVAILABLE 1
32 11669 REGULATOR DELCONO LONGR AVAILABLE 1
33 1166E ELT GEtERATOR DRIVE 1
34 12111 FULLEY GENERATOR DRIVE 1
55 11125 STRAP ACUSTlfG 1
6 11127 ADAPTER ADJUSTING STRAP TC GENERATOR 1
31 13108 ERACKET GtERATOR MOLNTING 1
36 12115 STRAP GEERATOR SUPPORT 2
39 11746 SCREW SUFPORT STRAPS TC GEERATOR 4
40 11132 STUD GEERATOR BRACKET TO BLOCK 1
t 1 11136 STUD GEERATCR STRAPS TO BRACKET 1
FOUR 107 WHALEBOAT SPEC BACK END J
DWG NO 15705
FCUR 101 WHALEBOAT SPEC BACK END PN tAME REIARKS GUAN
1 14D66 FCUSING FLYWHEEL 1
14065
11498
PLATE
BACK
DOWEL
l 13832 GEAR RUG 1
8 24064 FLYWHEEL INCLUDES 13832 RING GEAR 1
9 1412J TABWASHER 1
11 11618 CAMPER 1
12 24118 SCREW DAPER TO FLYHEEL 5
14 12101 SPACER STARTING MOTOR 1
15 11137 STUD STRTING MeTeRSHORT 1
18 11157 STUD STARTING MOTORLONG 2
19 13257 CUH REAR LEFT 1
22 12103 RAIL LEFT 1
26 13l1 CUNT FRCNT LEFT 1
29 12131 BRACKET BILGE PUMP 1
32 13256 CUrl REAR RIGHT 1
33 13101 RAIL RIGHT 1
34 13099 OUNT FRCNT RIGHT 1
FOUR lQ7 WHALEBOAT SPEC TRANSMISSION PARAGON
9 58
10 51
28 30
27 29
37 41
130 DRWG 16058
FOUR 101 WHALEBOAT SPEC TRANSMISSION PARAGON
51CON D ZJ
DRWG 16058
FOUR lQ1 WHALEBOAT SPEC TRANSMISSION PARAGON
REF PN JAME REMARKS QUAN
1 1 1 235 IOUSING SERIAL 6Al 1
1 Z 1S227 HOUSING SERIAL SAL 1
2 1 16234 FLA TE FRONTTO SERIAL 6Al 1
2 Z 16226 PLATE FRONTFROM SERIAL 6Al 1
2 5 16231 PLATE FRONT PLATE ASSEMBLYTO SERIAL 6Al 1
2 If 16229 PLATE FRONT PLATE ASSEMBLYFROM SERIAL 6A1 1
3 16220 PLATE PUMPPORTTO SERIL 6Al 1
6 16107 GEAR OUTERPUMP 1
7 16153 CLIP CASE 2
9 16122 KEY PUMP 1
10 1 16151 GEA R DRIVE 1
10 2 16152 GEA R DRIVE GEAR ASSEMBLY 1
11 16139 BEARING DRIVE GEAR 2
12 1615 I SEAL OILFRONT PLATE 1
13 16131 WASHER THRUSTFRONT PLATE 1
14 16132 BEARING 1
15 1613 GEAR INNERPUMP 1
16 16137 TAB SHAFT LOCKING 2
17 16135 PIN PUMP HOUSINGTO SERIAL 6Al 1
18 1 16225 OUS I NG PUMPTO SERIAL 6Al 1
18 2 16133 HOUSING PUMPFROM SERIAL 6Al 1
18 16219 PUMP ASSEMBLYTO SERIAL 6Al 1
19 1623 PUMP
16130 TUBE
ASSEMBLYFROM SERIAL 6Al
SUCTION
20 16236 GASKET FRONT PLATE 1
21 16136 SHAFT PINION
22 16128 BEARING CASENEEDLE 1
23 1 16162 CASE GEAR 1
23 2 16165 CASE ASSEMBLY 1
24 16114 PAD PINION THRUST 1
25 16155 SPACER SHORT PINION 2
26 16116 BEARING SHORT PINIONROLLER 1
27 1110 SPACER SHORT PINION BEARING 2
28 1 16113 PINION SHORT 2
28 2 16140 PINION 2
29 16141 WASHER THRUSTDRIVE GEAR 1
30 16195 SEAR PROPELLER 1
31 16196 RETAINER SPRING 1
32 16164 RING RETAINING 1
33 16198 SPRING SCREW COLLAR 1
31 16191 PISTON FORWARD 1
35 16139 BEARING ROLLER 1
36 16202 FLATE REDUCTION ADAPTER 1
37 12Q6 GASKET REDUCTION GEAR HOUSING 1
38 1621 C GEAR OUTPUT GEAR AND SHAFT ASSEMBLY 1
10 16102 BEARING HOUSING 1
41 16208 EASKET REAR END PLATE 1
2 1205 PLATE REAR END 1
13 1127 SEAL REAR END PLATE 1
6 16214 WASHER COUPLING 1
7 1169 LOCKWASHER BALL BEARING 1
48 16168 UT BALL BEARINGLOCK 1
9 16209 RING SHAFT 1
FOUR 107 WHALEBOAT SPEC TRANSMISSION PARAGON
REF PN NAME REMARKS QUAN
50 16101 KEY OUTPUT SHAFT 1
52 161Q3 EEARING 1
53 1157 RING BEARING 1
5 16108 RING PISTONOIL DISTRIBUTOR 2
55 1 16217 BEARING 1
55 2 16218 fACE BEARING 1
55 16163 TAILSHAFT REDUCTION PINION 1
57 16144 BEARING NEEDLESCREW COLLAR 1
53 15203 HOUSING REDUCTION GEAR 1
5 16126 OR I NG FORWARD PISTONINNER 1
60 16232 WASHER GEAR 1
61 1 16193 COLLAR SCREW 1
61 2 16197 COLLAR SCREW COLLAR ASSEMBLY 1
63 16143 PLATE INNER CLUTCH 6
04 16117 aRING FORWARD PISTONOUTER 1
65 16142 FLATE OUTER CLUTCH 7
66 16124 CLIP SCREW COLLAR 2
67 16123 LOCKSCREW SCREW COLLAR CLIP
68 16154 BAFFLE 1
09 16171 PIN ROLL 1
10 16118 RING BAND OLL 1
72 161146 RING CONTROL VALVE RETAINING 1
73 1 16212 lJALVE CONTROLTO SERIAL 6Al 1
73 2 16223 VALVE CONTROLFROM SERIAL 6Al 1
73 16178 VALVE CONTROL VALVE ASSYTO SERIAL 6Al 1
73 16231 VALVE CONTROL VALVE ASSYFROM SERIAL GAl 1
7 10159 LEVER CONTROL 1
75 16145 ORING CONTROL VALVE 1
76 1160 BUSHING CONTROL LEVER 1
79 16167 WASHER 1
80 16158 PAWL CONTROL LEVER 1
81 16181 LEVER REVERSE BAND 2
82 16111 SPACER LONG PINION BEARING 2
83 16115 BEARING ROLLERLONG PINION 1
84 1 16112 PINION LONG 2
84 2 16138 PINION LONGPINION ASSEMBLY 2
85 1 16211 COVER TO SERIAL 6A1 1
85 2 16224 COVER FROM SERIAL 6A1 1
86 16166 PIN CONTROL LE VER 3
87 I
87 Z
16119
1612C
SCREW
SCREW
NAMEPLATETO SERIAL 6Al
SERIAL 6Al
88 I 16161 NAMEPLATE TO SERIAL 6Al 1
88 a 16233 IAMEPLATE FROM SER IAL 6Al 1
90 1611 BREATHER 1
92 1618 1 SHAFT REVERSE PISTON 1
93 1 16186 PISTON REVERSE PISTON AND SHAFT ASSEMBLY 1
93 2 16185 PISTON COMPLETE REVERSE PISTON ASSEMBLY 1
94 16174 ORING REVERSE PI STON 1
95 16170 PLATE PISTON BACKUP 1
97 16221 SCREW BRAKE BA NO 1
98 16175 CRING PISTON BACKUP PLATE 1
9 I 1177 GASKET COVERTO SERIAL 6Al 1
99 2 1228 GASKET COVERFROM SERIAL 6A1 1
FOUR lC7 WHALEBCAT SPEC TRANSMISSIO PN NAME REPARKS GUAN
lao 16173 PIN REVERSE GEAR OUSING 1
11S1 16172 RCLL REVERSE BAND 1
13 1 16183 BAND REVERSE BAND ASSEMBLY 1
113 2 16184 EAND LINING 1
133 3 16104 LINING REVERSE BANDONE PAIR 1
lu3 4 H100 RIVET REVERSE BAND LIING 12
104 1 16187 DIPSTICK ASSEMBLYTO SERIAL 6A1 1
14 2 16216 DIPSTICK ASSEMBlYFRO SERIAL Al 1
1J4 3 16190 ANDLE DIPSTICKTO SERIAL 6AINlA 1
liJ4 4 1621 fANCLE CIFSTICKFRO SERIAL 6Al 1
104 5 16188 ROD DIPSTICKTO SERIAL 6AINlA 1
la4 6 16238 RCD OIFSTICKFRO SERIAL 6Al 1
IJ4 7 16129 CRING DIPSTICK 1
lu4 8 16192 CLLAR DIPSTICKTO SRIAL 6Al 1
1J4 9 16IB9 OECAL DIPSTICKTO SERIAL 6Al 1
1u410 16191 ElSt1ING DIFSTICKTO SRIAL 6AlNLA 1
lU5 14889 lUBE DIPSTICK 1
16 1621 COUPLING GEAR HALF 1
110 16147 BALL DETENTTO SERAL 6Al 1
111 16148 SFRIG DETENTTO SERIAL 6Al 1
112 14888 SEAL DETENT CAPSCRWTO SERIAL 6Al 1
113 16121 ASKET 1
115 16199 SPRING RELIEF VALVE OLD DOWN 1
116 162tll RING VALVE 1
117 16149 RING RELIEF VALVE 1
118 16109 FIN RELIEF VALVE 1
119 1610S PLUG RELIEF VALVE 1
120 1610 SPRING RELIEF VALVE 1
121 16200 HOUSING RELIEF VALVE 1
122 1618 lUBE DISTRIBUTOR 1
12 3 16126 RING 1
l30 11721 GEAR CCPLETE TRASMISSION 1
131 23700 COUPLING PROPELLER HALF 138 BCRE 1
132 1 16156 SEAL RECUCTION ADA9TER PLATE 38 10 1
132 2 33593 SEAL REDUCTION ADAPTER PLATE 12 10 1
FOUR 107 wHALEBOAT SPEC TRANSMISSION WARNER
FOUR 107 WHALEBOAT SPEC TRANSMISSION WARNER
REF PN NAME REMARKS QUAN
26 1634 SEARING 1
33 16263 COVER VALVE 1
34 16264 GASKET VALVE COVER 1
39 16284 VALVE VALVE AND SPRING ASSEMBLY 1
to 15291 ORI NG 1
42 16309 BREATHER COMPLETE ASSEMBLY 1
44 15299 FLUG DRYSEAL 1
t5 16283 DIPSTICK COMPLETE ASSEMBLY 1
45 15269 SPRING POPPET 1
47 1630ft BALL 1
48 16215 LEVER 1
51 16297 WASHER SHIFT LEVER 1
53 1308 BUSHING 1
5 16216 TUBE OIL RETURN 1
55 16279 STRAINER OIL 1
56 1 16306 HOUSING INCLUDES BUSHINGS 1
56 2 1251 GEAR COMPLETE EXCLUDING REDUCTION UNIT 1
55 15524 GEAR COMPLETE INCLUDING REDUCTION UNIT 1
57 1277 PIN DOWEL 3
58 1302 BUSHING 1
59 16262 SHAFT PINION AND OUTPUT SHAFT ASSEMBLY 1
60 163Ql 8USHING 2
62 16266 WASHER THRUST 1
63 16298 KEY 1
64 16307 GEAR DRIVE GEAR AND SHAFT ASSEMBLY 1
65 16296 KEY 1
66 16268 HUB FORWARD CLUTCH HUB 1
61 16287 SNA PR I NG 1
68 16293 RING SEALING 2
69 16261 GEAR 1
71 15258 PLATE CLUTCH PRSSURE PLATE 1
72 16282 rASHER THRUST 1
73 16278 SPRING PRESSURE PLATE 12
14 16280 BAFFLE 1
15 16257 PLATE CLUTCH INNER PLATE ASSEMBLY 3
76 16254 PLATE CLUTCH 2
17 16260 FLATE CLUTCH PRESSURE PLATE 1
18 1299 SNAPRING CLUTCH SPING 1
1 15252 SPRING CLUTCH 1
80 16255 RING CLUTCH SPRING BEARING 1
81 1256 RIlG CLUTCH 1
82 16270 PISTON FORWARD CLUTCH 1
83 16259 RING SEALING 1
84 16273 CYLINDER fORIJARD CLUTCH 1
85 16265 WASHER THRUST 1
85 15303 BEARING 1
87 16288 SNAPRING 1
88 16286 SNA PR I NG
8 15294 SNAPRING
90 16285 FLATE REVERSE CLUTCH PLATE ASSEMBLY 1
FOUR 101 WHALEBOAT SPEC TRANSMISSION ARNER
FOUR 101 WHALEBOAT SPEC TRANSMISSION WARNER
EF N NAME REMARKS QJAJ
92 1274 PLATE REVERSE CLUTCH PRSSURE PLATE 1
93 16261 PISTON REVERSE CLUTCH PISTON 1
94 16292 RING SEALING 1
95 16295 BEARING NEEDLE 1
96 16290 RING SEALING 1
97 12B1 GASKET CASE TO ADAPTER 1
99 16305 ADAPTER 1
103 16253 GASKET PUMP 1
Ull 1211 PUMP COMPLETE ASSEM8LY 1
105 1212 SEA L 1
FOUR 107 WHALEBOAT SPEC REDUCTION UNIT SNOW
19 DIA
BORE
DWG NO 15706
FOUR 107 WHALEBOAT SPEC REDUCTION UNIT SNOW NABSTEDT
REF PN AME REMARKS QUAN
1 15518 SCRE IJ ADAPTER TO TRANSMISSION 6
2 15506 ADAPTER REDUCTION HOUSING TO TRANSMISSION 1
3 1550 GASKET REDUCTION HOUSING TO ADAPTER 1
15508 OUSING REDUCTION 1
5 1 15515 SHI M 005 1
6 2 15516 SHIM 001 1
s 15517 SHIM 020 1
7 15522 BEARING TOP HALF 2
8 15511 PINION 1
9 15512 COVER REAR TOP 1
10 15521 BEARING BOTTOM HALF 2
11 15523 SEAL 1
12 15510 COUPLINS TRANSMISSIO HALF325 IN BOLT CIRCLE 1
13 1551 NUT COUPLING TO GEAR ASSEMBLY 1
1 1552 I SCREW REAR BOTTOM COVER TO HOUSING
15 15509 COVER REAR30TTOM 1
17 15513 GEAR GEAR AND SHAFT ASSEMBLY 1
18 155Q5 STUD ADAPTER TO TRANSMISSION 2
1 15507 GASKET ADAPTER TO TRANSMISSION 1
20 11653 COUPLING PROPELLER HALF1 38 BORE325 IN BC 1
21 15519 PIN HOUSING TO ADAPTER 1
22 1 1552 GEAR COMPLETE INCLUDING REDUCTION UNIT 1
22 2 15525 REDUCTION COMPLETE EXCLUDING TRANSMISSION MODEL 14088 SPEC B WHALEBOAT ENGINE
SPEC B INTRODUCED IN OCTOBER 1985
RELOCATES OR MODIFIES THE FOLLOWING
COMPONENTS IN ORDER TO REDUCE ENGINE
OVERALL WIDTH AND LENGTH MOUNTING RAILS
LUBE OIL FILTER BLOCK HEATER AND
ALTERNATOR THE ILLUSTRATION AND
PARTSLIST FOLLOWING IDENTIFY NEW PARTS
CREATED BY SPEC B FOR SERVICE J H WESTERBEKE CORP
AVON DUSTRIAl PARle AVON AlASS 023tl2 S171 5 7700
C8E WEreOIlP AlIOIITE JC 92 MODEL 14088 SPEC B WHALEBOAT ENGINE
WESTERBEKE MODEL 14088 SPEC B WHALEBOAT ENGINE
REF PN NAME REMARKS QUAN
1 35331 STRAP RIGHT FILTER BRACKET SUPPORT 1
2 35318 BRACKET LUBE OIL FILTER 1
3 35321 STRAP LEFT FILTER BRACKET SUPPORT 1
4 11613 FILTER LUBE OIL 1
5 13335 ELBOW COMPRESSION 4
6 35324 LINE BLOCK OIL ADAPTER TO FILTER 1
7 21516 HOSE WIRE I NSERTED INCHES REQU I RED 26
8 11341 CLAMP HOSE 8 4
9 21911 HEATER WATER JACKET 1
10 35393 HEATER WATER JACKETREMOTE THERMOSTAT 1
11 35322 BRACKET HEATER 1
12 1 31555 CAPSCREW 516NC X 1 2
12 2 31759 WASHER FLAT 516 2
12 3 31758 LOCKWASHER 516 2
12 4 31756 NUT 516NC 2
13 13256 MOUNT REAR RIGHT 1
14 33766 NIPPLE REDUCER 38NPT TO 14NPT 1
15 11723 TEE 38NPT 1
16 11471 PETCOCK 2
17 13717 BUSHING REDUCER 38NPT TO 18NPT 2
18 13338 ELBOW 38NPT STREET 90 1
19 13519 NIPPLE HOSE 2
20 35320 RAIL RIGHT 1
21 13099 MOUNT FRONT RIGHT 1
22 13760 CLAMP SUPPORT HEATER HOSE 1
23 21516 HOSE WIRE REQUIRED 30
24 33765 NIPPLE 12NPT CLOSE 1
25 11651 TEE 12NPT X 38NPT X 38NPT 1
26 24117 BRACKET SUPPORT OIL LINE 1
27 17298 CLAMP 1
28 13257 MOUNT REAR LEFT 1
29 1 31605 CAPSCREW 38NC X 1 4
29 2 31764 LOCKWASHER 38 4
29 3 31762 NUT 38NC 4
30 35319 RAIL LEFT 1
31 1 31655 CAPSCREW 716NC X 1 4
31 2 31770 LOCKWASHER 716 4
32 13100 MOUNT FRONT LEFT 1
33 1 31681 CAPS CREW 716NF X 114 4
33 2 31770 LOCKWASHER 716 4
34 1 13955 ADAPTER OIL LINES TO BLOCK 1
34 2 12669 GASKET ADAPTER TO BLOCK 1
35 1 31681 CAPS CREW 716NF X 114 1
35 2 31770 LOCKWASHER 716 2
35 3 31772 NUT 716NF 1
35 4 12503 STUD 716NF X 1916 1
1 15 f A 1 fll L FI t v 47
WESTERBEKE MODEL 14088 SPEC B WHALEBOAT ENGINE
REF PN NAME REMARKS QUAN
NOTE ALL REFERENCES ARE TO NAVSEA MANUAL
09410148013 WITH CHANGE 3
PAGE X1719 DELETE THE FOLLOWING REF
25 13969 LINE OIL ADAPTER TO FILTER 1
48 14079 LINE OIL FILTER TO COOLER 1
58 11119 BRACKET OIL FILTER 1
60 11121 STUD 3
PAGE X29 DELETE THE FOLLOWING REF
22 12103 RAIL LEFT 1
29 12131 BRACKET BILGE PUMP 1
33 13101 RAIL RIGHT 1
PAGE X17 CHANGE THE FOLLOWING REF TO
19 21516 HOSE WIRE I NSERTED INCHES REQU I RED 8
PAGE X23 CHANGE THE FOLLOWING REF TO
1 35304 SUMP 34UNF DRAIN PLUGFROM AUG 85 1
2 35305 PLUG SUMP DRAIN 34UNF 1
11 35306 WASHER SUMP DRAIN PLUG 35305 1
PAGE X27 CHANGE THE FOLLOWING REF TO
3 35323 ALTERNATOR GNDSPEC B 1
13 35338 STRAP ALTERNATOR B 1
PAGE X34 CHANGE THE FOLLOWING REF TO
131 34546 COUPLING PROPELLER HALF 1 IN BORE 1

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Disclaimer:
The information on this web site has not been checked for accuracy. It is for entertainment purposes only and should be independently verified before using for any other reason. There are five sources. 1) Documents and manuals from a variety of sources. These have not been checked for accuracy and in many cases have not even been read by anyone associated with L-36.com. I have no idea of they are useful or accurate, I leave that to the reader. 2) Articles others have written and submitted. If you have questions on these, please contact the author. 3) Articles that represent my personal opinions. These are intended to promote thought and for entertainment. These are not intended to be fact, they are my opinions. 4) Small programs that generate result presented on a web page. Like any computer program, these may and in some cases do have errors. Almost all of these also make simplifying assumptions so they are not totally accurate even if there are no errors. Please verify all results. 5) Weather information is from numerious of sources and is presented automatically. It is not checked for accuracy either by anyone at L-36.com or by the source which is typically the US Government. See the NOAA web site for their disclaimer. Finally, tide and current data on this site is from 2007 and 2008 data bases, which may contain even older data. Changes in harbors due to building or dredging change tides and currents and for that reason many of the locations presented are no longer supported by newer data bases. For example, there is very little tidal current data in newer data bases so current data is likely wrong to some extent. This data is NOT FOR NAVIGATION. See the XTide disclaimer for details. In addition, tide and current are influenced by storms, river flow, and other factors beyond the ability of any predictive program.