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Westerbeke Diesel Ds 7 Parts Manual




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TECHNICAL DS5 DS7 W7
Marine Diesel Engines
WESTERBEKE WPD3 WPD4
Marine Diesel Publication 12310
Edition Three
June WESTERBEKE
MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD TAUNTON MA 027807319
TECHNICAL DS5 DS7 W7
Marine Diesel WPD3 WPD4
Marine Diesel Publication 12310
Edition Three
June 1978
jr WESTERBEKE
j WESTERBEKE CORPORATION
MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD TAUNTON MA 7 rARINE ENGINE
WESTERBEKE 7 One cylinder four cycle vertical 185 cu in 303 cc bore 3 stroke 258
Power 7 hp at 3600 rpm Ratio 171
Weight 1861b with 21 reduction Block Cast Head Steel Rod Forged rri Full pressure to main and large end bearings
Full flow integral replaceable lube oil filter It9HW Ii OF System Fresh water cooling with
heat exchanger Angle 15 maximum
Fuel System Bryce injection pump variable speed
governor with automatic overload control Camshaft
driven fuel lift pump with hand primer
Fuel Consumption See fuel consumption System 12volt starter 55amp 21 reduction and
reverse gear with positive Equipment 21 manual reverse and reduction
gear electric starter 55amp alternator factory pre
wiring with pushbutton start closed circuit cooling
system with heat exchanger fresh and raw water
pumps mounted adjustable flexible engine mounts
full flow lube oil filter sump pump and hose fire
shielded flexi ble hose connections for fuel supply and
return secondary fuel oil filter fuel lift pump with
hand primer threaded 1 IPS exhaust flange mount
ing brackets for control cables illustrated parts list
and instruction Equipment Prewired instrument panel indi
cating oil pressure water temperature and amps with
10foot plugin cable Hydrohush stainless steel
water lift muffler exhaust elbow
primary fuel oi I filter flexi ble shaft coupling sea water
strainer onboard spare parts kit
I 1
2 L 2 25
OffSET
o
1000 IOO 2000 2tOO 3000 3100
WPO4 MARINE GENERATOR
WESTERBEKE WPD4 Single cylinder fresh water cooled four cycle
185 cu in 303 cc bore 3 stroke 258
Power 7 hp at 3600 rpm
Cooling Fresh water cooling with heat Engine mounted 12volt starting Full pressure to main and connecting rod
bearings Full flow integral replaceable lube oil
assem bly is mounted on
Of fKHAUT
aluminum drippan base with heavy duty shielded
rubber mounts to minimize System Bryce injection pump governed to 3600 rpm
fuel lift pump with hand primer
Fuel Consumption Approx 045 gallons per hour at full
Rotating field single bearing with shaft
I LT CONN FOR
mounted fan i DI
4000 watts for continuous operation up to 33
amps 120 volts AC 12 volts DC 08 amps for battery
60 Hertz
Phase Single
Power Factor Unity
Controls Anglemounted on top of generator for visi bility I 40r 1 M 1 H91t
Cover swings up for easy servicing Electric start and
stop Solid state battery charging control circuit
reduces heat increases efficiency and reliability and
is immune to vi bration and shock High water tem
peraturelow oil pressure shut down
Weight 233 I bs
Standard Equipment Integral drippan base with vi bra
RIMlih fl LIN n EMVAl
tion isolators and drain plug closed circuit cooling
system with heat exchanger fresh and raw water 17 fI
pumps mounted full flow lube oil filter sump pump
and hose fire shielded flexible hose connections for
fuel supply and return secondary fuel oil filter fuel
lift pump with hand primer electric start and fuel shut
off high water oil pressure shut
down battery charge circuit with charge indicator
light 1 IPS threaded exhaust flange illustrated
parts list and instruction Equipment Remote start shore transfer switch
high capacity primary fuel filter water injected ex
haust el bow Hydrohush stainless steel water lift Po44 4W
muffler sea water strainer onboard spare parts kit I
2Ef y
2819 4KIN
dLL LOW LUBE OIL FILTE
DS MARINE ENGINE
SEA wATEI OuTLET
CONN MALE 5T H4OS
15 j 4el
EXHAUS1 CONNlIIS
Ij 3
OUFi 34 HOLfS FOR 1 eOl TS
MODEL D S MARINE ENGINE NE Single cylinder water cooled four cycle 159 cu in bore 3 in stroke 214 in
POWER 5 hp at 3000 Positive displacement rubber impeller raw water 12 volt starting Full pressure to main and connecting rod bearings
Full flow
integral replaceable lube oil filter
FUEL SYSTEM Bryce injection pump governed to 3000 rpm fuel lift pump with hand primer
FUEL CONSUMPTION Approx 045 gallons per hour at full Enginerails on propeller shaft center Iine with height adjustment
nuts locked in place mounted on flexible engine ANGLE 150 21 reduction and reverse gear with
posi ti ve See drawing 187 Ibs with 21 reduction gear
WPDS3 MARINE GENERATOR
LlfTING RlNG
lA WAHR OUTLET cONN
MAlE ST THREADS j
XIMUST CONN IPS
W12
EJMP
lliET Olt
2000
1512
MODEL WPD3 MARINE GENERATOR Single cylinder water cooled four cycle 15 9 cu in bore 3 in stroke 214 in
POWER 5 5 hp at 3600 rpm
COOLING Positive displacement rubber impeller raw water 12 volt starting Full pressure to main and connecting rod bearings
Full flow
integral replaceable lube oil Engine generator assembly is mounted on aluminum drippan base
with heavy duty shielded rubber mounts to minimize SYSTEM Bryce injection pump governed to 3600 rpm
fuel lift pump with hand primer
FUEL CONSUMPTION Approx 045 gallons per hour at full Rotating field single bearing with shaftmounted fan
OUTPUT 3000 watts for continuous operation 25 amps 120 volts AC 12 volts
DC 05 amps for battery 60 Hertz
PHASE Single
POWER FACTOR Anglemounted on top of generator for visibility Cover swings up
for easy servicing Start stop toggle switch Solid state battery charging
control circuit reduces heat increases efficiency and reliability and is
immune to vibration and shock Charge indicator light
SIZE See drawing 233 lbs
OPTIONAL EQUIPMENT Remote start shore power transfer switchhigh
capacity primary fuel oil shutdown due
to low oil pressure or high water temperature safety control electric fuel
shut off
SECTION Introduction Operation
Installation OVERHAUL
Marine Engine Electrical System
Cooling System External
CRANKING BULLETINS
YOUR NOTES
INTRODUCTION 5
IMPORTANT
THIS MANUAL IS A DETAILED GUIDE TO THE INSTALLATION STARTUP OPERATION
AND MAINTENANCE OF YOUR WESTERBEKE MARINE DIESEL ENGINE THE INFORMA
TION IT CONTAINS IS VITAL TO THE ENGINES DEPENDABLE LONG TERM OPERA
TION
READ IT
KEEP IT IN A SAFE PLACE
KEEP IT HANDY FOR REFERENCE AT ALL TIMES
FAILURE TO DO SO WILL INVITE SERIOUS RISK NOT ONLY TO YOUR INVESTMENT
BUT YOUR SAFETY AS THE DIESEL ORDERING PARTS
The diesel engine closely resembles the Whenever replacement parts are engine inasmuch as the mechanism always include the complete part
descrip
is essentially the same Its cylinders tion and part number see separate Parts
are arranged above its closed crankcase List furnished if not part of this pub
its crankshaft is of the same general type lication Be sure to include the
as that of a gasoline engine it has the engines model and serial number Also
same sort of valves camshaft pistons be sure to insist upon Westerbeke rods lubricating system and packaged parts because will fit parts
reverse and reduction gear are frequently not made to the same
Therefore it follows to a great extent as original a diesel engine requires the maintenance as that which any GENERATOR operator would give to
a gas Westerbeke diesels are used for both
oline engine The most important factors the propulsion of boats and for proper maintenance of the fuel lub electrical power For generator set
ricating and cooling systems Replacement lications all details of this Manual
of fuel and lubricating filter elements at apply except in regard to certain por
the time periods specified is a must and tions of the Installation Operation and
frequent checking for contamination Le Maintenance sections Additional infor
water sediment etc in the fuel system mation is provided in the section titled
is also essential Another important Generator Sets Section T
factor is the use of the same brand of
high detergent diesel lubricating oil
designed specifically for diesel engines
The diesel engine does differ from the
gasoline engine however in the method of
handling and firing its fuel The carbu
retor and ignition systems are done away
with and in their place is a single com
ponent the Fuel Injection Pump the function of both
Unremitting care and attention at the
factory have resulted in a capable of many thousands of hours
of dependable service What the cannot control however is the
treatment it receives in service This
part rests with you
INSTALLATION
FOREWORD
Since the boats in which these engines are used are many and varied
details of engine installation are equally so It is not the purpose of
this section to advise boatyards and engine installers on the generally
well understood and well developed procedures for installation of en
gines However the following outline of general procedure is included
because it is valuable in explaining the functions of each component
the reasons why the precautions to be watched and the relationship of
the installation to the operation of the engine There are details of
the installation which should have a periodic check and of which the
operator should have a thorough understanding to insure good operating
conditions for the engine and correct procedure for its OF EQUIPMENT pry against this with crowbar as you may
The engine is shipped from the factory distort the securely and properly crated Ac In some cases it may be necessary to
cessory equipment is shipped in a separate lift the engine in other than the regular
small box usually packed with the engine horizontal position It may be that the
crate engine must be lowered endwise through a
Before accepting shipment from the small hatchway which cannot be made company the crate should If the opening is extremely restricted
be opened and an inspection made for con is possible to reduce to some extent the
cealed damage If either visible or con outside clearances such as damage is noted you should require cooling piping water tank filters
the delivering agent to sign Received in mounting lugs etc This accessory condition Also check contents ment should be removed by a
competent
of the shipment against the packing list mechanic and special care should be taken
and make sure note is made of any discrep to avoid damage to any exposed parts and
ancies This is your protection against to avoid dirt entering openings The parts
loss or damage Claims for loss or damage which have been removed should be returned
must be made to the carrier not to J H to position as soon as the restriction Corporation been passed
In case it is necessary to hoist the
RIGGING AND LIFTING engine either front end upwards or reverse
The engine is fitted with lifting rings gear end upwards the attachment of slings
Rope or chain slings should be at must be done very carefully to avoid the
tached to the rings and the engine lifted possibility of damage to the parts on
by means of tackle attached to this sling which the weight may bear It is best if
The lifting rings have been designed to special rigging work be done by someone
carry the full weight of the engine experienced and competent in the auxiliary slings are not re of heavy or Slings must not be
so short as ENGINE BOLTS
to place the engine lifting eyes in sig It is recommended that bronze sheer stress Strain on the bolts of appropriate size be used
lifting eyes must not be in excess the engine flexible mounts Lag screws
of 100 from the vertical A spacer bar are less preferred because their hold on
must be placed between the two lifting the wood is weakened every time they are
eyes if supported by valve cover studs moved whereas the lag bolt stays in pos
The general rule in moving engines is ition and the nut on top is used to tight
to see that all equipment used is amply en the engine down or is removed to permit
strong and firmly fixed in place Move the the engine to be lifted The bolt itself
engine a little at a time and see that it stays in position at all times as a stud
is firmly supported Eliminate possibil and the bond between the bolt and the wood
ity of accidents by avoiding haste Do is not weakened by its removal
not lift from the propeller coupling FOR ENGINE PROPELLER COUPLING
A good engine bed contributes much Each Westerbeke Diesel engine is regu
toward the satisfactory operation of the larly fitted with a suitable coupling for
engine The engine bed must be of rigid connecting the propeller shaft to and neither deflect nor twist engine
when subjected to the engine weight or the The coupling must not only transmit the
position the boat may have to take under power of the engine to turn the shaft but
the effects of rough seas The bed must must also transmit the thrust either ahead
keep the engine within one or two thous or astern from the shaft to the thrust
andths of an inch of this position at all bearing which is built into the It has to withstand the forward gear housing of the engine This
coupling
push of the propeller which is applied to is very carefully machined for accurate
the propeller shaft to the thrust washer fit
bearing in the engine and finally to the For all engine models a propeller half
engine bolts and engine bed coupling bored to shaft size for the
In fiberglas hulls we recommend that specific order is supplied The wooden stringers as in wooden either has a keyway with set screws or
hulls be formed and fitted then glassed of the clamping type
to the hull securely This allows hanger The forward end of the propeller shaft
bolts to be installed firmly in wood thus has a long straight keyway Any noise and transmitted vibration should be removed from the shaft end
The temptation to install the engine on coupling should be a light drive fit on
a pair of fiberglas angle irons should the shaft and the shaft should not have to
be resisted Such construction will allow be scraped down or filed in order to get a
engine vibrations to pass through to the fit It is important that the key be
hull Flexible mounts require a firm properly fitted both to the shaft and against which to react if they coupling The key should fit the
side of
are to do their job When possible follow the keyway very closely but should not
bed design A and avoid bed design B touch the top of the keyway in the hub of
the coupling
If it seems difficult to drive the
coupling over the shaft the coupling can
be expanded by heating in a pail of boil
ing water The face of the propeller
coupling must be exactly perpendicular to
GOOD the centerline or axis of the propeller
shaft
PROPELLER
A The type and size of propeller varies
with the gear ratio and must be selected
to fit the application based upon boat
tests To utilize the full power of the
engine and to achieve ideal loading con
ditions it is desirable to use a propel
ler which will permit the engine to reach
its full rated speed at full throttle
under normal load
ALIGNMENT OF ENGINE
The engine must be properly and exactly
aligned with the propeller shaft No
matter what material is used to build a
boat it will be found to be flexible to
some extent and the boat hull will change
its shape to a greater extent than is
usually realized when it is launched and
operated in the water It is therefore
very important to check the engine align
ment at frequent intervals and to correct In making the final check for errors when they may appear the engine half coupling
should be held in
Misalignment between the engine and the one position and the alignment with the
propeller shaft is the cause of troubles propeller coupling tested with the are blamed often on other causes coupling in each of four
positions rotated
It will create excessive bearing wear 90 0 between each position This test will
rapid shaft wear and will in many cases also check whether the propeller half coup
reduce the life of the hull by loosening ling is in exact alignment on its shaft
the hull fastenings A bent propeller Then keeping the propeller coupling in one
shaft will have exactly the same effect position the alignment should be checked
and it is therefore necessary that the rotating the engine half coupling to shaft itself be perfectly position each 90 0 from the
next The engine alignment should be rechecked
One particularly annoying result of mis after the boat has been in service for one
alignment may be leakage of transmission to three weeks and if necessary the
oil through the rear oil seal Check to alignment remade It will usually be
make sure that alignment is within the found that the engine is no longer in
limits prescribed alignment This in not because the work
The engine should be moved around on was improperly done at first but because
the bed and supported on the screwjacks the boat has taken some time to take its
or shims until the two halves of the coup final shape and the engine bed and engine
lings can be brought together without using stringers have probably absorbed some
force and so that the flanges meet evenly moisture It may even be necessary to re
all around It is best not to drill the align at a further for the foundation bolts until The coupling should always be opened up
the approximate alignment has been accu and the bolts removed whenever the boat is
rately determined hauled out or moved from the land to the
Never attempt a final alignment with water and during storage in a cradle
the boat on land The boat should be in The flexibility of the boat often puts a
the water and have had an opportunity to very severe strain on the shaft or the
assume its final water form It is best coupling or both when it is being moved
to do the alignment with the fuel and In some cases the shaft has actually been
water tank about half full and all the bent by these strains This does not apply
usual equipment on board and after the to small boats that are hauled out of the
main mast has been stepped and final rig water when not in use unless they are
ging has been accomplished dry for a considerable time
Take plenty of time in making and do not be satisfied with EXHAUST less than perfect results Exhaust line installations vary
consid
The alignment is correct when the shaft erably and each must be designed for the
can be slipped backwards and forward into particular job The general counterbore very easily and when a are to provide an outlet line
with a mini
feeler gauge indicates that the flanges mum of restrictions and arranged so that
come exactly together at all points The sea water rain water or halves of the propeller coupling cannot get back into the engine
There
should be parallel within 0002 inches A should be a considerable fall in the line
between the exhaust manifold flange and
the discharge end This slope in the pipe
makes it difficult for water to be driven
in very far by a wave and a steep drop
followed by a long slope is better than a
straight gradual slope Avoid any depres
I sion or trough to the line which would
fill with water and obstruct the flow of
exhaust gas Also avoid any sharp bends
Brass or copper is not acceptable for
wet exhaust systems as the combination of
salt water and diesel exhaust gas rapid Galvanized support for the rubber hose to prevent
iron fittings and galvanized iron pipe is sagging bending and formation of for the exhaust line The ex line must be at least as large as
Always arrange that water discharge
the engine exhaust manifold flange and be into the rubber hose section is behind a
increased in size if there is an especial riser or sufficiently below the exhaust
ly long run andor many elbows It should flange so that water cannot possibly flow
be increased by 12 in LD for every 10 back into the engine Also make sure that
feet beyond the first 10 feet entering sea water cannot spray directly
against the inside of the exhaust piping
Otherwise excessive erosion will occur
MEASURING EXHAUST GAS BACK PRESSURE
Back pressure must be measured on a
straight section of the exhaust line and
as near as possible to the engine exhaust
manifold The engine should be run at
maximum load during the measurement period
Setup should be as shown below
1 For normally asperated engines
Pressure Test Mercury Test Water Column
112 Max PSI 3 Mercury 39
2 For turbocharged engines
Pressure Test Mercury Test Water SYSTEM WITH WATER JACKETED 075 Max PSI 112 Mercury 1912
STANDPIPE
To insure vibration doesnt transmit to
hull use a flexible section preferably of
stainless steel no less than 12 at each end and installed as
close to the engine as possible This
flexible section should be installed with
no bends and covered with insulating mater
ial The exhaust pipe should be by brackets to eliminate any
strain on the manifold flange studs use flexible rubber exhaust
hose for the water cooled section of the
exhaust line because of the ease of and flexibility Provide adequate Checking The Back Pressure
1 Exhaust pipe flange
2 Exhaust line
3 Transparent plastic hose partly filled
with water Measurement A may not
exceed 39 for normally asperated
engines and 195 for engines
WATER CONNECTIONS
Seacocks and strainers should be of the
full flow type at least one size greater
than the inlet thread of the sea water
pump The strainer should be of the type
which may be withdrawn for cleaning while
the vessel is at sea
WATER LIFT EXHAUST SYSTEM WITH Water lines can be copper tubing or
HYDROHUSH MUFFLER wirewound reinforced rubber hose In
any case use a section of flexible hose the use of unnecessary fittings and con
that will not collapse under suction be nectors The shut off valve in the line
tween the hull inlet and engine and between between the fuel tank and engine should be
the outlet and the exhaust system This of the fuel oil type and it is up vibration and permits the engine that all joints be free of
pressure leaks
to be moved slightly when its being re Keep fuel lines as far as possible from
aligned Do not use street elbows in exhaust pipe for minimum temperature to
suction piping All pipe and fittings eliminate vapor be of bronze Use sealing compound The fuel piping leading from the tank
at all connections to prevent air leaks to the engine compartment should always be
The neoprene impeller in the sea raw securely anchored to prevent pump should never be run dry Usually the copper tubing is
secured by
means of copper straps
FUEL TANK AND FILTERS The final connection to the engine
Fuel tanks may be of fiberglass monel should be through flexible rubber plain steel or terne plate If
made of fiberglass be certain that the ELECTRIC is gel coated to prevent fibers The Westerbeke allelectric panel util
from contaminating the fuel system izes an electronic tachometer with a
Copper or galvanized fuel tanks should not builtin hour meter Tachometer cables
be used It is not necessary to mount the are no longer required except for the
tank above the engine level as the fuel lift Skipper mechanical panel Mounted on the
pump provided will raise the fuel from the panel are an ammeter water The amount of lift should be kept gauge and oil pressure gage Each
6 feet being maximum If a tank ment is lighted The allelectric panel
is already installed above engine level it is isolated from ground and may be mounted
can be utilized in this position Great where visible It is normally should be taken to ensure that the fuel
system is correctly installed so that air
locks are eliminated and precautions taken
against dirt and water entering the fuel
A primary fuel filter of the water col
lecting type should be installed between
the fuel tank and the fuel lift pump A
recommended type is available from the
list of accessories The secondary fuel
filter is fitted on the engine between the
fuel lift pump and the injection pump and
has a replaceable element WESTERBEKE ALLELECTRIC PANEL
As the fuel lift pump has a capacity in
excess of that required by the the overflow is piped to the fuel
tank and should be connected to the top of
the tank or as near the top as possible
To insure satisfactory operation a
diesel engine must have a dependable sup
ply of clean diesel fuel For this and care are especially im
portant at the time when the fuel tank is
installed because dirt left anywhere in
the fuel lines or tank will fouling of the injector nozzles when SKIPPER MECHANICAL TACH PANEL
the engine is started for the first time
ELECTRICAL PIPING Most Westerbeke engines are supplied
We recommended copper tubing together prewired and with plugin suitable fittings both for the supply Never make or break connections while
line and the return line Run the tubing engine is running Carefully follow all
in the longest pieces obtainable to avoid instructions on the wiring diagram especially those relating to fuse
cicuit breaker Starter batteries should be located as
close to the engine as possible to avoid
voltage drop through long leads It is
bad practice to use the starter batteries
for other services unless they require low
amperage or are In cases
where there are substantial loads from
lights radios etc it is essential to have a
complete separate system and to current for this by means of a
second alternator or alternator output
split ter
Starter batteries must be of a type
which permits a high rate of discharge
Diesel starting
Carefully follow the recommended wire
sizes shown in the wiring diagrams so the battery is close to
engine and use the following cable sizes
1 for distances up to 8 feet
10 for distances up to 10 feet
20 for distances up to 13 feet
30 for distances up to 16 CONTROLS
The recommended practice is to have the
stoprun lever loaded to the run position
and controlled by a sheathed cable to a
pushpull knob at the pilot station The
throttle lever should be connected to a
Morse type lever at the pilot station by
a sheathed cable
The transmission control lever may be
connected to the pilot station by a flex
ible sheathed cable and controlled by a
Morse type lever The singlelever type
gives clutch and throttle control with
full throttle range in neutral position
The twolever type provides clutch control
with one lever and throttle control with
the other
Any bends in the control cables should
be gradual End sections at engine must be securely linkages are completed check for full travel making sure
that when the transmission control lever
at the pilot station is in and reverse the control lever on
the transmission is on the Check the throttle control lever
and the stoprun lever on the fuel injec
tion pump for full travel
FOR FIRST START BLEEDING THE SYSTEM
The engine is shipped dry with lub The fuel injection system of a oil drained from the crankcase sion ignition engine depends upon very
and transmission Therefore be sure to high fuel pressure during the these recommended procedures care stroke to function correctly
before starting the engine for the tiny movements of the pumping plungers pro
first time duce this pressure and if any air is pres
1 Remove oil filler cap and fill oil sump ent inside the high pressure line then
with heavy duty diesel lubricating oil this air acts as a cushion and prevents the
to the highest mark on the dipstick correct pressure and therefore fuel injec
See table under Maintenance for an ap tion from being achieved
proved lubricating oil Do not over In consequence it is essential that all
fill Select an approved grade from air is bled from the system whenever any
the listing and continue to use it part of the system has been opened for
2 If the Reverse Gear has a manual clutch repair or servlclng Running out of fuel
fill to the highest mark on the dip is a misfortune that also necessitates
stick with SAE 30 lubricating oil complete bleeding of the system before the
You may use the same oil as in the en engine can be restarted
gine The following instructions for fuel
If Reverse Gear is hydraulic fill to system bleeding apply to typical systems
the highest mark on the dipstick with using inline DPA pumps shown in Figsl
type A Hydraulic fluid Do not over and 2
fill Before priming and bleeding insure
3 Fill fresh water cooling system only that the outside of the bleed screws and
after opening all petcocks and plugs surrounding area is thoroughly clean to
until all entrapped air is expelled prevent dirt and foreign matter entering
On fresh water cooled engines fill the the system
fresh water cooling system with fresh
clean water andor antifreeze solution DPA DISTRIBUTOR PUMPS The following prim
see Cold Weather precautions in Main ing and venting sequence is applicable to
tenance Section both mechanically and hydraulically govern
Use a 5050 antifreeze solution if cold ed DPA pumps The only difference is the
weather is to be experienced physical location on the pump of the gov
Fill surge tank to within one inch of ernor bleed screw D and this is indi
the top Check this level after engine cated in the appropriate has run for a few minutes If trapped
air is released the water level may
have dropped If so refill tank to
within one inch of top and replace
filler cap
4 Ensure battery water level is at least
38 above the battery plates and bat
tery is fully charged so that it is
capable of the extra effort that may be
required on the first start
5 Fill fuel tank with clean Diesel fuel
oil No 2 diesel fuel oil is recom
mended The use of No 1 is permissible
but No 2 is preferred because of its
higher lubricant If there is no filte in the filler
of the fuel tank the recommended proced
ure is to pour the fuel through a funnel Fig 1
of 200 mesh wire screen
6 Fill grease cup on water pump if pres
ent with a good grade of water pump
1 for mechanically governed and Fig bleeding proceeds as follows
2 for hydraulically governed pumps Leave the governor bleed screw D
slackened Next slacken any two injector
pipe line connections at the injector end
Set the throttle to the fully open pos
ition and turn the engine until fuel free
from air flows from the unions Then re
tighten the loosened injector pipe unions
Start the engine and run it at fast
idling speed until airfree fuel exudes
from the governor bleed screw D Tighten
this screw and stop the engine
Governing may be erratic during this
procedure therefore stand by to stop the
engine should any excessive engine speed
b 0
J Jf
RECOMMENDED SPARES Owners are often in
Q doubt as to the amount of fuel injection
Fig 2 equipment spares to carry A great deal
depends upon the use of the craft and its
If the fuel system is fitted with a location General coastal use in well
fuel feed pump slacken both the filter populated areas is one thing but screw A and the injection pump up the Amazon delta for example
would be
fuel inlet union B and operate the hand quite different and would require a com
priming lever of the feed pump until fuel prehensive spares kit
free from air issues from both the vents Generally speaking the average boat
Tighten both the vent connections In a owner is within relatively easy reach of
gravity fed fuel system turn on the fuel service centers and requires spares only as
and carry out the same procedure with the insurance against breakdown and for general
bleed screw and fuel inlet servicing within the scope of the owner or
Slacken the vent valve fitted to one of crew
the two hydraulic head locking screws c A suitable kit for such a purpose would
and the bleed screw D on the governor consist of a replacement filter element and
housing Operate the hand priming lever of a set of sealing and 0 rings for each
the feed pump until fuel free from air filter Spare bleed screws for pumps and
bubbles issues from the vent c and then filters are also required for screws are
tighten this bleed screw easily lost or damaged in a boat when bleed
NOTE The space within the governor hous ing the system A full set of high pressure
ing vented by screw D is normally injection pipes should also be carried for
filled and its contents lubricated a fractured or cracked pipe could occur at
by fuel oil backleaked from the pump any time and no patching is possible with
plungers the pump rotor and the ad these pipes The correct set of pipes can
vance device if fitted This is the be obtained from the engine normal way in which this space becomes agent or service center and will be
supplied
filled with oil and this can naturally already bent to shape and cleaned intern
take a long time at feed pump pressures ally with both ends plugged against the
However if the reason that the pump is entry of dirt They will be supplied pack
being vented is because a pipe line or in ed as a set and it is important to keep
jector or filter element has been changed them this way until required for use It
or serviced or the system has run out of is vitally important that the internal sur
fuel then the governor housing will still face of the pipe is kept filled with fuel oil and bleeding by clean until fitted to the engine
means of the hand priming lever of the A spare set of fuel injectors of the
feed pump will suffice In this event right type and correctly set for the par
close the governor bleed screw D as soon ticular engine together with a set of the
as fuel free from air issues from the vent correct seating washers will not only en
If however a new pump has been fitted able defective injectors to be changed
to the system then its governor housing when required but will also permit engine
will most likely be empty of fuel oil and use while one set is away being serviced
Do be careful to check with the engine cap when refueling see that it doesnt
parts list regarding whether the engine pick up dirt or grit this is how injector seating washers or not a lot of dirt gets into the
tank
Additionally spare banjo bolts and Avoid dubious sources of fuel Job
washers for back leak pipes and low pres lots of unknown origin are not always the
sure pipes are handy things to have when a bargain they appear to be and fuel inject
joint starts leaking Remember no equip ion equipment is expensive to renew when
ment ever breaks down when it is station damaged
ary in port Breakdowns and trouble occur
when the equipment is working and that WHEN ENGINE STARTS
means at sea 1 Check Oil Pressure immediately Normal
Do not forget the tools Always carry oil pressure is approximately 50 psi at
the correct spanners for the job hammers operating speeds 15 psi when idling
and adjustable wrenches may be all right Extremely hot engine
in some locations but please not around 2 Check Sea Water Flow Look for water
your fuel injection equipment on your at exhaust outlet Do this delay
HINTS AND TIPS It is essential to stress 3 Recheck Crankcase Oil After the en
the need for absolute cleanliness of the gine has run for 3 or 4 minutes subse
fuel at all times This requirement also quent to an oil change or new to methods of operating and servic tion stop the engine and
check the
ing the equipment and to precautions about crankcase oil level This is ant as it may be necessary to
add oil
A useful hint when changing filter ele to compensate for the oil that is re
ments is to obtain a polythene bag large quired to fill the engines and strong enough to hold the filter oil passages and oil filter
Add oil
element and put this around the element and as necessary Check oil level each day
filter head before unscrewing the center of Undo the center bolt and allow ele 4 Recheck Transmission Oil Level This
ment oil and base all to go into the bag applies only subsequent to an oil change
Then empty the bag into a bowl or container or a new In such a case
large enough for the contents to be separ stop the engine after running for sev
ated and the base and sealing rings recov eral minutes at 800 rpm with one shift
ered if required into forward and one into reverse then
Granulated pieces of substance familiar add oil as necessary Check oil level
to all cat owners who live in apartments each day of sold for use in cat litter boxes is 5 Recheck Expansion Tank Water Level if
ideal for soaking up diesel fuel spilled engine is fresh water cooled This
when venting or removing pipe lines Put applies after cooling system has been
the material down before working on the drained or filled for the first Stop engine after it
has reached oper
Barrier creams of the oildefying kind ating temperature of l7s o F and add
are useful and make life much easier when water to within one inch of top of the grime from hands Put on the WARNING The system is
pressurized when
cream before the job is tackled and then overheated and the pressure must be re
dirt grease and cream are removed together leased gradually if the filler cap is to
when the job is completed be removed It is advisable to protect
In the majority of fueling installations the hands against escaping steam and turn
fuel will be supplied through a hose the cap slowly until the
always wipe the pump nozzle with a clean resistance of the safety stops is piece of cloth before use None Leave the cap in this position
until all
of those grubby old swabs please they pressure is released Press the cap down
will do far more harm than good If you wards against the spring to clear the
spill any fuel on tank deck or fittings safety stops and continue turning until
wipe it off right away Diesel fuel oil it can be lifted off
does not evaporate as does gasoline and 6 Warmup Instructions As soon as pos
if left will gather dirt and grit will sible get the boat underway but at re
track everywhere and keep on smelling Be duced speed until water temp gauge
careful where you put down the fuel tank indicates l30lS0 0 F It necessary en
gine can be warmed up with the clutch reading after a stop does not neces
in neutral at 1000 rpm Warming up sarily signal alarm against restarting
with clutch in neutral takes longer and If there is no functional difficulty
tends to overheat the transmission if temperatures will quickly return to
partial engagement occurs which can be normal when engine is operating
detected by propeller shaft rotation
7 Reverse Operation Always reduce en
gine to idle speed when shifting gears
However when the transmission is en
gaged it will carry full engine load
NOTE The SAO transission requires that
when backing down the shift lever must be
held in the reverse position since it has
no positive overcenter locking ENGINE
1 Position shift lever in neutral
2 Move throttle lever to idle position
3 Pull fuel pushpull STOP control out
The stop control functions by cutting
off the fuel from the fuel injection
pump
NOTE Idle engine for a few minutes to
dissipate heat gradually before Never run engine for extended periods
when excessive overheating occurs as
extensive internal damage can be cau8d
2 DO NOT put cold water in an overheated
engine It can crack cylinder head
block or manifold
3 Keep intake silencer free from lint
4 Do not run engine at high RPM without
clutch engaged
5 Never Race a Cold Engine as internal
damage can occur due to inadequate oil
Keep the engine and accessories clean
7 Keep the fuel clean Handle it with
extreme care because water and dirt in
fuel cause more trouble and service in
8 Do not allow fuel to run low because
fuel intake may be uncovered long
enough to allow air to enter the
system resulting in lost time re
quired for priming
9 Do not be alarmed if temperature gauges
show a high reading following a sudden
stop after engine has been operating at
full load This is caused by the
release of residual heat from the heavy
metal masses near the combustion
chamber Prevention for this is to run
engine at idle for a short period
before stopping it High temperature
TEN MUST IMPORTANT for your safety and your engines
1 Keep this Manual handy and read it whenever in doubt
2 Use only filtered fuel oil and check lube oil level daily
3 Check cooling water temperature frequently to make sure it is 1900
or less
4 Close all drain cocks ad refill with water before starting out
5 Investigate any oil leaks
6 Race the engine in neutral
7 Run the engine unless the gauge shows proper oil pressure
8 Break the fuel pump seals
9 Use cotton waste or fluffy cloth for cleaning or store fuel in a
galvanized container
10 Subject the engine to prolonged overloading or continue to run it
if black smoke comes from the YOUR NOTES
ATTENTION
After you have taken delivery of your
engine it is important that you make the
following checks right after the first
fifty hours of its HOUR CHECKOUT INITIAL
Do the following
1 Retorque the cylinder head bolts
2 Retorque the rocker bracket nuts and
adjust valve rocker clearance
3 Check and adjust if necessary the
forward drum assembly and the reverse
band on manual SAO and SAl trans
missions
4 Change engine lubricating oil and oil
filter
5 Check for fuel and lubricating oil
leaks Correct if necessary
6 Check cooling system for leaks and in
spect water level
7 Check for loose fittings clamps
connections nuts bolts vee belt
tensions etc Pay particular atten
tion to loose engine mount fittings
These could cause CHECKOUT
Do the following
1 Check sea water strainer if one has
been installed
2 Check water level in cooling system
3 Check lubricating oil level in sump
Fill to highest mark on dipstick
4 Turn down grease cup on water pump
if used one full turn
5 Check lubricating oil level in trans
mission Fill to highest mark on
dipstick FIGURE 1
SEASONAL CHECKOUT MORE OFTEN IF POSSIBLE
Do the following
1 Check generator or alternator V
belt for tension
2 Check water level in battery
3 Change oil in sump Oil may be
sucked out of sump by attaching a
suction hose 38 ID over the out
side of the oil sump pipe located
aft of the dipstick Figure 1
See Note next page
4 Replace lubricating oil filter Fig 2
See Note next page
5 Fill sump with approximately 45 US
quarts of diesel lubricating oil to
high mark on dipstick Do not over
fill See Note next page FIGURE The use of different brands of 3 Fill fresh water cooling system with
lubricating oils during oil changes has antifreeze of a reputable make Refer
been known to cause extensive oil sludg to Cold Weather ing and may in many instances cause com 4 Start engine When temperature gauge
plete oil starvation indicates l75 0 F shut engine down and
6 Start engine and run for 3 or 4 drain lubricating oil Remove and re
minutes Stop engine and check oil place filter Fill sump with High De
filter gasket for leaks Check oil tergent Lubricating Oil
sump level This is important as it 5 Remove air filter Carefully seal air
may be necessary to add oil to com intake opening with waterproofed adhes
pensate for the oil that is required ive tape or some other suitable medium
to fill the engines internal oil 6 Seal the exhaust outlet at the most ac
passages and oil filter Add oil as cessible location as close to the en
necessary Change oil in transmission gine as possible
Use SAE 30 High Detergent Lubricating 7 Remove injectors and spray oil into
Oil Service DG DM or DS Do not cylinders
overfill See note below 8 Replace injectors with new sealing
washer under each injector Turn NOTE slowly over compression
IT IS MANDATORY THAT THE CHECKS 3 4 5 9 Top off fuel tank completely so that no
AND 6 BE ATTENDED TO WHEN TOTAL OPERATING air space remains thereby REACHES 150 HOURS IN SOME INSTANCES water formation by TOTAL IS
REACHED BEFORE END OF SEASON 10 Leave fuel system full of fuel
11 Change fuel filters before putting the
7 Clean Air Filter The time period for engine back in service
replacing the air filter depends on 12 Wipe engine with a coat of oil or
operating conditions therefore under grease
extremely dirty conditions the season 13 Change oil in al frequency should be increased The 14 Disconnect battery and store in fully
correct time periods for replacing the charged condition Before storing the
filter will greatly assist in reducing battery the battery terminals and
bore wear thereby extending the life cable connectors should be treated to
of the engine prevent corrosion Recharge battery
8 Check engine for loose bolts nuts every 30 days
etc 15 Check alignment
9 Check sea water pump for leaks
10 Wash primary filter bowl and screen
If filter bowl contains water or sedi
ment filter bowl and secondary oil
fuel filter need to be cleaned more
frequently
11 Replace secondary fuel filter element
12 Replace air filter
END OF SEASON SERVICE
1 Drain fresh water cooling system by re
moving the surge tank pressure cap and
opening all water system petcocks
2 Remove zinc rod usually located in
heat exchanger and see if it needs
replacing The zinc rod will take
care of any electrolysis that may occur
between dissimilar metals Insert new
zinc if necessary
LUBRICATING OILS
Lubricating oils are available for Westerbeke Diesel engines which offer an of performance to meet the requirements of modern operating conditions
such as
sustained high speeds and These oils meet the requirements of the U S Ordnance Specification Service CC Any other oils which also conform to these
but are
not listed here are of course also suitable
SAE DESIGNATION
COMPANY BRAND
0045 0 F 45 0 80 0 F OVER 80 0 F
American Oil Co American Supermil Motor Oil lOW 20W20 30
BP Canada Limited BP Vanellus lOW 20W20 30
BP Vanellus 10W30 10W30 Oil Co RPM DELO MultiService Oil lOW 20W20 30
Cities Service Oil Co CITGO Extra Range lOW 20W20 Oil Co CONOCO TRACON OIL lOW 20W20
30
Gulf Oil Corporation Gulflube Motor Oil XHD lOW 20W20 30
Mobile Oil Company Delvac 1200 Series 1210 1220 1230
Shell Oil Company Shell Rotella T Oil lOW 20W20 30
Sun Oil Company Subfleet MILB lOW 20W20 30
Texaco Inc Ursa Oil Extra Duty lOW 20W20 30
YOUR NOTES
ENGINE OVERHAUL
The following sections contain relating to the of the and systems in the are disassembly rework instructions for the
guidance of suitably equipped and
staffed marine engine service facilities The should be undertaken
by such operating included in the Operation Section
of this manual
Any replacements should be made only
with genuine Westerbeke parts
II technical data
Bore nominal 3in 762mm
DSWPD3 a technical data
Bore nominal 3in 762mm
W7WPD4
225in 5715mm 2625in and speed BS continuous rating
Power and speed BS continuous rating
24 bhp at 1500 revmin 28 bhp at 1500 revmin
30 bhp at 1800 revmin 33 bhp at 1800 revmin
35 bhp at 2100 revmin 40 bhp at 2100 revmin
42 bhp at 2500 revmin 50 bhp at 2500 revmin
50 bhp at 3000 revmin 60 bhp at 3000 revmin
55 bhp at 3600 revmin 65 bhp at 3600 revmin
Cubic 159 in 3 261 cm 3 Cubic capacity 185 in 3 304 cm 3
Compression ratio 1625 to 1 Compression ratio 17 to 1
Lubricating oil pressure 35 Ibflin 246 kgflcm Lubricating oil pressure min 35 Ibfin 246 kgflcm
Fuel injection release pressure 23502650 Ibfin 16521863 kgflcm Fuel injection release pressure 235012650 Ibflin
16521863 injection timing by spill Fuel injection timing by spill
Fixed speed Fixed speed
Up to 2200 revmin 23 before TOC Up to 2200 revmin 26 before TOC
2201 to 2700 rev min 26 before TOC 2201 to 2700 revmin 28 before TOC
2701 to 3300 rev min 29 before TOC 2701 to 3300 revmin 32 before TOC
3301 to 3600 rev min 34 before TOC 3301 to 3600 revmin 33 before TOC
Variable speed 29 before TOC Variable speed 28 before
Inlet valve opens 13 before TOC Inlet valve opens 13 before
Inlet valve closes 38 after BOC Inlet valve closes 38 after BOC
Exhaust valve opens 38 before BOC Exhaust valve opens 38 before BOC
Exhaust valve closes 13 after TOC Exhaust valve closes 13 after
Oil capacity 3 pints 19 litres Oil capacity 4 pints 27
litres
Lubricating oil Disregard weights on page 21 of eneral Section and use lOW
or 1030w high detergent oil which meets API service CC CE or
SE or meets Mil Spec 2104B Use nondetergent oil for the first 50 hours
on a generator set then use high detergent
a technical data
A3
Camshaft end float 0003001 Oin Crankshaft end float new 00050017in Crankshaft end
float not to exceed 0020in 051 mm
Crankpin ovality not to exceed 00025in 0063mm
Cylinder bore wear not to exceed 001 Oin 025mm
Piston ring gap new 0012001 7in Piston ring gap not to exceed 0045in 114mm
Exhaust valve lift by decompressor max 0015in 038mm
Bumping clearance 002210026in Valve rocker clearance cold 0004in 01 Omm
Valve depth from cylinder head face new 00390057in Main bearing clearance new Large erd bearing clearance new
0001 010OO35in Small end bush diameter fitted Reduction gear power takeoff shaft end
floaL 00020005in Cylinder reboring diameters
Standard 30003001 in Oversize
0020in 30203021 in 7671176 73mm
0030in 303013031 in 0040in 304013041 in Crankshaft regrinding
diameters
Main journal and crankpin
Standard Undersize
0010in 0020in Lubricating oil pump
Rotor end clearance new Rotor end clearance not to exceed 0OO5in 0127mm
Rotor form clearance new 00020005in 005101 27mm
Rotor form clearance not to exceed 0008in 0203mm
Shaftbore clearance new Shaftbore clearance not to exceed 0OO5in 0127mm
Rotor shaft diameter new
TORQUE SPANNER SETIINGS Ibf ft kgf m
Large end bolt 25 346
Cylinder head nut 20 277
Injector stud nut AB1W 10 138
Injector stud nut AC1W 13 180
Flywheel nut 155 2143
Flywheel extension or gearwheel bolt 27 373
Lubricating oil pump screw 10 138
Lubricating oil filter centre bolt 10 138
Fuel pump delivery union body 15 207
Crankshaft and camshaft extension shaft screw 14 194
Crankshaft gearwheel retaining screw 27 373
Camshaft gearwheel retaining screw 27 373
Starting handle shaft retaining screw Raised Hand Starting 27 373
Mounting plate screw 4 1 Hand Starting 18 249
Sliding plate locating screw 4 1 Hand Starting 18 249
Sliding plate stop screw 4 1 Hand Starting Flywheel end 8 110
Gearwheel retaining clip screw 41 Hand Starting Flywheel
end 12 166
Gearwheel retaining screw 4 1 Hand Starting Gear end 18 249
PREPARATION FOR STARTING
DS Marine Engine
A Preparation Arter engine is shipped dry that is with lubricating oil drained from crankcase
and transmission The following procedures should be checked methodically the engine for the first time
1 Remove the engine lubricating oil filler cap push down and twist and fill
sump with lubricating oil to high mark on dipstick 3 25 pints Do not overfill Select an approved grade see Technical
Data Approved Lubricants and continue to use it
2 Remove square head screw plug in top of transmission housing and fill
with lubricating oil to high level mark on dipstick Use SAE 30 High
Detergent Diesel Lubricating Oil Replace screw plug
3 Fill fuel tank No 2 Diesel fuel oil is recommended No 1 fuel oil is
permissible but No2 is preferred because of its higher lubricant quality
4 Lift the decompression lever A Fig B1 vertically and rotate the drive
pulley counter clockwise approximately 12 revolutions to circulate the
lubricating oil Replace decompression lever to its horizontal position
The decompression lever releases the pressure in the cylinder allowing
the engine to crank with no resistance
3371
Fig Bl Bleed and Prime Fuel System
A Decompression lever
B StopRun lever
C Inlet Vent Screw
D Vent Screw on injection pump
E Priming Plunger
F Overload stop lever DS Marine Engine only
G Fuel line union nut
5 Check that the starter battery is fully charged and that all electrical con
nections are properly made and all circuits in order
6 Open cooling system inlet and outlet seacocks There is no need to
prime the cooling system as the pump is 7 Bleed and prime fuel system refer to Par B below
B To Bleed and Prime the Fuel System Fig B1
1 Position shift lever in neutral
2 Set throttle control lever to full speed position
3 Move STOPRUN lever B to RUN position
4 Loosen inlet vent screw C on top of fuel filter operate the hand priming
lever of the fuel lift pump and when fuel oil free of air bubbles issues
from vent screw tighten screw
NOTE If the cam on the camshaft driving the fuel lift pump is on maximum lift
then it will not be possible to operate the priming lever of the fuel lift pump If
such a condition arises proceed as follows
a Lift decompression lever A to vertical position
b Revolve drive shaft pulley by hand until the fuel lift pump priming
lever can be operated
c Position decompression lever A in horizontal position
5 Loosen the outlet vent screw also on top of the fuel filter operate the
priming lever as in step 4 above and then tighten screw
6 Loosen the vent screw D on injection pump operate priming lever as in
step 4 above and then tighten screw
7 Loosen the fuel line union nut at the fuel injector fuel line between fuel
injection pump and fuel injector Operate the starter generator and when
fuel oil free of air bubbles issues from union tighten union nut
NOTE Do not crank engine for more than 20 seconds at a time and leave at rest
2 minutes before attempting to crank engine again
C To Start Fig B1
1 Position shift lever in neutral position
2 Move throttle control lever to full speed position
3 Position STOP RUN control lever B to RUN position
4 Push down and release the overload lever F The overload lever sup
plies an excess of fuel oil to the injection pump for instant starting
5 Lift the decompression lever A
6 Operate the control As soon as engine starts to crank
replace decompression lever in horizontal position When engine fires
release control
7 Immediately after engine has started move throttle control lever back so
that engine will run at fast idling rpm
8 Refer to paragraph 12 tt Procedure After Starting t
D To Stop
1 Move shift lever to neutral Let engine run a few minutes at idling speed before shutting off This
permits the water circulation to dissipate excessive heat from the metal 2 Move the STOP R UN lever to the STOP position and hold in this
position
until engine shuts off
3 Turn key switch to off Marine Generator
E Preparation After Generator set is shipped dry II that is with lubricating oil drained from
crankcas e The following procedures should be carried out and before starting the generator set for the first time
1 Remove the engine lubricating oil filler cap push down and twist and fill
sump with lubricating oil to high mark on dipstick 3 25 pints Do not overfill Select an approved grade listed and continue
to use it Refer to Technical Data Approved Lubricants I
2 Fill fuel tank No2 diesel fuel oil is recommended No 1 is permissible
but No 2 is preferred because of its higher lubricant quality
3 Lift the decompression lever A Fig B2 that is vertically and rotate
the drive pulley by hand approximately 12 revolutions
to circulate the lubricating oil Replace decompression lever to its hori
zontal position The decompression lever releases the pressure in the
cylinder allowing the engine to crank with no resistance
3371
Fig B2
4 Ensure power switch is in OFF REMOTE position
5 Connect a fully charged 12 volt battery to and battery studs on side
of control box IMPORTANT Ensure correct polarity
6 Ensure that all air inlet and outlet vents are 7 Open cooling system inlet and outlet seacocks The pump is self
priming
8 Bleed and prime fuel system refer to Par F below
F Bleed Fuel System Fig B2
1 Ensure power switch is in OFFREMOTE position
2 Move STOP RUN lever B to RUN position
3 Loosen inlet vent screw C on top of fuel filter operate the hand priming
lever of the fuel lift pump and when fuel oil free of air bubbles issues
from vent screw tighten screw
NOTE If the cam on the camshaft driving the fuel lift pump is on maximum lift
then it will not be possible to operate the fuel lift pump hand primer In this case
proceed as follows
a Lift decompression lever A to vertical position
b Revolve drive shaft pulley by hand until the fuel lift pump priming
lever can be operated
c Position decompression lever A in horizontal position
4 Loosen the outlet vent screw also on top of the fuel filter operate the
priming lever as in step 3 above and then tighten screw
5 Loosen the vent screw D on injection pump operate priming lever as in
step 3 above and then tighten screw
6 Loos en the fuel line union nut at the fuel injector fuel line between fuel
injector pump and fuel injector Turn START switch on control panel to
START which causes starter motor to start and may cause the engine to
fire up Read Section 10 below regarding time limits on energizing
When fuel oil free of air bubbles issues from the loosened union tighten
union nut
G To Start and Stop
NOTES
1 Do not operate START switch for more than 20 seconds at a time and
leave at least 10 seconds before attempting another start
2 Start the plant and run without electrical load checking for fuel oil
lubricating oil and coolant leaks If any leakage take immediate steps to
remedy it Stop the plant after approximately 5 minutes allow time for
oil to settle then check lubricating oil level Add oil as necessary to
high mark on dipstick
3 If practical allow the plant to warm up a short time before connecting a
heavy load Keep the load within the nameplate rating Continuous gener
ator overloading may cause high operating temperatures that can damage
windings
4 To stop generator set it is advisable to run on light load for a few minutes
before shutting off This permits the water to circulate and dissipate
excessive heat from the metal masses gradually
a To Start Generator Set with Electric START and Bowdoin STOP
RUN Control Cable
1 Push STOPRUN control knob
2 Switch STARTER switch to ON and hold till engine fires then
release switch
3 To Stop Generator Set pull out STOPRUN control knob Turn
switch to OFF position
b To Start Generator Set with Electric STARTSTOP OPTIONAL
1 Hold control switch on control panel to START When engine
fires release switch it will return to center position
2 To STOP GENERATOR SET turn switch to OFFREMOTE
c To Start Generator Set with Automatic Failure shutdown
OPTIONAL
1 throw control switch to START and OIL DEFEAT
oil override switch to right This can be done by squeezing
both switches with thumb and index finger of one hand
NOTE The function of the oil defeat switch is to bypass the flow of current around
the Normally Open low oil shutdown switch during starting until sufficient oil pres
sure is developed during cranking to close the switch If the switch is sufficient pressure is developed the fuel start solenoid will to the off
position
2 Release control switch when engine fires
3 Release OIL DEFEAT switch when oil pressure builds up
4 To Stop Generator Set Turn switch to OFF REMOTE position
d To Start Generator Set from Remote Control Panel
1 Place control switch on generator set to OFF REMOTE
2 Start generator set from remote control panel as in Par b
above
NOTE The generator set can be controlled ONLY from the Remote Control Panel
from this time on If it is desired to control generator set from generator panel
the control switch on the Remote Panel must first be placed in the 3 To Stop Generator Set Turn switch to OFF REMOTE position
e To Start Generator Set from Remote Control Panel when Automatic
Failure Shutdown OPTION included
1 Place Control Switch on generator set to OFF REMOTE
2 From Remote Control Panel follow same procedure as in Par
c above
11 COLD STARTING
a Below 55 0 F 13 0 C and if the engine is cold it is essential to prime the
engine for hand starting and advisable if battery power is low when elec
tric starting Proceed as follows
1 Remove the priming plunger E Fig Bl
2 Fill the priming chamber with engine oil NOT fuel
3 Replace the priming plunger and press down
4 It is advisable to keep a quantity of lubricating oil in a suitable con
tainer for this purpose
b Should the engine fire and then stop prime again and release the overload
stop lever F if fitted before attempting to start
c Below 32 0 F OOC and if the engine is cold prime the engine twice
d If under cold conditions the engine does not run up to its rated speed after
starting operate the priming plunger again while the engine is running
e To minimize cold starting difficulties ensure that an SAE lOW viscosity
engine oil is used see pproved Lubricants Technical Data It will
also help starting to use No 1 Diesel fuel
12 PROCEDURE AFTER STARTING
a Check the oil pressure immediately after the engine has started Under
no conditions must the engine be operated with too low oil pressure
Minimum oil pressure approximately 70 psi at 3000 rpm
b Check seawater flow at outlet thruhull fitting Do this without delay
NOTE On new installations or subsequent to an oil change run engine briefly
then stop the engine and check the engine sump and transmission if fitted oil
levels It is important that oil required to fill the internal passages and oil filter
is compensated for Add lubricating oil as necessary Check oil level every day
of operation
c On DS Marine Engine when operating the engine make gear shifts ahead
and astern quickly and decisively This is because jaw clutches are used
in the SSR transmission and quick engagement prevents the clashing of
teeth that will occur if you attempt easy engagement as you would with
friction clutches This is also a reason for using the Morse MI simple
lever control which automatically places throttle in idle position before
each gear shift
NOTE On DS engines the transmission is in FORWARD when the shift lever is
moved aft toward the stern of the boat and in REVERSE when shift lever is toward bow
13 SPECIAL PRECAUTIONS
a DONT stop the engine by means of the decompressor This will lead to
damaged valve seats and cylinder head joints
b DONT stop the engine by allowing the fuel tank to run dry This will let
air into the fuel lines and make it necessary to bleed and prime the
system
c DONT remove or alter the setting of the overload stop if fitted or oper
ate the overload stop lever when the engine is running This will cause
overheating excessive wear and possibly piston seizure
d DONT forget to drain the cooling system before leaving the engine to
stand idle in cold weather
e If the engine is used infrequently extended shutdown periods can result in
difficult starting Run the engine a few minutes frequently to keep it well
POST DELIVERY a customer has taken delivery of his DS engine or WPD3 Generator it is
advisable in his own interest that a general checkover of the engine be carried
out after the first 50 hours in service The checkover should be comprised of the
following points
a Drain engine oil sump change filter and fill sump with lubricating oil
refer to Par l8c
b Clean prefilter water trap and screen assembly if installed
c Replace engine mounted fuel filter refer to Par l8b
d Check tightness o cylinder head nuts The cylinder head must NOT be
tightened when the engine is hot Refer to Par 38 g and h 1 and 2
e Check valve rockers clearance refer to Par 39
f DS Marine Engine Only Check slackness in belt The
slackness should not be more than 12 in 13 mm
g WPD 3 Marine Generator Set Examine connections in control box
h Check all engine external bolts and nuts for tightness especially motor
mounting nuts
i Top up battery with distilled water
j Bleed fuel system
k Start engine and run for 5 minutes checking fuel pipes from tank to fuel
injector for leaks especially around the filter gaskets Rectify any
leaks
1 Check and rectify any oil leak around lubricating oil filter gasket
m Check and rectify any cooling system leaks
n Wipe off all lube fuel and water drippings Keep your engine clean so
that any leaks which develop are detected at the maintenance periods should be in accordance with Ala
18 FILTER MAINTENANCE
A Air Filter
The time period for cleaning the air filter depends on operating conditions there
fore under dirty conditions the time period of 250 hours recommended for clean
ing should be decreased The correct maintenance of the air filter will in reducing bore wear thereby extending the life of the engine
To clean the air filter proceed as follows
1 Unscrew the thumb screw securing the air filter to its manifold and
remove filter
2 Separate the two halves of the air filter and remove the paper element
3 The element may be cleaned by blowing compressed air from the inside to
the outside Do not attempt to clean the element by any other means
4 A strong light directed into the inside of the element and viewed from the
outside will reveal any damage to the paper corrugations If the element
is damaged or shows a large deposit of dirt replace element
5 Thoroughly wash out the two halves of the air filter in clean diesel fuel
6 Dip the thumb screw half of the air filter in a bath of clean engine oil and
allow to drain before refitting
7 Position the paper element between the two halves of the air filter
8 Secure air filter to its manifold with sealing ring between air filter and
its manifold
B Fuel Oil Filters
It is essential to use clean diesel fuel oil free from water or Pro
vided clean fuel oil is used no trouble should be experienced with the fuel system
1 The first filter should be a gauze trap in the filler of the fuel tank this
must not be removed when fuel is being poured into the tank It should be
taken out every 500 hours cleaned washed in fuel oil and immediately
replaced If there is no filter in the filler of the fuel tank the fuel should
be poured through a fine gauze strainer
2 The second filter optional should be a prefilter water trap and screen
assembly installed in the fuel line between the fuel tank and the fuel lift
pump This filter should be cleaned every 250 hours unless the condition
of the fuel warrants more regular attention
3 The third final filter Fig Cl is mounted to a bracket secured to the
engine front cover It is an element type filter and must be replaced
every 250 hours To replace this filter element proceed as follows
a Unscrew the bolt on the bottom of the fuel filter bowl from filter head
3 and withdraw the bowl with its attached bolt Remove and discard
element Do not remove bolt from bowl
b Remove the bowl 0 11 ring gasket 4 from its groove in the filter
head Replace new 110 11 ring gasket
NOTE When replacing new 110 11 ring gasket locate the new gasket in the groove
at four diametrically opposite points and seal it all around the groove Do not fit
the gasket at one point and then work it around the groove as the rubber may
stretch thus leaving a surplus which may cause an oil leak
3319
5 12
6 f
7 f
Fig Cl Fuel Filter Assembly
1 Screwvent 7 Bowl
2 Washer 8 Bolt center
3 Head 9 Seal bolt lower
4 0 ring bowl 10 Spring
5 0 ring element 11 Washer
6 Element 12 Seal bolt upper
c Remove the element 0 ring gasket 5 from filter head Replace
new 0 ring
d Thoroughly clean out filter bowl using clean diesel fuel oil
e Install filter bowl with new element to filter head and tighten bolt
f Bleed and prime fuel system
g Start engine and check for leaks in the fuel line and around filter head
gasket
C Lubricating Oil Filter
The importance of clean lubricating oil cannot be stressed too highly and refer all
ences to engine oil should be taken to mean High Detergent Diesel Lubricating Oil
Refer to Technical Data for an approved lubricating oil
If the time period specified 250 hours for replacement of the filter and the use of
the same brand of oil is used during oil changes a very long life can be obtained
from the engine
To replace the filter element Fig C2 proceed as follows
1 Run engine until engine oil is warm
2 Drain sump by removing plug at bottom of sump or the oil may be sucked
out of the sump by inserting a suction hose in oil filler opening
3 Unscrew the bolt 4 at the center of the filter bowl 3 and withdraw filter
bowl element and btl ring Discard element
4 Thoroughly clean out filter bowl using clean diesel fuel oil
5 Secure bowl with new element and 0 ring to crankcase Torque bolt to
figure shown under Technical Data
6 Fill sump with High Detergent lubrication oil See Approved Lubricants
General Data
7 IMPORTANT Start engine and run for 5 minutes and check for leaks
8 Shut down engine Check oil sump level and add oil as 1 2 3 4
Fig C2 Lubricating Oil Filter
1 Gasket 3 Bowl
2 Filter element 4 0 ring
31 A carbon deposit forms on piston dnd cylmor head and the presence of an excessive carbon deposit is
usually indicated by a dirty exhaust and J falling off of power
Decarbonising necessitates the removal of the cylinder head followed by the removal of all carbon and
the grinding in of the valves These operations are described in subsequent paragraphs
32 TO REMOVE CYLINDER HEAD
a Drain the cylinder and cylinder head
b Disconnect the water outlet pipe from the cylndel head and the water injection elbow
c If a heat exchange is fitted remove the inlet and outlet pipes
d Drain and remove fuel tank
e Remove the air cleaner air inlet manifold and hather adaptor
f Disconnect the exhaust pipe at the first joint
g Disconnect the water inlet pipe from the cylind head
h Disconnect the rocker box oil pipe
j Disconnect the fuel pipes and remove the fuel injector
k Remove the rocker cover
I Remove the rocker assembly and withdraw the push rods
m Remove the cylinder head nuts and lift off the cylirder head
33 TO REMOVE VALVES
a Hold the valve on the seat and depress the valve spring cap ann remove the split collets Valve and
spring cal OW be removed
34 TO REMOVE CARBON
a Turn the crankshaft until the piston is at the top of its stroke
b Scrape the carbon from the cylinder head and the top of the piston with a broad blunt tool Emery
cloth must NOT be used Do not allow carbon dust to fall between the piston and the cylinder
bore
c Thoroughly clean out the exhaust and inlet ports and manifolds
dl DO NOT remove the air cell from the cylinder head If a carbon deposit has formed in the air cell
nozzle it may be cleaned with a soft piece of wire
e Make sure that the recesses at the end of the valve guide bores are free from carbon
f Thoroughly clean the valves and examine the valve seats If these show signs of pitting they should
be ground in
g Make sure the valves are seating properly Leaking valves cause loss of compression and difficult
TO REMOVE VALVE GUIDES
a EXTREME CARE ANO CLEANLINESS is essential at all times when removing or replacing the
valve guides
b Thoroughly wash the cylinder head with petrol or paraffin to ensure that all carbon oil and dirt
has been removed
c To remove the valve guides place the cylinder head in boiling water for two minutes Support the
head on blocks at least in 12 mm thick to prevent the valve guides bottoming Press out the
guides from the valve seat side with the aid of a hand press and punch
d If a press is not available a drift may be used but SPECIAL CARE MUST BE TAKEN to avoid the
drift slipping scoring or otherwise damaging the bores
e DO NOT USE EXCESSIVE FORCE if heavy resistance is encountered but replace the cylinder
head in boiling water for a further two minutes
f When pressing out the guides ensure that the punch does not score or damage the bores in any way
Failure to observe this precaution may result in the new guides being loose in the cylinder head
36 TO REPLACE VALVE GUIDES
a Before fitting new guides ensure the bores in the cylinder head and the body of the guides are
clean
b Place the cylinder head in boiling water for two minutes enter the guides squarely in the bores
from the rocker box side and press home to the shoulder
c If a press is not availabie a drift may be used but SPECIAL CARE MUST BE TAKEN to avoid the
drift slipping scoring or otherwise damaging the bores
d The valve guides have a bonded coating and MUST NOT BE REAMED
e Grind in the valves
37 TO GRIND IN VALVES
a Care must be taken that the valves are returned to their correct seating for this operation
b Place a very small quantity of grinding paste evenly around the valve seat and insert the valve
Partially rotate the valve backwards and forwards on its seating exerting a gentle but firm pressure
c Periodically lift the valve from its seating and give it half a turn thus ensuring that the grinding
paste is evenly spread
d It is unnecessary to continue grinding once the faces of the valve and its seating have a clean even
mattsurfaced appearance A polished surface must not be expected and is e Wash out the ports thoroughly with petrol or paraffin making sure that
all traces of grinding paste
are removed from the valves and guides
t Replace the valves and rotate them backwards and forwards a few times If the valves have been
correctly ground a thin polished line will appear all round the seat
38 TO REPLACE CYLINDER HEAD
a Generally reverse the instructions for removal and dismantling The rocker bushes and push rod
ends should be smeared with grease before assembly
b It is IMPORTANT that the exhaust and inlet valves be returned to their correct positions
c If the valves are distorted or very badly pitted new ones must be fitted and ground in
d If the valve guides show signs of wear or scoring they should be replaced
e Whenever the cylinder head is removed after the engine has been run a new gasket MUST be
fitted
f Before replacing the cylinder head smear the top of the gasket with Golden Hermatite to prevent
sticking If the gasket sticks to the cylinder head its removal may cause damage and so accelerate
corrosion
g As the engine is fitted with long through studs from crankcase to cylinder head it is MOST
IMPORTANT that the cylinder head nuts are correctly tightened and in the right sequence
h It is advisable to use a torque spanner for tightening the cylinder head nuts It should be set to the
figure shown under Technical Data Proceed as follows
i Screw down each cylinder head nut until fihger tight
ii Tighten each nut a quarter of a turn at a time livorking diagonally across the cylinder head
until all the nuts are tight
iii After approximately 20 hours running check again for tightness
j Do not replace the heat exchanger until after the cylinder head nuts have been tightened
k When reassembly is complete and before attempting to start the engine bleeq and prime the fuel
system
39 TO ADJUST VALVE ROCKERS Fig 9
a To adjust the clearance set the engine with valves closed TOe of firing stroke loosen the locknut
AI and turn the rocker adjusting screw B with a screwdriver Measure the gap with a feeler gauge
and when the correct setting is obtained see Technical Data retighten the locknut Recheck the
b IMPORTANT The cylinder head must be firmly bolted in position with all nuts finally tightened
before the rocker clearances are FIG9
40 TO REMOVE CYLINDER AND PISTON
a Remove the cylinder head
b Lift the cylinder off the crankcase and draw it off the piston
c To remove the piston take out one gudgeon pin circlip and push out the gudgeon pin If the
gudgeon pin is a tight fit in the piston wrap the piston in a cloth soaked in hot water After a few
minutes the gudgeon pin will be released and can be pushed out
41 CYLINDER MAINTENANCE
a When the cyl inner bore wear has reached the maximum see Technical Data the cylinder should
be boren out an oversize piston and rings fitted
ll The cylinder should be rebored and honed to the sizes shown under Technical Data
42 PISTON MAINTENANCE Fig 10
Excessive lubricating oil consumption loss of compression and knocking are signs that a piston may a If the ring gaps are excessive see
Technical Data the rings should be renewed To measure the
gaps remove the rings from the piston noting the order of assembly and which ring face is upper
most
b Remove all the carbon deposit from the rings and ring grooves The small holes A in the scraper
ring grooves should receive attention as their purpose is to return excess oil to the sump
c Insert the piston into the cylinder bore with the crown towards the bottom end of the bore to
about in 13 mm from the bottom edge Insert the rings one at a time pushing each ring hard
up against the piston crown to ensure that it is level in the cylinder bore Withdraw the piston
sufficiently to allow the gap to be checked with a feeler gauge
el Assemble the rings on the piston in the correct order with the correct face uppermost Rings
should not be slack or stuck fast in the groove
e When the engine has been fully runin the bore will have a highly polished and very hard surface
If new rings are fitted without the cylinder being rebored or resleeved the new rings will not bed
in Under these conditions the cylinder should be removed and the hard polished
bore lightly roughened using a medium grade emery cloth The roughening should be carried out
radially by hand and should be sufficient only to produce a matt surface in the bore After this
treatment the cyl inder must be thoroughly washed in petrol or paraffin to remove all traces of
FIG10
43 TO REPLACE CYLINDER AND PISTON
a Take care that the piston ring gaps are not in line but well distributed around the piston circum
ference
b Replace the shims between the cylinder and clankcase The thickness of the shims controls the
bumping clearance between the piston and cylinder head at TDC
c Before competing reassembly check the bumping clearance see Technical Data as follows
i Insert a length of lead wire or soft solder through the injector pOlt in the cylinder head Pull
through sufficient to allow approximately 1 in 25 mm to be positioned flat on the cylinder
head iJetween the inlet and exhaust valves Wind any surplus wire around the injector studs
ii Replace the cylinder head fitting a new gasket and tighten the nuts in the corlect sequence
with a torque
iii Turn the engine ovel TDC and then carefully remove the wire
iv Measure the thickness of the now flattened wile with a micrometer If the clearance is out
side the limit adjust by changing one or more of the shims at the base of the cylinder and
recheck the bumping clearance
d After completing reassembly check the valve rocker clearance
44 TO EXAMINE CONNECTING ROD
a Remove cylinder head and cylinder
b Check for undue play or shake in the large and small end bearings
45 TO REMOVE CONNECTING ROD
a Remove piant from vessel
b Remove cylinder head and cylinder
c Drain oil from enlJine sump
d Remove the generator
e Stand the engine on the bellhousing To protect the studs support the engine on two pieces of
wood of suitable thickness
f Remove the sump
g Unscrew the large end bolts and withdraw the connecting rod and piston assembly being careful
to note in which position the bearing halves are fitted
46 CONNECTING ROD MAINTENANCE
a When fitting a small end bush take care that the oil hole coincides with that in the connecting rod
and that the bush enters the connecting rod squarely In the absence of a press a block of wood
and mallet may be used for driving it home
b New small end bushes are supplied with a reaming allowance alld after fitting must be reamed to
the size shown under Technical Data
c Large end bearings are of the precision thin wall steel back type and consist of two half shells lined
with bearing metal They should be replaced in their original positions
d New bearinqs are machined to qive the required fit when in position and should not be scraped or
bedded in neither should shims of any description be fitted If the faces of the connecting rod or
its cap are filed the rod becomes useless regarding replacement bearing shells When fitting make
sure that the connecting rod bore the outside of the shells and their split faces are clean
e Connecting rods and caps are stamped with an assembly serial number and care must be taken that
numbers are correctly assembled and on the same side
f Undersize bearings are obtainable from
47 TO REPLACE CONNECTING ROD
a Generally reverse the instructions for removal making sure that the connecting rod cap is away
from the depstick side of the engine
b It is advisable to use a torque spanner for tightening the large end bolts It should be set to the
figure shown under Technical Data
c Do not overtighten the large end bolts or the bearing may distort If a torque spanner is not
available the bolts may be tightened using a moderate force on a spanner gripped 8 in 200 mm from the bolt
d When replacing the cylinder and cylinder head check the bumping clearance and valve rocker
TO REMOVE FLYWHEEL
a Remove the generator and bellhousing adaptor
b Secure the flywheel by inserting a hexagon wrench key or steel rod through the timing hole in the
bellhousing and locating it in the hole in the flywheel periphery This rod must not be loose but a
good fit in the flywheel hole
c Bend back the tabwasher and remove the flywheel retaining nut
d Remove the securing rod
e A simple extractor will be required to remove the flywheel as it is fitted on a tapered shaft and
located by a key
f Remove the flywheel locating key
49 TO REPLACE FLYWHEEL
a Generally reverse the instructions for removal
b Ensure that the flywheel locating key is replaced in the crankshaft before fitting the flywheel
c A new tabwasher must be fitted before tightening the flywheel retaining nut It is adivsable to use
a torque spanner for tightening the flywheel nut and should be set to the figure shown under
Technical Data
d When the nut is tight knock up the TO REMOVE CRANKSHAFT
a Remove the cylinder head cylinder connecting rod and flywheel
Il Remove the solenoid and starter motor if fitted
c Remove the fuel and oil pipes and place them in a clean container filled with clean fuel See Fuel
System
d e Remove the gear cover This is dowelled to the crankcase
f Remove the crankshaft gearwheel retaining bolt Withdraw the gear wheel with a simple extractor
g Remove the nuts retaining the flywheel end main bearing housing Remove the housing taking
care not to damage the oil seat
h Withdraw the crankshaft by pulling towards the flywheel end
51 CRANKSHAFT MAINTENANCE
a Carefully examine the bearing journals and crankpin They should be free from score marks and
ovality should not exceed the maximum see Technical Data
b If these defects are present the crankshaft should be reground to the diameter shown under Tech
nical Data and undersize bearings fitted
c Carefully clean out the oil holes and make sure they have radiused edges
52 MAIN BEARING MAINTENANCE
a Main bearings are of the rrecision thin wall steel backed sleeve type lined with bearing metal
b When removing a gear end bearing from the crankcase or a flywheel end bearing from the bearing
housing heat the crankcase or bearing housing to a temperature of 931120 0 C 2001250 0 F before
pressing out the bearing
c When fitting a bearing the crankcase or bearing housing should again be heated as above and the
outer surface of the bearing should be smeared with grease or tallow
before pressing in It is an advantage if the bearing can be placed in a domestic type refrigerator for
a time before fitting
d Do not remove the bearings unnecessarily or their tightness in the crankcase or bearing housing
may be affected It is not advisable to remove the bearings more than five times
e When fitting a bearing take care that it enters squarely
f New bearings are machined to give the required fit when in position and should not be scraped or
bedded in neither should shims of any description be fitted
g Undersize bearings are obtainable
53 TO REPLACE CRANKSHAFT AND TIME ENGINE Fig11
a Generally reverse the instructions for removal
b Fit new bearings if the old ones have excessive clearance or show signs of the metal having run
c If the main bearing housing has been removed make sure it is correctly fitted with the oil drain
hole at the bottom
d When fitting new thrust washers be sure that the grooved sides are away from the bearing housing
and that the tongues A are located in their respective recesses Fit new pins B
e Before completing the assembly check the end float Y and if excessive fit new thrust washers
see Technical Data
f When assembling the gearwheels make sure that the teeth marked with dots are in their relative
positions
g Deleted
h Deleted
j Replace the water pump ensuring that the impeller is correctly fitted to the shaft
k Check the bumping clearance
I Bleed and prime the fuel system
1
FIG 11
54 TO REMOVE CAMSHAFT Fig 12
a Drain the engine sump
b Remove the starter motor if fitted
c Drain and remove the fuel tank Remove the fuel pipes placing them in clean fuel see Fuel
System Remove fuel injection pump Cover holes in injector against admission of dirt etc
d Remove the water pump raised hand starting assembly and gear cover
e Remove the rocker cover rocker support and rocker assembly and withdraw the push rods
f Turn the engine onto its side to prevent the tappets from falling into the sump
g Remove the extension shaft from the camshaft gearwheel
h Remove the screw A retaining the camshaft thrust plate These are accessible through holes in
the gearwheel Withdraw the camshaft and gearwheel assembly from the gear end of the engine
j The gearwheel is a tight fit on the camshaft To fit a new thrust plate remove the gearwheel
retaining bolt and press the shaft from the gearwheel The gearwheel is keyed to the shaft
55 CAMSHAFT MAINTENANCE
a Carefully examine the faces of the cams If these are worn or chipped it will be necessary to fit a
new FIG13
FIG 12
56 TO REPLACE CAMSHAFT AND TIME ENGINE Fig 13
a Generally reverse instructions for removal
b When assembling the gearwheels make sure that the teeth marked with dots are in their relative
positions
c Bleed and prime the fuel system retime the fuel injection pump and adjust the valve clearances
d Refill the engine sump with lubricating oil
57 TO REMOVE GOVERNOR Fig 14
a Remove the water pump raised hand starting assembly and gear cover
b Remove the screws A securing the governor assembly to the crankcase and withdraw it
58 TO REMOVE GOVERNOR LINKAGE Fig 14
a Remove the governor
b Remove the gearwheel from the camshaft
c Move the stoprun lever B to the RUN position ie horizontal
d Remove the screws e securing the governor stop cover D or speed control bracket if fitted
and remove it
e Loosen the governor bracket screw E and remove the bracket F speeder spring and speeder
spring plunger
f Remove the operating shaft plug G and withdraw the shaft H and fuel pump operating lever J
g Remove the pin K securing the overload stop lever L if fitted and remove the lever DO NOT
loosen the screw M clamping the overload stop cam N to the spindle The cam is set
and should not be disturbed unless a new fuel pump is fitted see instructions given
under To fit new fuel injection pump
h Remove the overload stop cam and spindle assembly and the return spring P
59 GOVERNOR AND LINKAGE MAINTENANCE Fig 14
a Thoroughly clean all parts in paraffin or clean fuel paying particular attention to all bearings and
governor balls
b Examine the faces of the governor sliding and rotating housings for signs of wear If worn the
governor assembly must be replaced
c If oil leaks at the overload stop spindle or the stoprun lever spindle R carefully remove the
spindle and renew the oil seal When refitting the spindle ensure that it is free from burrs
FIG14
60 TO REPLACE GOVERNOR AND LINKAGE Fig 14
a Generally reverse the instructions for removal
b Ensure that the fuel pump lever fork end is correctly located on the fuel pump rack ball S
c Before replacing the overload stop assembly adjust the governor linkage to the correct position
as follows
i With the governor bracket screw E loose make sure that the governor bracket fork ends
are hard against the governor thrust bearing when the faces of the governor sliding and
rotating housings are together
ii Push the fuel pump operating lever as far as possible to the fuel pump fully open position
iii Tighten the governor bracket locking screw
iv Check the setting X between the operating shaft bush and the operating lever with a
feeler gauge This should be O010in O25mm
v Replace the overload stop assembly
d If the overload stop cam has been moved on its spindle the overload setting will have to be
checked For procedure see To fit new fuel injection pump
61 LUBRICATING OIL SYSTEM Fig 15
a The lubricating oil system i as follows
i A rotary oil pump A is mounted in the crankcase at the gear end The pump is driven by a
gear from the camshaft
ii Oil is drawn through a strainer S and fed to the filter C
iii Oil flows from the filter via a hole in the crankcase to the gear end main bearing It is then
transferred via holes in the crankshaft to the large end bearing and the flywheel end main
bearing
iv The valve rockers are supplied by an external pipe
v A pressure relief valve is incorporated to control the oil pressure
b The cylinder small end bearing and camshaft are splash lubricated
c The crankcase can be drained by removing the plug at the bottom of the sump
d Oil must always be CLEAN and containers funnels etc must be kept in a spotless condition
Use only approved oil Cheap unsuitable or dirty oil will cause trouble
FIG 15
62 TO CLEAN OIL FILTER
a Unscrew the bolt at the centre of the filter cover and withdraw the cover and element
b Thoroughly clean out the cover and renew the joint ring
c If the element shows a large deposit of dirt it should be replaced
Do not attempt to clean the element
d When replacing the element it is advisable to use a torque spanner for tightening the centre bolt
It should be set to the figure shown under Technical Data
63 OIL PUMP STRAINER
a To remove
i Drain oil from the sump
ii Remove sump
iii Remove the centre bolt and spring plate and remove the strainer
b To clean wash the strainer in clean paraffin or fuel
c To replace generally reverse the instructions for removal making sure that the strainer is correctly
seated in the sump
64 TO REMOVE OIL PUMP
a Drain the engine sump
b Deleted
c Remove the water pump raised hand starting assembly and gear cover
d Loosen the oil pump gearwheel retaining nut
e Remove the camshaft and gearwheel assembly
f Remove the nut retaining the oil pump gearwheel and remove the gearwheel The gearwheel is
keyed to the shaft
g Remove the screws securing the pump and withdraw the pump
h The backplate is dowelled to the body
65 OIL PUMP MAINTENANCE
a Thoroughly clean all parts
b Carefully examine the rotor and stator If they are scored or show signs of wear fit new parts
66 TO REPLACE OIL PUMP
a Generally reverse the instructions for removal
b Pour a small quantity of engine oil into the pump through the port before assembling the pump to
the engine
c It is advisable to use a torque spanner for tightening the oil pump screws It should be set to the
figure shown under Technical Data
67 FUEL SYSTEM
a Fuel from the tank flows through a filter to the injection pump which supplies it under high
pressure to the injector
b A small amount of fuel is always leaking back along the injector nozzle needle and this is returned
to the fuel system by a pipe
c The quantity of fuel injected during each cycle is very small and the fuel injection equipment is
manufactured to very fine limits IT REQUIRES EXTREME CARE AND ABSOLUTE CLEAN
LINESS IN HANDLING
d Should any part of the fuel system including pipes be removed from the engine it should be
placed in a clean container which is filled with clean fuel NO FI LING GRINDING SCRAPING
OR SAWING SHOULD BE CARRIED OUT WITHIN A FEW YARDS OF DISMANTLED FUEL
INJECTION EQUIPMENT
e Replace the equipment wet No rag cloth or waste should touch it
f Unless the user has been trained in the care and repair of fuel injection equipment he should not
dismantle it in any way other than as described in subsequent paragraphs
g Fuel pumps and injectors should be returned to an authorised agent for repair or replacement Users
are advised to keep a nozzle in their spares kit so that a faulty one can be renewed TO CLEAN FUEL FILTER Refer to Paragraph 18B l
69 TO REMOVE FUEL INJECTION PUMP
a Drain the fuel tank
b Remove the solenoid and starter if fitted
c Remove the tanktopump and fuel pipes
d Remove the pump noting the number and total thickness of shims between the fuel pump and
TO DISMANTLE FUEL INJECTION PUMP Fig 1 6
Fixed spd engines
a Thoroughly clean the exterior of the pump
b Unscrew the union body A and lift out the delivery valve spring 8 and the delivery valve C
c Withdraw the delivery valve seat D the joint E and the ring F
d Rotate the circlip G in its grooveuntil the dowel H is between the ends of the circlip
e Press down the tappet and roller assembly against the spring pressure and shake out the dowel H
f Remove the tappet J together with the roller and roller pin Note the number and thickness of
the calibrating shims K between the tappet and the lower spring plate L
g Remove the lower spring plate Ll the plunger M and the plunger spring N Note the Cssembly
mark on the plunger arm farthest from the rack P
h Remove the upper spring plate R and the pinion S Note the assembly marks on one tooth of
the pinion S and on the rack P Note also the relative position of the STOP mark and arrow
on the rack before sliding out the rack from the pump body
j Remove the element locating screw T and push out the element U through the top of the
Speed Engines
NOTE Fuel injection pumps fitted to all variable speed engines are subject to
special calibration by the manufacturer and only the delivery side may be dis
mantled The pump control side must not be dismantled and should be returned to
the a Thoroughly clean the exterior of the pump
b Unscrew the delivery union body A lift out the delivery spring B and
the delivery valve C
c Withdraw the delivery valve seal D the gasket E and sealing ring F
72 FUEL INJECTION PUMP MAINTENANCE
a Each plunger of a pump assembly is mated to one element and must never be used in another
b Make sure the delivery valve joint and ring are in good condition and that the valve is seating
correctly Leaking valves cause loss of fuel injection pressure and difficult starting
c Make sure the rack is free throughout its travel
73 TO REPLACE FUEL INJECTION PUMP Fig 16
a Generally reverse the instructions for removal and b Thoroughly clean all parts in clean fuel and assemble wet
c The ring F should be fitted over the lower shoulder of the union body A before the union
body is screwed into the pump body Failure to observe this precaution may result in the ring
being crushed between the union body and the joint E A torque spanner is advisable for tighten
ing the union body It should be set to the figure shown under Technical Data
d When assembling the rack P and pinion S make sure that the marked tooth of the pinion is
opposite the mark on the rack and that the rack is assembled in the pump body so that the STOP
mark and arrow will be towards the gear end of the engine when the pump is fitted
e Make sure that the element U can be moved up and down slightly when the locating screw T is
tightened
f Replace the plunger M with the marked locating arm engaged with the marked slot in the pinion
S ie the marked locating arm is towards the locating screw T
g With the element plunger and pinion correctly assembled the scroll at the top of the plunger will
be adjacent to the fuel port in the side of the element when the rack is in the centre of its travel
h Replace the tappet J making sure that the correct number and thickness of shims is used
j Press down the tappet and roller assembly and fit the dowel H to engage with the slot in the
tappet Rotate the dowel to line up its slot with the ends of the circlip G and then turn the circlip
in its groove until the ends of the circlip are away from the dowel
FIG 16
k Make sure that the fuel pump cam is away from the fuel pump housing turn the engine until the
exhaust or inlet valve is open
I Make sure that the fuel pump rack ball engages with the governor fork and that the correct number
and thickness of shims is fitted between the pump and crankcase
m IMPORTANT New fuel injection pumps require special fitting instructions and these are given in
the following TO FIT NEW FUEL INJECTION PUMP Fig14
Fixed speed engines
a Make sure that the fuel pump cam is at the bottom of its stroke Turn the engine until the exhaust
or inlet valve is open
b Turn the STOPRUN lever B until the governor lever fork end is at the centre of the fuel pump
housing
c Fit the fuel pump Make sure that the fuel pump rack ball 5 has engaged with the governor lever
fork
d Time the fuel iniection Speed Engines
a Repeat procedures a thru c for Fixed Speed Engines
b Loosen the overload stop cam screw M
c Turn the stoprun lever fully towards the STOP position and measure
the distance Y between the end of the fuel pump rack and the gear cover
face using a depth gauge
d Add 0500 in 0270 mm Z to the depth gauge reading and reset the fuel
pump rack in this position by turning the stop run lever towards the
RUN position
e Hold the rack in this position and set the overload stop cam N to just
touch the overload stop on the fuel pump operating lever With the over
load stop cam in this position tighten the cam screw M
f Check that the total movement from the fully forward stop position to the
overload stop position is 0500 in 0270 mm
g Time the fuel injection pump
NOTE Variable speed engines are fitted with special fuel injection pumps Quote
the type required when ordering new pumps
75 TO TIME FUEL INJECTION PUMP Fig 16 and 17
Before timing the pump be sure the fuel line is bled up to the fuel pump
0 On fixed speed engines running at speeds above 3000 rev min and on all
variable speed engines move the stoprun lever towards the STOP
position until it is 10 0 before the vertic position At this position the
pump rack will be held away from the retarded spill point Fix the stop
run lever in this position and carry out the instructions given in sub
paragraphs b to k On all fixed speed engines running at 3000 revmin
and below the stop run lever may be left in the RUN position i e
horizontal On variable speed engines move the speed control to the full
speed position Do not operate the Overload Stop Lever
Ib Drain the fuel tank Remove the pipe and unscrew the union body from the pump
Make sure that the union body sealing ring is withdrawn with the union body
Ie Lift out the delivery valve and spring and place them in clean fuel Do not disturb the delivery
valve seat or the joint washer Replace the union body and sealing ring leaving out the delivery
valve and spring
d Turn the flywheel until it is a quarter of a turn before TOC on the compression stroke
e Pour a quantity of fuel into the tank A small stream of fuel should then flow from the pump
f Turn the flywheel slowly by hand in the normal running direction until the flow from the pump
stops Find by repeated trial the EXACT flywheel position at which this happens This position is
known as the spill point
g When the flywheel is in the exact position where the flow stops the appropriate timing mark pre
ceding the TOe hole in the flywheel should be in line with the hole in the h If the timing mark indicates a position before the bellhousing
hole add shims between the pump
and crankcase until the correct timing is obtained If the timing mark indicates a position after the
bellhousing hole remove shims to obtain the correct timing
j Reassemble the fuel injection equipment including the fuel delivery valve and spring Make sure
that the union body sealing ring is fitted and is not damaged
k Bleed the fuel system
76 TO REMOVE AND TEST FUEL INJECTOR
a Disconnect the fuel feed and leakoff pipes from the injector
b Remove the injector flange nuts and carefully lever out the injector Examine the joint washer and
renew if necessary
c Reconnect the injector to the pipe in such a way that the nozzle points away from
the engine
d Turn the engine over slowly The fuel should squirt out suddenly in a fine mist spray which should
stop as suddenly If the nozzle fails to spray or gives a solid squirt of fuel or dribbles after the
spray has stopped fit a new nozzle
e When testing BE CAREFUL to see that the pray is not directed at any exposed part of the body
The force behind the spray will cause it to penetrate the skin
e D J
E M
FIG 17
cr H
FIG18
77 FUEL INJECTOR MAINTENANCE Fig 18
a Thoroughly clean the exterior of the injector
b Remove the nozzle holder cap nut A and the locknut B
c Remove the spring adjusting screw C and remove the spring pad 0 the spring E and the spring
pressure rod F
d Remove the nozzle nut G and the nozzle assembly HI Each needle of a nozzle assembly is mated
to one nozzle body and must never be used in another
e To ensure a thorough cleaning of all parts they should be left in a bath of clean fuel After this
treatment any remaining carbon can be scraped off with a soft brass wire brush or a piece of clean
wood or brass
f The nozzle holder and nozzle joint faces must be clean with mirrorlike appearance The nozzle and
nozzle nut clamping shoulders must be clean
g The nozzle body fuel holes J should be cleaned by pushing a wire or twist drill K down to the
fuel chamber L being careful not to scratch the joint face
h Insert a nozzle scraper M down into the fuel chamber press sideways and rotate to remove
carbon etc
j Soft carbon can be removed from the spray hole with a spray hole cleaner N
k Wash the nozzle body and needle in clean fuel and assemble wet
I To fit a nozzle assembly to the nozzle holder body hold it hard against the pressure face and
tighten the nozzle nut
m To complete the assembly of the injector grease the spring assembly and replace it together with
the adjuster locknut and cap nut
n Reset the fuel injector release pressure to the figure shown under Technical Data A test pump for
this purpose can be obtained from Petters Ltd or their agents To adjust the release pressure
loosen the locknut B and screw in the adjusting screw e to increase the pressure or out to
decrease it Tighten the locknut
p Injectors not required for immediate use should have pipe connections sealed against the admission
of dirt etc
78 TO REPLACE FUel INJECTOR
a It is MOST I MPORTANT that the pipe is correctly fitted or the pipe and injector
may be damaged
Proceed as follows
i Loosely fit the injector flange nuts
ii Fit the pipe and tighten the union nuts finger tight then give them a third of a turn with a
spanner
iii Tighten the injector flange nuts evenly It is advisable to use a torque spanner for tightening
the nuts It should be set to the figure shown under Technical Data
b Reconnect the leakoff pipe
c Bleed the fuel system
79 TO ADJUST SPEED CONTROL Figs 19 and 20
The centrifugal forces on the governor balls are transmitted to the fuel pump rack
These forces which vary with the speed of the engine are balanced by an adjust
able speeder spring A This adjustment allows a set range of speed To adjust
the speed outside this range a different fuel pump and springs may be required and
these are obtainable from the speed is set and should not require further adjustment However if the set
ting is disturbed adjustments are carried out as follows
a Fixed speed
1 Loosen the locknut C on the dipstick side of the engine and screw in
the adjuster B to increase the speed or out to decrease it Tighten
the locknut
Fig 19 Fixed
Fig 20 Variable
b Variable speed
1 Set the speed control in the idling position
2 Loosen the locknut C and adjust the idling speed to 1000 revmin by screwing in the adjuster B to increase the speed or
out to decrease it Tighten the locknut
3 Set the speed control in the full speed AIR CLEANER MAINTENANCE Refer to Par 18A
81 STARTER MOTOR WPD3 GENERATOR
a Mounting Make sure the motor is securely mounted on the engine
b Lubrication Bearings are lubricated on assembly and require no atten
tion between overhaul periods
c Terminals Main terminals and all circuit connections must be clean and
tight Terminal shrouds should be in position
d Brush gear Remove the cover and inspect the brushes and commutator
Brushes should be free in their slides Springs should seat squarely on
the brushes See that the insulation is in good condition The brushes
and commutator should be free from dust and grease and contact surfaces
clean smooth and uniform in colour
e Solenoid The solenoid should move freely and contact faces be clean and
unburnt Do not attempt to clean the solenoid without disconnecting the
battery
25 ENGINE TROUBLE LOCATING CHART
Trouble Reason Causes Suggested Remedy
Temperature below Failure to prime see Cold Starting Prime with lubricating oil
13C 55F
Fuel supply failure No fuel in tank Fill tank and bleed fuel system
Check by turning Air in pipe line Bleed the system
engine and listen for Broken fuel pipe or leaking connection Repair or renew the pipe or tighten the connection
the Fuel filter choked Fit new fuel filter element
squeak in the Faulty injector nozzle Fit new nozzle
injector Fuel pump plunger sticking Fit new pump
Fuel pump tappet sticking Free and clean tappet
Engine will Valves sticking Free the valves
not start Cylinder head loose Tighten all nuts
Cylinder head gasket blown Fit new gasket
Piston rings stuck in groove Check rings and clean the piston
Poor compression Worn cylinder and piston Overhaul the engine
Check valve springs
Valves not seating properly
Grind in if necessary
Check the valve clearance
Incorrect lubricating oil Too high a viscosity oil causing Drain the sump and fill with correct oil
excessive engine drag
I
Air ir fuel lines Bleed the system
Water in the fuel Drain fuel system and fill with clean fuel
Faulty fuel supply Faulty injector nozzle Fit new nozzle
Fuel filter choked Fit new filter element
Engine starts
but fires Broken valve spring Fit new spring
Faulty compression Sticking valve Free the valve
or soon stops Pitted valve Grind or renew
Dirty engine Blocked exhaust pipe or similar Clean out
Faulty fuel pump Fit new pump
Faulty fuel supply Faulty injector nozzle Fit ne nozzle
Unsuitable fuel Drain the fuel system and fill with correct fuel
Engine lacks Out of adjustment Valve clearances incorrect Adjust
power andor Fuel timing incorrect Adjust
shows dirty
exhaust Blocked exhaust pipe or similar Clean out
Dirty air cleaner Clean out
Faulty piston ring Fit new ring
Dirty engine Excessive carbon on piston and
cylinder head Decarbon ise
Worn cylinder or piston Overhaul the engine
Carbon on piston crown Decarbonise
Injector needle sticking Fit new nozzle
Fuel timing too far advanced Adjust timing
Broken piston ring Fit new ring
Knocking Slack piston Fit new piston
Worn large end bearing Renew and check lubrication
Loose flywheel Refit
Worn main bearing Renew and check lubrication
Cooling system failure Check for leaks or blockages
Suction pipe blocked Remove and clean
Air leak in suction pipe Check and tighten fittings
Broken water pump rotor Replace rotor and check pump
Faulty Overheating Faulty water pump seal Replace seal and check pump
running Overloaded Reduce the load
Excessive valve clearance Adjust
Lubricating oil failure Check the engine and lubricating oil system for
damage If n order top up sump and check running
Overheati ng See above
5 peed su rges Air in fuel pipes Bleed the system
Governor sticking Check the governor for correct operation
Empty fuel tank Fill tank and bleed system
Choked injector Fit new Iozzle
Sudden stop Fuel pi pe broken Repair or renew
Seized piston Fit new cylinder and piston
Heavy vibration Faulty installation Check holding down bolts and flexible mountings
and couplings if fitted
OTHER OVERHAUL
CONTENTS ENGINE ELECTRICAL SYSTEM Q
COOLI NG SYSTEM EXTERNAL 5
SECTION Q
Marine Engine Electrical System
ACTIVATIO BY LUBE OIL PRESSURE
Keyswitch Start
This system is supplied on all 4 and 6
cylinder Westerbeke diesels produced prior
to January 1975 Operation is very simple
Putting the start switch in the Run posi
tion energizes an alarm system when sup
plied Returning the start switch to Off
position deenergizes the alarm
Turning the start switch to Crank posi
tion operates the starting motor and starts
the engine Upon starting the start
switch is released to the Run position
When the engine develops oil pressure
voltage is supplied to the alternator for
excitation and to all instruments When
ever the engine stops loss of oil pres
sure removes voltage from these devices
When an engine is furnished with a pre
heating device it is energized by a sep
arate push button at the key switch panel
When an engine is furnished with an
electric stop solenoid it is energized by
a separate push button at the key switch
panel
NOTE It is important that your engine in
stallation includes fuses or circuit
breakers as described under Owners Res
ponsibility on the wiring diagram supplied
with your engine
WESTERBEKE 7 1ARINE ENGINE
WIRI NG DIAGRAM
I NSTRUMENT PANEL ASSEMBLY
REAR VIEW
I I I SW
IOPG GI
I 0 1
I
L JI
SPARE
J r0
W C
r J
0
L
SEE NOTED
EE NOTED
I I
REGULATOR I
L J
SPARE
WHT RED 1
W r
tt
BLK ORNln
w a
OPSENDER WTSENDER OPSW
NOT SUPPLIED
DRWG 16672
PANEL
10 10 10
Fig Pl2 OS WIRING DIAGRAM FOR ELECTRIC PANEL
1 Ammeter 6 Oil Pressure Gauge
2 Start Solenoid 7 Water Temperature Gauge
3 8 Oil Pressure Sender
4 Regulator 9 Water Temperature Sender
5 Key Switch 10 Battery Not Supplied
SECTION R
COOLING SYSTEM EXTERNAL
1 DESCRIPTION
The Westerbeke 7 and WPD4 units are equipped with a fresh water Transfer of heat from the fresh water closed system circuit to the
sea raw water is accomplished by a heat exchanger similar to an It differs because raw water not air cools the engines fresh
water An unrestricted fastflowing stream of sea water flows through the tubes
of the heat exchanger while the fresh water flows rapidly under low the tubes of the heat exchanger The raw water and fresh water never mix
so the water cooling passages in the engine stay clean
2 FRESH WATER SYSTEM
Heat rejected in combustion as well as heat developed by friction is
absorbed by the fesh water The fresh water flows from the expansion tank
to the heat exchanger here it is cooled and circulated by means of a water pump into the engine block and cylinder head Openings in the water
jacked around the cylinder bores connect with corresponding openings in the
cylinder headwhere the fresh water circulates around the valves and When the engine reaches its operating temperature the fresh
water then passes out through the thermostat into the expansion tank and the
circuit repeats
3 SEA WATER SYSTEM
The engine is directly cooled by the unrestricted fastflowing stream of
sea water which absorbs the heat from the fresh water via the heat raw water is picked up from the sea by a powerful neoprene impeller
sea water pump and passes through the heat exhanger It then if the unit
is so equipped flows into the water injected exhaust elbow and the exhaust pipe If no elbow is used it should be piped RAW WATER
FRESH WATER OVER RAW
BOARD WATER
HEAT PUMP
SURGE EXCHANGER
TANK
FROM
t SEA
COCK
FRESH
WATER
PUMP
ENGINE
BLOCK
GEAR
4 SEA WATER PUMP
The water pump on the W7 is located on the rear of the transmission and
is aft of the high speed shaft The water pump is a selfpriming rotary pump with a brass case and a neoprene impeller The
impeller has flexible vanes which wipe against a curved cam plate in the
impeller housing producing the pumping action
NOTE As the water pump contains a neoprene impeller on no account should
it be run in a dry condition Always carry a spare impeller and gasket
The water pump on the WPD4 is located on the front of the engine and is
driven off the half speed shaft DRAIN FRESH WATER SYSTEM
a Remove the pressure cap from expansion tank
b Remove the hose from the bottom of the water pump This hose comes
from the block and will drain the block Water will also drain out
of the pump from the heat exchanger and the expansion tank
c The marine engine also has a petcock on the side of the block which
may be opened Petcocks turn to open
d There is also a plug in the bottom of the heat exchanger which may
be removed in draining system
6 FILLING FRESHWATER SYSTEM
a Replace the plug in the heat exchanger if removed
b Close the petcock if opened Turn clockwise to close
c Replace the hose on the pump
d Pour coolant 5050 mix of water and permanent antifreeze into
the expansion tank and completly fill system to within one inch
from top of tank
e Start engine and run until normal operating temperature is reached
Stop engine carefully remove expansion tank filler cap and add coolant
as required
7 IMPELLER REPLACEMENT
a Remove pump cover plate and gasket
b Remove impeller
c Coat the neoprene impeller and impeller chamber with a good grade of
water pump grease only
d Align impeller keyway with shaft key Care should be taken that
the impeller blades all lie in the same direction relative to the
rotation of the pump ie blades trailing
e Secure end cover and gasket with screws and THERMOSTAT REMOVAL AND REPLACEMENT
a Drain cooling system as described in Section 5 above The complete
system need not be drained as long as the level of the coolant 1S
below that of the thermostat housing
b Remove the 2 bolts holding the thermostat housing to the expansion
tank
c Loosen the clamp and hose at the elbow entering the cylinder head
e Test the thermostats opening temperature by placing in water Raise
the temperature of the water to that stamped on the thermostat
f If thermostat fails to open replace with new thermostat
g Allow the temperature to cool If the unit sticks open replace the
thermostat
h Install thermostat with a new gasket and secure the housing to the
expansion tank with the bolts and the hose and clamps to the cylinder
head
i Replace coolant as described in Section 6 above
9 REMOVAL OF SEA WATER PUMP
a Shut off sea water thruhull valve
b Remove the two hoses from the pump
c Remove the three mounting screws and the pump cover plate
d The pump body and impeller can now be taken off together
e Inspect the impeller and if any vanes are found to be broken check
thru the sea water lines Broken vanes could block the flow of water
thru the lines
10 REMOVAL OF SEA WATER PUMP SHAFT AND SEALS W7
a With a crescent wrench across the flat on the pump shaft unscrew the shaft
LEFT HAND THREAD
b With a suitable hooked tool pullout both seals from the c When replacing the seals the first transmission oil seal should be
placed with the spring side toward the d The second sea water seal should have the spring side toward the water
pump
11 REMOVAL OF FRESH WATER PUMP
a Drain the cooling system and disconnect both hoses from the pump
b Remove the four screws from the pump cover
c Lift the lever and using the nut on the pump shaft
turn the engine over until the inch hole in the flywheel is visible
thru the opening in the flywheel housing just above the starter
d Drop a suitable pin in the hole to luck the engine and unscrew the
pump shaft nut
e Remove the impeller
f Unscrew the two pump body mounting screws and remove the pump body
12 REPLACING FRESH WATER PUMP SEALS
a After removing the pump body Section 11 press the seal out from the
housing
b Lightly spread a sealer such as Permatex 2 on the outside of the
new seal and carefully press into the pump housing taking care not to
damage the sealing surface
c With a small screwdriver lever the ceramic ring from the pump impeller and
remove the neoprene washer
d Place a new ceramic ring in a new washer and lightly oil outside of the
washer
e Press this assembly into the impeller BY HAND using no tools
13 REMOVING BOTH PUMP SHAFTS WPD4 FRESH WATER PUMP SHAFT W7
a Remove the water pumps
b Remove the mounting plate with heat exchanger and expansion tank attached
c Remove the timing case cover
d Remove the four screws holding the pump shaft and the shafts
e Timing cover gaskets and seals can be changed at this time
f Care must be taken when replacing the timing cover that the seals
are not damaged going over the shafts
OS and WPD3
1 TO DRAIN COOLING SYSTEM
a Shut off the sea cock and remove the plugs from the cylinder This
will allow the cooling water to drain out of the cylinder and cylinder
head
b Remove the pump outlet pipe and drain the cooling water from the
hose Thi s wi 11 also drai n the coolant from the heat exchanger when
fitted
c When replacing the cylinder plugs it is advisable to wrap 1 turns
of PTFEI tape around the threads This will prevent the plugs
sticking and corroding
d IMPORTANT When reassembled and before starting the engine ensure
that the sea cock is opened
e As the water pump is selfpriming there is no need to prime the
cooling system
2 TO FLUSH OUT CYLINDER AND CYLINDFR HEAD
This operation is not necessary when a heat exchanger is fitted
a Drain the cooling water from the cylinder and cylinder head
b Disconnect the cooling water outlet hose and remove the plug and
pipe fittings from the cylinder head
c By inserting a piece uf wire through the various orifices in the
cylinder head rake out any silt that has collected in the cooling
system This should be carried out while flushing with clean
fresh water preferably under pressure
d It may be found necessary to flush the cooling system frequently when
operating the engine in water with high silt content
e When replacing the plugs and pipe fittings it is advisable to wrap
1 turns of PTFE tape around the threads This will
prevent the threads sticking and corroding
3 TO REMOVE WATER PUMP Fig 8 WPD3 Generator
a Close the sea cock and remove the hoses from the pump
b Remove the pump cover A and gasket B and remove the impeller C
c Inspect the water sealing washer D water slinger E seal in
the pump body F and the impeller for damage and replace if necessary
d It is not necessary to remove the cam plate from the inside of the
pump body
H D E B A
FIG8
4 TO REPLACE WATER PUMP Fig 8 WPO3 Generator
a Replace the water pump adaptor G and shim H if removed Replace
the water sealing washer and water slinger leaving a gap between them
b Carefully slide the water pump body onto the shaft with the cam plate
screw uppermost and tighten up Ensure that the water slinger is just
clear of the pump body
c Ensure that the pump shaft does not touch the pump cover when the wter
pump is replaced If it does extra shims must be added between the
adaptlr plate and the pump body
d Replace the impeller on the shaft and refit gasket and cover plate The
gasket must be positioned so that the cam plate is covered
e Replace the inlet and outlet hoses
5 TO REMOVE AND REPLACE WATER PUMP OS MARINE ENGINE
a Close inlet and outlet cooling system seacocks
b Remove hoses from pump
c Remove cover and gasket from water pump
d Carefully pull water pump iusing with drive pin installed
e Pull impeller out of housing with drive pin installed
f Remove drive pin from impeller and insert pin in new impeller Coat
with a thin coat of water pump grease
g Press impeller in housing and housing on shaft with pin in slot of
shaft and housing hose connections facing upward
h Align mounting holes and secure gasket and cover
i Connect hose from inlet petcock to starboard connection on pump and
hose from side of cylinder to connection on port side of pump
j Open inlet and outlet seacocks
k Start engine and check for leaks
SECTION S37
SSR SSR Transmission is designed and built for marine use The three position
hand lever operates the gear to give ahead neutral or astern action
With a shift lever mounted in the normal slant position the transmission is in
FORWARD gear when the shift lever is moved aft or in REVERSE when shift lever
is moved forward
The reduction gear is 2 1 and the propeller rotates which is
the opposite direction to that of the engine The sea water pump is mounted aft of
the high speed shaft of the reverse and reduction gear No adjustments are re
quired The only maintenance is to check the lubricating oil level and change oil at time periods REMOVE TRANSMISSION
a The transmission may be removed without removing the transmission oil
or the oil may be removed by inserting a 38 in OD suction hose in the
dipstick filler opening
b Remove the bolts securing the drive shaft half coupling to the propeller
half coupling Slide propeller shaft coupling back away from drive shaft
coupling approximately 5 in
c Remove the four bolts securing the transmission housing to flywheel
housing adapter Slide transmission out from engine and FOR in any servicing operation cleanliness is a must and all rules for good work
manship apply Some of these rules are as follows
1 Use only clean fluid in any cleaning or washing of parts
2 Use only clean oil for lubrication when pressing parts together
3 Never use a hammer to drive ball bearings in place
4 Never press a ball bearing so that the force is carried through the balls
5 Use only properly sized wrenches in removing or securing nuts and cap
screws
6 Replace gaskets and 0 rings with new material
7 Work on a clean bench and protect gear teeth and oil seal surfaces from
nicks and PROCEDURE
1 Remove 3 screws and pump assembly 54
2 Remove woodruff key from input shaft
3 Remove 4 screW8 from front face
4 Remove front plate 1 containing bearing 16 snap ring 17 seal 18 bear
ing 23 Protect seal by tape over key slot in shaft
5 Lift out input shaft 15 which has pump shaft 22 screwed into rear end
Bearing 20 and race 19 are now removable
6 Remove race 30 bearing 32 gear 26 containing bearing 28 and washer
7 Dri ve forward pin 48 into box using flat end punch
8 Rotate arm 43 to rear allowing dog 24 to move forward and off shaft
Remove shoe 52
9 Remove nut 41 washer 40 Oring 39 coupling 38 and key 37
10 Support housing on front face Press shaft 23 forward out of bearing 34
11 Remove snap ring 33 from shaft Remove washers 31 bearing 32 gear
27 containing bearing 28 and washer 25
12 Knock out pin 44 Remove handle 43 slide shaft 42 into housing Remove
detent plate 49 springs 47 and spring washers 46
13 Drive pin 51 into shaft 9 with flat end punch
14 Remove shaft 9 with associated gear 12 washers 13 bearing 14 pin 10
and Oring 11
15 Remove bearings seals snap rings from respective housing and gears
as necessary Press seals and bearings with suitable tools Do not use
hammer
16 Reassemble in reverse order replacing seals gaskets and Orings
Be sure to protect input shaft seal by covering input shaft keyway with
tape or something similar
SECTION SETS
WPO4 DC CONTROL The Genset DC Control Circuit is operated from a 12 VDC battery and manual
of nature The primary control switch selects the start run and remote modes Protection Circuits consist of a hiwater temperature switch NC and a
low oil pressure switch NO in series A manual by pa5s switch for the oil
pressure switch is provided for circuit continuity during the start cycle This is
labeled entire control circuit is protected by a 10 ampere IIs10blo fuse Only this
type of fuse should be used as when the fuel solenoid is first energized 18 amps
will be drawn Once the fuel solenoid is fully engaged the current draw is only
1 2 amps
The hiwater temperature lamp serves as a warning indicator only This lamp is
energized by a NO switch which will close at a temperature of 205 0 F 96 0C
It will reset at 160 0 F
The automatic safety shutdown water temperature switch is set to open the at a temperature of 215 0 F 102 0 C The oil pressure switch will
open at 12PSI 5PSI The two safety switches are connected in series with the
fuel 0
BAT HG 10 AMP START
0 OFF
0 RUN
HIGH 0 TEMP
SLO BLO
DEFEAT
0 OFF
A regulated 15 to 6 amp trickle charge is provided directly to the battery The supply for the charger regulator circuit is an AC charge winding
in the AC generator An indicator lamp green is connected to this winding at
the regulator and indicates that there is AC voltage supplied to the regulator
An optional remote panel is provided and is connected to a terminal block provided
in the panel This panel operates in parallel with the local panel switch SHOOTING
A Generator Set Wont Crank
1 Supply Checks
a Check battery terminal voltage It should be 120 to 126
volts DC normally with a minimum of 115 volts at open circuit
b Check for good terminal connections at both the battery and
generator set
c Check for correct battery voltage at the generator set connections
If inadequate wire size is used between the battery and generator
set the resultant voltage drop in the cable will cause below minimum
voltage during the crank cycle
2 Control Checks
a Check to see that throwing the control switch Sl into the
start position places 12 volts on the start solenoid coil
K1 If not check 10 amp fuse F1 If fuse is good
replace control switch
b Check continuity to and through the start solenoid K1
If start lead is open or shorted to ground replace
If solenoid coil is open replace the solenoid and
starter unit
B Generator Set Cranks But Will Not Run
1 Check engine fuel system for fuel Also check system to determine
if air might be leaking into the system
2 Check the fuel solenoid circuit hich consists of the control switch
oil pressure defeat switch high water temperature safety switch
and fuel solenoid Set the control switch to run and the oil pressure
defeat switch to defeat The solenoid should engage If not
check for 12 VDC at the component terminals to determine which is at
fault Replace defective component
3 If fuel solenoid is receiving voltage and checks good with continuity
test but is still not pulling in manually move plunger to determine
if plunger or linkage is bound in any way If so free the binding
part
4 If the start solenoid engages using the procedures in step 2 check
for a short in or around the blocking diode Dl located on the
rear of the control switch Replace diode if found bad
5 If the 10 amp fuse blows upon enrgization of the fuel solenoid
check plunger on solenoid to be sure that it is able to bottom
within the solenoid If not able to bottom readjust position of
solenoid housing until T65
C Engine Cranks Runs Then Stops
Check oil pressure switch and water temperature safety switches The oil
pressure and water temperature switches should remain closed with normal engine
temperature If these switches are defective replace them A direct reading
oil pressure gauge is mounted on the engine and the normal reading should
be approximately 60PSI while the engine is running
D Cranking Battery Goes Dead
1 Insert an ammeter between the battery and cable and the starter terminal from
which the cable was removed CAUTIONDO NOT PUT CRANKING CURRENT THROUGH
AMMETER AS THIS MAY DAMAGE THE METER The ammeter should give an indication
of 15 amps If not the charging regulator is probably defective and should
be replaced
2 Check the fuse in the charge regulator If blown replace
3 Check charge indicator lamp If not lighted check continuity through lamp
Replace if defective If the lamp is good check AC voltage at pin 3 of
nylon plug under AC generator A reading of up to 26 VAC is normal If
the AC voltage is not present the charge winding of the AC generator is
open and must be repaired or replaced
B B
1
I I
I
I I
1 J
L2 SS
Fl S3 Kl
CHARGE
L
1 DEFEAT
I RUN
t t I
I I I I
3 START
0 I OFFI
a j 4 RQlEi J I
20973 LSEE NOTE OTEPANEL
WPD4 WIRING DIAGRAM
ITEM SYMBOL QTY DESCRIPTION
1 Kl 1 Solenoid Fuel
2 S5 1 Switch High water temperature NO
3 S3 1 Switch Water temperature NC
4 S4 1 Switch Oil pressure NO
5 SMl 1 Motor Starter
6 TBl 1 Terminal block 4 term
12 L2 1 Lamp Red 13 Ll 1 Lamp Geen Charging
15 S2 1 Slitch Oil pressure defeat
16 S1 1 Switch Control
17 01 1 Diode
18 1 Regulator Battery charging
18A F2 1 Fuse Charger 10 amp sloblo
20 Fl 1 Fuse 10 amp Recommended wire size for remote panel wiring
015 ft 12 AWG stranded wire
1525 ft 10 AWG stranded wire
REAR V I EW OF REMOTE PANEL
3 4
WIRES TO GEN OUTPUT WI RES
WI NDINGS TO TERMINAL BLOCK
JI PI
JI PI
TI 6 T I
Ei2 AC OUTPUT
O240 VAC
T4 4 4 1
Bjl X I SiS
0 7 II 7 t
L I I J
ROTOR
sHUNT EI
I I LBRUSH5 F12
TOLERANCES
eXCEPT NOTED
J H WESTERBEKE CORP
AVON MA 02322
DECIMAL SCALE
DRAWN AJO
lONe APPROVED BY
FRACTIONAL
TITLE WI RI NG
DIAGRAM yeS
GENERATOR CONTROL
ANGULAR DATE DRAWING NUMBER
lcS78 23418
GENERATOR SETS
GENERATOR OVERHAUL FOR WPD4 AND WPD3 SETS WITH YCB BRUSHES
To inspect the brushes
1 Remove cover plate on end bell
2 Unfasten brush mounting screws Be sure to note which screw matches
the brush assembly as the positive and negative use different screw
sizes
3 Slide brushes out of their holders
4 Replace if worn to 516 inch or less
Use only the replacement brushes specified in the parts catalog as other
brushes may have entirely different electrical Be
sure brushes slide freely in their holders without any binding If
collector rings are rough smooth the ring surfaces with 240 sandpaper
Do not use emery cloth
LOSS OF RESIDUAL Flashing the field
If there is a loss of residual voltage will not build up it may be
necessary to flash the field
1 Remove the bell cover plate
2 Connect a 6 volt lantern battery with two leads
3 Connect a voltmeter across the output load terminals
4 Start unit with no load connected to alternator
5 Momentarily touch positive brush with positive lead of lantern
while grounding the negative lead to generator frame The poitive
brush is on the left side when facing the end bell Remove the
leads as soon as voltage starts to build up
If it is necessary to flash the field frequently the problem is most likely
a defective capacitor
OUTSIDE VIEW OF
ENDBELL
PLATE REMOVED BRUSHES
TOUCH LEAD TO
POSITIVE BRUSH
AND LEAD TO
FRAME HOLD JUST
LONG ENOUGH UNTIL
VOLTAGE STARTS
TO BUILD UP
DIODES 1
6VOLTDRY
CELL BATTERY
FIGURE 6 END BELL INSIDE VIEW
FIGURE 8 FLASHING THE FIELD
ROTOR
ROLLER
GE IHe RA 1 uk
ADAPTER
I HROUGH
STATOR
CONNECTOR HkLJSH
GUIDE
LOCATION
COVEe
DIODE
MOUNTING
capacitors are located in the end bell A defective capacitor will not allow
voltage to build up until the field is flashed If the generator set is running
at a constant speed no fluctuation but voltage rises and falls a capacitor may
also be defective and should be ROTOR WINDINGS
A Winding resistances
Using an accurate ohmmeter touch meter leads to each collector ring
Resistances for a WPD4 should be between 262 and 320 ohms For
a WPD3 they should be between 210 and 256 ohms Readings should be
taken at 680F 20 0C
B Testing for grounds
Connect an ohmmeter from each collector ring to rotor shaft ground If
rotor is servicable there should be O reading on the meter
If either of the above tests do not comply replace the rotor
TETING Fon RESISTANCES TESTING FOR GROUNDS
GENERATOR SET
In the event of a fault necessitating dismantling the generator it is it be returned to the manufacturer or to an authorized service agent becomes
unavoidable proceed as follows
1 Disconnect battery cables
2 Open control box lid select cables entering control box from generator
and disconnect cables at the box carefully marking each cable and
terminal to ensure correct 3 Remove the cover from the end bell
4 Disconnect the leads between the control box and the battery charging
regulator at the regulator terminal
5 Loosen and remove the 2 nuts from the rods extending from the rear mounts
which support the control box At this point you will be able to set the
control box aside without disconnecting any other wiring
6 Place a block of wood under the flywheel housing to support the engine
when generator is removed
7 Unfasten and remove 4 long capscrews lockwashers and nuts that fasten
end bell stator and generator adapter together Pull end bell straight
out from stator while unfastening connector plug between stator and end
bell
NOTE All parts inside of end bell including diodes capacitors bearing wires can be tested at this time Rotor stator and collector rings can
also be thecked or tested at this time without further disassembly
8 Pull stator straight out from alternator being careful not to lay its
weight directly on the rotor
9 Loosen internal allen screw 3 turns while supporting the weight of the
rotor in the palm of the hand strike the allen screw squarely and smartly
with a hammer When loose remove the allen screw and remove the rotor
NOTE Do not strike the rotor or stator with hammer as serious damage may occur
1 Removing and replacing the coupling
a Remove the two screws holding the tapered shaft
b Pull off the shaft
c Remove remaining 2 screws to take off the rubber coupling
d To remove the coupling adapter insert two 3824 screws in the
two threaded holes in the adapter and screw them in evenly to jack
out the adapter
e Replacement of the coupling is the opposite procedure Care must
be taken not to over torque the mounting screws Distortion
of the coupling could result
11 Alternator assembly is reverse of disassembly following the torque
settings below
a Diodes end bell 1215 IN LB
b End Bell to Stator Thru Bolts 4 58 FT LB
c Rotor Thru Stud Nut Allen Screw 1015 FT LB
TESTING STATOR stator wi ndi ngs by connecti ng an accutate ohmmeter between termi na 1s on
stator plug as shown in the illustration A Wheatstone or Kelvin bridge is required
as resistances should be less than 1 ohm the resistance on WPD4 should be between
037 and 047 ohms The resistance on a WPO3 should be between 075 and
096 ohms These values are for 60 Hertz units only
SINGLE PHASE
MEASURE BETWEEN
TIT4 WITH T2T3
JUMPERED TOGETHER
VALUES ARE GIVEN
IN TABLE 2
TESTING STATOR WINDINGS TESTING EXCITER excitor windings by connecting an ohmmeter across Xl and X2 on stator plug
The resistance on WPD4 should be between 129 and 220 ohms On a WPD3 the
reading should be between 154 and 231 ohms These values are for 60 Hertz units
TROUBLESHOOTI NG
NATURE OF TROUBLE CAUSE REMEDY
Low AC output Brushes not making Check brush tension
good contact with and slip rings for out
slip rings ofround condition
Overloaded Remove part of load
OF TROUBLE CAUSE Overheats Windings and parts covered Disassemble alternator
with dirt and oi l and clean
Air intake is restricted Take necessary steps to
or incoming ai r too hot allow for proper cooling
Overloaderl Check load
Noisy Alternator Alternator loose on base Tighten mounting bo lts
Defective bearing Rep 1ace Check Ali gnment
No Voltage Output Brushes worn or not Replace brushes when worn
seating properly to 516
Alternator leads broken Replace broken 1eads or
or loose tighten connection
Open circuit grounded Test with Series test
circuit or short circuit lamp and repair or
replace defective parts
Defective diodess Test and replace
Capacitor defecti ve Repl circuit Slip ring brush shunt Check all slip ring brush
between exciter and broken shunts with an ohmmeter
slip rings and repl ace broken brush
shunts
Slip ring brushes not Replace slip ring brush
contacting the slip spring which may have come
rings off or broken or replace
brushes wilich may have
become worn too much to
contact the slip rings
Insulating film on Clean slip rings with
slip rings stone or fine sandpaper
and blowout dust
DO NOT USE EMERY CLOTH
Revo 1vi ng field windings Ins u1at j 0 n 0 f field Rewi nd or replace with new
shorted coils broken field windings Original short circuit Test with an ohmmeter and
open may have burned a coil if open replace with a new
or connection rotor
AC stator winding Insulation or coils Rewi nd or replace broken assembly
20 WPO3 The generator normally requires little maintenance other than the Schedule operations which whould never be neglected The only are
simple to perform and do not require major disassembly only Partial disassembly and removal of the generator is necessary in order to
make certain engine repairs
The generator is mounted to the engine crankcase through the plate The rotor is directly connected by a stub shaft to the A ball bearing is housed
in the generator frame and supports the out
board slip ring end of the rotor Because of its construction the be removed from the engine as a complete unit It must be following Electrical
should be studied and the remedy carried
out prior to any disassembly to determine what the trouble may be
21 ELECTRICAL TROU3LE SHOOTING OF THE WPO3 GENERATOR
A Generator Set Wont Crank
1 Check battery terminal voltage It should be 120 to 126 volts
normally with a minimum of 115 volts at open circuit If the
voltage drops below 9 volts when the start switch is engaged the battery
is probably run down and should be recharged or replaced
2 Check battery terminal connections both at the battery and generator
3 Put B directly on plus terminal of cranking motor If engine
cranks trouble is then either in starting solenoid contacts or the
starting solenoid coil or the start switch
a Check to see that throwing start switch into the start position
places 12 volts on the start solenoid coil If not replace control
switch
b Check continuity of starting solenoid coil
c Listen to hear if starting solenoid contacts close when voltage
is applied to coil If coil checks open or if contacts do not
close upon application of voltage replace entire starter or start
solenoid
d Check fuse a blown fuse may indicate faulty fuel solenoid
adjustment
B Generator Set Cranks But Will Not Run
1 Be sure engine is getting fuel and system has been bled of air
2 Check to see if fuel solenoid is getting voltage If notcheck oil
pressure override switch if provided and check continuity in
control switch Sl
3 Check to see if fuel solenoid is pulling in when energized If solenoid
pulls in and blows fuse or virates Loosen clamp and adjust position
until vibration just stops If solenoid doesnt pull in check for
continuity of coil If open replace fuel solenoid
4 If fuel solenoid is getting voltage and shows continuity but is not
pulling in move plunger by hand to determine if solenoid is mechanically
bound in any way If so check solenoid mounting bracket A stroke of
more than 34 inch will weaken initial pull force of solenoid and it
will be slow and blow fuses Likewise a spring tension greater than
required to just close the stop lever may cause solenoid to stall
5 Check diode D33 on sets with solenoid but without The diode holds the solenoid on while cranking
C Engine Cranks and Runs Then Stops
1 Check hold coil of fuel solenoid for continuity If open replace
2 Check oil pressure cutout switch and water temperature cutout
switch if this option is provided The oil pressure switch should
close with high oil pressure and the water temperature switch should
be closed at normal engine temperature If these switches are
defective replace them
3 Check oil pressure gauge to be certain that oil pressure is normal
60 psi If oil pressure is abnormal determine
cause or add oil if necessary
D Cranking Jattery Goes Dead
1 After generator is running insert an ammeter between the B binding
post on the generator and the wire going to battery The side
of the ammeter should be on the positive binding post terminal and the
minus side of the ammeter should be on the lead going to the battery
The ammeter hould indicate a charge of approximately 2 amperes up
scale on a good battery open circuit potential voltage of 124 to
126 volts CAUTION Do not put cranking current thru ammeter as this
may blow it out
2 If there is no battery charge check the following components in
oder
a Fuse F1
b Fuse F2
c Relay K1 Coil and Relay K1 contacts
d Diodes 0102 03
e Next check to see if there is an AC output of 115 volts AC at terminal L1 and L2 If not then
trouble is in main generator
3 If there is approximately 115 volts AC present at terminals L1
and L2 then check output of transformer of T1 from terminals
811 This should read approximately 20 volts AC
a If there is no output voltage at the transformer secondary
check the voltage across the primary If there is
primary voltage then the transformer is probably burned
out and should be replaced
b If there is no transformer primary voltage then put a
short circuit aCtOSs triac Q1 being careful not to get
slOcks in the process it is recommended you use a rubber
glove for this operation If placing a short across Q1
produces transformer primary voltage and a resultant battery
charge the Q1 is bad and should be replaced
c If step b does not produce transformer voltage and a charging
current then the trouble is either in R2 C2 or Oiac 04
The Oiac can be checked by placing a short circuit across
it If resultant charging current then the Oiac 04
is bad and should be replaced
d Next Check resistor R2 and capacitor C2 and if defective
replace these units
E Charge Lamp Will Not Go Out When Set Is Running
1 Charging rae may be set too low Adjust resistor R2 to produce
a two ampere charge on a good battery as in 41 above
2 Check Capacitor C4 This can be checked on the 100 or 1000 scale
of an ohmmeter Take the terminal of the ohmmeter to the
terminal of the capacitor similarly with the negative terminals
The resistance of the capacitor should start at practically a
short circuit and uild up slowly to a very high value over
100000 ohms as the capacitor charges up If the capacitor indicates
a short it should be discarded and replaced and if the capacitor
indicates an open circuit no gradual charging effect then it
should be replaced The capacitor may also be tested on a more
complicated capacitance bridge if one is available Be sure to get
the polarity of this capacitor correct as electrolytic capacitors
will sometimes explode if the polarity is reversed
3 Diode Dl may be open which will keep the chargilg lamp and reduce
charge to a mere trickle Check Dl and replace if necessary
4 Charge lamp 11 is a 28 volt lamp type 1920 Make sure this
has not been replaced with a 12 volt lamp as a 12 volt lamp will
not gc out completely in this circuit
F Charge Lamp Will Not Go On When Generator Set Is Stopped But Control
Switch Is In The Run Position
1 Check relay Kl to make sure that its coil is getting voltage and
its normally open contact is closing Clean contacts if necessary
or replace relay if defective
2 Check to see if resistor Rl is open This should have a value
of 50 ohms
3 Check to see if the Diode Dl is shorted
4 Make sure carqing lamp 11 is not burned out
G No 115 Volt AC Gcerator Output Or Intermittant Output
1 CReck field diou2s D5 and D6 to make sure that thej are not open
or shorted Replace if defective
2 Check continuity of both field and rotor windings If these are
open generator will have to be rewound or replaced
3 Check to see if here are any s arts from either rotor or field to
generator case If shorted generator will have to be rewound or
replaced
4 Check to see if brushes are worn
5 Generator may have lost its magnetization from either a bad
overload or a bad mechanical shock Tf the rotor and field diodes
all check OK then flashing thz field may be necessary to rejtore
This can be done while engine is running by applying
from an external source 115 volts AC 60 Hz to terminals L1 an
L2 of the generator for approximately two seconds no longer Be
careful not to get a shock during this operation as some arcing and
sparking will occur when the connection is made and broken The
best procedure is to wire the connections in permanently and then
throw a switch on for two seconds and then throw it off and disconnect
the wires
H Generator Will Carry A Small Load But Engine Bogs Down At Full Load
1 Be certain that fuel solenoid is fully seated and positioned in mount
to give a full 34 inch stroke If fuel solenoid is binding or limited
to a short stroke the fuel shutoff lever may not be opened fully
2 Bleed air from fuel system if necessary
3 Check fuel pump
4 Check lift pump
5 Check for water in fuel
6 Check T77
22 DIODE CHECK
a Place probe of meter on of diode and probe of meter on
end of diode A good diode will give a low resistance reading
b Place probe of meter on end of diode and probe of meter
end of diode A good diode will give a high resistance reading
c If diode is open you will obtain an infinite resistance reading on
meter by testing diode both ways as in b above
d If diode is shorted you will obtain a zero reading or meter by
testing diode both ways as in b above
23 ROTOR AND SHUNT FIELD RESISTANCE TESTS
a Remove the two screws and clips securing generator end cover to
generator frame Remove end cover
b Remove the four brushes from their brush holders
c Test the resistance between slip rings Resistance should read
approximately 01 ohm
d Test each lip ring to armature shaft Test should read open
e Connect lead of ohmmeter to F lead of field and lead of
ohmmeter to F lead of field The F and F leads are labeled and
connected to terminal studs on brush rig assembly Field winding
should read approximately 4S ohms
24 WPD3 GENERATOR OVERHAUL
A Dismantling Generator
In the event of a fault necessitating dismantling the generator it is it be returned to the manufacturer or to an authorized service agent becomes
unavoidable proceed as follows
1 Disconnect battery cable Open control box lid
2 Select cables entering control box from generator and disconnect
cables at control box carefully marking each cable and terminal to
ensure correct 3 Remove the two screws and cover clips securing generator end cover
to generator frame
4 Press down spring clip securing brush in its holder Remove spring
clip and lift brush from holder Repeat for the other 3 brushes
S Examine brushes for freedom of movement in their holders
Brushes found to be cracked chipped or worn below S8 inch
must be When removing generator frame disconnect the spring clips and brush leads
from their terminals and remove brushps from their holders
6 Place a block of wood under flywheel housing to support engine
when generator frame is removed
7 Remove the bolts securing the control box brackets and control
box to the generator fram
8 Remove nut lockwasher and flatwasher from armature through stud
Remove generator blower If armature through stud unscrews from
armature taper stub shaft remove stud
9 Remove the bolts securing the adapter plate to bellhousing and
remove generator frame with adapter plate
B Rebuilding Generator
1 Secure armature through stud to armature taper stub shaft
2 Slide armature on through stud and stub shaft
3 Position and install generator frame with attached adapter plate
over armature and secure adapter plate to bellhousing
4 Press down spring clip securing brush in its holder Remove
spring clip and lift brush from holder Repeat for the other
three brushes
S Install brushes in their holders and secure with spring clip
Press spring of clip on top of brush and press down and in
NOTE Insure brush rides in center of its commutator ring
6 Reconnect each brush lead to its terminals and secure with washer
and nut
7 Reconnect cables from generator to control box terminals
8 Secure control box brackets and control box to generator frame
9 Lift decompression lever and rotate armature by turning armature
blower clockwise checking that during rotation there is no fouling
between armature and pole shoes
10 Replace and secure end cover to generator frame with the two screws and
cover eli ps
11 Reconnect battery cable
WPD3 WI RING DIAGRAM
ITEM SYMBOL QUAT DESCRIPTION
I BPI 2 2 TERMINAL ASSY
3 S I STARTER MOTOR
4 SI I SWITCH CONTROL
5 TBI I TERMINAL BLOCK 7 TERM
6 11 I LAMP CHARGE 24 VOLT
7 DI23 3 DIODE
8 RI I RESISTOR CHARGE BLEED
9 FI F2 2 FUSE 5A
12 TI I TRANSFORMER 120V to
126126V
13 FUSEHOLDER
14 QI TRIAC
15 D4 DIAC
16 R2 REGISTOR VARIABLE
17 C2 CAPACITOR
18 GI GENERATOR
19 TB2 TERMINAL BLOCK 3 TERM 30A
20 C3 CAPACITOR ARC 05 600
WVDC SUPRESSING
21 D5 DIODE
22 D6 DIODE
31 C4 CAPACITOR 250 UF 25WVDC
32 KI RELAY
OPTIONS
23 I PANEL REMOTE CONTROL
24 S2 I SWITCH REMOTE CONTROL
25 S3 t S4 2 SWITCH OP OVERRI DE NO
26 I SOLENOID FUEL
27 I SWI TCH OIL PRESSURE NO
28 I SWITCH WATER TEMPERA TURE
52 OF OIL PRE
DRWG NO 17300
REMOTE
I o OVERRIDE
START 53 1
1 1
II 1 1 J
TI F2
Q 2 9 1 1 II D
TBI r
CDT T II KII
tt rl D5 TB2
BP I II DDI
o REMOTE
6 D3
I r II
h m I iil
i L2
11
D6 1
I I HOLD
1
I COIL
M
I C3
I PULL
41 l RI
o KI
COIL
T
NOT BP2
UPPLIED
WPD3 GENERATOR WIRING DIAGRAM t
1f 18 19
14 j
16 e
15 V
WPD 3 Generator
1 Generator End Cover 10 Armature through Stud Nut
2 Receptacle 11 Ball Bearing
3 Blower Generator 12 Armature Assembly
4 Brush Reg Assembly including brushes
including brushes and springs 13 Armature thru Stud
5 End Bell Cover Clip 14 Collector Ring Brush
6 Generator Frame 15 Strip
7 Pale Shoe 16 Collector Ring Brush Spring
8 Air Outlet Cover 1 7 Rectifier
9 Field Coil Set 18 Taper Stub Shaft
2 coils wired together 19 Engine Flywheel
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 WESTERBEKE
MARINE ENGINE PRODUCTS
SERVICE BULLETIN 20
MODEL ALL ENGINES
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 siezes
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
61569
11967
J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322 USA TELEPHONE 617 5B87700 TELEX 924444 CABLE WESTCORP
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVICE BULLETIN NUMBER 43
MODEL DS and WPD 3 Generator Set
SUBJECT Raw Water Pump Lift Capacity
To protect your engine it is imperative that the water pump be
located no more than 15 inches vertical height from the water
line No more than 24 inches total suction line length
The thru hull fitting for the water intake must be located well
below the water line so pump is not subject to air intake when
boat heels Use 38 inch suction line with no bends
If this type of installation is not practical then use an
auxiliary electric motor driven water pump actuated by an oil
pressure switch to automatically provide water to the water
pump on the generator set An AC pump is available which draws
12 amp Remember that the generator trickle change rate of 2
amps must not be exceeded
I H WESTERBEKE CORp AVON INDUSTRIAL PARK AVON MASS 02322 USA TELEPHONE 617 5B87700 TELEX 924444 CABLE WESTCORP
PN 17254
WESTERBEKE
MAP l I l 1lf I to l 1 l
SERVICE BULLETIN 60
SUBJECT Engine RPM
MODEL os
The OS engine is very sensitive to correct engine operating RPM It
is very important that the engine be wheeled properly to allow it to run
up to 3000 RPM while under load Failure to do this will cause
overloading black smoke poor performance early engine failure and will
void the warranty
Some typical propellers used on the OS engine are
11 x 7 two blade left hand
10 x a two blade left hand
Note the above propeller selection are approximate only and different hulls
may require different sizes
The important issue is to be sure the engine can run at 3000 RPM under
load
873 PIN 15109
Revision
WESTERBEKE
MARINE ENGINE PROOUCTS
SERVICE BULLETIN 61
SUBJECT Removal of Sacrifical PIN 17355
MODEL WPD3 and OS
It has been reported that on some occasions the cylinder head zinc plug
17355 has been removed in install an electrical device This will cause
corrosion in the head and shorten the life of the cylinder head and engine
such action will also void the warranty on those parts affected
If you wish to install and electrical device in the cylinder head do so
by removing part number 17354 as shown on Page 206 of the WPD3 and OS
Parts List PN 12137 dated July 11973
873 PIN 16030
J H WFiTRBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322 USA TELEPHONE 617 887700 TELEX 924444 CABU
WESTERBEKE
MARINE ENGINE PROOUCTS
SERVICE BULLETIN h9
Subject Exhaust system failures
Models All marine generators and marine engines
When engine sea water is fed into an exhaust system so that the full
stream strikes a surface erosion may cause premature failures
Proper design of either a water jacketed or a water injected wet
exhaust system to prevent this problem requires that the sea water
inlet be positioned so that the entering stream of sea water does not
strike a surface directly Also the velocity of the entering sea
water stream should be as low as possible which is achieved by having
inlet fittings as big in diameter as possible
In addition to the above design it is usually advan
tageous to divide the sea water flow at the point of entry to the
exhaust system so that only a portion of it enters the exhaust system
The remainder is normally piped directly over the side The proper
proportion of the sea water flow to pass through the exhaust system
can only be determined by trial and error The goal is to prevent
excessive exhaust temperatures with the least amount of sea water
PN 19149 May 6 1974
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVICE BULLETIN 72
MODELS ALL
SUBJECT BETWEEN MANUFACTURERS OF GAUGES AND SENDERS
In recent years we have purchased gauges and senders from four different
In no case may the gauge of one manufacturer be used with the sender of another
manufacturer In some cases the wiring of either or both the gauge and the
sender varies by Thus it becomes important when ordering a replacement gauge or ordering a
replacement sender to order a matched set or to know conclusively who the
manufacturer is
Ammeters are electrically STEWART WARNER von FARIA NOVOX
2 DIA CASE 2 38 11 01 A CASE 211 DIA CASE 211 DIA CASE
Ammeter 11581 11931 16550 19165
Oil pressure gauge 11544 11914 16548 19166
Oil pressure sender 11542 11916 16551 19167
Water temp gauge 11545 11913 16549 19168
Water temp sender 11543 11915 16552 19169
Adapter ring to in 16023 LAMP 16023 16023
s ta 11 211 di a gauge n and and and
2 38 11 dia panel SB 44 r
AMP S8 44 S8 44
cutout
GND B SND LAMP
SNDB
Wiring diagram LAMP
SNDB
Also see GND
SB 36
52974 PN19190
J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322 USA TELEPHONE 617 588 7700 TELEX 924444 CABLE
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVICE BULLETIN DBl
REISSIJErl October 3 1975
SUBJECT HydroHush Muffler Installation
MnOEL All
OISTR All
The diagram on the reverse side shows a proper installation of the Hydro
Hush stainless steel muffler
Make sure installation is such that water cannot enter enqine at any
anqle of heel or pitch
Muffler remains approximately twentyfive percent full of water after
enqine is shut down with maximum thirtythree inch lift used
Muffler must be installed as close to foreaft centerline of boat as
possible
There must be an unblocked vent to atmosphere at the high point of the
sea watr circuit where it passes above the waterline to break the
vaccuum which would encourage siphoning through the sea water circuit
uoon engine shutdown Such siphoninq would fill the engine with sea
water throuqh its exhaust Pipe the air vent with approximately 316
copoer tubing to discourage water flow through it when the engine is
running If water flows throuqh the air vent when the engine is running
nipe it over the side or into the transon exhaust outlet But be sure
it will drain upon engine shutdown and function properly as a siphon break
by venting the sea water circuit to atmosphere
Use as few riqht anqle fittings as possible If there is any Question as
to hack pressure check your enaine manual
Exhaust line diameters indicated are minimums Refer to engine manual for
specifics reqardina run lenqths and sizes areater than indicated
The installation tins aiven are to be used as a guide only We cannot
be responsible in any way for muffler installation We presume basic
understanding of good marine practice on the part of the installer
CAUTION As the sea water pump fills the exhaust system with su
water during cranking be sure to close the intake seacock
whenever total cranking between engine starts exceeds
approximately 30 seconds Open seacock immediately after
engine starts
I H Wf iTfRfltKE COP AVON INDliSTRIAI PARK AVON MASS 0122 LJ S II TElEPHONE 617 5887700 TELEX 924444 CABLE WESTCORP
PN 19468 10375 Page 12
HYDROHUSH BELOW ENGI NE
AIR VENT
PN13174
AIR VENT
SEE WATER PUtlP EXHAUST
OUTLET
lfil
Ill I
1 IJflr L
I r
7 01A
w llJ7 7 PN 13174
AIR VENT U5T SE INS1ALLED A1 HIGHES1
POINT AND AIIovE WATER LINE
1N EA WATER CIRCUIT TO BREAK VACUUM
o I 0 o
r AFTER ENGI NE SHUT DOWN PREVENTING
SIPHONING OF SEA WATER INTO ENGINE
Drwg 15294 l HYDROHUSH ABOVE ENGI NE
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVICE BULLETIN 82
ISSUED May 7 Battery All
DISTR Owners Distributors Dealers BATTERY
BATTERY AMPERE HOURS VOLTAGE
Vire 7 Horsepower gasoline 4060 12 VDC
DS 5 Horsepower diesel 6090 12 VDC
Pi1ot10 10 Horsepower diesel 90125 12 VDC
Four60 15 Horsepower diesel 90125 12 VDC
Pilot20 20 Horsepower diesel 90125 12 VDC
Four91 25 Horsepower diesel 125150 12 VDC
125 25 Horsepower diesel 125150 12 VDC
Four107 37 Horsepower diesel 125150 12 15 Kilowatt diesel
125150 12 VDC
Four154 53 Horsepower diesel 150170 12 VDC
DS20 20 Kilowatt diesel 150170 12 V D C
Four230 75 Horsepower diesel 170200 12 VDC
115 Horsepower diesel 200 minimum 12 VDC
The ampere hour range shown is minimum There is no real H WESTER8EKE CORP AVON INDUSTRIAL PARK AVON MASS 2322 USA TELEPYONE
tl7 S88 77O TELEX 924444 CABLE WESTCORP
PN 20442 57 75
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVICE BULLETIN 92
ISSUED April 28 1976
SUBJECT Water Temperature and Oil Pressure Gauges
MODELS All
DISTR Distributors Shipments
Given a presumably faulty gauge indication with the instrument panel
energized the first step is to check for 12 VDC between the ig 8 and
neg B terminals of the gauge
Assuming there is 12 volts as required leave the instrument panel energized
and perform the following steps
1 Disconnect the sender wire at the gauge and see if the gauge
reads zero the normal reading for this situation
2 Connect the sender terminal at the gauge to ground and see
if the gauge reads full scale the normal reading for this
s ituati on
If both of the above gague tests are positive the gauge is undoubtedly OK
and the problem lies either with the conductor from the sender to the gauge
or with the sender
If either of the above gauge tests is negative the gauge is probably
defective and should be replaced
Assuming the gauge is OK proceed as follows Check the conductor from the
sender to the sender terminal at the gauge for continuity
Check that the engine block is connected to ground Some starters have
isolated ground terminals and if the battery is connected to the starter
both plus and minus the ground side will not necessarily be connected to
the block
If the sender to gauge conductor is OK and the engine block is grounded
the sender is probably defective and should be replaced
PIN 21616 42876
e c IE PHl KE cORp AVON INDUSTRIAL PARK AVON MASS 02322 USA TELEPHONE 617 588 7700 TELEX 924444 CABLE WESTCORP
SERVICE February 8 1980 BULLETIN NUMBER 105
MODEL OS5 OS7 W7 WPD3 WP04
SUBJECT Cyl inder Head Nut Torque
The torque specification for the cylinder head nuts has been changed
as follows
Old Torque Cylinder Head Nut 20 1b ft 277 kg m
New Torgue Cylinder Head Nut 21 1b ft 291 kg m
Cylinder HeadRocker
Support Nut 24 1b ft 332 kg m
Mark this change in all technical manuals for the above listed
engine models Torque cylinder head nuts cold check valve rocker
clearance after torquing cylinder head nuts and adjust as needed
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 617 5887700
CA8LE WESTCORP AVON TELEX 92 4444
PIN 24606
SERVICE BULLETIN V13
DATE February 8 1980 BULLETIN NUMBER 106
MODEL 055 057 W7
SUBJECT Sea Water Pump Weep Hole
The transmission on the above model engine has mounted on it above
the output shaft a sea water pump which supplies sea water to the engine
or heat exchanger for cooling purposes
When performing daily engine checks owners should pay particular
attention to the weep holes just behind the sea water pump which are visible
on either side of the transmission If there is any indication of sea water
coming out of these weep holes owners must remove the sea water pump and
replace the seal PN 16663 between the pump and the weep holes
Ensure that these weep holes are not obstructed in any way by rust
or scale buildup
Failure to replace the seal when leakage is found at these weep holes
will eventually lead to sea water entering the Note Leakage from these weep holes can also be caused by a
blockage in the sea water flow through the engine or
heat exchanger cooling circuit
Please see diagram on overleaf
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 617 5887700
CA8LE WESTCORP AVON TELEX
i
to I
t r
1J JI
X

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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.