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Westerbeke Diesel W 80 Parts Manual




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TECHNICAL MANUAL
WESTERBEKE
Marine Diesel Engines
MODEL FOUR230 70hp
MODEL SIX346 115hp
Marine Diesel Generators
MODEL WPDS30 30kw
MODEL WPDS45 45kw
Publication Number 13315
Issue Date June 11975
Edition 2
jrv WESTERBEKE
J MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD TAUNTON MA 027807319
TECHNICAL MANUAL
WESTERBEKE
Marine Diesel Engines
MODEL FOUR230 70hp
MODEL SIX346 115hp
Marine Diesel Generators
MODEL WPDS30 30kw
MODEL WPDS45 45kw
Pu bl i cat ion Number 13315
Issue Date June 1 1975
Edition 2
rv WESTERBEKE
J MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD TAUNTON MA 027807319
INTRODUCTION
This manual describes the operation adjustment and maintenance of Model SIX346 and FOUR230 Marine Diesel Engines and is designed
to be a guide for those concerned with the operation and maintenance of these
diesel engines
The diesel engine closely resembles the gasoline engine inasmuch as the mecha
nism is essentially the same Its cylinders are arranged above its closed crank
case its crankshaft is one of the same general type as that of a gasoline engine
it has the same sort of valves camshaft pistons connecting rods and diesel engine does differ from the gasoline engine however in the method of
handling and firing its fuel Carburetor and ignition systems are done away with
and in their place is a single component the Fuel Injection Pump which per
forms the functions of it follows to a great extent that a diesel engine requires the maintenance as that which any intelligent and careful operator
would
give to a gasoline engine The most important factors are proper maintenance of
the fuel lubricating and cooling systems Replacement of fuel and elements at the time periods specified is a must and frequent checking i e water
sediment etc in the fuel system is also important factor is the use of High Detergent diesel lubricating oil
designed specifically for diesel engines and continued use of the same brand o f
lubricating oil is care and attention at the factory have resulted in an engine capable of
many thousands of hours of service What the manufacturer cannot control how
ever is the treatment the product will receive in service This part rests service parts are ordered always give complete description and part
numbers with engine model and number The engine model and number is stamped
on the nameplate affixed to the exhaust manifold
Example
SIX346 Marine Diesel Engine No 57PS 1641 20801
FOUR230 Marine Diesel Engine No 38PS 2
TABLE OF 45
INSTALLA TION DRAWINGS 6
ENGINE DESCRIPTION 78
GENERAL DATA 912
INSTALLA TION 2427
COOLING SYSTEM 2932
FUEL SYSTEM TRANSMISSIONS
REGULATOR POWER CONNECTIONS DIAGRAM 118
MANUAL STARTER DISCONNECT ROTARY SWITCH 119125
ENGINE I N E IDE NT I FICA T ION
INSTALLATION DIM A DIM 8 IOFFSET
1501 16118 i 450 85 cuB 1450
S21 6150 525
I 130
wJm
3CO1 6150 525 210

CONN
1156
1 11 EtIJNE
1 0fc5f r
rLEX
RAPIUS
9I2RL
i 1 MfG CENTERS
B9LTS OB
1 i FO
L A512IRE
T RIV I
DIPSTICK CAN BE
QJ EITHER SIDE
SIX346
RATIO DIM A DIMS OFFSET
1501 5156 450 85
2041 5156 450 130
2521 5187 525 190
3001 5187 525 210
WATER QVLLT
iJP FA
FLEX MOUNTING CENTERS
EQR BOLTS OR LAG SCREwS
1 I
FOUR230
ENGINE DESCRIPTION
fitted to the front of the crankshaft
The Westerbeke Six346 and Six346 engine only to absorb Marine Diesel engines are shaft vibrations A lip type oil seal
direct injection six cylinder four mounted In a onepiece housing seals
stroke units and four cylinder four the rear main units Right hand side or left hand TIMING GEARS AND TIMING CASE
side means the side of the engine as A train of gears is utilized to
seen from the flywheel end drive the camshaft and the fuel injec
tion pump The camshaft drive gear
CYLINDER BLOCK AND CRANKCASE is mounted on the steel camshaft by
The cylinder block and crankcase means of a separate hub and nut An
is a one piece casting employing idler gear transmits the drive wet liners sealed at their the gear on the crankshaft to both the
lower end by synthetic rubber 0 rings camshaft and the fuel injection pump
drive HEAD AND VALVES
PISTONS AND PISTON PINS
The cylinder head carries the
valves valve rocker gear and injec The pistons are attached to the
tors it is completely water jacketed connecting rods by fully floating piston
around the ports and injector sleeves pins and are equipped with three
The air induction manifold and the compression and one scraper ring
exhaust manifold are mounted on The top compression ring on each
opposite sides of the cylinder head piston is chromium inserted to give
greater wear resistance rapid seating
The valves are set vertically in the
and extended head and are operated through
the medium of the rocker gear push
rods and tappets from the camshaft LUBRICATING OIL SUMP
The inlet valves are larger in diame The oil sump is fitted with a
ter than the exhaust valves and are suction tube extension combined with
shrouded to assist air swirl on the dipstick tube from which the may be removed by a suction
LUBRICATING SYSTEM
The camshaft is mounted in the The rotortype oil pump running directly in the driven from the front of the bores with the exception
of shaft is mounted on the front main
the front which runs in a whitemetal bearing cap and incorporates an oil
bearing Camshaft endfloat is con pressure relief valve in the pump
trolled by a thrust plate between the shoulder and the camshaft
Oil is drawn from the sump
timing gear through a strainer to the oil pump
From the pump the oil is through an external oil filter via a
The crankshaft for the Six346 housing attache to the is mounted on seven replace From the outlet side of the filter oil
able main bearings and the Four230 is fed under pressure through the
engine is mounted on five replaceable oil cooler to the main oil gallery
main bearings in the crankcase End Drillings from the main gallery feed
thrust of the crankshaft is taken by oil to the crankshaft main washers on the front main bear and camshaft bearings and a drilling
ing A torsional vibration damper is across the front of the crankcase
ENGINE oil to the idler gear shaft to The atomisers fuel injectors are
lubricate the idler gear bearings An located on the right hand side of the
oil jet screwed into this drilling lubri cylinder head in an accessible the train of timing gears They are retained in the head by
From the crankshaft main bear flanges secured with nuts
ings oil is fed through the crankshaft
to the bigend bearings Oil splash INDUCTION MANIFOLD
from the crankshaft lubricates the The induction manifold is made of
gudgeon pins and cylinder walls diecast aluminum on the right hand
An external pipe feeds oil from side of the cylinder head and an air
the main gallery through drilling in filter is fitted in this manifold
the cylinder head and brackets to the hollow centers EXHAUST MANIFOLD
of the rocker shafts Oil pressure in A water cooled exhaust manifold
the rocker shafts is controlled by a is fitted to the left hand side of the
pressure relief valve fitted on the cylinder head The water is not in
front intermediate rocker bracket direct contact with the exhaust gases
The rocker bearing surfaces are but circulates in an outer jacket by oil from the rocker ing the coolant expansion tank
shafts and oil mist in the provides the necessary valve COOLING SYSTEM
guide lubrication
Two methods of indirect fresh
Discharged oil from the valve water cooling are available and relief valve drains down to customers requirements Fresh
the pushrod tunnels and lubricates water is circulated round the engine
the tappets and cams before returning by a centrifugal type water pump and
to the sump this water is in turn cooled by either a
heat exchanger or keel cooling pipes
FUEL INJECTION SYSTEM
A distributor type fuel injection ELECTRIC SYSTEM
pump is flange mounted on the right Twelve volt electrical side of the cylinder block and is fitted to the by a splined shaft
The 12 volt 55 ampere alternator
An automatic device is incorpo is mounted on the left hand side of the
rated in the fuel injection pump to engine and is belt driven from the
advance or retard the point of fuel front end of the crankshaft Belt according to changes of sion is adjusted by means of an speed
able link and pivot pin
The engine speed is controlled The flange mounted starter motor
by a mechanical type governor incor is fitted on the right hand side of the
porated in the fuel injection pump the engine in accessible control lever being located on
top of the fuel pump together with an
engine fuel stop lever
A fuel lift pump of the and equipped for hand priming is
fitted on the cylinder block on the left
hand side of the engine The pump is
operated by an eccentric from 8
GENERAL DATA
GENERAL DATA
Types Six346 115 HP 2600 rpm
Four230 70 HP 2500 rpm
Bore 3 937 in 100 mm
Stroke 4 724 in 120 mm
Capacity
Six346 345 3 cu in
Four230 231 cu in
Compression ratio
Six346 168 1
Four230 168 1
Torque
Six346 255 lb ft 35 26 kgm 1750 rpm
Four230 174 lb ft 2406 kgm 1400 rpm
Cylinder liner bore diameter 37401 to 37409 in 9500 to 9502 mm
Thickness of liner shims 003 and 005 in 076 and 127 mm
Piston to bore clearance on thrust
face at bottom of skirt 0055 to 007 in 139 to 18 mm
Piston ring groove clearance 0095 to 011 in 24 to 28 mm
Remainder 002 to 004 in 051 to 102 mm
Piston ring fitted gap 014 to 020 in 36 to 51 mm
Remainder 011 to 016 in 279 to 406 mm
Gudgeon pins
Fit in piston 0005 in 013 mm interference to
00025 in 006 mm clearance
Pin to smallend bush clearance 0005 in to 0013 in 013 to 033 mm
Connecting rods
Length between centres 8185 to 8187 in 20790 to 20795 mm
Permissible out of parallel of
big and smallends 0001 in per inch 0001 cm per cm
effective mandrel length
Bigend bearing to crankpin
clearance 0015 to 0030 in 04 to 08 mm
Connecting rod to crankshaft
008 to 012 in 2 to 3 mm
Littleend bush bimetal
wrapped type inner diameter 137525 to 137575 in 34931 to
34944 mm
Crankshaft and main bearings
Journal diameter 32495 to 3250 in 8254 to 8255 mm
Crankpin diameter 26245 to 26250 in 6666 to 6667 mm
Undersizes 015 in 030 in 045 in
381 mm 762 mm 1143 mm
Bearing to crankshaft journal
clearance 002 to 004 in 05 to 10 mm
Rear oil seal cover to oil return
thread clearance 0070 to 0085 in 0178 to 216 mm
all round
End float controlled by thrust
ashers
Four230 006 to 010 in 15 to 25 mm
Six346 006 to 013 in 015 to 33 mm
GENERAL and bearings
Bearing to camshaft clearance
No 1 bush 0015 to 0040 in 038 to 102 mm
Remainder 00275 to 00475 in 0698 to 1206 mm
No 1 bush inner diameter
finished in position 19995 to 20010 in
50787 to 50825 mm
Endfloat controlled by thrust plate 002 to 012 in 051 to 305 mm
Cam lift 261 in 663 mm
Timing gears
Backlash 004 to 006 in 102 to 152 mm
Number of teeth
Crankshaft gear 25
Camshaft gear 50
Fuel injection pump gear 50
Idler gear 58
Idler gear bush inner diameter
finished in position 1125 to 11255 in 28575 to 28 588 mm
Idler gear bush to shaft clearance 001 to 002 in 025 to 051 mm
Thickness of idler gear thrust washer 068 to 070 in 173 to 178 mm
Oil feed jet diameter 062 in 159 head and valve mechanism
Valve timing Six346 with 021 in 53 mm rocker clearance
Four230 with 019 in 48 mm rocker clearance
Inlet valve Opens 212 0 B T D C
Closes 4212 0 A B D C
Exhaust valve Opens 37120 B B D C
Closes 7120 A T D C
Valve seat angle cylinder head and valve 45 0
Valve seat face width 055 to 070 in 140 to 178 mm
Valve stem to guide clearance 001 to 0025 in 025 to 064 mm
Valve stem to rocker clearance
hot or cold 013 in 33 mm
Valve lift 430 in 1092 mm
Valve springs Inner Outer
Free length 18 in 45 72 mm 2 25 in 57015 mm
Fitted length 1594 in 40487 mm 1 875 in
47625 mm
Load to compress to fitted length
valve open 40 lb 18 14 kg 90 lb 4082 kg
Rocker to rocker shaft clearance 001 to 002 in 025 to 051 mm
Rocker spacer sizes
Six346 243 to 250 340 to 343 and
8055 to 8125 in
6017 to 635 864 to 871 and
2046 to 2064 mm
Four230 between each rocker
and bracket 290 to 297 in737 to 753 mm
between each pair of
rockers 8055 to 8125 in 2046 to 2064 mm
Tappet to gUide clearance 0005 to 0023 in 013 to 058 mm
Flywheel and starter ring
To fit starter ring to
flywheel heat to Six346 275 0 C527 0 F
Four230 350 0 C 662 0 F
GENERAL pressure 175 atmospheres 2570 ps 0
Add 5 atmospheres to the opening pressure when setting new injectors or
fitting new springs to allow for settling of the components
Injector securing bolts 144 lb in 1 7 kg m
Oil pump
Driving shaft to pump body clearance 0025 in 063 mm maximum
Endfloat of pump rotors 0020 to 0045 in 051 to 114 mm
Backlash between driving and driven
gears 004 in 102 mm
Pump body to bearing cap shim
thicknesses 002 and 003 in 051 and 076 mm
Number of teeth on driving and
dri ven gears 46
Main oil relief valve
Spring free length 21764 in 57 6 mm
Spring fitted length 2 in 508 mm
Load to compress spring to fitted
length 11 lb 12 oz 533 kg
Rocker gear oil relief valve
Spring free length 34 in 19 mm
Spring fitted length 58 in 159 mm
Load to compress to fitted length 3 oz 85 gm
Diameter of ball 236 in 6 mm
Oil pressure engine hot
Idling speed 10 to 15lbsqin 7 to 105 kgcm 2
Normal running speed 35 to 60 lbsq in 246 to 422 kgcm 2
Oil capacity
Six346 11 5 qts
Four230 8 qts
COOLING SYSTEM
Water pump
Fan hub pump spindle fit 0015 to 0028 in 04 to 07 mm
Impeller to pump spindle fit 0010 to 0023 in 03 to 06 mm
Impeller vane to impeller housing
clearance 010 to 021 in 25 to 53 Opening temperature
Bellows type 77 to 800 C 170 to 176 0 F
Fully open temperature
Bellows type 94 0 C 201 0 F
TORQUE WRENCH head nuts I 200 lb in 13 8 kg m Cold
I 080 lb in pulley nut Four230 3 000 lb in 34 56 kg m
Main bearing bolts Four230 1200 lb in 13 8 kg m
Big end bolts Four230 720 lb in 8 3 kg m
Main bearing studs 600 lb in 70 kg m
GENERAL DATA
Main bearing nuts
Slotted type 1000 lb in 11 5 kg m
Nyloc type 1200 lb in 138 kg rod bolts
700 lb in 8 1 kg m
Exhaust manifold nuts Six346 350 lb in 4 kg m
Four230 600 lb in 6 91 kg m
Valve rocker bracket bolts
516 in diameter 180 lb in 2 1 kg m
38 in diameter 350 lb in 4 kg m
Flywheel bolts I 200 lb in 13 8 kg m
C A V starter motor pinion stop nut 40 to 50 lb ft 5 6 to 7 0 kg m
C A V distributor injection pump
Cam advance screw 400 lb in 4 6 kg m
Transfer pump rotor 65 lb in 75 kg m
RECOMMENDED LUBRICANTS
ENGINE
atit
Above 32 C 90 F
CaIftI
Castrol
Essoftect
MoIIII
Delvac
SIleO
Shell
VaneDus
Filtrate Panther
F1eetol
CIlI30 HDX30 1130 1l0teDa S SAE30 Diesel 30 HDX30
Oil 30 30
32 C 90 F down Castrol Essofteet Delvac Shell Vanellus Filtrate Panther Fleetol
to12 C 10 F CIlI 20 HDX20 1120 Ilotella S SAE20 Diesel 20 HDX20
Oil2O20W 20
12 C 10 F Castrol Essoftect Delvac Shell VaneDus Filtrate Panther Fleetol
down toISO C CIlIIO HDX lOW 1110 1l0teUa S SAE lOW Diesel 10 HDXIO
Oil lOW lOW
BelowISC 0 F Castrol Esso Extra Mobiloil Shell Winter Filtrate Sternol
CIl 5W20 Motor Oil 5W20 Special 5W20 WW
5W20 Motor Oil Multiarade Q53O
or SheD 5WlD
Super Motor
Oil 5W30
In addition to the lubricants listed we approve the UIe of the appropriate multiJrade oil supplied by the above compuiel for the
particular condition prevailinl down to ISO C 0 F Below ISO C 0 F usc a 5W20 oil or the curreat practice of the COUDtry
concemed
TRANSMISSIONS AND VEE DRIVE
Hydraulic Transmissions Automatic Transmission Fluid Type
Vee Drive Heavy Duty Motor Oil SAE30
position but must keep the engine
It is not the purpos e of this section to
within one or two thousandths of an
advise boatyards and engine installers inch of this position at all times It
on the generally well understood and has to withstand the forward push of
well developed procedures for instal the propeller which is applied to the
lation of engines However the follow propeller shaft to the thrust bearing
ing outline of general procedure is in the engine and finally to the because it is valuable in bolts and engine the functions of
each com In fiberglas hulls we recommend that
ponent the reasons why the pre similar wooden stringers as in to be watched and the rela hulls be formed and fitted then
tionship of the installation to the glassed to the hull securely of the engine There are allows hanger bolts to be of the
installation which should firmly in wood thus reducing noise
ha ve a periodic check and of which the and transmitted should have a to ensure good operating The temptation to install the engine on
conditions for the engine and correct a pair of fiberglas angle in servicing the engine should be resisted Such construction
will allow engine vibrations to OF SHIPMENT through to the hull Flexible mounts
require a firm foundation against
The engine is shipped from the factory which to react if they are to do their
mounted upon heavy skids and properly Job
crated Accessory equipment is
shipped in a separate small box RIGGING AND packed with the engine upon arrival the ship The engine is fitted with two lifting
ment should be inspected for possible rings designed so that the engine damage in transit and for be lifted without damage Rope or
any possible shortage in parts and chain slings should be attached to the
rings and the engine lifted by Before accepting any
shipment from the of a tackle attached to this short sling
The lifting rings have been the crate should be opened
to carry the full weight of the engine
and an inspection for concealed
therefore auxiliary slings are not
damage made If either visible or
required or damage is noted require
the delivering agent to sign Received The general rule in moving engines is
in damaged condition This is your to see that all equipment used is
protection against loss Claims for amply strong and firmly fixed in
such damage must be made to the place Move the engine a little at a
carrier not to J H Westerbeke Corp time and see that it is firmly sup
ported Eliminate possibility of acci
FOUNDA TION FOR ENGINE dents by avoiding haste Do not lift
A good engine bed contributes much from the propeller coupling or pry
towards the satisfactory operation of against this with crowbar as you may
the engine The engine bed must be distort the coupling
of rigid construction and neither In some cases it may be necessary to
deflect nor twist when subjected to lift the engine in other than the weight or the position the boat horizontal position It may be that
may have to take under the effects of engine must be lowered endwise
rough seas The bed must not only through a small hatchway which the engine firmly in exact be made larger If the opening is
restricted it is possible to the key be properly fitted both to the
reduce to some extent the outside shaft and the coupling The key such as cooling piping fit the side of the keyway very close
water tank filters mounting lugs ly but should not touch the top of the
etc This accessory equipment should keyway ir the hub of the coupling
be removed by a competent mechanic If it seems difficult to fit the coupling
and special care should be taken to over the shaft the coupling can be
avoid damage to any exposed parts or expanded by heating it in a pail of
the entrance of dirt where openings boiling water The face of the pro
have been made The parts which peller coupling must be exactly per
have been removed should be returned
to position as soon as the restricted pendicular to the center line or axis
of the propeller has been passed
In case it is necessary to hoist the either front end upwards or The type and size of propeller gear end upwards the at
with gear ratio and must be of slings must be done to avoid the possibility of to fit the application based upon boat
tests To utilize the full power of the
damage to the parts on which the engine and to achieve ideal may come It is best if
special rigging work be done by conditions it is desirable to use a
someone experienced and competent propeller which will permit the engine
to reach its full rated speed on full
in the handling of heavy machinery throttle This can be determined only
by actual trials of the pilot model
ENGINE BOLTS
It is recommended that bronze hanger ALIGNMENT OF ENGINE
bolts of appropriate size be used The engine must be properly and
through the engine flexible mounts exactly aligned with the propeller
Lag screws are less preferred because shaft No matter what material is
their hold on the wood is weakened used to build a boat it will be found to
every time they are moved whereas be flexible to some extent and the boat
the lag bolt stays in position and the hull will change its shape to a greater
nuts on top of the lag bolts are used to extent than is usually realized when it
tighten the engine down or are loosened is launched and operated in the water
to permit the engine to be moved The It is therefore very important to check
bolt itself stays in position at all tlmes the engine alignment at frequent inter
as a stud and the bond between the bolt vals and to correct any errors when
and the wood is not weakened by its they may Misalignment between the engine and
PROPELLER COUPLING the propeller shaft is the cause of
troubles which are blamed often on
Each Westerbeke Diesel engine is other causes It will create with a suitable coupling for con bearing wear rapid shaft wear Bnd
necting the propeller shaft to the will in many cases reduce the hfe
engine The coupling is very carefully of the hull by loosening the hull
machined for accurate fit The for fastenings A bent propeller shaft
ward end of the propeller shaft has a will have exactly the same effect and
long straight keyway and any burrs it is therefore necessary that the
should be removed from this end propeller shaft itself be perfectly
The coupling should be a light drive straight
fit on the shaft and the shaft should not
have to be scraped down or filed in One particularly annoying result of
order to get a fit It is important that misalignment may be leakage of
oil through the rear oil service for one to three weeks and if
seal While it is possible for this type necessary the alignment remade It
of leakage to be caused by defective will usually be found that the engine is
parts one should always first check no longer in alignment This is not
that alignment is within the limits because the work was improperly at first but because the boat has taken
some time to take its final shape and
The engine should be moved around on the engine bed and engine stringers
the bed and supported on the screw have probably absorbed some or shims until the two halves of It may even be necessary to realign
the couplings can be brought together at a further using force and so that the
flanges meet evenly all around It is The coupling should always be opened
best not to drill the foundation for the up and the bolts removed whenever bolts until the approximate boat is hauled out or moved from the
alignment has been accurately land to the water The flexibility the boat often puts a very severe
strain on the shaft or the coupling or
N ever attempt a final alignment with both when it is being moved In some
the boat on land The boat should be cases the shaft has actually been bent
in the water and have had an oppor by these to assume its final water form
It is best to do the alignment with the WATER and water tank about half full and
all the usual equipment on board Seacocks and strainers should be of
Take plenty of time in making this the full flow type and of a size at and do not be satisfied with equal to the inlet pipe of the sea
less than perfect results pump see installation drawing The
The alignment is correct when the strainer should be of the type which
shaft can be slipped backwards and may be withdrawn for cleaning while
forward into the counterbore very the vessel is at sea
easily and when a feeler gauge indi Water lines can be either copper tubing
cates that the flanges come exactly or reinforced rubber hose In any case
together at all points The two halves use a section of flexible hose hose that
of the propeller coupling should be will not collapse under suction within 0001 in if possible the hull inlet and engine and the
maximum allowable before it enters the exhaust line so as
tolerance must not exceed 0001 in to take up vibrations and permit the
per inch of coupling O D engine to be moved Slightly when it is
In making the final check for align being realigned All pipe and the engine half coupling should should be of bronze or brass Use
be held in one position and the align sealing compound at all connections to
ment with the propeller coupling prevent air leaks The with the propeller coupling in impeller in the sea raw water pump
each of four positions rotated 90 should never be run dry
degrees between each position This
test will also check whether the pro EXHAUST SYSTEM
peller half coupling is in exact align Exhaust line installations vary con
ment on its shaft Then keeping the siderably and each must be coupling in one position the for the particulCLr job The should be checked
rotating requirements are to provide an outlet
the engine half coupling to full position line with a minimum of 90 degrees from the next one and arranged so that sea water rain
The engine alignment should be re water or condensation cannot get back
checked after the boat has been in into the engine There should be a
fall in the line between mount the tank above the engine level
the exhaust manifold flange and the as the fuel lift pump provided end This slope in the pipe raise the fuel from the tank The
makes it difficult for water to be amount of lift should be kept in very far by a wave and a 6 feet being maximum If a tank is
steep drop followed by a long slope is already installed above engine level it
better than a straight gradual slope can be utilized in this position Great
Avoid any depression or trough to the care should be taken to ensure that the
line which would fill with water and fuel system is correctly installed so
obstruct the flow of exhaust gas Also that airlocks are eliminated and pre
avoid any sharp bends cautions taken against dirt and water
entering the fuel
Brass or copper is not acceptable for
wet exhaust systems as the combina A primary fuel filter of the water col
tion of salt water and diesel exhaust lecting type should be installed between
gas will cause rapid the fuel tank and the fuel lift pump A
Cast iron or wrought iron pipe is recommended type is available for the exhaust line the list of optional extras The main
The exhaust line must be at least as fuel filter is fitted on the engine
large as the engine exhaust manifold between the fuel lift pump and the
flange refer to Installation Drawing injection pump and has a replaceable
element
To insure vibration doesnt transmit
to hull use a flexible section prefer As the fuel lift pump has a capacity in
ably of stainless steel no less than excess of that required by the injection
12 in overall threaded at each end pump the overflow is piped to the fuel
and installed as close to the engine as tank and should be connected to the top
possible This flexible section should of the tank or as near the top as
be installed with no bends and be covered The exhaust pipe
should be properly supported by ELECTRICAL to eliminate any strain on Starter batteries should be situated as
the manifold flange studs Many close to the engine as possible use flexible rubber avoid voltage drop through long hose for the
water cooled sec It is a bad practice to use the starter
tion of the exhaust line because of the batteries for other services in the
ease of installation and flexibility boat unless these are light or very
Provide adequate support for the intermittent In cases where there
rubber hose to prevent sagging are substantial loads from and formation for water radio depth
etc it is essential to have a arrange that water discharge separate system and to provide
into the rubber hose section is behind charging current to this from an
a rlser or sufficiently below the auxiliary generator driven from the
exhaust flange so that water cannot power take off at the front of the
possibly flow back into the engine engine Starter batteries must be of a
type which permit a high rate of
FUEL TANK AND FILTERS discharge Diesel tanks should preferably be of Carefully follow the steel or terne plate reinforced
wire size shown in tlle wiring fiber is also suitable Be cer Fig 1 Plan the installation so the
tain that the interior is gelcoated to battery is close to the engine and use
prevent fibers from contaminating the battery cable sizes as system It is not necessary to
DErAIL
ro START SWITCH
A ETR
T811
12VDC I
SOLRELAV
ALAR
SPARE
8ATTERY
RETURN
I MODEL 6346
I TERINA 5TARTER INTEGRAL ENGAGE ENT 50LENOID
1
8 l9 10
TO12VDC
T822
CASE RETURN CONNECTION
F5 r
CRllop IQP IWT
NI I I iII i
TO SENDERS DC NEATlVE RHJRN
OPGT823 T825
SNQT 2
I ll
1 I lJ I
WTG T824
DETAIL oB
AR VIEW PcAL IA C
ENGINE MODL 4107
WITH TWOTERMINAL
STARTER SEE DETAIL A
ENGINE
NOTES
fOR OTHER ENCOINES NOTE BATTERY fADS
L THIS DRAWIN IS FOR USE ON CONTROL
PANELS USIN FARIA OIL IS WATER COAUGES
1 FOR OISTANa UP TO 8 H USE 12889 FOR PANELS WITH VDO GAUGES
DWG NO 17309 NEGATIVE GROUND 110 FOR OISTANa UP TO 10 H 2SENDRS
501 S02 ARE I WIRE 1I00Y RETURN TVPE
10 FOR DISTANCE UP TO 13 FT
JO FOR DlSTANa UPTO 16 FT 3 SEE MOTOROLA INSTALLATIoN
Fig 1 WIRING AND OPTIONS position and controlled by a Bowdoin
wire or flexible sheathed cable to a
1 PreWiring pushpull knob at pilot station includes the installation and to starter button or key switch and
wiring of the following devices throttle lever connected to a Morse
type lever at pilot station by a regulator starting motor ble sheathed cable Refer below to
starter solenoid instrument senders transmission terminal blocks pressure
and temperature switches separate key Transmission Control The panel electric panel wiring lever on the transmission housing has
harness and engine harness The two three positions with detents cables between engine Forward F Neutral N and
key switch panel and all electric panel Reverse R This control lever may
meet or exceed ABYC Standards be connected to the pilot station by a
Chief advantages of prewiring are flexible sheathed cable and of wiring mistakes and by Morse Type levers The installation
time Morse control lever gives clutch and
throttle control with full throttle
ALL ELECTRIC PANEL range in the neutral position The two
lever Morse control provides clutch
Marine instruments used include control with one lever and water temperature gauge control with the other
and oil pressure gauge The instru
ments are back lighted vented and Any bends in the control cables grounded The instrument be gradual and end sections at
engine
panel should be mounted so that it is and transmission must be from direct contact with mounted After the linkages are com
salt spray pleted check the installation for full
travel making sure that when the
2 Factory Installed Engine Alarm transmission control lever at pilot
System Optional station is in forward neutral and
reverse the control lever on the
This alarm system to indicate the transmission is on its of high water temperature or detent F against stop pin N detent
low oil pressure is designed and and detent R against stop pin on your Westerbeke diesel throttle control lever and stoprun
at the factory It consists of an audi lever on fuel injection pump for full
ble alarm to indicate either failure travel
the alarm being part of the key switch
panel The high water low oil pressure switches are set
for compatibility with the engine The Throttle Control
system is energized by the key
switch at the key switch panel and can
be deenergized by the same key
switch should the operator wish to
turn off the control and stoprun control
The fuel
engine supply
speed to the engine
is controlled by twoand LJI Ir the
small
levers on top of the fuel injection pump
which is mounted on the righthand
side of the engine refer to Fig 2
The recommended practice is to have
the stoprun lever loaded to the run Fig 2 FUEL INJECTION PUMP
OPERATION
FOR STARTING ENGINE AFTER INSTALLATION 20
BLEEDING THE FUEL SYSTEM 20
TO START ENGINE 21
WHEN ENGINE STARTS 21
TO STOP ENGINE 22
OPERATING PRECAUTIONS 22
COLD WEATHER PRECAUTIONS 22
for starting engine The engine is shipped BLEEDING THE FUEL SYSTEM
dry that is with lubricating oil One possible cause of the engine fail
drained from the crankcase and ing to start or erratic engine The following pro eration is that air may have should be checked
methodically the system in which case starting the engine for the first of the system will be Before
bleeding the system first
1 Remove engine lubricating oil insure that there is an adequate supply
filler cap and fill oil sump with diesel of fuel in the tank and that the oil to the highest mark on supply is turned on
the dipstick Select an approved grade 1 Slacken the bleeder screw secur
listed in General Data and continue ing the fuel injectors return pipe to
to use it Do not overfill Replace secondary fuel filterhead cap the priming lever refer to note below
2 Remove transmission breather cap on the fuel lift pump when fuel oil
34 in hex fitting Paragon transmis issues from the bleeder screw free of
sion or filler plug Warner transmis air bubbles tighten bleeder screw
sion and fill housing with fluid Type A to high NOTE If the engine camshaft cam
mark on dipstick Do not overfill driving the fuel lift pump is on maxi
mum lift it will not be possible to
3 Remove expansion tank filler cap obtain a full pumping stroke with the
and fill tank with fresh clean water priming lever and the engine should
and or antifreeze refer to Cold be turned with starter motor one
Weather Precaution to within one complete of top of tank Replace filler
cap Ensure cylinder block drain tap 2 Slacken the air bleed screw on the
and heat exchanger petcocks are side of the fuel injection pump situ
closed ated directly above the pump name
4 Ensure storage battery water plate Operate the lift pump priming
level is at least 38 in above battery lever and when fuel flows free of air
plates and battery is fully charged so bubbles tighten the bleed screw
that it is capable of the extra effort 3 Slacken the air bleed screw on
that may be required on the first back of the fuel injection pump cover
start behind the throttle lever Operate the
5 Fill fuel tank with No 2 clean lift pump priming lever and when fuel
Diesel Fuel Oil No 1 is permissi flows free of air bubbles tighten the
ble but No 2 is preferred because of bleed screw
its higher lubricant content 4 Slacken the union nuts at injector
end of each of the high pressure pipes
NOTE If there is no filter in the
filler of the fuel tank the recom 5 IMPORTANT Position procedure is to pour the fuel sion shift lever in neutral as a funnel with a
fine mesh may start when corrpleting Step 8
wire strainer 6 Ensure fuel STOPRUN pushpull
control is in full run position
6 Open valves in fuel line and bleed
fuel system refer to Bleeding Fuel 7 Advance throttle to maximum open
System position for maximum fuel flow
Turn key switch to START posi WHEN ENGINE STARTS
tion and in sequence when fuel oil 1 Check the Sea Water Flow Look
free of air bubbles issues from each for water at exhaust outlet Do this
injector pipe union tighten each without delay Heat Exchange Cool
union If engine should start during ing System
this procedure immediately move
throttle to idle speed 2 Check Oil Pressure immediately
Normal oil pressure is START ENGINE 10 to 15 psi when idling 35 to 60 psi
1 Position shift lever to neutral at operating speeds
2 Position fuel stoprun control to 3 Recheck Crankcase Oil After the
full run position engine has run for 3 or 4 minutes
subsequent to an oil change or new
3 Advance throttle to maximum installation stop the engine and check
to obtain maximum fuel for easier the crankcase oil level This is
starting important as it may be necessary to
4 Turn key switch to START posi add oil to compensate for the oil that
is required to fill the engine I s internal
tion and hold Release when engine oil passages and oil filter Add oil as
starts See note below necessary Check oil level each day
5 Immediately upon starting posi of throttle to idle setting 4 Recheck Transmission Oil Level
This applies only subsequent to an oil
NOTE Never operate the cranking change or a new In such
motor continuously for more than a case stop the engine after running
15 seconds If engine has not started for several minutes at BOO rpm with
stop cranking for 15 seconds The one shift into forward and one into
engine should start within a few revo reverse then add oil as of the crankshaft if battery is
charged and the engine is receiving 5 Check temperature gauge Nor
fuel mal operating temperature is below
The cranking motor turning over fast 190 o F
indicates the battery is charged If a 6 Recheck expansion tank water
battery is charged and engine doesnt level This applies after check fuel system as follows system has been drained and refilled
Stop engine after engine has reached
a Ensure the fuel valve between operating temperature of 170 to IBO o F
tank and engine is open add water and or antifreeze as re
b Ensure the stoprun and quired to within one inch of top of
throttle control levers on the injection tank
pump are in their full run positions
c Check for leaks in fuel lines WARNING The system is pressurized
when overheated and the pressure must
and at gaskets of fuel filters be released gradually if the filler cap
d Determine if fuel is reaching is to be removed It is advisable to
injectors refer to Bleeding Fuel protect the hands against Steps 4 to B If fuel oil stearn and turn the cap slowly issue from union
nuts at clockwise until ihe resistance of bleed complete system safety stops is felt Leave the cap in
position until all pressure is re 4 Do not run engine at high rpm
leased Press the cap downwards without clutch the spring to clear the safety
stops and continue turning until it can 5 Never Race a Cold Engine as
be lifted off internal damage can occur due to lack
of proper oil WarmUp Instructions As soon 6 Keep the engine and possible engage the forward clutch clean
and run the engine at reduced speed of 7 Keep the Fuel Clean Handle it
BOO to 900 rpms until oil pressure with extreme care because water and
gauge indicates approximately 35 to dirt in fuel cause more trouble and
50 psi and water temperature gauge service interruptions than any 170 to IBOoF Warming up factor
with clutch in neutral takes an long time B Do not allow fuel to run low
B Avoid prolonged idling because fuel intake may be uncovered
long enough to allow air to enter the
9 Reverse Operation Always fuel system resulting in engine
reduce engine to idle speed when shift stoppage
ing gears However when the trans 9 Do not be alarmed if sion is engaged it will carry full gauges show a high reading following a
engine load sudden stop after engine has been
operating under load This is caused
TO STOP ENGINE by the release of residual heat from
1 Move throttle lever to idle position the heavy metal masses near the com
bustion chamber Prevention for this
2 Position shift lever to neutral is to run engine at idle for a short
period before stopping it High tem
NarE Idle engine for a few minutes to perature reading after a stop does not
dissipate heat gradually before shut necessarily signal alarm against re
down starting If there is no functional
3 Position fuel pushpull stoprun difficulty temperature will to stop Control in stop posi return to normal when engine is
tion functions by stopping fuel flow to injectors
COLD WEATHER Key switch panel with switch depress push button 1 Precautions against damage by
freezing should be taken if the engine
and hold until engine stops is to be left exposed to inclement
weather by adding an antifreeze of
4 Turn key switch to OFF position reputable make and incorporating a
suitable corrosion inhibitor As PRECAUTIONS engines are equipped with high tem
1 Never run engine for extended perature thermostats a when excessive overheating type antifreeze with an as extensive
internal damage Glycol Base should be used Do not
can be caused use alcohol solutions
2 DoNot Put Cold Water in an over 2 Draining Cooling System Remove
heated engine It can crack cylinder pressure cap from expansion tank and
head block or manifold open the drain tap turn counter
clockwise on righthand side of
3 Keep intake silencer free from cylinder block next to etc housing
OPERATION Filling Cooling System Deter
mine capacity of cooling system NOTE The strength of the keel pipes if installed and solution must be maintained by topping
fill cooling system with the correct off with antifreeze if necessary use
amount of antifreeze and water for the tester when in of protection required to
within one inch from the top of the 4 Fuel filters must be checked more
tank Ensure drain tap is closed often particularly the primary filter
Start engine to circulate antifreeze to remove all the moisture and conden
and when temperature gauge indicates sation separated from the fuel other
normal operating temperature stop wise this may freeze and stop the fuel
engine and add coolant as necessary flow
MAINTENANCE
CHECKOVER ATTENTIONS 24
FILTER MAINTENANCE OF LAID UP ENGINE 26
PREPARING THE ENGINE FOR RETURN TO SERVICE 27
CHECKOVER Every 100 Hours
After a customer has taken delivery of ReneN sump lubricating oil and
his engine it is advisable in his own lubricating oil filter Refer to that a general checkover of Maintenance Lubricating Oil
Filter
the engine be carried out after the Clean air intake filter
first 25 to 50 hours in service Check alternator belt tension
This checkover should comprise the Clean fuel filter water trap
Clean battery terminals and points
protective coating to terminal and con
1 Renew sump lubricating oil and oil filter Refer to Filter Check level of electrolyte Oil Filter battery
2 If necessary adjust slow running
Every 300 Hours or Once a Renew final fuel filter
3 Check external nuts for tightness
Renew transmission Check cylinder head nuts are to fluid Remove breather cap 34 in
the correct torque and check valve hex fitting Ins ert pump hose breather fitting opening and
pump fluid
5 Check for fuel and lubricating oil out of housing into a waste and rectify if necessary Fill housing with Automatic
Transmis
sion fluid Type A to high mark on
6 Check cooling system water level dipstick Do not overfill
and inspect system for leaks
7 Check alternator belt tension NOTE Warner Transmission has
filler plug
8 Carry out test to check of engine FILTER Check engine mounting bolts for Air
The time period for cleaning the air
10 Check all electrical connections filter depends on operating wiring for tightness and chafing therefore under dirty
conditions the
time period of 100 hours Check engine alignment to pro
peller shaft coupling for cleaning should be decreased The
correct maintenance of the air maintenance periods should will greatly assist in reducing bore
be in accordance with those given wear thereby extending the life of the
under 11 Periodical Attentions 11 engine
To clean the air filter proceed as
PERIODICAL ATTENTIONS
follows
KEEP ENGINE CLEAN 1 Unscrew the thumb screw the air filter to its manifold
and re
move filter
Check sea water strainer
Check cooling system water level 2 The element may be cleaned by
Check oil level in sump blowing compressed air from the in
Check oil level in transmission side to the outside Do not attempt to
Check fuel level in fuel tank clean the element by any other means
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
dirtl replace element
Fuel Oil Filters
It is essential to use clean diesel fuel
oil free from water or clean fuel oil is usedl no
trouble should be experienced with the
fuel system 9
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 10
be taken out every 500 hours l cleaned l
washed in fuel o ill and If there is no filter in the of the fuel tank the fuel should
be poured through a fine or a piece of chamois
Fig 3
2 A primary fuel filter of the or separating type should be Main fuel filter between the fuel tank and the I
Centre bolt 7 Sealing ring
fuel lift pump The filter should be 2 Washer 8 0 ring
3 Filter head 9 and cleaned every 100 hours 4 Sealing plug 10 Sealing ring
A recommended type is available from 5 Copper washer 11 Filter 6 Nonreturn
valve
3 The secondary fuel filter Fig 3
is mounted to a bracket on the front Lubricating Oil Filter
right side of the engine It is an ele
ment type filter and must be replaced The importance of clean lubricating oil
every 300 hours lJnless the condition cannot be stressed too highly If the
of the fuel warrants more regular time period specified 100 hours To remove filter element l replacement of the spinontype as
follows element and the use of the same brand
of oil is used during oil changes l a
a Unscrew the center bolt on top very long life can be obtained from the
of the filter head and detach the base engine The spinontype filter is
and filter element Discard element secured to its filter head on the left
b Remove the sealing ring from hand side of the cylinder block To
filter base and the sealing ring and replace filter l proceed as follows
0 ring from filter head 1 Run engine until oil is hot
c Wash base of filter in clean 2 Remove dipstickl and with the aid
kerosene of the hoses and flllmp suppUed l fit the
d Install new filter element l 38 in I D hose over the rings and a ring in reve rs e tube and pump the oil from sump into
order above
a waste Place a drip pan under filter or a
Fill Sump Fill sump with bag completely over filter detergent diesel lubricating oil to the
canister and turn spin on filter high mark on dipstick Do not to remove Discard fill Refer to Recommended
cants and always use the same brand
of oil
4 To replace filter coat the gasket
on the filter with oil Place the filter Sump Capacity Six346 11 5 Qts
in position and hand tighten filter until Four230 80 Qts
the gasket contacts the filter head Fill Transmission Fill housing with
then advance onehalf turn Automatic Transmission Fluid Type
5 Fill sump with the pproved A to high mark on dipstick Do Oil being used to high on dipstick Do not overfill Drain
Cooling System Remove pres
Oil Capacity Six346 11 5 Qts sure cap from expansion tank and
Four230 80 Qts open drain tap turn on right hand side of cylinder block
6 Start engine run until normal next to flywheel temperature is that filter joint is tight Shut Filling Cooling System down and add oil
as required the capacity of cooling system includ
ing keel pipes if inltalled and fill
PRESERVATION OF LAID UP ENGINE system with the correct amount of
antifreeze and water for the degree
When a craft which is powered by a of protection required to within one
diesel engine is to be laid up for inch from top of tank Ensure drain
several months it is advisable that tap is closed
some measure of protection be
afforded the engine to ensure that it Remove the hex screw plug from side
suffers no ill effects during storage of heat exchanger and determine if
zinc rod in the plug needs before hauling laying up top off The zinc rod takes care of anyelec
the fuel tank completely so that no trolysis in the salt water system and
air space remains thereby preventing should be checked every three months
water formation or condensation Replace plug with new rod if engine and run until normal oper
ating temperature is reached shut NOTE All threaded screw down must have sealing compound on threads
when replaced to prevent dipstick and with the aid of
the hoses and pump supplied fit the Start Engine Run engine until normal
38 in 1 D hose over the dipstick operating temperature is reached to
tube and pump the oil from the sump ensure proper mixing of and circula
into a waste container tion of antifreeze During this pro
Remove breather cap 34 in fitting cedure exercise transmission in
Insert pump hose through breather forward and reverse several cycles
below 800 rpm to ensure that the new
fitting opening to bottom of housing transmission fluid is properly circu
and pump the oil out of the transmis lated Also check new lube oil filter
sion Warner gear has a filler plug mating surface for and Replace Lubricating Oil After shutdown check oil level in sump
Filter Place a drippan under filter add lube oil if required to high mark on
and turn filter to dipstick Check lubricating fluid in
remove Hand tighten filter until the transmission add fluid if required to
gasket contacts the adapter face then high mark on dipstick Check level of
advance filter onehalf turn
solution in expansion tank 4 Connect batteries fully charged
add antifreeze solution if required to into one inch from top of 5 Open valves in fuel line
To ensure that any sea water left in the 6 Bleed fuel system refer to
sea water cooling will not freeze an Operation Bleeding Fuel solution should be run
through the system and expelled at the
exhaust pipe outlet as follows Close
input throughhull fitting hose from the seacock at
its next connection Attach and secure
a separate length of hose to this con
nection the same I D as hose removed
with its other end in a container of
50 percent antifreeze and two gallons Start
engine Immediately check for flow solution at exhaust end of hose in container is uncovered stop hose from connection and re
connect and secure original hose
Drain exhaust pipe by removing drain
plug if installed at the water Replace drain plug
Remove air filter Clean air refer to Filter Maintenance
Carefully seal air intake opening with
a waterproof adhesive tape or some
other suitable medium
Seal the exhaust outlet at and clean all fuel all batteries and store fully
charged in a cool location the battery the battery termi
nals and cable connectors should be
treated to prevent corrosion every 30 days when in storage
If winterization is performed by owner
notify yacht yard that engine is winter
ized and should not be THE ENGINE FOR
RETURN TO SERVICE
1 Clean external parts of the engine
2 Remove adhesive tape from air
intake and install air filter
3 Remove adhesive tape from ex
haust outlet
COOLING SYSTEM
COOLING SYSTEM
Page
GENERAL 29
HEAT EXCHANGER 29
KEEL PIPES 29
DRAIN COOLING SYSTEM 29
FRESH WATER PUMP 29
To Remove Pump 29
To Dismantle 30
To View and Overhaul 30
To Reassemble 30
To Install 30
THERMOSTAT 30
To Remove 30
To View and Overhaul 30
To Install 30
ALTERNATOR V BELT ADJUSTMENT 31
SEA WATER PUMP 31
To Remove Pump 31
To Dismantle CONTROL 32
COOLING SYSTEM TEST 32
COOLING SYSTEM
COOLING SYSTEM
1 General 3 Keel Pipes
The Westerbeke Six346 and Four230 When keel pipes are used which is a
Marine diesel engines are equipped simplified version of the heat ex
with a fresh water closed circuit changer system described above the
cooling system With this system a fresh water closed system circuit is
heat exchanger or keel pipes are uti drawn from the keel pipes through the
lized to cool the fresh water after it dual oil cooler movement being assis
has circulated round the water jackets ted by a centrifugal type water pump
where it is circulated around the
2 Heat Exchanger cylinder liners and cylinder head water
jacket to the combination expansion
Transfer of heat from the fresh water
closed system circuit to the sea tank and exhaust manifold and finally
returns to the keel pipes that are
water is accomplished by a heat ex
changer similar to an automobile cooled by the sea water outside the
radiator it differs because salt raw hull
water not air cools the water Heat rejected in combus 4 Drain Cooling System
tion as well as heat developed by fric To drain fresh water cooling system
tion is absorbed by the fresh water remove expansion tank filler cap and
which flows from the expansion tank open drain tap turn the heat exchanger where it is on right hand side of cylinder block
cooled and discharged into the engine next to flywheel housing and fresh
block and cylinder head by means of a water drain tap on heat fresh water pump Open Two drain taps are installed on bottom
ings in the water jacket around the of the exchanger the forward tap for
cylinder bores connect with corre raw water and the center tap for openings in the cylinder head
water
where the fresh water then passes out
through the thermostat into the expan
5 Fresh Water Pump
sion tank and the circuit repeats
The water is circulated by a centrifu
The engine is indirectly cooled by the
gal pump which is mounted on the fastflowing stream of
of the cylinder block and driven by a
raw water which absorbs the heat from
V belt from the fresh water via the heat raw water is picked up from the
To Re move Pump
sea by a powerful neoprene impeller
sea water pump and after passing Loosen the set bolt securing the the dual oil cooler engine and nator to its mounting bracket sion and
through the heat the alternator adjustment strap is discharged overboard and swing alternator toward the cylin
The dual oil cooler above conducts der block to release tension of the belt
heat away from the bearings and other Remove the belt Remove the surfaces by the flow of nuts securing the water pump body oil which is
circulated by the impeller housin and withdraw the
oil pressure pumps and cooled by the water pump noting the pump body to
flow of raw water through the tubes of impeller housing gasket
the cooler
COOLING the inlet and bypass hoses
from the impeller housings Unscrew
the six bolts and remove the and its joint washer from the
cylinder block
To Dismantle
a Withdraw the pulley hub from the
water pump spindle using an Extract the bearing retaining clip
through the hole in the top of the pump
body and drive the spindle and bear
ing assembly rearwards out of the
body
c Withdraw the impeller from the
spindle using an extractor and re Fig 4
move the water seal
Water pump assembly dimensions
To view and overhaul 731 to 738 in 1857 to 1874 mm
B 3670 to 3700 in 9322 to 9400 mm
a Check the spindle and bearing as c 010 to 021 in 25 to 53 mm
sembly for wear and ensure that the
bearing seals are in good condition
b Check that the interference of the 6 hub and the impeller on the A thermostat is installed in the
spindle has not been thermostat housing mounted on tront of the cylinder head above the
c Inspect the water seal for damage fresh water pump The wear impedes the circulation of the fresh
water into the expansion tank until it
To Reassemble has reached a predetermined tempera
ture in the cylinder block and so is a reversal of the pro vides a more rapid warming up of the
cedure To Dismantle noting the Normal operating temperature is
a Ensure that the hole in the bearing 170 to 190 0 F 77 to 870 C
coincides with the lubricating hole in
the pump body To Remove
b Assemble the pulley hub and the a Drain the cooling to the dimensions given in
Figure 4 b Disconnect the outlet hose from
the outlet pipe
To Install c Release the two set bolts and
Reverse the procedure To Remove remove the outlet pipe from the drive belt so that it can thermostat housing
be pressed in one in 254 mm at d Lift out the thermostat from its
the center of its vertical run housing
COOLING SYSTEM
To View and Overhaul
a Test the thermostat by immersing
it in water and heat up checking The thermostat val ve
should start to open between 1 70 and
176 0 F 77 and BOOC and be fully open
at 201 0 F 94 0 C If the valve does not
open between the given it sticks in the fully open position
the thermostat should be renewed
No attempt should be made to repair
the Clean the joint face of the water
outlet pipe and thermostat housing
To Install
The installation of the thermostat is a
reversal of the procedure To
Remove Fit a new joint the thermostat housing and
the water outlet pipe
Fig 5
7 Alternator V Belt Adjustment
Fan belt purpose of the following adjust
ment is to maintain the performance B Sea Water Pump
of the alternator and fresh water pump
at their maximum and consists of The sea water pump contains a neo
moving the alternator in relation to prene impeller and is mounted on the
the cylinder block to adjust the ten timing gear case cover and is driven
sion of the belt Proceed as detailed by the timing gear train The pump is
below Other specific performance should be diagnosed by referring
to FAULT DIAGNOSIS To Remove Pump
a Referring to Fig 5 slacken the Remove set screw on underside of
alternator securing bolt A Support pump and drain
the alternator with one hand and Uncouple inlet and outlet hose con
release the set bolt B and nut C nections
b Using a hard hand pressure press Unscrew the four capscrews and lift
on the alternator sufficiently to swing pump away from timing gear case
it away from the side of the cylinder cover
block thereby taking up any slackness
in the belt Remove gasket between pump and gear
case cover
c The belt should be adjusted so that
when securing bolts are finally locked Replace pump by reversing the above
up the long run of the belt can be procedure Use new gasket in 1 inch 25 mm at the pump and gear case cover Use seal
center by normal thumb pressure ing compound when replacing drain set
screw
NOTE It is important that the fan belt
is always run taut as any slackness NOTE The sea water system must be
will cause slip and rapid wear of the completely free of air leaks Refer to
belt Cooling System Check
COOLING SYSTEM
To Dismantle 10 Cooling System Test
Remove cover and cover gasket The fresh and raw salt water systems
must be completely free of air leaks
Remove impeller from pump shaft by Air in the system will reduce pump
means of suitable pliers Drive key lubrication and shorten the sea water
need not be removed pump neoprene impeller life
Remove the large retainer ring from To check the raw water system for
dri ve end of pump leaks disconnect the outlet water hose
A suitable press may be used to drive from the pump and insert it in a bucket
the shaft seal and seat out the im of water Run the engine and watch for
peller end of pump air bubbles in the discharge Any
bubbles indicate an air leak in the raw
Remove the retainer ring and bearing water cooling system which can damage
from inside pump body the pump impeller rubber exhaust line
Clean inspect and replace any parts or a neoprene rubber muffler if
that show damage or wear the procedure above coating NOTE Do not run engine for more
impeller with a thin coat of glycerine than one minute
or a good grade of water pump cover with new pump to timing gear cover by
reversing the procedure To Remove
9 Electrolysis on the left rearside of the is a zinc electrode which
detects stray electrical currents from faulty ground connec
tions and corroded terminals in other
parts of the electrical circuits should be checked at least
once a month and if it all terminals and ground con
nections should be cleaned by scraping
or sandpapering and life of the electrode in salt
water should be at least 3 months
FUEL SYSTEM
FUEL INJECTION SYSTEM
The principal components of the equipment for Fuel the fuel oil to the engine cylinders
The fuel pump is an instrument of as follows
Its working parts are made to extremely fine
Fuel Filters limits and mishandling in any shape or form
Fuel lift Pump or the entry of the smallest particle of dirt inta
Fuel Pump its working parts may damage it and diminish
Injection nozzles its accuracy of operation Hence the fuel lift pump lifts the fuel from the tank to of making sure
that the fuel is thoroughly filtered
the fuel pump which conveys it in measured before the pump is and at appropriate intervals to the When requesting information
regarding the nozzles pump the type and number should be quoted
This can be obtained from a plate fitted to the
In the fuel system the norma I course of the fuel pump gallery above the inspection plate
from the tank to the engine is firstta the Primary
fuel oil filter then the Secondary fuel oil filter
and finally the fuel injection pump and Where service is required the matter should be
referred to the fuel pump agents
Two conditions are essential for because the fuel oil ignites by heat of Ini ection it must be clean free from sus
Injection nozzles and holders are attached to the
pended dirt sand and other foreign matter cylinder head with a twobolt flange and two hex
head that the fuel reaches the fuel pump in a
perfectly clean state The connection between the nozzle holder and
cylinder head is made with a special copper
Fuel should be filtered before entering the tank washer between the lower face of the nozzle cap
nut and the recess in the cylinder head
Given these conditions ninety per cent at least
of potential engine troubles would be eliminated When putting the nozzle holders in place in therefore should be earnestly direc
cylinder head care should be taken that only this
ted towards the section of this handbook which type of copper washer is used The recess in
refers to the care and upkeep of the filtering the cylinder head the faces of the copper and
the corresponding face of the nozzle cap
should be perfectly clean if a leakproof jOint
is to resu It
The Fuel Lift Pump
The lift pump is of the diaphragm type It is It is always advisable to fit a new copper washer
fitted to the tappet inspection cover on the off when the nozzle holder is replaced after having
side of the engine and is driven by a cam on the been removed for any camshaft
A hand primer is fitted for use if the supply of Make sure the old washer has been removed
fuel from the tank has at any time failed from the cylinder head or nozzle holder
To use this primer pump by hand until pipes
lift pump filters and fuel pump are full of fuel The j oint washer should be an easy but not
oil loose fit for the injection nozzle and it is because
this is such an Important feature that only wash
ers especially made for the puspose should be Trouble in Service
used and none other Under no conditions should
an ordinary spark plug type washer be used The first symptoms of injector nozzle trouble
usually fall in one or more of the follOWing
The nozzle holders can now be fitted in place tighten ing down it should be the nozzle holder is correctly placed and I the fuel
pipes can be fitted without bending 2 Knocking in one or more 3 Engine overheating
4 loss of power
Fuel Pipes 5 Smoky exhaust black
No two of the pressure pipes from the fuel 6 Increased fuel to the injection nozzles are alike Keep Often the particular nozzle
or nozzles causing
this in mind when replacing trouble may be determined by releasing the
Place in position the pipe to the fuel pump and pipe union nut on each nozzle in turn with the
injection nozzle unions to check that the pipe fits engine running at approximately 1000 at both ends Do notfitone end and then This will
prevent fuel being pumped through the
bend the pipe to square it with the other union nozzle to the engine cylinder thereby altering
the engine revolutions If after slackening a
When fitfing the pipe tighten the unions alter pipe union nut the engine revolutions a little at a time first one end and constant this
denotes a faulty nozzle
then the other
The complete unit should then be withdrawn
If the pipe is square to the unions at each end from the cylinder head and turned round nozzle
as described above no force will be needed to outwards on its pipe and the unions a good joint No force should be used
After slackening the unions of the other changing an injection nozzle always re pipes to avoid the possibility of the engine
move the pipe entirely Never take off only one starting the engine should be turned until the
end leaving the other tight Never bend the
pipe nozzle sprays into the air when it will be seen
at once if the spray is in order If the spray is
unduly wet or streaky or obviously to one
side or the injection nozzle dribbles then complete unit should be replaced See Fig I nozles
should be taken out for exami The faulty unit then being securely wrapped in
nation at regular intervals How long this inter clean greaseproof paper or rag with the protec
val should be is difficult to advise because of tion cap on the nozzle for attention on the main
the different conditions under which the engine tenance bench
operates
Great care should be taken to prevent the hand
When combustion conditions in the engine are from getting into contact with the spray as the
good and the fuel tank and filtering system are working pressure will cause the oil to in first class order it is often suffi the skin with
ease
cient if the nozzles are tested twice yearly or
every 1000 should not be removed for a nozzle tester is available or spare
nozzles are on hand for the cooling system maintained in and absolutely clean fuel are used
the less attention the nozzles will need and
so their effiCient life In this connection since
there is no other item of the equipment upon
which the performance of the engine depends
so much it pays the user to see that the engine
never runs with any of the nozzles out of order Fig 110Nozzle Spray Paltern
FUEL SYSTEM
4 sucking noise should be heard
In a similar manner seal the delivery side of the pump
marked OUT and press the rocker arm inwards to
charge the pum ling chamber with air If the pump is in
good condition the air in the pumping chamber should be
held under compression for two or three seconds Finally
repeat this test but immediately the pumping chamber
is charged with air immerse the pump in a bath of clean
paraffin and inspect the diaphragm clamping flanges for
signs of air leakage
Lubricate the rocker arm and the rocker arm pin with
clean engine oil and after replacing the pump bleed the
fuel system
Section Da3
Fig Dal DISMANTLING AND REASSEMBLING
Fuel lift pump components THE FUEL LIFT PUMP
I Delivery valve 9 Pivot pin Scribe a mark across the pump body joint flanges for
2 Filter gauze 10 Link guidance when 3 Sediment chamber U Punrod
4 Inlet valve 12 Hand priming lever Remove the set bolt detach the dome cover and its
S Inlet port 13 Diaphragm spring sealing ring and lift off the filter gauze
6 Rocker arm spring 14 Diaphragm
7 Rocker arm IS Outlet port Unscrew the set screws and separate the two halves of
8 Camshaft eccentric the pump body
Remove the two screws and withdraw the retaining
plate inlet and outlet valves and valve gasket from the
Section DaI upper half of the pump body
Press the diaphragm downwards and turn it clockwise
DESCRIPTION OF THE FUEL LIFT PUMP through an angle of 90 to release the diaphragm pullrod
The fuel lift pump is mounted on the crankcase and from the connecting link Withdraw the diaphragm and
is operated by an eccentric on the engine camshaft A its return spring from the lower half of the pump body
hand priming lever permits pumping a supply of fuel for Remove the rocker arm pin retaining clips and with
testing purposes
When the lift pump output is greater than the fuel in
jection pump requirements the fuel in the pumping cham
ber holds the diaphragm against the pressure of the
diaphragm spring and the connecting link allows an
idling movement of the rocker arm A spring maintains
the contact between the rocker arm and the eccentric Da2
REMOVING AND REPLACING THE
FUEL LIFT PUMP
Disconnect the two fuel pipes from the body of the
pump unscrew the two set bolts securing the pump to the
crankcase and withdraw the pump and its joint washer
Before replacing the pump which is a reversal of the
foregoing procedure the pump should be tested In the
absence of special test equipment the pump may be tested
as follows
Immerse the pump in a bath of clean paraffin and flush Fig Da2
it through by operating the rocker arm six to eight times Diaphragm assembly and empty the pump seal the suction side of the
I Pump mounting flange
pump placing a finger firmly over the inlet union marked Initial position of diaphragm and operate the rocker arm several times Upon
tab
3 Final position of diaphragm of the finger from the inlet union a distinct tab
FUEL SYSTEM
Section Da4
DESCRIPTION OF THE MAIN FUEL FILTER
The main fuel filter is of the crossflow type employing
a resin impregnated paper as the filtration medium
The main parts of the unit are a diecast head and a
lower plate assembly clamped between which is a metal
canister containing the filter element
An 0 ring located in an annular groove in the centre
boss of the filter head seals the dirty side of the filter from
its clean side
The air bleed point which is on the clean side of the
filter is connected to the fuel injector leakoff pipe and
provides continuous airbleeding of the filter during oper
ation
Section Da5
11 REMOVING AND REPLACING THE MAIN
FUEL FILTER
Disconnect the fuel pipe and leakoff connections from
Main fuelilter the filter head
1 Centre bolt 7 Sealing ring Remove the two bolts and nuts securing the filter to its
2 Washer S 0 rinI bracket and withdraw it from the engine
3 Filter head 9 E1el1lCDt The installation of the fuel filter is a reversal of the
4 Sealing plug 10 SeaIiDa ring
S Copper washer II Filter base removal procedure
6 Nonreturn valve Bleed the fuel system
draw the pin to rlease the rocker arm distance and connecting link Section Da6
Detach the spring from the priming levr
Reassembly is a reversal of the foregoing procedure DISMANTLING AND REASSEMBLING THE
noting the following MAIN FUEL FILTER
I Ensure that the diaphragm and pump mounting Unscrew the bolt from the centre of the head casting
flanges are true They may be lapped to restore and detach the bottom plate from the filter
their flatness Remove the filter element using a twisting movement
to release the element from the head casting Withdraw
2 Check that the wear on the rocker arm working
the three sealing rings from their locations in the head and
surface does not exceed 010 in 25 mm bottom plate
3 The rocker arm pin should be a tap fit in the pump Thoroughly clean all components excepting the ele
body this may be restored by peening the holes in ment in petrol and allow them to dry
the body Reassembly is a reversal of the foregoing procedure
4 Locate the diaphragm return spring in the dia using a new element and sealing rings The element is
phragm lower protector washer and insert the dia fitted with its strengthened rim uppermost
phragm into the pump body with its locating tab in Section Da 7
the 11 oclock position see Fig Da 2 Press the
diaphragm downwards and turn it anticlockwise DESCRIPTION OF THE FUEL INJECTORS
through an angle of 90 to engage the diaphragm The fuel injectors each comprise two main parts the
pullrod with the connecting link nozzle and the nozzle holder which are clamped together
5 When assembling the two halves of the pump body axially by a nozzle nut The mating faces of both the
ensure that the marks scribed on the joint flanges nozzle and the nozzle holder are lapped to ensure a high
before dismantling coincide Hold the diaphragm pressure seal
by means of the rocker arm level with the joint The nozzle is of the longstem type having four equally
flange apd secure the two halves of the pump body spaced holes at an angle of 20 from the nozzle centre line
leaving the screws fingertight Push the rocker and positioned to give a spray cone angle of 140 The
arm towards the pump body to position the dia nozzle valve is accurately lapped into the nozzle body to
phragm at the bottom of its stroke and tighten the give the closest possible fit within which it will operate
securing screws diagonally freely
The nozzle holder contains a spindle and spring which
6 Test the pump as described in Section Da 2
retains the nozzle valve on its seat The upper end of
the spring is located in an adjustable cap nut by which
the opening pressure of the nozzle is let
FUEL SYSTEM
Mount the injector in dismantling fixture 18G 388 un
screw the injector cap nut and remove the copper joint
washer Cncrcw the spring cap nut and remove the
spring plate spring and spindle
Using spanner 18G 210 remove the nozzle nut and
nozzle taking care not to let the valve drop out of the
nozzle body
OTEEach nonle body and valve are a mated as
sembly and shOUld always be kept together
Thoroughly clean the injector components using clean
ing kit 18G 487 when dealing with the nozzles
Using the brass wire brush remOe all carbon from the
nozzle body and nozzle valve Examine the valve for
scoring and scratches and for blueing due to overheating
Clean out the internal feed passages the annular gal
lery and the valve seat using the brass scrapers and clear
the spray holes with an appropriate size cleaning wire
fitted to the probing tool
Assemble the nozzle body into adaptor 18G 109 E with
the nozzle tip towards the inlet connection Connect the
adaptor to testing machine 18GI09 A and the nozzle See Fig Da25 to clear all loose
carbon from
Fig Da18 the internal passages
Where the carbon buildup is particularly hard it may
FUll Injector be softened in the following manner
I Cap Dat 7 Nozzle holder Prepare a 10 per cent solution of caustic soda with an
2 SpriD cap DUt S SpiDdle
3 SpriD plate 9 Nozzle DUt added detergent by dissolving 2 oz 56 gm of caustic
4 SpriDJ 10 Needle valve soda in I pint 57 litre of water and add i oz 14 gm
5 Joint washer II Nozzle body
6 Feedpipe UDioD of an ordinary washing detergent Place the nozzle bod
ies in the liquid bring it to the boil and allow it to boil
for a minimum of I hour and not more than I hours
Lubrication is by back leakage of fuel past the nozzle
Take care not to allow the water to evaporate too much
valve and a leakoff connection on the nozzle holder
because jf the percentage of caustic soda rises above IS
returns this fuel to the fuel tank per cent the surface of the nozzle bore and sealing face
may be roughened making it impossible for the De8 to be serviced correctly
Remove the nozzle bodies from the solution wash
REMOVING AND REPLACING AN INJECTOR
them in running water and then immerse them in a de
Disconnect the injector feed pipe union nut and all the watering oil such as Shell Ensis 254 Remove the leakoff unions
oil by draining or compressed air
Remove the two set bolts securing the injector to the
cylinder head and withdraw the injector using tool
18G491 A
If the injector is to be stored for any length of time seal
its inlet union using sealing cap 18G 216
Thoroughly clean the copper sleeve in the ensuring that all carbon is removed from its bottom
face
Place the injector in position in the cylinder head and
tighten the securing bolts using torque wrench 18G 537
set to the figure given in GENERAL DATA
Connect the fuel feed pipe and leakoff Da9
DISMANTLING AND REASSEMBLING
THE INJECTORS
As in the case of injection pump dismantling is essential when work is being carried out on Fig Da19
the injectors Withdrawing an injector using tool l8G 491 A
FUEL SYSTEM
and torque wrench 18G 372 set to the figure given in
GENERAL DATA Do not overtighten the nozzle nut
Fig Da20 Reassemble the spindle spring and spring plate and
fit the spring cap nUL and the injector cap nut with its
Clearing the feed copper joint washer
channel bores Test and set the injector as described in Section Da 10
Section Da 10
TESTING AND ADJUSTING
THE INJECTORS
Fig Da21 To Lest or adjust the injectors it is necessary to use
testing machine 18G 109 A and an oil such as Shell
Cleaning the car
bon from the fuel Calibration Fluid C which will not affect the skin of
galiery the operator should be used in the machine
WARNINGWben an injector is being tested the spray
boles ill the nozzle should always be turned away from the
operator
Before removing an injector from the testing machine
close the check valve to the pressure gauge in order to
prevent damage which may result from a sudden drop in
pressure
Fig Da22 Checking and adjusting the nozzle opening pressure
Connect the injector to the testing machine open the
Decarbonizing the
dome cavity check valve and operate the pump lever Note the read
ing on the pflssure gauge at the instant the nozzle sprays
If the pressure is incorrect see GENERAL DATA
adjust the spring cap nut until the correct injection pres
sure is obtained
Check the tightness of the injector cap nut and make
sure that the copper joint washer is in position
Cbecking the nozzle spray
Fig Da23 Close the check valve to cut out the pressure gauge and
C I e ani n g the operate the pump lever at the rate of 60 strokes per min
valve seat ute There should be four equal sprays from the nozzle
evenly distributed and each spray should persist for
about 6 in 15 cm without any visible core or jets of
Fig Da24
C 1ear i n g the
spray holes
The carbon may now be removed using cleaning kit
18G 487 as already described
To reassemble the injector thoroughly wash all the
injector components in clean calibration fluid Immerse
the nozzle body and valve in a bowl of clean calibration rt
fluid and assemble them under the liquid The valve
should fit easily and without any tightness
Mount the nozzle holder in fixture 18G 388 make sure
the mating faces of the nozzle holder and nozzle body are Reverse lushing an injector nouJe using clean and undamaged and place the nozzle
mochine 18G 109 A and adaptor 18G 109 E
assembly in position on the nozzle holder Fit the Shown inset is II sectioned adaptor with 1M no
nozzle nut and tighten carefully using spanner 18G 210 In poation
FUEL SYSTEM
After 30 seconds lapping time withdraw the nozzle ing valve Oscillate the collet over the valve guide surface
clean the lap and examine the conical lap tip There will and after every IO to 15 seconds of lapping time clean
be a mat surface where the lap has been in contact with the valve and test it for correct fit in the nozzle body A
the nozzle seat and in the early stages of lapping this correctly fitting nllve should just slide into the nozzle
mat surface will probably be narrow or have a bright body under its own weight when lubricated with fuel ring in the middle These
markings indi After attention to the nozzle body valve seat or to the
cate the extent of the wear on the nozzle seat valve seat face on the nozzle valve check the nozzle valve
The lap should be refaced as already described after lift needle lift against the figure given in Ifr minutes of lapping time but in the case
of a DATA If the needle lift is excessive it may be worn nozzle seat it may be necessary to reduce this by lapping the joint face of
the nozzle body on a surface
time lapping plate
Wip the lap stem clean and recoat it with tallow Wben lapping tbe nozzle face extreme care should be
Recharge the tip of the lap with lapping paste and conti takeD to aloid tilting tbe nozzle as this face makes a high
nue lapping until the seat is free from scorcs and grooves pressure joint witb the nozzle holder and must the scat appears satisfactory after a
few seconds be true and at rigbt angles to the nozzle axis
lapping with a freshly ground lap charge the lap with Reassemble the injector as described in Section Da
fine lapping paste and continue lapping until a smooth 9 and test and adjust it as described in Section Da 10
mat surface is produced over the entire seat lapping operation the lap should be cleaned and
examincd after every 30 seconds of lapping time
Thoroughly clean the nozzle by as
described in Section Da 9 and dry out with compres
sed air Make a final inspection of the nozzle seat under
the microscope
Examine the conical valve face of the nozzle valve
under the microscope for scoring and pitting The most
critical part of the valve face is the angle formed by the
conical face and the parallel stem on which the conical
face is formed This angle shoul be sharp and with no rounding or wear breaking the knife
edge anywhere on its diameter The reason for this is to
ensure a high pressure fuel proof linecontact between
the nozzle valve and seat If wear is evident the conical
valve face should be refaced on the nozzle grinding and
lapping machine
Ensure that the is dressed correctly and
that the refacing angle is set for the nozzle valve see
GENERAL DATA
Mount the valve in the lathe of the machine and reface
the conical tip in the same way as already dcscribed for
the nozzle body lap
Remove only the absolute minimum of material suf
ficient to change the colour of the valve face is the needle lift will be affected As a guide
there should be no sparks or audible hiss from when carrying out this operation
The operation is best observed through a the point of focus being the surface of the conical
face away from the In the event of the noale valve being a tight fit in the
nozzle body due to slight distortion or deposits on the
guide surface of the valve it is possible to restore the fit
Mount the nozzle valve in the lapping chuck of the
machine using a suitable adaptor chuck and apply a
very small quantity of fine lapping paste to the guide
surface of the valve Start the machine and thread the
lapping collet supplied with the machine over the rotat
FUEL SYSTEM
Select a suitable lap from those supplied with the grind
ing and lapping machine The bore diameter varies
slightly from one nozzle to another and it is necessary to
choose a lap which fits the nozzle body in the same man
ner as the nOlLle valve This will ensure concentricity of
the valve seat in the body with the body bore after lap
ping
Mount the lap in the lathe of th nozzle grinding and
lapping machine and grind the conical tip to the correct
nozzle body SCJt angle as given in GENERAL DATA
The lap should be passed slowly backwards and forwards
across the surface lf the feedingin the
lap very gradually until its conical surface is entirely
cleaned up Inspect the lap under the nozzle microscope
to ensure that its ground surface is smooth If the surface
appears rough the should be dressed
Fit the lap into the lapping chuck of the machine and
apply a coating of tallow to the guide surface of the lap
for lubrication purposes Apply a very small quantity of
lapping paste to the tip of the lap taking care that the
Fig Da26 paste does not extend to the top of the cone
Reassembling an injector using fixture 18G 388 NOTEIf any lapping paste is allowed to get between
and spanner 18G 210 with torque wrench 18G 372 the guide surfaces of the lap and the nozzle body the
clearance between the nozzle body and valve will be
unatomized fuel If the spray is not correct or if any increased and the nozzle will probably be made UD
leaks or dribble occur wipe the nozzle dry and repeat the seniceable
test to locate the cause Start the machine and carefully slide the nozzle over
the rotating lap Oscillate the nozzle on the lap in very
Checking the pressure tightness of seatings
short strokes at a rate of 20 to 30 strokes per minute
Open the check valve wipe the nozzle dry and depress
engaging the nozzle seat with the lap at the end of each
the pump lever slowly until a pressure of 160 atmos
stroke The lap should not remain in contact with the
pheres is obtained Hold this pressure for 10 seconds and
nozzle seat for more than five seconds at a time and the
then check the nozzle tip for dampness
pressure applied to the nozzle should be light Excessive
is permissible If in doubt maintain the 160 atmospheres
pressure will cause grooving of the nozzle seat
pressure for 60 seconds while holding a piece of blotting
paper below the nozzle tip The diameter of the wet spot
on the paper should not exceed tin 13 mm
Checking the backleakage
Depress the pump lever slowly until a pressure of 160
atmospheres is obtained then check the time taken for
the pressure to drop from 150 to 100 atmospheres For
a new nozzle the time taken should be 12 to 30 seconds
A nozzle which has been in service will show a faster
pressure drop but as this does not seriously affect engine
performance a nozzle may be considered serviceable until
a time factor of less than 5 seconds is recorded
Section Da 11
RECLAIMING INJECTOR NOZZLES
If after dismantling cleaning and testing as described
in Sections Da 9 and Da 10 an injector is found to
be it is usually possible to recondition the
nozzle providing it has been found satisfactory when
Checking the To recondition a nozzle the use of a nozzle grinding and
lapping machine is required A nozzle microscope is also Fig Da27
necessary for inspection of the nozzle body and valve An injector assembled to machine J8G 109 A ready
during the reclaiming process for spray
FUEL SYSTEM
D P A TEST DATA
Pump Type 3248880A PUMP governor with Antistall device
Light load advance looking on drive end link length 525 mm 1 mm control spring No 2 hole control arm and No 2 hole throttle lever link
Roller to roller dimension 50 37 mm
Plunger diameter 6 5 mm
TEST PROCEDURE
Fit autoadvance measuring device and set scale to zero before commencing test
Where marked thus use 30 seconds glass draining time and allow fuel to settle for
15 seconds before taking of Light Load Advance Device
A 05 mm shim is fitted to the piston cap on assembly This must NOT be
removed No further shimming is necessary Throttle idle and maximum speed
screw fully No Description R P M Requirements
1 Priming 100 max Fuel delivery from all injectors
2 Transfer pump vacuum 100 Note time to reach 16 in
406 mm Hg Max time
allowed 60 secs
3 Transfer pressure 100 11 lbin 2 08 kg cm 2 min
4 Transfer pressure 1250 48 to 60 lbin 2 34 to 4 2
kgcm 2
NOTE on tests 5 and 6 To obtain the required degree of advance use the
metering valve adjuster on the end of the governor housing
5 Delivery setting 1250 Fit shutoff lever adjustment
tool to pump Obtain average
delivery 60 to 68 cc by shut
off lever adjustment Note
Advance indicator must show
zero
6 Advance setting 1250 With shutoff lever as at 5 set
to obtain
1340 to 2140 advance
7 Delivery check 1250 With shutoff lever and external
adjustment as at 5 and 6
average delivery to be 60 to
68 cc
8 Advance check 1250 With shutoff lever fully closed
advance to be 3120 to 4120
FUEL SYSTEM
Test No Description RPM Requirements
9 Back leakage 700 5 to 50 cc for 100 stroke time
Throttle lever fully cycle
closed
lOMax fuel delivery 700 Set to 8 2 O 1 cc Spread
between lines not to exceed
08 cc Note Advance indi
cator must show zero
11 Max fuel delivery 100 Average delivery to be not less
check than average at 10 minus 1 0 cc
12 Cutoff operation 200 Average delivery not to exceed
Shutoff lever closed 1 5 cc
13 Throttle operation 200 Screw back antistall device
Throttle lever closed and lock to give delivery not
exceeding 08 cc
14 Fuel delivery check 1700 Record average delivery
15 Governor setting 1950 Set throttle by maximum speed
adjustment screw to give maxi
mum average delivery of 1 5 cc
No line to exceed 25 cc Lock
stop screw
16 Fuel delivery check 1700 With throttle set as at 15
average delivery to be not less
than average at 14 minus
04 cc
17 Timing Using outlet V 30 ats pressure
set indexing tool to 86 0 and
scribe line on housing DIESEL ENGINE
ENGINE
Page
Camshaft removing and replacing 69
Connecting rod and piston 61
Dismantling and reassembling 62
Removing and replacing 61
Crankshaft and main bearings removing and replacing 70
Cylinder head removing and replacing 56
Cylinder liner removing and replacing 60
Diesel Engine FOUR 230 43
External components 44
Internal components 46
Diesel Engine SIX346 49
External components 50
Internal components 52
Engine sandwich plate removing and replacing 70
Flywheel and starter ring removing and replacing 70
Injection pump drive 69
Dismantling and reassembling 69
Removing and replacing 69
Injector sleeves removing and replacing 61
Oil pressure relief valve 55
Oil pump and strainer 54
Dismantling and reassembling 54
Removing and replacing 54
Rocker shaft assembly 55
Dismantling and reassembling 55
Removing and replacing 55
Timing gear case removing and replacing 67
Timing gear case cover removing and replacing 64
Timing gears 64
Dismantling and reassembling 66
Removing and replacin 65
Valve grinding 59
Valve guides removing and replacing 58
Valve rocker clearance 55
Valve seat inserts 60
Valves 58
Valve timing 67
F 0 U R 23 0 LITRE DIESEL ENGINE
Longitudinal Section
FOUR230 DIESEL ENGINE EXTERNAL 178
P 9189 109
V r rO
IS
34 192
u
190
III 113
FOUR230 DIESEL ENGINE EXTERNAL COMPONENTS
No Description No Description No Description No
Description
I Cyllnder block 5 I Ioint for timing gear case 93 Boltdelivery pipe to block 143 Spring
washer for nut
2 Main bearing cap front 52 Bolttiming case to cylinder long 146 Thermostat
3 Main bearing cap block 94 Tab washer for bolt 147 Thermostat body
4 Main bearing cap centre and 53 Spring washer for bolt 95 Bolt delivery pipe to pump 148 Ioint for
thermostat body
rear 54 Dowel for timing gear case cover 96 Tab washer for bolt 141 Boltbody to
cylinder head
5 Dowel for main bearing cap 55 Timing gear case cover 97 Oil strainer 150 Spring
washer for bolt
6 Stud for main bearing cap short 56 Joint for timing gear case cover 98 Ioint for oil strainer 151 Plug for
thermostat body
7 Stud for main bearing cap long 57 Crankshaft oil seal 99 Oil sump 152 Fibre washer
for plug
8 Nut for stud 58 Bolttiming case and cover to 100 Gasket for sump 153 Water
outlet pipe
9 Washer for nut block 101 Drain plug 154 loint for
water outlet pipe
10 Main bearings 59 Boltdynamo bracket case and 1O Washer for drain plug 155 Boltoutlet
pipe to thermostat
II Crankshaft thrust washers cover to block 103 Blanking plug body
12 Dowel for flywheel housing 60 Spring washer for bolt 104 Washer for blanking plug 156 Spring
washer for bolt
13 Dowel for cylinder head 61 Bolttiming gear cover to case 105 Boltsump to block 157 Rocker shaft
bracket front and
14 Dowel for injection pump bracket 62 Nut for bolt 106 Spring washer for bolt rcar
15 Dowel for rear half of timing case 63 Spring washer for nut 107 Plain washer for bolt
16 Front camshaft bearing 158 Rocker
shaft bracket centre
64 Front lifting plate 108 Oil level indicator 151 Rocker shaft bracket inter
17 Locating screw for bearing 65 Timing cover blanking plate 109 Guide tube for indicator
18 Seloc washer for screw
mediate
66 loint for blanking plate 110 Breather pipe 160 Plug for intermediate bracket
19 Oil gallery plug front and rear 67 plate to cover
20 Washer for plug II I Clip for breather pipe 161 Waher
for plug
68 Spring washer for screw 112 Bolt for clip 162 Rolt for bracket
21 Oil gallery plug brass 69 Oil feed jet for timing gears
22 Washer for plug 113 Nut for bolt 163 Spring
washer for bolt
70 Boltlifting plate to cover and 114 Spring washer for nut 164 Plain washer for bolt
23 Oil gallery plug tapped case
24 Washer for plug 115 Cylinder head 165 Bolt for
intermediate bracket
71 Spring washer for bolt 116 Gasket for cylinder head 166 Spring waher for bolt
25 Water gallery plug brass 72 Engine front support bracket
26 Washer for plug 117 Engine rear lifting plate 167 Plain
waher for bolt
73 Boltsupport bracket cover and 118 Joint for lifting plate 168 Relief valve body
27 Water gallery plug steel cae to block
28 Water gallery core plug 119 Stud for lifting plate 169 Relief
valve ball
29 Cylinder liner 74 Boltsupport bracket to cover I O Nut for stud 170 Relief valve
spring
30 Cylinder liner sealing ring and case I I Spring washer for nut 171 Scat for
relief valve spring
31 Cylinder block water drain tap 75 Steady for breather pipe 1 Injector sleeve I n Plug for
relief valve body
32 Shim for drain tap 76 Spring washer for bolt I 3 Cylinder head stlld 173 Plain waher
for plug
33 Washer for drain tap 77 Outrigger bearing for idler grar 124 Nut for stud 174 Tab wahcr
for pillg
34 Adaptor for drain tap shaft 125 Core plug steel 175 Overnow
pipe for relief val
35 Washer for adaptor 78 Ioint for bearing 126 Plug brass 176 Waher for
overnow pipe hillaI
36 Rear cover plate and oil seal 79 Screwbearing to IImmg covcr 127 Air inlet manifold 177 Wahcr fo
overnow pipe large
37 Bolt for plate 80 Spring washer for screw 1211 loint washer for manifold 1711 Valve
roder cover
38 Spring washer for bolt 81 Dynamo adjusting link 129 BoltmanifolJ to head short 17 aiket for
rocker covcr
39 Ioint for cover plate 82 Dynamo 130 Boltmanifold to head long 180 Stlld for rorker eOr
40 Screwcover plate to block 83 Bolt for steady IJ I Spring washer for bolt III I Hand nut
for stud
41 Spring washer for screw 84 Nut for bolt 132 Plain washer for bolt 182 ribre
washer for nut
42 Sandwich plate 85 Spring washer for nut 133 Throttle unit Venturi 183 Oil liller
COl p
43 Ioint for sandwich plate 86 Dynamo bracketrear 134 loint washer for throttle unit 187 Oil feed
pipe to rockers lower
44 Boltplate to block 87 Boltbracket to cylinder block 135 Stud for throttle unit 188 Oil fed pipe
to rockers upper
45 Spring washer for bolt 88 Spring washer for bolt 136 Nut for stud 18lJ Pin for
feed pipe banjo
46 Valve tappet cover 89 Oil delivery pipe 137 Spring washer for nut IlJO Washer for
pin small
47 Joint for tappet cover 90 pipe to block 139 Exhaust manifold 111 Washer for pin large
48 Bolttappet cover to block 91 pipe to pump 140 Joint washer for manifold 19 Tab waher for pin
49 Washer for bolt 92 Boltdelivery pipe to block 141 Stud for manifold IH Jnion for
oil gauge pipe
SO Timing gear case short 14 Nut for stUd tl4 Wahcr for
FOUR230 DIESEL ENGINE INTERNAL COMPONENTS
21 3Se I
2343e
i
j f i 33
3 5 14fI1
Sij I 35
15 24 30
124 39
FOUR230 DIESEL ENGINE INTERNAL COMPONENTS
No Description No Description No Description No Description
I Compression ring taper sided 32 Spring washer for screw 64 Injection pump driving gear hUb 94 Spring washer for nut
chrome face 33 Plain washer for screw 65 Injection pump driving gear 95 Coupling dog flange
2 Compression ring taper face 34 Valve rocker spacing washer 66 Locking nuthub to injection 96 Coupling insert
3 Scraper ring slotted thick pump drive shaft
97 Coupling pump flange
4 Piston 35 Valve rocker spacing washer 67 Tab washer for nut
9S Oil pump driven gear
thin 68 Boltdriving gear to hub
5 Gudgeon pin clip 99 Nutoil pump gear to oil pump
36 Valve rocker 69 Injection pump drive housing shaft
6 Gudgeon pin
37 Valve rocker adjusting screw 70 Injection pump drive shaft 100 Split pin for nut
7 Small end bush
38 Lock nut for screw 71 Keydriving flange to drive shaft 101 Oil pump rotor and shaft assembly
8 Connecting rod 39 Push rod n Keyhub to drive shaft I 02 Keyil pump gear to shaft
9 Hollow dowel 40 Tappet 73 Drive shaft bearing large 103 Oil pump body
10 Connecting rod bolt 41 Camshaft 74 Cover plate for bearing 104 Adjusting shimil pump to
II Tab washer for bolt bearing cap
42 Keyhub to camshaft 75 Cover plate retaining screw
12 Bigend bearing 105 Oil pump cover
43 Camshaft locating plate 76 Drive shaft bearing small
13 Crankshaft 107 lointrelief valve to pump
44 Boltlocating plate to block 77 Drive shaft oil seal
14 Inlet valve thimble 10S Boltrelief valve body to oil
45 Spring washer for bolt 7S Drive housing end cover pump
15 Inlet valve oil seal 46 Camshaft gear hub 79 Screwnd cover to drive 109 Washer for bolt
16 Inlet valve guide 47 Camshaft gear housing
110 Oil relief valve body
17 Thimble locating dowel 48 Boltcamshaft gear to hub SO Spring washer for screw
III Oil relief valve seat
18 Inlet valve key 49 Washer for bolt S loinldrive housing to timing
cae 112 Oil relief valve
19 Valve spring collar 50 Locking nuthub to camshaft 113 Oil relief valve spring
8 Screwdrive housing to timing
20 Retainer for collar 51 Tab washer for nut case 114 Oil relief valve plug
21 Spring clip for retainer 52 Idler gear shaft 83 Spring washer for screw 115 Tab washer for plug
22 Inlet valve 53 Idler gear 84 Driving flange 116 Screwcover to oil pump bod y
23 Exhaust valve oil seal 54 Idler gear thrust washer 85 Screwdriving flange to dog short
24 Retainer for exhaust valve oil 55 Keygear to crankshaft flange 117 Screwcover to oil pump body
seal 56 Keypulley to crankshaft S6 Spring waher for screw long
25 Exhaust valve guide 57 Oil pump driving gear 87 Plain washer for screw 118 Boltcover to oil pump body
26 Exhaust valve 88 Dowel screwdriving flange to 119 Spring washer for bolt and screw
58 Crankshaft timing gear dog flange
27 Inner valve spring 59 Oil thrower 120 Flywheel
89 Spring washer for screw
28 Outer valve spring 60 Distance piece 121 10 crankshaft
90 Plain washer for screw
29 Valve rocker shaft 61 Crankshaft pulley 91 Driving flange clamping bolt 122 Bush for crankshaft
30 Plug for shaft 62 lawstarting handle 92 Tab washer for bolt 123 Shims for starling jaw nut
31 Shaft locating screw 63 Tab washer for jaw 93 Nut for bolt 124 Boltflywheel to
SIX346 DIESEL ENGINE
11111111 1111 I II I I II

co I
I
1111 III
111

49
11 411
lIlI
lIZ
r 4
Fig 4
SIX 346 components
1 111 KEY TO FIG E4 COMPONENTS
J Cylinder block assembly 9 Support bracket driUed intermediate 156 Set boltfilter to cylinder block
2J4 Boll for dynamo brakel to timing chain
2 pump support braekel for rocker shaft 157 Plain washer or set bolt 215
Spring washer for holt icover
3 plate 80 Set bollsupport brackets to cylinder head 158 Spring washer for set bolt 2J6
Fuel pump to No I
4 Doweltiminl caserear half
5 head
6 Camshafl bearinl bush
7 Localinl screw for bush
8 Sprinll washer for screw
9 Core disc for water IIery
A in
80a St bollsupPOrt brackets 10 cylinder head
81 in lin
81a Sprinl washer for set bolt II in
82 Valve tappel
83 Pushrod
Oil pipeon cylinder head for rocker
luhricallon
Oil pipeoil gallery to pipe on ylinder
Iin for hano of pipes
Joint washer for pin
Joint washer for rin
head
cylinder
Fuel pump to No 2
cylinder
Fuel pump to No 3
cylinder
Fuel pump 10 No 4
10 water lallery 84 Cover for pushrods 164 Tb wasber for pin
ylinder
II Waher for plug
12 Plugfor oir IIery I in gas circular head
Il Core waler gallery
14 Plugfor oil gallery l in gas
IS Joint for Pluf No 12
85 10 cylinder block
86 Sel boltcover 10 cylinder block short
87 Spring washer for scI bolt
88 Valve lIear emer
89 Oil filler cap
Oil pipein liminll use for hain lubrice
Pin for banjo of pipe
Waher for pin
1 alo washer for pin
CIi for pipe
lion
Fuel pump 10 No
cylinder
Fuel pump to N O 6
aamp for fuel pipes
Bolt for clamp
cylinder
I 16 Union for oi uge pipe 90 Gasket for vahe gear cover 170 Oil sump
244 Nut for bolt
17 Washer for plug No 14 and union 91 Nut for alve ear ecr 171 Blanking plug
245 Sprinll washer for bolt
18 Cylinder liner
19 Sealing rinl rubber for liner
No 16 92 Washer llibre for valve gear cove nu
93 Air manifold
Washer for plug
Ora in plUI for sump
247 Starler
Distance pieceslarter 10 sandwich pIa Ie I
20 Drain lap for cylinder block 94 Stud for air manifold 174 JoiDl washer for plug
249 Sludstarter 10 clUIb I
21 Shin for drain tap 95 Joinlair manifold 10 cylinder head 175 Joinlum to crankcase
250 Nul for stud
22 Washer for drain lap 96 Sel ohohortair manifold 10 clinder 176 Sel 10 rankcase 2S1
Spring washer for stud
23 Sandwich pia Ie head 176a SCi to rankcase 252
A nchor pin for starter strap
24 Joint for ndwieh plate 97 Sel manifold 10 P7 Plain washer for sel bolt 251
Pinslrap 10 anchor pin
25 Sel boll for sandwich plale cylinder head 178 Spring washer for SCI bolt
254 trap i
26 Spring wuher fur sandwich plate
27 Cylinder head and valve guides assemhly
28 Valve 29 Vahe lIui einlet
30 Injlor sleee
98 Sel bolllon8air manifold 10 cylinder
99 Plain washer for bolt
100 Spring washer for bohs
101 Venluri control unil CAV
102 Jointvenluri hI air manifold
Oil rod for oil levol
fuel injection pump
I1rackel fr rel injeclion pump
Set holt for fuel injetion pump hrackel
Spring washer for sel bolt
Screwpin No 254 to pin No 2901
Strap for starter
lIanjo pin for hanjo of pipe to pump
Fihre washer for banjo pin
Clip for pipe
31 Core plugsquare hea 10J II air manifold 184 Set pump to hrakel 261 Clip for to cylinder
head
j 32 core plUI
33 Inlel valve
34 Exhaust vahe
104 Plain 10 air manif
105 Spring to air manifolJ
106 Hollow dowel for main bedfing cps
I S6
Overflow pipe for injection pump
in for banjn of pipe
Waher for pin
Distance piece for clip
Main leakofT pipe
Banjo pin for pipeshort
15 Valve springinner 107 StuIhrt for main bearing cas 188 eady fnr overflow pipe
265 Washer for pin
36 Valve 37 Cullar for oaloe
38 Relainers for collr
39 Spring clip for relait
108 Slu lonllfor maIO bearing caps
109 NUl for Iu
110 Split pin for nuls
III Vacuum pipehort
hrrulc flr ovrrow lipe
Driing coupling injeclion pump
Ehauster
Rolt f exhausler
2611
Fuel injector
Se h1t for injeclor
Sprinl washer for sct bolt
Banju pinleakofT 10 fuel filler
t 40 Oil sc1 fnr valve 112 Vacuum pipelong 19J Srring h Ii holl
270 Uanjo pinlongfor banjo of leakofT
ppes
41 Relainer fr oil eill Ill Exhaust manifuld 194 1 iming chain gear
42 Thimle for inltl voloe 114 Slud for exhausl manifold 195 Hul fIn chain wheeL
272 Adaplor for leakoff 10
43 Localirgpeg for Ihimble 115 Joinl for haut manifold pipe 191 Se I It huh to chain wh l 271
Copper washer for adaptor fuel filler
44 Seal f inner valve springinlel 116 Nut for ehausl manifld 191 01 fcd plpemp to exhauster
274 SCI holtfucl filler support brakel to 1
45 Decomr screw 117 half 19R Rilnill pinpilf to rlthauhr 275 Spring washer for
It yrinder bck
46 Siud rear coverplalt 118 cylinder block 19 lInjo pinpipe 10 sump 276 Ilain
washer for boll
47 Sludexhausl manifM 119 Sel holtasing to cylinder hlock 200 wahr for pins 277
Adaptor fur fuel oil filter
48 Sludalve rocker cover 120 Dowelliming case to cnver Ol nil fr nil f pie 278
Copper waoher for adaplor
49 Gaskel for cylinder hed
50 cylinder head
51 Studlongfor cylindr head
121 Spring washer fur sct Nit
122 Guide hracket and ad for liminl chain
121 Pad for guide bracket
SCI holt fr cli
Speing aher for holt
to timing chain casing
Rodyrelief valve
Ballrelief valve
Spring for ball
52 NUl for cylinder head studs 124 Rivel for pad 20S NUl fllr stud
282 Seal fr sprinll
t 51 Lifting and rear coverplate 125 Set holtGuide hrackel to cylinder hlock 206 Sring aher for tud
283 Plug for ody
t 126 Set screwguide braCtlll qlinder block
i
54 Jninl for pia Ie
55 Nut for plate
56 Spring wher for plate
127 Spring waher for bolt an screws
128 Tensioner for timing chain
Front uport hradet
Set hol Iong for hraet
Sel holt hfl fnr hradel
Packing waoher for dy
Tah washer for body
Overflow pipe fm relief valve
I 57 Thermolat 129 Chain whtel for ensioner 210 Spring asher for IlUll
287 Washersmall hoie for banjo I
58 Rody for Ihermolat 130 Stu for chain tensioner in cylindtr hlock 211 Fuel filler
288 Washerlarge holtfor banjo
59 Joint for Ihenooslat boy Ill Sel bolt for hain lensioner 212 Iemenl for filter
289 to timing chain c3ing
60 ScI holt fnr Ihermustal body 1l2 NUl for stud 21 J JIlin r cover
290 Pinplainfor starter slrap
61 Plu for thermoslat dy IlJ Tab washer for stud and holt 214 Sel bollfiller 10 bracket
291 Spacing washer for valve rocker thin
I 62 Spring waher for sel bolt 134 Timing chain 21 Plain wash fur set holt
292 Orain lap lube
63 CIA washer for plug U5 Uftinl plalefronl 211i Sring w3her for set hh
293 Steady for drain lap tube I
64 Waler oulet pipe l6 Cover for liminll casefronl half 217 Fuel pipcIift pump 10 filter
294 Grommet for drain tap tuhe
65 Joinl for waler oUllel pipe 1l7 to casing 218 Fuel piefiher 10 injection pump 295
Cylinder block blanking pia Ie t
t 66 Set bolt for water oullel pipe 118 Sel bollover to caing 2111 lekon
9rackel fur fuel filter
Joinl for blanking platc
Bolt for hlankinll pia Ie
67 Spring washer for sel holt 139 SCI boltcover and casing to cylinder 220
68 Valve rocker 140 Spring washer for set bohs hlnck 221 Sleady plale for fuel filter
298 Valve cover venl pipe i
69 Spacing waher for valve rocker thick 141 Oil seal 222 Oynamn
300 Nut for cover vent pirt
70 Adjuslinll screw for valve rocker 145 Hlanking plale for fronl cover 22J ulle for dynamo
101 Wafer drain plug
71 Locknul for adjusting screw 146 plate 10 fronl cover 224 IIracket fr dynamorear 302
Washer for plug
72 Shaft for valve rockers 147 Set plale 10 fronl cover 225 Set holtrear dynamo brackel I cylinder 301
Set screw for oil pipe on cylin I ad
t 73 Plug for valve rocker shaft 148 Spring washer for sct screw 226 Spring washer for sel boh
block 304 Guide IUN assemhly for diprod i
I 74 Locating screw for rocker shaft
7 Spring washer for localing screw
76 Supporl bracketfronl and rear for
149 Distance piece for front cover
ISO ScI boll for diance piece
IS Sprinl washer for set It
Bollbrackets to dynamo
Nul for boh
Sring washer for boh
Spacing washers for luide
Plughra
Plug for intermediate rocker brad et
I rocker ha
77 Support rocleer shaft
152 Oil filler
153 Oil filter elemenl
Set screwdynamo nange to adjustinl
Plain washer for set screw Iinlc
Washer for plug
W It
In juuuu
78 sUfcport brackel 154 Oil filter askel 232 Adjustin link for dynamo 310
Bracket for dynamofronl 311
cn
121 119
Fig E5
L I componenu DIESEL ENGINE
Fig Aa4
Checking the oil pump drive Aa6 B
Fig Aa6
REMOVING AND REPLACING mE
OIL PUMP AND STRAINER Check the oil pump rotor lobe clearance with the
rotors ill positions A alld B The dimensions given
are for the maximum clewance
Remove the sump still in situ hy ullscrcwlIlg tht two set holts whidl secure
Unscrew the two set bolts securing the oil delivery the oil uction pipe flange to the oil pump
pipe to the cylinder block
Remove the nuts securing the oil pump to the front
main bearing cap and withdraw the pump complete
with delivery pipe oil strainer and pressure relief valve
noting the shims between the bearing cap and oil pump Section Aa7
To replace the oil pump reverse the above procedure DISMANTLING AND fit a new gasket to the delivery pipe flange Tighten
TBE OIL PUMP
the oil pump securing nuts to the figure given in
GENERAL DATA using torque wrench 18G 372
Check that the backlash on the oil pump drive gears
is as given in GENERAL DATA and if necessary Disconnect the delivery pipe oil strainer and the backlash by means of the shims
between the relief valve from the oil pump
oil pump and main bearing cap Remove the gear and key from the end of the pump
The oil strainer can be removed with the oil pump shaft
Unscrew the set bolts separate the oil pump cover
from the body and remove the pump shaft complete
with inner and outer rotors
Thoroughly clean and inspect aU the dismantled com
ponents
Check the rotor endfloat and driving shaft clear
ance against the figures given in GENERAL DATA
Excessive rotor endfloat can be remedied by lapping
the pump body face
Measure the rotor lobe clearance as illustrated in
Fig Aa6
Reassemble the oil pump by reversing the dismantling
procedure noting that the chamfered end of the outer
rotor should be fitted towards the bottom of the rotor
Fig Aa5 pocket During reassembly smear all working parts
Checking the oil pump rotor endfloat with new engine oil
DIESEL ENGINE
bracket set bolts then reset the torque wrench see
GENERAL DATA and tighten the i in diameter
bolts
Adjust the valve rocker clearance Section AaH
and replace valve rocker cover
Start the engine and inspect the rocker cover joint
for oil leaks
Section AalO
p A4588A
DISMANTLING AND REASSEMBLING
THE ROCKER SHAFT ASSEMBLY
Fig Aa7 Unscrew the set bolts from the centre rocker
Adjustillg the valve 10 rocker clearance bracket and separate the rocker shafts from the
centre bracket
Remove the rockers and distance collars and the
remaining brackets from the rocker shafts and unscrew
the blanking plug from the end of each shaft
Section As8
Release the tab washer from the oil relief valve drain
OIL PRESSURE RELIEF VALVE pipe on the front intermediate bracket and unscrew
the relief valve from the bracket
The pressure relief valve is mounted Remove the plug from the relief valve body and with
on the outlet flange of the oil pump facing draw the spring spring seat and relief valve ball
towards the front of the engine Clean all the dismantled components paying particu
Release the locking washer and re tar attention to the oilways
move the oil pressure relief pI ug and valve seat from cover Inspect the components and check them against their
Examine the valve seat and the in GENERAL for wear or score marks and When reassembling which is
a reversal of the dis
check the spring against the specifica mantling procedure smear all moving parts with new
tion in GENERAL DATA engine oil renew the tab washer and copper gaskets
When reassembling which is a re on the oil pressure relief valve and fit the drain pipe
versal of the dismantling procedure so that it is directed down the pushrod tunnel Also
renewthe body plug locking washer and ensure that the rocker shaft distance collars are cor
the mounting flange gasket rectly pOSitioned see GENERAL DATA
Unscrew the set bolts from the
center rocker bracket and separate the
rocker shafts from the center bracket Section Asll
VALVE ROCKER CLEARANCE
The clearance between tile ends of the valve stems
and the valve rockers is checked by means of a As9
gauge FOUR230
REMOVING AND REPLACING Crank the engin until No g valve is fully open and
THE ROCKER SHAFT ASSEMBLY check the clearance of No 1 valve which will now be
fully closed
Remove the valve rocker cover
Slacken the rocker adjusting screws until all pressure To adjust the clearance hold the adjusting screw with
is relieved from the valve springs a screwdriver and slacken the locknut Fig Aa7
Remove the set bolts securing the rocker brackets to Rotate the adjusting screw until the clearance between
the cylinder head and lift off the rocker shaft assembly the valve stem and rocker is as given in GENERAL
Refit the rocker shaft assembly to the cylinder head DATA Hold the adjusting screw against rotation lock
with all rocker adjusting screws fully slackened Using it in position with the locknut and then recheck the
torque wrench 18G 537 set to the figure given in DATA tighten the r in diameter rocker Check the remaining rocker
clearances by reference
DIESEL ENGINE
to the following table
Remove water hose between fresh
No1 valve ex with No8 valve fully open water pump and heat exchanger at pump
Remove water hose between heat
5 ex 4
exchanger and the dual oil cooler at
2 in 7
cooler
Disconnect the water discharge
hose from side of heat exchanger
6 in 3
4 Remove the two bolts securing the
dual oil cooler to the engine lifting
7 in 2 bracket and move cooler away from
The valve rocker clearance should be checked at the intervals recommended Disconnect exhaust pipe
from ex
pansion tank exhaust manifold
SIX346 Remove the expansion tank exhaust
manifold from the cylinder head and
Crank the engine until No 12 valve is fully opeD and lift away with heat exchanger the clearance of No 1 valve which wiD now be
Release the T connection in the
fully closed rocker feed pipe Seal ends to prevent
To adjust the clearance hold the adjusting screw with entrance of dirt
a screwdriver and slacken the locknut Fig Aa7 Remove the two bolts securing the
Rotate the adjustina screw until the clearance betweeD wiring bracket to the cylinder head
tho valve stem and rocker is u Jiven in GENERAL Disconnect the fuel pipe unions and
DATA Hold the adjusting screw against rotation lock leak off unions at fuel injectors Seal
it in position with the locknut and then recheck the off all pipes and injectors to
the entry of dirt
Check the remaining rocker clearances by referenm Remove the six bolts securing the
to the following table intake manifold to cylinders head
Remove intake manifold
Check and adjust No I valve ex with No 12 valve fully open Remove the injectors from the
7
in
6 cylinder head
9 ex 4
2 in 11 NOTE The injectors should not be left
in position in the cylinder head as the
nozzle tips protrude below the bottom
face of the head and are liable to sus
12 ex I
6 in 7
tain damage
4 ex 9
Working in the order shown in
Fig Aa8 A for the four230 or
3
Aa8B for the six346 slacken each
The valve rocker clearance should cylinder head nut a quarter of a turn
be checked periodically at the intervals only then unscrew each nut a
amount in the same order until loose
Remove the cylinder head nuts and lift
off the cylinder head
Section h12 On no account should a screwdriver or similar tool
be used as a wedge between the cylinder head and block
REMOVING AND REPLACING A suitable method of removing the cylinder head is
THE CYLINDER BEAD to place a sling round the exhaust manifold studs on
Drain cooling system one side and round two hightensile iin UNF set
Remove hoses connected to thermo bolts screwed into the air inlet manifold bolt holes on
the other side When lifting the head a direct pull
stat housing
Remove the four bolts securing should be given to lift it evenly up the housing and engine lifting
Unscrew the two locating dowels and remove the
bracket from cylinder heads cylinder head gaskeL
Check the cylinder head joint face for flatness uSlng
a If there is any doubt as to the condition of the
cylinder head gasket it should be discarded and a new
one fitted plain side downwards
Replace the remaining components by reversing the
removal procedure The cylinder head DUts should be
tightened in the order shown in Fig AaS
Adjust the valve rocker clearance as described in
Section Aall
Bleed the fuel system of air
Start the engine and allow it to run at a fast idling
speed until it is thoroughly warm
Stop the engine remove the valve rocker cover and
retighten the cylinder head nuts in the order shown in
Fig AaS
Recheck the valve rocker clearance as
described in Section Aa 11 Fig Aa9
Using spanner 18G 396 and torque wrench 18G 372
to tighten the cylinder head nuts
Fig Aa8A FOUR230
Cylinder head nut slackening and
tightening sequence
Fig Aa 8B SIX346
Cylinder head nut slackening and
tightening sequence
DIESEL ENGINE
I
I A Ill
Fig Aa11
Fig AaJO Engine valve components showing the locating fiat
Compressing the valve springs using tool18G 106 A on the inlet valve and the chamfered bore
B of the exhaust valve oil seal
Recheck the valve rocker clearance as described in
Section Aall original positions in the cylinder head Position the
inlet valves 80 that the small flat Fig Aall on the
top of the valve stem is in line with the valve guide
Section Aa13 locating peg Insert the valve key into position in the
inlet guide slot and replace the thimble complete with
REMOVING AND REPLACING THE VALVES oil seal Fit the inner and outer valve springs the
Remove the valve rocker shaft assembly Section exhaust valve oil seal chamfer downwards and
Aa9 retainer and the valve spring collar Compress the
Drain the cooling system valve springs with tool 18G 106 and refit the spring
Remove the cylinder head Section Aal2 collar retainers Release the compressing tool and
Detach the spring clips from the valve spring collar replace the spring clips on the collar Compress each set of valve springs using
Check that the valve head standdown below the
tool18G 106 and remove both halves of the spring collar cylinder head face is in accordance with the figures in
retainer Release the compressing tool and remove GENERAL DATA If the valve head valve spring collar oil seal and retainer exhaust is
excessive fit new valves and in the event of the
valve only valve springs and the exhaust valve With standdown being excessive with new valves fit new
draw the thimble from the inlet valve stem detach the valves seat inserts as described in Section Aal6
valve key from its slot in the inlet guide and remove
the inlet valve Remove the inlet valve oil seal from
inside the thimble
Clean the valves and guides The carbon can be
removed from the guides by dipping the valve stem
in petrol or paraffin and moving it up and down in
the guide until it is free If excessive wear is disclosed
the valve guides should be renewed Section Aa15
Inspect the valve faces and seats and as necessary Section Aal4
Check the valve springs against the specification in
GENERAL DA TAt and ensure that the ends of the
springs are square with thp spring axis
A new oil seal should be fitted to each valve to avoid the loss of oil tightness which will
result from refitting the old seals It will be found
that the seals are more easily fitted if they are soaked Fig Aa12
in engine oil before use Fit the valves with their top faces standing down
lubricate the valve stems and guides with new engine below the cylinder head joint face to the dimension
oil and replace the valves which are numbered in their shown inset
DIESEL ENGINE
angle see GENERAL DATA on a valve grinding
machine and the valve seats recut using tools 18G 27
18G 28 18G 28 A 18G 28 B 18G 28 C 18G 174
18G 174 A 18G 174 B 8G 174 C and 180230 Use
the glazebreaker to prepare the seat surface and recut
the seats removing only as little metal as is necessary
to ensure a true seat Restore the seats to their correct
width see GENERAL DATA by using the narrowing
cutters Finally lap the valves onto their seats as
already Section AsIS
REMOVING AND REPLACING
THE VALVE GUIDES
Fig Aa13
Remove the valve rocker shaft assembly Section
Grindingin a valve using tool18G 29
Aa9 Drain the cooling system Remove
the cylinder head Section Aa12 and the As14 Section Aa13
Drive the valve guides out of the cylinder head
V using tool 18G 228 inserted into the guide from the
If only slightlY pitted the valve faces and seas aD port end
be reconditioned by grindingin with tine grmdmg
New valve guides should be driven into position Smear the valve face lighly with griding
tool 18G 228 until the shoulder on the guide is and lap the valve on to Its sat usm a
against the cylinder head When titting the inlet motion with tool 18G 29 ThIs operatlon
guides ensure that the locating peg slot in the valve
is not complete until a dull even mat surface free from
guide shoulder is in line with the locating peg in the
blemish is produced on both the valve face and seat
cylinder head before driving the guide into position
After cleaning away all traces of grinding compound
the valve seating can be checked by applying a spot of Finish ream new valve guides using tool 18G 229A
marking blue to the valve face and rotating the valve then ensure that the valve seatings are concentric with
about one tum on its seat the marking should be the valve guide bores recutting the seatings if necessary
Section reproduced on the valve seat A using oil only is recommended Replace the remaining components by reversing the
When the valve faces and seats cannot be corrected
by lapping the valves should be refaced to the correct
Fig Aa14
Badly pitted valve seats should be reaced using Fig Aa1S
tools 18G 27 18G 28 18G 28 A l8G 28 B 18G 28 C Driving a valve guide into position using tool
l8G 174 l8G 174 A 18G 174 B l8G 174 C and 18G 230 18G 228
DIESEL ENGINE
Fig Aa16 Fig AaJ8
Reaming a valve guide using tool l8G 229A Cutting a thread in an injector sleeve using tool
18G 213 A to enable the sleeve to be withdrawn by
removal procedure and adjust the valve rocker tool 18G 213 Shown inset is the Alkathene Section Aa11
inserted ill the sleeve to prevent swart entering the
cylinder bore
Section Aa16
the insert which has an interference fit of 002 to 004 in
VALVE SEAT INSERTS 051 to 102 mm into the cylinder head Finally
If a valve seating cannot be restored with the normal grind or machine the new seat to the dimensions given
cutting and refacing tools or if valve head standdown in Fig Aal7 ensuring that the throat of the new seat
is excessive with a new valve a valve seat insert should blends into the throat in the cylinder head
be fitted Check the area of contact between the new seat and
To fit an insert machine the seating in the cylinder its valve with marking blue and if necessary lap the
head to the dimensions given in Fig Aal7 and press valve onto its seat Section Aa14
Section Aa17
Remove the valve rocker shaft assembly Section
Drain the cooling system
Remove th cylinder head Section Aa12 and the
valves Section Aa13
Plug the waterways in the cylinder head and the
Fig Aa17 cylinder block with clean rag
Valve seat machining dimensions If special equipment for decarbonizing is not available
Inlet A Exhaust 8
it will be necessary to remove the carbon deposit from
C Nominal diameter 1450 in L Nominal diameter 1290 in the piston crown and cylinder head by scraping A
368 rnm 3275 rnm length of copper tubing with the end flattened and filed
D 1775 to 1776 in 45076 M 1625 to 1626 in 4127 to
to 45102 mm 4130 mm up makes an ideal scraper which will not scratch
E Maximum radius 015 in N Maximum radius 015 in The ridge of carbon in the top of each cylinder bore
38 rnm 38 mm
F 325 to 328 in 825 to P 325 to 328 in 825 to
should not be disturbed and a ring of carbon should
833 mm 833 rnm also be left round the periphery of each piston crown
G 135 to 140 in 343 to Q 135 to 140 in 343 to An old piston ring sprung into the bore and resting on
356 rnm 356 rnm
H 070 to 080 in 178 to R 070 to 080 in 178 to
the top of the piston will facilitate this operation
203 rnm 203 rnm Remove the carbon deposit from the valves valve
J 45 s 45 ports valve guides and cylinder head Thoroughly
L Chamfer 020 to 030 in T Chamfer 020 to 030 in
508 to 762 rnm at 45 508 to 762 rnm at 4S clean the cylinder head and ensure that all traces of
DIESEL ENGINE
JIgAal9
Withdralting an injector sleeve using too18G 213 D Fig Aa20
Installing an injector sleeve using tool 18G 561
carbon dust are removed from the head and Drain the cooling system
Replace the components reversing the removal Remove the cylinder and adjust the valve rocker clearance If No 1
connecting rod is to be removed detach the
Section As I I oil strainer and suction pipe from the oil pump
Remove the cap and the bottom half of the bigend
Aa18 Clean the carbon deposit from the top of the cylinder
bore and withdraw the cunnecting rod and piston
REMOVING AND REPLACING upwards through the cylinder
THE INJEcroR SLEEVFS NOTEEach collDeCtiDa rod aad cap Is stamped
If it is found necessary to renew an injector sleeve with the Dumber of the cyliader from which it w
the operation can be carried out without removing the removed Fig ALll
Lubricate the cylinder bore and piston with head
engine oil space the compression ring gaps equally
Remove the injector
round the circumference of the piston and an Alkathene plug supplied with tool the rings using too118G 55 A
18G 213 A into the injector sleeve to prevent swarf Insert the connecting rod and piston the cylinder Using tool 18G 213 A cut a
through the cylinder bore so positioned that the
thread on the inside of the sleeve Remove the tool connecting rod cap will be towards the lefthand side of
but leave the plug in position Screw tool 18G 213 0
into the injector sleeve and withdraw the sleeve Fig
Aa19
Remove the Alkathene plug from the injector sleeve
Crank the engine to position the piston in the operated on at BDC
Coat the new injector sleeve with sealing compound
part number AKF 1702 on those surfaces which contact
the cylinder head and drive it into position using tool
ISG Aa19
REMOVING AND REPLACING
A CONNECTING ROD AND PISTON F
Drain and remove the sump Fig Aa21
Remove the valve rocker shaft assembly Section Installing a piston and connecting rod
using tool18G 55 A
DIESEL ENGINE
1 Connecting rod
2 Cap
3 Bearing
4 Bolts
S Tab washer
6 Hollow dowel
7 Littleend bush
Fig Aa23
When checking the gap clearance of a new piston
ring enmre that the ring is inserted illto an unworn
part of the cylinder bore
Section Aa20
DISMANnING AND REASSEMBLING
A CONNECTING ROD AND PISTON
Remove the bearing halves from the connecting rod
and cap If the bearing is to be re4lSed it should be
marked to ensure reassembly in its original position
Using tool 18G 1004 withdraw the two circlips from
Fig Aa22 the piston and press the gudgeon pin out Mark the
The arrows A indicate the bearing locating tags piston and gudgeon pin to ensure correct reassembly
and grooves The arrows 8 indicate the cylinder Remove the rings from the piston and place them in
number from which the connecting rod was the order in which they are removed to assist in
removed reassembling them in their original grooves
Thoroughly clean all the dismantled components and
inspect them for damage
Check the cylinder bore for scoring and for wear see
GENERAL DATA If the diameter of the bore is
the engine The cavity in the piston crown should now worn in any place by 010 in 254 mm or more a new
be offset towards the righthand side of the engine
Ensure that the connecting rod and cap the bearing
and the crankpin are absolutely clean Fit the two
halves of the bearing to the connecting rod and cap
NOTE On the VD series of the four
and six cylinder engiles there are two
Each half bearing has a tag which locates in a groove grooves one above and one below the
in the connecting rod and cap Fig Aa22 If the old wrist pin for two scraper rings For
bearing is being used the two halves should be replaced the VD series engines both of these
in their original positions Lubricate the bearing and scraper rings are used
crank pin with clean engine oil position the hollow
dowels between the connecting rod and cap and fit the For the 98 series engines both grooves
cap into positiQTI with the stamped numbers on rod and are present but only the upper scraper
cap adjacent to each other Fit new tab washers under ring may be installed If a lower
the bigend bolts and tighten the bolts to the figure given ring is installed the piston will be
in GENERAL DATA using torque wrench 18G 372 starved for the bolts in position with the tab washers
Replace the remaining components reversing the
removal procedure and adjust the valve Section Aall
DIESEL ENGINE
Reassemble the remaining components reversing the
dismantling procedure noting that the cavity in the
piston crown should be offset to the connecting rod on
the opposite side to the bigend cap
Section Aa21
REMOVING AND REPLACING
A CYLINDER LINER
Drain and remove the sump
Remove the valve rocker shaft assembly Section
Drain the cooling system
Remove the cylinder head Section Aa12
Fig Aa25 Withdraw the connecting rods and pistons Section
Removing and replacing a connecting rod littleend Aa19
bush using tool18G 616 Using tool ISG 227 C withdraw the cylinder liner
upwaros from the cylinder block Fig Aa26
Remove the cylinder liner sealing ring from its groove
in the bottom of the cylinder block
NOTE1be aeaIiag riDg should be raaewed OD aD
liner and piston should be fitted Section Aa21 In the OCCllliODS of qUader liDer removaL
event of a water leak at the bottom of the cylinder Inspect the cylinder liner seating in the top of the
liner the cylinder liner sealing ring should be renewed cylinder block for signs of burrs carbon or rust
Section Aa21 accumulation Thoroughly clean the seating being
Check the piston to cylinder bore clearance see careful not to remove any metal otherwise a water leak
GENERAL DATA is liable to occur If the old liner is to be refitted clean
Insert each piston ring into the cylinder bore and the locating flange at the top of the liner exercising the
measure the piston ring gap Fig Aa23 against the same care as for the liner in GENERAL DATA The ring should be Thoroughly
clean the sealing ring groove in the
placed in an unworn part of the bore and the piston cylinder block
used to position the ring square to the cylinder bore axis Insert the cylinder liner into the cylinder block
Check the clearance of each ring in its own groove without fitting the sealing ring and clamp the liner in
Fig Aa24 against the figure in GENERAL DATA the fuIlyhome position
The top ring is tapersided and to check its the ring should be fitted to the piston and
inserted into an unworn cylinder liner Push the piston
into the liner until about of the piston
ring width has entered the liner then check the ring
groove clearance
If it is decided to fit new piston rings in a the glaze should be removed from the Check the fit of the gudgeon pin in the piston see
GENERAL DATA
Measure the gudgeon pin to smallend bush GENERAL DATA and if necessary renew the
bush Fig Aa2S using tool 18G 616 Before pressing
in a new bush line up the oil hole in the bush with the
hole in the top of the connecting rod
Check the connecting rod alignment against the figure
in GENERAL DATA
Fit the rings into their respective grooves in the
piston ensuring that Nos 2 and 3 compression rings
which are taperfaced are installed with the side marked Fig Aa26
TOP uppermost
Withdrawing a cylinder liner using tool18G 227 C
DIESEL ENGINE
the sealing ring is seating correctly It may be necessary
to exchange the sealing ring to reduce the liner ovality
to an acceptable limi
Replace the remaining components reversing the
removal procedure and adjust the valve rocker clearance
Section Aall
Section Aa22
REMOVING AND RPLACING
THE TIMING GEAR CASE COVER
Tke the wight of the engwe at the iont prefelibly
with a sling but do not lift directly under the sump
Fig Aa27
Release the engine front support bracket from its
Insert shims at A to adiust the standing height of mountings
the early cylinder liner Shown inset are the faces Unlock and unscrew the nut from the front of the
of the cylinder block and the liner from which the crankshaft using spanner 18G 97
standing heirht is measured Withdraw the crankshaft pulley using tool 18G 231
and adaptor 18G 231 A and extract the pulley key from
Check the standing height of the cylinder liner against the end of the crankshaft The crankshaft oil seal may
the dimension in GENERAL DATA The top face of be removed and replaced using tool 18G 1111
the liner is stepped and the standing height should be Remove the engine front support bracket from the
measured between the lower face of the step and the timing gear case
top face of the cylinder block If necessary the stand Unscrew the remaining bolts securing the timing gear
ing height of early liners can be increased by fitting case cover to the timing gear case and detach the
shims see GENERAL DATA for thickness under the engine front lifting bracket and the liner flange
support bracket
Remove the liner install a new sealing ring in the Remove the set bolts securing the front of the sump
groove in the bottom of the cylinder block and apply to the timing case cover and slacken the remaining sump
a coating of Hylomar SQ32 jointing compound to the bolts two complete diameter at the lower end of the liner Install Pull the
timing case cover complete with liner using a semirotary motion to prevent the
oil seal and distance piece off the two locating ring becoming twisted or dislodged Press the
at the lower end of the timing gear case taking care
liner fully home then check its bore for ovality in the
not to damage the sump gasket
area adjacent to the sealing ring If the ovality exceeds
Cover the open end of the sump to prevent the in 04 mm withdraw the liner and check that
j
j I
Fig Aa28 Fig Aa29
Removing the starting handle jaw nut using tool Withdrawing the crankshaft pulley using tools
18G 97 18G 231 and 18G 231 A
DIESEL ENGINE
Section Aa23
REMOVING AND REPLACING
THE TIMING GEARS
Before removing the timing gears check the gear
backlash against the figure in GENERAL DATA
Four230
Refit the crankshaft nut and rotate the crankshaft
using spanner 18G 97 until Nos 1 and 4 pistons are
at TDC with No4 piston commencing its induction
stroke This will correctly position the timing marks
on the crankshaft and camshaft gears for reassembly
Six346
kllI Li1 rallkshai L oj
L Cla lC tile cr ansnall
using spanner 18G 97 until Nos 1 and 6 pistons are
at TDC with Nol piston commencing its induction
stroke This will corrctly position the timing marks
on the crankshaft and camshaft gears for reassembiy
Fig Aa30
Press back the jocking washers and umcrew the n1its
Withdrawing the camshaft gear using tools from the camshaft and the injection pump dnve shaft
18G 23118G 231 C and 18G 231 D Remove the thrust washer and withdraw the idlr lear
from its shaft
NOTEAfter the idler gear bas beea remond
of foreign matter the craaksbaft or camshaft should be rotated
Clean the joint faces of both timing case and cover all the alft rocker adjasdDg serews are com
and examine them for burrs Inspect the crankshaft pletely slackeaed oil to allow all the alvea to remain
oil seal and renew it if necessary Ensure that the fully dOled If this conditioD is Dot obseed the distance piece is free from burrs and
may foal the pistODS Dd cause serious where it contacts the crankshaft oil seal Remove the oil thrower from the end of the
When replacing the components which is a reversal the foregoing procedure fit a new gear case cover Withdraw the oil pump driving
gear and but do not use jointing compound The groove gear using tool 18G 231 and adaptor 18G 231 B
between the sealing lips of the crankshaft oil seal should Using tool 18G 231 and adaptor 18G 231 C withdraw
be filled with high melting point grease before assembly the gears from the camshaft and the injection pump
o o o
Fig Aa3J
Timing gears showing
A the 0 marks on the o 10
drive gears and hubs and I
B the timing nuuks on
the idler and drive gears 0
DIESEL ENGINE
liiillll
Fig Aa32
RelllOlillg replacing and broaching to size the timing idler gear bush using tool 18G 683
drive shaft Thrust pads 18G 2311 D and 18G 231 E from their hubs without removing the hubs from their
should be used for the camshaft gear and injection shafts
pump drive gear respectively Position the crankshaft so that the
Thoroughly clean and inspect all the dismantled Four230 No 4 piston or the No 6 piston is
just commencing its in
Check the idler gear thrust washer thickness and the duction stroke as described in Section
idler gear bush to shaft clearance against the figures Aa23
given in GENERAL DATA If necessary renew the
bush as described in Section Aa24 Remove the thrust washer and idler gear from its
Refit the gears to the camshaft crankshaft and shaft and the camshaft gear and injection pump pump drive shaft and ensure that the timing
gear from their hubs
marks on the teeth of these gears are in the position If the idler gear bush is to be removed press the old
shown in Fig Aa31 Slide the idler gear onto its shaft bush out using tool 18G 683 with the larger bore of
and engage the teeth with those of the other gears so the tool support uppermost Reverse the tool support
that the timing marks line up as shown in Fig Aa31 so that its lipped end is uppermost when pressing in a
noting that the double mark on the idler gear is lined new bush This will ensure that the bush is correctly
up with the timing mark on the crankshaft gear positioned with its ends equidistant from the sides of
Tighten the nuts on the camshaft and injection pump the gear With the tool support still in this latter
drive shaft and secure them with the locking washers position broach the bush after first lubricating the
Check the valve timing as described in Section Aa26 broach liberally with clean paraffin
Fit the idler gear thrust washer to the shaft with the Reassemble the camshaft gear and the injection pump
oil groove towards the gear drive gear to their hubs so that the timing mark on the
Refit the crankshaft oil thrower with the chamfered inner face of each gear lines up with the timing mark
side towards the gear on its hub as in Fig Aa31
Replace the remaining components in the reverse
order to that in which they were removed Refit the idler gear to its shaft so that the timing
Check the injection timing as described in Section marks on all four timing gears are in the
shown in Fig Aa31 noting that the double mark on
the idler gear is lined up with the timing mark on the
crankshaft gear
Section Aa24
Tighten and rewire the securing screws on the
OISMANTLING AND REASSEMBLING injection pump drive gear but leave the securing screws
THE TIMING GEARS on the camshaft gear Adjust the
valve timing as described in Section Aa26
Two of the timing gearsthose fitted to the camshaft Refit the idler gear thrust washer with the oil groove
and the injection pump drive shaftcan be dismantled towards the gear
DIESEL ENGINE
Section Aa26
VALVE TIMING
Four 230 Engine
When timing pin AMK 9990 engages the fly
wheel No4 piston is at 25 0 BTDC and the
degree plate must be set at 25 0 before zero
With the timing marks on the gars correctly rlated
as in Fig Aa3I and the valve rocker clearance adjusted
as in Section AaII final adjustment of the valve timing
see GENERAL DATA and Fig Aa33 is made by
rotating the camshaft drive gear in relation to its hub
the securing bolt holes in the camshaft gear being
elongated for this purpose
Rotate the crankshaft in the normal direction or
rotation until the 50 ATDC mark is at the top of the
flywheel in the vertical position with No 1 piston
G commencing its firing stroke and No 4 piston
Fig Aa33 commencing its induction stroke
Valve riming diagram Four230 Slacken the six set bolts securing the camshaft gear
Fuel injection timing 28
to its hub and rotate the camshaft in the normal
A Inlet valve opens E
B Exhaust valve close BTDC direction of rotation until the exhaust valve No8 of
C Exhaust valve opens F Top dead centre No4 cylinder is just closed
D Inlet valve closes G Bottom dead centre A clock gauge mounted on the engine with its
indicator contacting the valve spring collar will
facilitate this operation Tighten the camsllaft gear
securing bolts recheck the valve timing and rewire the
gear securing bolts
An alternative method of setting the crankshaft at
Section Aa25 50 ATDC is to use a degree plate and pointer in
REMOVING AND REPLACING conjunction WIth timing pin AMK 9990 as follows
THE TIMING GEAR CASE 1 Rotate the crankshaft in the normal direction of
rotation until the inlet valve No2 of No 1
Remove the timing gear case cover Section Aa22 cylinder is just closed No 1 piston will now
Withdraw the idler gear and the camshaft gear as be commencing its compression stroke and No4
described in Section Aa23 piston will be on its exhaust stroke
Unscrew the idler gear shaft which has a lefthand 2 Insert timing pin AMK 9990 through the reamed
thread and the timing gear oil fee4 jet complete with hole in the lower half of the engine seal washer
plate and while maintaining pressure on the pin
Remove the set screws securing the gear case to the rotate the crankshaft slowly until the pin engages
crankcase and pull the gear case complete with the timing hole in the flywheel
injection pump drive and the driving half of the 3 Mount the degree plate on the front end of the
injection pump coupling off the three Icating dowels crankshaft attach the pointer in a suitable
on the crankcase position to the engine and set the degree plate
If necessary remove and dismantle the injection at 28 0 25 0 on engines with a Simms Minimec
pump drive as described in Sections Aa27 and Aa28 injection pump before zero
1 Remove the timing pin and rotate the crankshaft
Thoroughly clean and inspect al the to bring the 50 after zero mark on the degree
When replacing the components which is a reversal plate in line with the timing pointer The crank
of the foregoing procedure fit a new gasket between shaft will now be at 50 ATOC with No 4
piston on its induction stroke
the crankcase and timing gear case coating the
crankcase joint face with sealing compound
Ensure that the injection pump drive coupling is
assembled correctly The coupling dowel bolt must
engage the hole in the pump drive flange
The idler gear shaft should only be to retain it in position
THE To facilitate retiming one tooth on each gear with The valve timing may be checked using a degree plate
the exception of the idler gear is marked with an and pointer a dialgauge and timing pin AMK 9990 as
0 or drill dimple see Fig 28 The correspond follows
ing teeth on the idler gear which mesh with the 1 Set No6 cylinder inlet valve clearance to 021 in
marked tooth on the camshaft drive gear and the 53 mm then crank the engine until No6 piston
fuel injection drive gear are is on its firing stroke
identified with similar marks while the correspond 2 Insert timing pin AMK 9990 through the reamed
ing teeth which mesh with the marked tooth on the hole in the lower half of the engine sandwich plate
crankshaft gear are marked with OC or twin Maintain pressure on the head of the pin and
drill dimples Also the faces of the fuel injection crank the engine until the pin engages the timing
pump drive hub the camshaft flan8C or
drive hub and their drive gears are stamped with F
0 marks to ensure correct timing relationship
between these components
Assemble the drive gear to the fuel injection pump
drive hub lining up the 0 mark on the
face of the hub with the 0 mark on the face of the
gear In a similar manner assemble the drive gear
to the camshaft lining up the 0 marks on the faces
of the gear and the camshaft flange or drive hub
but do not lock the securing bolts at this stage as
final adjustment of the valve timing has still to be
carried out
If necessary after first ensuring that the valve
rocker adjusting screws are fully released rotate
the crankshaft to position No 6 piston at TDC
on its induction stroke The tooth with the timing
mark on the crankshaft gear will now be between
11 and 12 oclock see Fig 31 G
Rotate the camshaft to position the gear tooth
with the timing mark between eight and nine
oclock and then tum the fuel injection pump Vahc timing fyl Six 34 6
drive gear so that its tooth with the tim A Inlet valve opens E Fuel injCtion timing fully
ing mark is between three and four oclock see n Exhaust valve closes retarded 14 BTDC
Fig 31 c Exhaust valve opens Top dead centre
1 nlet valve closes G Bottom dead centre
Fit the idler gear to its shaft with the marked teeth
on the drive gears engaging the corresponding hole in the flywheel No 6 piston is now
teeth on the idler gear as shown in Fig 31 14 0 BTDC on its exhaust stroke
Fit the idler gear thrust washer with the oil groove
in the washer next to the gear 3 Mount the degree plate on the front end of the
crankshaft and attach the pointer in a suitable
position on the timing case Set the degree plate
at 140 before zero then remove timing pin AMK
9990
4 Mount the dial gauge on the cylinder head with
its indicator resting on the collar of No
DIESEL ENGINE
cover plate and when the countersunk screws are fully
tightened lock them in position by peening
Fit the drive gear key to the front of the shaft and
insert the shaft into the housing from the rear end
until the flange on the shaft is against the bearing
Pass the small ball bearing over the shaft and press
the bearing into the housing until it contacts the
shoulder in the housing
Fit the oil seal into the end cover so that its sealing
lip fJcs towards the bearings
SmeJr the joint face of the end cover with sealing
compound and relit the end cover to the drive housing
being caeful not to damage the oil seal
Refit the coupling key and driving flange
Inject a liberal quantity of clean engine oil through
Fig Aa34 the hole in the top of the drive housing to provide initial
Checking the camshaft endfloat lubrication un til the oil in the engine is Section Aa27
REMOVING AND REPLACING
TIlE INJECTION PUMP DRIVE Section Aa29
Remove the injection pump Section Da
Remove the blanking plate from the timing gear case REMOVING AND REPLACING
cover and unlock and unscrew the nut from the THE CAMSHAFT
injection pump drive shaft
Remove the six set bolts securing the injection pump
drive to the timing gear case and withdraw the injection
pump drive using tool 18G loo8B to Remove the timing gear case cover Section Aa22
separate the drive shaft from its drive gear
Withdraw the camshaft drive gear Section Aa23
When replacing the drive housing ensure that the
joint faces of the timing gear case and the drive housing Remove the rocker cover and slacken fully the valve
are clean Smear the joint face on the rear of the rocker adjusting screws Withdraw the pushrods
timing gear case with jointing compound and fit a new Remove the fuel lift pump
drive housing gasket Disconnect the external oil pipe from the main oil
Replace the remaining components by reversing the gallery and cylinder head
removal procedure
Remove the tappet and pushrod cover and the oil
Bleed the fuel system as described in Section Da
level indicator guide from the side of the cylinder Aa28 Lift out the tappets
Remove the camshaft thrust plate and withdraw the
DISMANTLING AND REASSEMBLING camshaft being careful to avoid damage to the bearing
THE INJECTION PUMP DRIVE surfaces as the camshaft is withdrawn
Slacken the clamp bolt nut on the coupling driving Thoroughly clean and inspect all the and withdraw the flange from the drive shaft
parts
Extract the coupling key from the drive shaft and Check the camshaft bearing clearance against the
remove the end cover complete with oil seal from the dimensions in GENERAL DATA
drive housing
Fit the thrust plate and the drive gear to the
Remove the cover plate from the front of the drive
camshaft tighten the camshaft nut and check the
housing and press the shaft out of the housing in a
camshaft endBoat as shown in Fig Aa34 against the
forward direction The large bearing will be ejected
from the housing as the drive shaft is pressed out dimension given in GENERAL DATA
Extract the drive gear key from the drive shaft If necessary remove the locating bolt and withdraw
Press the small ball bearing out of the rear of the the camshaft front bearing from the cylinder and remove the oil seal from the end cover
Press a new bearing into position plain edge first
Clean and inspect all the dismantled components aligning the rwo holes in the bearing with the two holes
Commence reassembly by pressing the large ball in the bearing housing When the bearing is in into the front of the housing Refit the
front the holes can be tapped into final alignment using a
DIESEL ENGINE
soft drift against the aligning notch in the bearing Fit Section Aa31
the locating bolt and lineream the bearing to the
REMOVING AND REPLACING
dimension given in GENERAL DATA
THE ENGINE SANDWICH PLATE
Replace the remaining components lubricating all
the bearing surfaces with clean engine oil by reversing Remove the Transmission Section and
the removal procedure the flywheel Section Aa30
Remove the starter motor
Adjust the valve rocker clearance as described in
Unscrew the set bolts securing the sandwich plate to
Section Aa11 and bleed the fuel system of air I
the cylinder block and pull the sandwich plate off the
three dowels which locate it on the cylinder block
Remove the sandwich plate joint washer
Replacement is a reversal of the foregoing procedure
Section Aa30 using a new joint washer between the sandwich plate
and the cylinder block
REMOVING AND REPLACING
THE FLYWHEEL AND STARTER RING
Remove the Transmission Section Aa32
Unlock and remove all but two of the bolts securing REMOVING AND REPLACING
the flywheel to the crankshaft flange Unscrew the two
THE CRANKSHAFT AND MAIN BEARINGS
remaining bolts sufficiently to allow the flywheel to be
drawn off the crankshaft flange
Withdraw the flywheel by screwing two tin UNF
bolts into the withdrawal holes in the flywheel and
remove the two remaining flywheel bolts
Remove the sump Remove the oil pump
Examine the flywheel face and the starter ring teeth
Section Aa6 and the timing gear case cover Section
for wear against the figures given in GENERAL
Remove the oil thrower from the front end of the
If necessary remove the starter ring by drilling a hole crankshaft and withdraw the oil pump driving gear and
in the ring and splitting it across the hole with a hammer the crankshaft gear using tool 18G 231 and adaptors
and chisel 18G 231 B Withdraw the two halves of the crankshaft
Ensure that the bore of the new starter ring and its thrust washer from the front main surface on the flywheel are perfectly clean and
Remove the flywheel Section AL30 and the engine
free from burrs Heat the starter ring uniformly to the sandwich plate Section given in GENERAL DATA The strip
of paint on the starter ring will
change from greyblue to buff colour when is correct
Place the heated starter ring bore chamfer foremost
squarely on the flywheel The expansion should allow
the ring to be readily fitted by placing a piece of
hardwood across the ring and pressing or tapping it
until the starter ring is hard against its register When
the ring is cold the shrink fit will be and no further treatment is necessary
When replacing the flywheel check that the are not a loose fit in their holes and that they
are free from burrs The dowels are diagonally offset
to ensure correct positioning of the flywheel
Tighten the flywheel bolts in diagonal sequence to
the torque figure given in GENERAL DATA
Check the flywheel alignment with a clock the figure given in GENERAL DATA Fig Aa35
Lock the flywheel bolts and replace the rem a Checking the crankshaft rear oil seal cover to by reversing the removal procedure
return thread clearance
Aa DIESEL ENGINE
Fig Aa36
The arrow indicates the gauge paper used whell Fig Aa37
checking the diametrical clearance of a crankshaft Checking the crankshaft endfinat
main bearing
Remove the connecting rod bearing caps and shells Before attaching the connecting rods to the the shel1s with their respective caps for
correct shaft align the marks on the timing gears as and separate the connecting rods from the in Section
Replace the remaining components by reversing the
Unscrew the two bolts holding the two halves of the removal procedure refill the sump with new engine rear oil seal cover together Remove the
and bked the fuel system of air as described in Section
bolts securing the bottom half of the cover to the Da
crankcase and remove the bottom half cover taking
care not to damage the gasket If the gasket is damaged Section Aa33
in any way the top half of the cover should be removed
MODIFIED INLET VALVE LOCATING
and a new gasket fitted DETAILS
Remove the main bearing caps complete with the A new type inlet valve locating key and thimble and
bottom halves of the main bearings The crankcase a modified valve guide locating dowel have been
and caps are marked for correct assembly and the introduced on later engines These parts and caps should always be replaced in their
facilitate the assembly of the valves to their guides are
original positions in sets with their equivalent parts
referred to in Section Aal3
Lift the crankshaft out of the crankcase and remove
the remaining halves of the bearings and the Thoroughly clean and inspect all the and examine all bearing surfaces for wear
or scoring
Check the crankshaft endfioat and main bearing against the figures given in
GENERAL
DATA
New bearings are prefinished to size and do not
require any scraping or fitting r1
When replacing the crankshaft lubricate all the
bearings with clean engine oil and ensure that the
hollow locating dowels are in position over the main
bearing studs before fitting the bearing caps
Refit the crankshaft rear oil seal cover and check
that the clearance between the cover and the oil return
on the crankshaft is in accordance with the figure
in GENERAL DATA The ftat surface of the bottom Fig Aa38
half of the oil seal cover should be perfectly level with Modified inlet valve locating details
the crankcase surface to which the sump is mounted I Thimble 2 Key 3 Dowel
HYDRAULIC 74
INTRODUCTION 75
INSTALLA TION 75
OPERATION 76
MAINTENANCE 77
TROUBLE SHOOTING CHART 78
REDUCTION GEARS 85
WARNER HYDRAULIC TRANSMISSIONS 91
I A Description Chart
MODEL
P200 P300 P400 REDUCTION RATIO DIRECTION OF ROTA TION
P21R P31R P41R DIRECT RIGHT
P21L P31L P41L DIRECT LEFT
P22R P32R P42R 1 51 RIGHT
P22L P32L P42L 1 51 LEFT
P23R P33R P43R 20 1 RIGHT
P23L P33L P43L 201 LEFT
P24R P34R P44R 251 RIGHT
P24L P34L P44L 251 LEFT
P25R P35R P45R 301 RIGHT
P25L P35L P45L 301 LEFT
B Model and Serial Numbers
Each reverse gear has a model number and
a serial number These numbers are on
the name plate located on the housing
of the MODEL AND SERIAL NUMBER CHART
DIRECT DRIVE MODEL AND SERIAL NUMBERS
P2 Gear Size 1 Direct Drive R Right Hand Rotation Unit 5J 1234 Transmi asion Seriol No
L L ft H and Rotation Uni t
REDUCTION GEAR MODEL AND SERIAL NUMBERS
L 5J5678
P 2 Gor Size
I Rdu ction
Gear
15 1 j
20 1 cion
R Right Hand Rotation Unit
L Left Hand Rotaion Unit
5J5678 Trons
Sitn
Si Ztt
25 1 Roio No
30 1
INTRODUCTION ward drive is through a multiple disc clutch
arrangement while the reverse drive utilizes
The Models P200 P300 and P400 hydraulic a reverse clamp band and planetary gear
transmissions have been designed for smooth train The transmission oil is circulated and
operation and dependability in marine use The cooled through a separate external oil cooler
transmission is se1 contained having an oil core which is in turn cooled by the engine
pressure system and oil supply completely water Paragon transmissions are furnished
separated from engine lubricating oil systems with either direct drive or reduction gears
Gear reduction ratios and oil under pressure is used to model numbers are listed in
engage a forward or reverse drive The for Section I under INSTALLATION 4 Install and tighten four bolts
with lock
washers through the transmiSSion
A The installation instructions below are for housing flange into the engine adapter
use when the original transmi ssion has been plate Remove the 312 studs Install
removed for servicing and must be re and tighten the two remaining bolts
installed or when the transmission unit with lockwashers through the trans
is to be adapted as nonoriginal eqUip mission housing flange
ment to a marine engine
D The transmission and propeller shaft cou
B It is important that the engine and trans pling must be carefully aligned before the
mission rotations are matched The direc propeller shaft is connected to the trans
tion of rotation of an engine is defined in mission in order to avoid vibration and
this manual as the direction of rotation consequent damage to the of the engine crankshaft as viewed from the engine and boat
hull during operation
output end of the transmission A clock To align the coupling move the propeller
wise rotation of the engine is a right hand shaft with attached coupling flange toward
rotation and a rotation of the transmission so that the faces of the
the engine is a left hand rotation propeller shaft coupling flange and trans
miSSion shaft coupling flange are in con
A letter R or L appearing on the tact The coupling flange faces should be
transmission serial number plate illus in contact throughout their entire circum
trated in Section It ference The total runout or gap between
indicates whether the transmission is for the faces should not exceed 002 at any
use with a right or left hand rotating point If the runout exceeds 002 reposi
engine tion the engine and attached transmission
by loosening the engine support bolts and
C The hydraulic transmission is attached to adding or removing shims to raise or lower
the engine in the following manner either end of the engine If necessary
move the engine sideways to adjust the
1 Insert two 312 studs in opposite runout or to align the coupling flange
transmission mounting holes in the faces laterally Tighten the engine support
engine adapter plate bolts and recheck the alignment of the
coupling before bolting the coupling flanges
2 Place the transmission against the studs together Connect the coupling flanges with
so that the studs go through two of the bolts lockwashers and nuts
matching holes in the transmission
E Connect the oil cooler lines to the trans
housing flange mission
3 Slide the transmission along the studs F Connect the shift control cable from the
toward the engine so that the spline on cockpit control station to the transmission
the shaft at the front of the transmission control valve lever shown in Figure on
enters the matching splined hole in the page 5 Place the transmiSSion control
engine vibration dampener valve lever in the neutral position and
adjust the shaft control cable length until or reverse position and should return
the cockpit control station hand lever is exactly to the neutral position when the
in the neutral position Move the cockpit hand lever is in the neutral position
control hand lever to forward and reverse
positions several times while observing the G Remove the oil dipstick shown in Figure
transmission control valve lever motion on page 5 and fill the transmission with
The transmission control valve lever should Type A transmission fluid to the mark on
move fully into forward or reverse position the dipstick Replace the dipstick in the
when the hand lever is moved into forward transmission OPERATION Starting Procedure
1 Always start the engine with the trans
Principle of Operation mission in NEUTRAL to avoid moving the
boat suddenly forward or back
The transmission forward and reved drives
2 When the engine is first started allow it
are operated by transmission oil undar pres
to idle for a few moments Stop the engine
sure An internal gear type oil pump C1elivers
and check the transmission oil level Add
the transmission oil under pressure to the
oil if necessary to bring the oil level up
external oil cooler The transmission oil is to the mark on the transmission dipstick
returned still under pressure to the oil
distribution tube and relief valve The relief
valve maintains the oil pressure by remaining NOTE
closed until the oil pressure reaches 60 PSI ON SUBSEQUENT START UPS THE
When the control lever is shifted to the TRANSMISSION OIL LEVEL MAY BE
forward pOSition oil under pressure is de CHECKED BEFORE RUNNING THE
livered to the multiple disc clutch piston ENGINE WHEN ENGINE OIL IS
which moves to clamp the clutch discs and CHECKED
planetary reverse gear case together The 3 Start the engine again with the transmission
discs and case then revolve as a solid cou in NEUTRAL and allow the enginetowarm
pling in the direction of engine rotation The up to operating temperature
reverse drive is engaged by shifting the
control lever to the reverse poSition so that 4 Shift the transmission into FORWARD or
oil under pressure is delivered to the reverse REVERSE as desired If the engine should
piston The reverse piston moves to clamp stall when the transmission is shifted to
the reverse band around the planetary gear FORWARD or REVERSE place the trans
case preventing the planetary gear case mission in NEUTRAL before restarting the
from moving but allowing the planetary gears engine
to revolve to drive the 9utput or propeller It is recommended that shifting be done at
shaft in a direction opposite to the rotation speeds below 1000 RPM and preferably in
of the engine With the control levr in the the 800 RPM or idle engine range to pro
neutral poSition pressurized oil is prevented long the life of the engine from entering the clutch piston or reverse and boat
EMERG ENCY shifts may be at
band piston and the propeller shaft remains higher engine speeds but this is not a
stationary recommended
MAINTENANCE are full If necessary refill to the mark
on the dipstick to ensure proper operation
A Lubrication of the transmission The transmission oil
level should be checked each time the engine
The Models P200 P300 and P400 trans oil level is checked before running the
missions are units indepen engine
dent of the engine lubricating systems
The units are lubricated by pressure and by The oil in the transmission should be
splash from its own oil The type of oil changed every 100 hours or each season
recommended is Transmission Fluid under normal conditions However the
Type A commonly used for automatic number of hours that can be run between
transmissions in automobiles oil changes varies with the operating condi
tions Drain plugs are located at the
The quantity of oil depends upon the angle bottom of the reverse gear housing and the
of installation as well as the reduction reduction gear housing
model The level must be maintained at
the mark on the dipstick and should be
checked periodically to ensure satisfac B Adjustments
tory operation
No adjustment is necessary for the FOR
When filling for the first time or refilling WARD drive multiple disc after an oil change check the level after reverse band is self
adjusting to compen
running for a few minutes to mnke certain sate for lining wear so that no external
that the oil cooler and the various passages reverse band adjustment is
OIL TO COOLER
COUPLING
FLANGE
PARAGON 77
C Trouble Shooting Chart
PROBLEM POSSIBLE CAUSES AND METHODS OF INOPERATIVE
Drive Shaft does not operate
with selector valve in forward 1 Low Oil Pressure a Low oil supply Add oil refer to
or reverse b Faulty oil gauge
Replace Sauge
Oil gauge slow to register air or
obstruction in oil gauge line Clean
and bleed oil gauge liLe
c Plugged oil lines or passages
Clean lines or passages
d Oil pressure relief valve scored
and sticking Remove relief valve
Clean valve and valve bore in
control val ve housing with crocus
cloth to free valve or replace
e Defective pistons and oil distributor
seal rings Replace seal rings
f Defective oil pump Check for wear
and replace if necessary
2 High Oil Temperature a Low oil supply Add oil refer to
b Low water level in cooling system
Add ater and check for leaks
c Plugged raw water inlet screen
Clean screen
d Collapsed or disintegrated water
inlet hose Replace hose
e Air leak in cooling water suction
line Replace suction line
f Raw water pump impeller worn or
damaged Replace impeller
g Clogged or dirty oil cooler element
Remove and clean
3 Reverse Band not
engaging Planetary a Reverse bo1d lining worn out
Gear Cage Replace lining
b Defective reverse piston 0 ring
Replace 0 ring
4 Failure of Planetary Remove gear case assembly and check
Assembly for defective or damaged parts Replace
defective or damaged parts
5 Failure of Reduction Remove reduction gear assembly and
Gear check for defective or dunaged parts
Replace defective or damaged parts
TRANSMISSION
PROBLEM POSSIBLE CAUSES AND lfiETHODS OF DRAGGING
Drive Shaft rotates either
forward or reverse with Forward clutch plates warped and
Selector Valve in neutral 1 Defective forward sticking Remove clutch plates and
position Clutch Plates replace
2 Defective forward Forward clutch piston release spring
Clutch Piston Release broken or weak Replace spring
Spring
3 Binding in Planetary a Bearings and gears worn excessively
Assembly in gear case Replace necessary
parts
b Input shaft bearings worn excessively
causing misalignment of input shaft
Replace necessary parts
GEAR SLIPPING OR SLOW TO
ENGAGE
With Selector Valve in forward
or reverse position 1 Low Oil Pressure See Gear 1
2 Worn forward Clutch Remove forward clutch plates and check
Plates for wear excessively replace clutch
plates
3 Reverse Band not See Gear Inoperative 3
engaging Gear AND 1 Water in Lubricating a Hole in oil cooler element permitting
Oil water to seep into oil compartment
Replace oil cooler element
b Oil cooler gaskets Check gaskets
and replace
2 Excessive Oil in
Engine Crankcase or Defective front end plate oil seal
Flywheel Housing Replace on seal
3 Oil on Exterior of
Marine Gear a Oil seeping from breather Check
for too high oil level
b Defective rear end oil seal Replace
oil seal
4 Loss of on from
Transmission a Check for defective gaskets and
seal
VI PARTS
Each part illustrated in the exploded views ALWAYS GIVE THE PART NUMBER PART
has a key number and an arrow pointing from NAME TRANSMISSION MODEL NUlBER
the key number to the part Refer to the key AND TRANSMISSION SERIAL NUl1BER VHEN
number in the parts list to determine the part ORDERING PARTS
number and PARTS LIST
No Description No Description
1 Gear Case Needle Bearing 67 Hod Down Spring
2 Gear Case 68 Socket Head Pipe Plug
3 Long Pinion 69 Pipe Plug
4 Pinion Thrust Pad 70 Control Lever Pin
5 Roller Bearing 71 Capscrew
6 Long Pinion Bearing Spacer 72 Lockwasher
7 Pinion Shaft 73 Plain Washer
8 Engine Gear Roller Bearing 74 Control Lever
9 Engine Gear 75 Control Lever Bushing
10 Short Pinion 76 Control Lever Pawl
11 Roller Bearing 77 Control Valve 0 Ring
12 Short Pinion Bearing Spacer 78 Control Valve
13 Short Pinion Spacer 79 Control Valve Retaining Ring
14 Pinion Shaft Locking Tab 80 Cover
15 Case Clip 81 Reverse Piston 0 Ring
16 Capscrew 82 Reverse Piston and Shaft Assembly
17 Engine Gear Thrust Washer 83 Piston Back Up Plate
18 Direct Drive Tailshaft 84 Reverse Piston Shaft Pin
19 Propeller Gear 85 Retaining Ring
20 Propeller Gear Thrust Washer 86 Reverse Band Roll Pin
21 Steel Clutch Plate 87 Reverse Band Lever
22 Bronze Clutch Plate 88 Reverse Band Roll
23 Screw Collar Spring 89 Piston BackUp Plate 0 Ring
24 Screw Collar Needle Bearing 90 ReliM Valve Plug
25 Screw Collar 91 Relief Valve Spring
26 Forward Piston 0 Ring Outer 92 Relief Valve Retaining Ring
27 Forward Piston 0 Ring Inner 93 Relief Valve 0 Ring
28 Forward Piston 94 Relief Valve Pin
29 Clip Screw Collar 95 Relief Valve Housing
30 Lockscrew 96 Front Plate Oil Seal
31 Oil Distributor Seal Rings 97 Front Plate
32 Tailshaft Thrust Washer 98 Front Plate Thrust Washer
33 Tailshaft Seal Washer 99 Roller Bearing
34 Woodruff Key 100 Pump Pert Plate
35 Spring Retainer 101 Pump Housing Pin
36 Retaining Ring 102 Inner Pump Gear
37 Cover Gasket 103 Outer Pump Gear
38 Distributor Tube 104 Pump Housing
39 Tailshaft Needle Thrust Race 105 Lockwasher
40 Tailshaft Needle Thrust Bearing 106 Capscrew
41 Retaining Ring 107 Dipstick
42 Ball Bearing 108 Flat Head Socket Capscrew
43 Reduction Pinion Tailshaft 109 Breather
44 Reduction Adapter Plate 110 Pump Key
45 Adapter Plate Seal 111 Reverse Band
46 Capscrew 112 Pipe Plug
47 Gasket 113 Brass Washer
48 Crescent 114 Brake Band Support Screw
49 Plain Steel Washer 115 External Socket Head Cap Screw
50 Lockwasher 116 Detent Seal Washer
51 Capscrew 117 Detent Ball
52 Locknut 118 Capscrew
53 Lockwasher 119 Detent Spring
54 Capscrew 120 Lockwasher
55 Lockwasher 121 Capscrew
56 Ball Bearing 122 Reduction Gear Housing
57 Direct Drive Plate 123 Pipe Plug
58 Oil Seal 124 Oil Seal
59 Gear Half Coupling 125 Gear Half Coupling
60 Rear Gasket 126 Lockwasher
61 Housing 127 Loelmut
62 Dipstick Tube 128 Internal Gear
63 Front Gasket 129 Bearing Assembly
64 Reverse Band Housing Pin 130 Retaining Ring
65 Baffle 131 0 Ring
66 Flat Head Socket Capscrew 132 Suction Tube
133 Washer
GEAR CA SE ASSEMBLY REVEJ
24
1
J
FRONT END PLATE AND PUM P ASSEMBLY
101 102
119 E
TRANSMISSION
SE GEAR HOUSING ASSEMBLY COVER
ASSEMBLY
74 RELIEF VALVE
ASSEMBLY
S 2
I I I 70
79 92
jl 93
1
81tr
Q
40 41
ROUCTION
DAlvE 44 5 6
88 87
MPLETE ASSEM BL Y
REDUCTION GEAR ASSEMBLY
113 4
REDUCTION Disassembly of Reduction Unit
The Westerbeke Paragon consist of an internal ring gear This manual is intended to serve as a
and a drive gear that offers a variety guide in servicing the reduction gears
of reduction ratios The reduction since these units are similar in most
units are used integrally with either details except for size
manual or hydraulic reverse gears
As in any servicing operation clean
Model and Serial Numbers liness is a must and all rules for good
and Part Numbers
workmanship apply Some of these rules
The model and serial numbers are on are as follows
a plate affixed to the cover of the
transmis sion 1 Use only clean fluid in any clean
The parts list accompanying the dia ing or washing of parts
grams are intended only to identify the
parts in regards to disassembly and 2 Use only clean oil for when pressing parts together
To order parts refer to Parts List
Manual giving complete description 3 Neverpress a ball bearing so that
and part number with Model and Serial the force is carried through the
numbers of the transmission 4 Never use a hammer to drive ball
The reduction gears are lubricated bearings in jllace
with the same oil as used in the Refer to General Data
5 Use only properly sized in removing or securing nuts and
are no adjustments necessary
to maintain the reduction gears in
proper rUJIling condition 6 Replace gaskets with DeW ma
terial
ALWAYS GIVE MODEL NUMBER AND SERIAL NUMBER OF TRANSMISSION
WHEN ORDERING PARTS
7 Work on a clean bench and protect 6 Remove retaining ring 4 from groove
gear teeth and oil seal surfaces next to ball bearing 3 inside reduction
from nicks and scratches gear housing and press ball bearing 3
from housing
Before removing the reduction unit from
the reverse gear drain all of the lu 7 If necessary to replace remove oil
bricating oil from the transmission and seal 5
the reduction unit
8 Remove Woodruffkey 13 from flanged
shaft and remove seal washer 12 and
DISASSEMBLY NEED BE CARRIED spacer 11
OUT ONLY AS FAR AS NECESSARY
TO CORRECT THOSE DIFFICULTIES 9 Press ball bearing 10 from flanged
WHICH INTERFERE WITH PROPER shaft using two holes in flange
MARINE GEAR OPERATION
10 Remove caps crews 9 and lockwashers
8 from rim of flanged shaft and re
DISASSEMBLY OF REDUCTION UNIT move ring gear 7 from flanged shaft
1 Remove oil drain plug 1 from bottom
of reduction gear housing 2 and drain INSPECTION
oil from unit Make certain that all
lubricating oil is removed from reverse All parts should be thoroughly cleaned
gear unit before inspection Parts showing ex
cessive wear should be replaced
2 Remove capscrews 18 and lockwash
ers 17 from flange of reduction gear 1 Ball bearings should be examined for
housing and slide entire reduction unit indications of corrosion and pitting on
straight back approximately 3 inches balls and races
until reduction unit clears reduction
drive pinion 2 All gear teeth should be examined for
pitch line pitting uneven wear pat
3 Bend tang of from tern or excessive wear
locknut 16 Remove locknut using
3 Examine oil seal for rough or charred
suitable wrench and lift lockwasher
from shaft lips
4 Remove gear half coupling 14 with
4 Hetaining rings should be checked for
gear type puller or by supporting en burrs or deformities
tire assembly under flange of gear half
coupling and press against shaft to force 5 All gaskets should be replaced
coupling from assembly
ASSEMBLY OF REDUCTION UNIT
S Support reduction gear housing so that
flanged shaft assembly can drop free 1 Replace oil drain plugl Into reduction
approximately 2 inches and press gear housing 2
flanged shaft assembly from reduction
gear housing 2 Press ball bearing 3 into reduction
gear housing 2 and install retaining 10 Support unit on inside of flanged shaft
ring 4 into groove next to ball bearing with large end of unit down and press
gear half coupling 14 onto shaft end
3 If removed for replacement press new and into ball bearing 3 until coupling
oil seal 5 into reduction gear housing is seated against ball bearing Care
must be taken to line up keyway in coup
4 Place flanged shaft 6 over ring gear ling and key in shaft before pressing to
7 and line up holes in flange with those gether
in ring gear
11 Place lockwasher 15 over end of
5 Place lockwasher 8 over caps crew flanged shaft with tang on inside of lock
9 and insert capscrew into hole in washer in slot on flanged shaft Place
flanged shaft and secure flanged shaft locknut 16 onto shaft and secure using
to ring gear suitable wrench
6 Press ball bearing 10 onto flanged 12 Bend one tang of lockwasher into slot
shaft Place spacer 11 over shaft on locknut
next to ball bearing and place seal
washer 12 over shaft next to spacer 13 Install two studs 3 12 inches long into
two OPPOSite holes in reduction adapter
7 Install Woodruff key 13 into keyway in plate
flanged shaft
8 Place reduction gear housing over small 14 Position reduction gear assembly over
end offlanged shaft and start ball bear studs with oil drain plug at bottom of
ing 10 on flanged shaft into bore in housing and Slide onto reduction drive
housing by tapping housing with a soft gear It may be necessary to rotate
reduction gear slightly to properly mesh
mallet
gear teeth
9 Turn unit over with small end of housing
down and press on center of flanged shaft 15 17 and capscrews
until spacer 11 is seated against ball 18 around flange of reduction gear
bearing 3 in reduction housing housing and tighten
87
REDUCTION ASSEMBLY DRAWING
4 3 5
I I
NOTE SEE APPROPRIATE
SERVICE MANUAL FOR
OTHER REVERSE GEAR PARTS
II 14
10 12 13 16
PARTS LIST AND EXPLODED VIEW
I rfJ
I
Fig 2
KEY KEY
NO DESCRIPTION NO Drain Plug
10 Ball Bearing
2 Reduction Gear Housing 11 Spacer
3 Ball Bearing 12 Seal Washer
4 Ball Bearing Retaining Ring 13 Woodruff Key
5 Oil Seal 14 Gear Half Coupling
6 Flanged Shaft 15 Lockwasher
7 Ring Gear 16 Locknut
8 Lockwasher 17 Lockwasher
9 Caps crew 18 Capscrew
WARNER HYDRAULIC be shifted to the point where it covers
The Westerbeke Six346 and Four230 the letter F on the case casting and
Engines are also furnished with Warner is located in its proper position by the
hydraulic direct drive and reduction poppet ball The Warranty is assemblies if the shift lever poppet spring and or
ball is permanently removed or if the
The direct drive transmission consists control lever is changed in any manner
of a planetary gear set a forward or repositioned or if linkage a reverse clutch an oil pump remote control and transmission shift
and a pressure regulator and rotary lever does not have sufficient travel in
control valve All of these are con both directions This does not apply to
tained in a cast iron housing along with transmissions equipped with shafts and connectors to Gear electrical shift forward reverse and
A direct drive ratio is used all forward operation In reverse
the speed of the output shaft is equal to The properties of the oil used in the
input shaft speed but in the opposite transmission are extremely Helical gearing is used to to the proper function of the quieter
operation than can be system Therefore it is extremely
important that the recommended oil
obtained with spur gearing automatic transmission fluid ATF
Oil pressure is provided by the cres Type A be used
cent type pump the drive gear of
which is keyed to the drive shaft and PROCEDURE FOR at transmission input speed TRANSMISSION WITH OIL
to provide screened oil to the pressure
When filling the transmission should be added until it reaches the
From the regulator valve the oil is full mark on the dipstick The through the proper circuits tity of oil depends upon the angle of
to the bushings and antifriction bear the installation The unit should be
ings requiring lubrication A flow of turned over at engine idle speed for a
lubricant is present at the required short time in order to fill all whenever the front pump is turn including the cooler and cooler
piping
ing and it should be noted that supply
is positive in forward neutral and PROCEDURE FOR CHECKING OIL
reverse conditions LEVEL
The unit has seals to prevent escape The oil level should be checked im
of oil mediately after shutting off engine and
sufficient oil added to again bring the
Both the input and output shafts are
coaxial with the input shaft splined transmission oil level to the full mark
on the dipstick assembly The dipstick
for the installation of a drive damper assembly need not be threaded into the
and the output shaft provided with a case to determine the oil level It
flange for connecting to the propeller need only be inserted into the case
shaft until the cap or plug rests on the sur
face surrounding the oil filler hole
CONTROL LEVER POSITION The transmission should be checked
The position of the control lever on periodically to assure proper oil when in forward should and oil should be added if
91
CHANGING OIL
It is recommended that the oil be changed once each season
After draining oil from the unit the
removable oil screen should be
thoroughly cleaned before refilling
the transmission with the recom
mended oil ATF Type GEAR BOX
The reduction gear box operates with the direct drive unit
The reduction gear box consists of a
planetary gear set which reduces the
input revolutions to a fixed ratio
It is recommended that all using a reduction gear have a
suitable locking device or brake to
prevent rotation of the propeller shaft
when the boat is not under direct pro
pulsion If the marine gear is not in
operation and the forward motion of
the boat causes the propeller shaft to
rotate lubricating oil will not be cir
culated through the gear because the
oil pump is not in operation Over
heating and damage to the marine gear
may result unless rotation of the pro
peller shaft is in an emergency shift from
forward to reverse drive at engine speeds below
1000 rpm to prevent damage to the
engine or marine gear
TABLE OF 1
GENERATOR SECTIO
General 4
Component Location 4
Visual Inspection 6
Question and Answer Guide 7
A No Output Voltage 7
B Unstable Output Voltage 8
C High or Low Output Voltage 8
D Field Circuit Breaker Trips 9
E Unbalanced Generator Terminal Voltages 9
Flow Chart Guides 10
No Voltage Buildup 10
Voltage Builds Up But Circuit Breaker Trips 11
Output Voltage Too High lr Too Low 12
Voltage 150 or More Than Rattd 13
Unstable Output Voltage 14
Cycling Buildup 15
Unbalanced Terminal Voltages 16
Procedures
B Flashing the Field i
C No AC Power to Exciter 18
D Testing Ll Reactor 18
E Testing Diodes 18
F Testing SCRs 19
G Testing Transistors 20
H Testing Generator Rotor 21
J Testing Generator Stator 22
K Testing Brushless Exciter Rotor 22
L Testing Brushless Exciter Stator 23
M Reconnection 23
N Voltage Reference Circuit 24
P Generator Disassembly 25
Q Voltage Adjustment 25
LIST OF 1 Static Exciter Design
2 RntClting Brush less Exciter Design
3 Top View of Chassis Assembly
4 Voltage Regulator Printed Circuit Board Location J
7 Flashing the Field 17
8 Testing Diodes 18
911 Testing SCRs 19
1217 Testing Transistors 20
18 Testing Rotor for Grounds 21
19 Test ing Rotor for an Open Circuit 21
20 Testing Stator Windings 22
21 Testing Exciter Armature 22
22 Testing Exciter Field 23
23 Connecting Lead From Terminal 63 23
24 Reconnection Diagram 23
25 VR21 Printed Circuit Board 24
26 Generator Disassembly 24
27 Adjusting Voltage on VR21 2S
LIST OF TABLES
Table 1 Resistance Values for Rotors 21
Table 2 Resistance Values for Stators 22
are two generator aeslgns usu un ln UK senes 1 U giim access to generator remove gnue section
They are basically the same except for the method of below control box
field excitation 1 chassis assembly VR22 mounts
on the rear portion of the generator SCRs silicon
The Static Exciter brush type design uses a brush controlled rectifiers and diodes are easily ac
rig and collector rings for field excitation This design cessible for testing See Figures 13
was used on some of the earlier models within the 2 On generators brushes attach to
range of 25 KW 90 KW the brush rig inside of end bell housing inspect
through large access holes in the end belL See
The Brushless design uses a rotating rectifier exciter Figure 1
assembly i place of the brush rig for field excitation 3 On brushless models rotating exciter assembly
The brushless design is standard on all models from mounts directly behind chassis
25 KW 175 KW assembly with all diodes accessible for servicing
See Figure 2
4 PC Board VR21 Printed Circuit
Board mounts inside the control box on the rear
NOTE Unless otherwise specified the tests In this panel left side turn 14 turn fasteners on front
section apply to both designs of control box to gain access See Figure 4
VR22
EXCITER REGULATOR
CHASSIS ASSEMBLV ENDBELL AC
STATOR oII 4
208240
VOLTS
RESIDUAL MAGNETISM
IN ROTOR STARTS
PROCESS
SOLID STATE
EXCITER
ND VOLTAGE
REGULATOR
REVOLVING FIELD OVERSPEED SWITCH
GENERATOR END VIEW GRILLE REMOVED EXCITATION FIGURE I STATIC EXCITER
DESIGN
AL ASSEMBL Y
208240
VOLTS
EXCITER
ARMATURE
VOL SWITCH REGULATOR
WITH RECTIFIERS
SENERATOR END VIEW SRILLE REMOVED EXCITATION SCHEMATIC
FIGURE 2 ROTATING BRUSHLESS EXCITER DESIGN
CHECK THESE DOUBLE LEAD SCRS
ACCORDING TO PROCEDURE F
LCHECK THESE SINGLE LEAD RECTIFIERS
ACCORDING TO PROCEDURE E
FIGURE 3 TOP VI EW OF CHASSIS ASSEMBL Y
VR21
VOLTAGE REGULATOR
PRINTED CIRCUIT BOARD FIGURE 4 VOLTAGE REGULATOR PRINTED CIRCUIT BOARD LOCATION 97
VISUAL INSPECTION nections dust dirt or moisture If dirty clean
Before proceeding with the on the with a suitable solvent and compressed pages a few simple checks can be made 3 Visually inspect
the chassis
which could directly indicate the cause of trouble assembly VR22 for burned components broken
wires loose connections carbon tracks caused
1 Always be sure that connection of generator leads by arcing between parts or between parts and
is correct Whenever leads are reconnected for a ground Also check for shorted paths between
different voltage check the output with an inde terminals caused by dust dirt and moisture
pendent voltmeter Do not use the control panel 4 Large banks of SCR Silicon Controlled Rectifier
meter since it could indicate that the voltage is regulated loads can cause the generator voltage
correct even if connection is wrong to increase as load is applied If such loads exist
2 Visually inspect the voltage regulator printed and the voltage increases more than 5 or 10
circuit board assembly VR21 in the control box consult the factory an additional filter is available
for burned components broken wires loose con for the regulator circuit to correct the THE QUESTION AND ANSWER
GUIDE BEGINNING ON PAGE 7 GIVES A STEPBYSTEP
PROCEDURE FOR CHECKING THE GENERATOR THE
FLOWCHART GUIDES ON PAGES
10 TO 16 ARE GIVEN AS A GENERAL GUIDE TO RE
SOLVE VARIOUS GENERATOR PROBLEMS ALL CHARTS
REFER TO PROCEDURES SHOWN AT THE END OF THIS
SECTION PAGES 17 TO 25
QUESTION AND ANSWER GUIDE
To correct a particular problem answer the qJestion either yes or no then proceed to the next step given in
whichever column question wac answered
A NO AC OUTPUT VOLTAGE ENGINE RUNNING YES NO
1A Is the circuit breaker on the meter panel in the on position 3A 2A
2A Switch the circuit breaker to the on position Does the AC voltage build up 3A
NOTE If voltage builds up but is high low or unstable or causes the circuit
breaker on the meter panelto trip refer to section B c or 0 of
the guide
3A Is the AC voltage at terminals 1 and 2 on VR21 voltage regulator printed circuit board SA 4A
and at terminals 9 and 10 on VR22 chassis assembly S to 10 volts
4A Check continuity of wires and connections between terminal 1 on VR21 printed circuit lOA
board and terminal 9 on VR22 chassis assembly and between terminal 2 on VR21
printed circuit boaed and terminal 10 on VR22 chassis assembly Is there continuity
between these SA Check for broken wires and loose connections on VR22 chassis assembly 6A
Replace or repair any that are defective and clean all dust dirt and other foreign material
from the assembly Does the AC voltage now build up
6A Is the DC voltage at terminals 4 and S on VR22 chassis assembly S to 13A 7A
10 volts
7A Are diodes CR I CR2 and CR3 on VR22 chassis assembly OK 8A
See Method E in Procedure section for checking diodes
8A Are SCRs Q4 and Q5 on VR 22 chassis assembly OK 9A
See Method F in Procedure section for checking SCRs
9A The trouble is probably caused by a defective component on the voltage regulator
printed circuit board REPLACE VR21 PRINTED CIRCUIT BOARD See Figure 4
lOA With the circuit breaker on the meter panel in the off position is the AC voltage at 14A llA
terminals 62 and 63 on terminal board TB21 on the left side of control box S to 10 volts
llA With the circuit breaker on the meter panel in the off position flash the exciter field l2A 13A
See Method B in Procedure section for field flashing Is the AC voltage at terminals
62 and 63 now 5 to 10 volts
12A Turn the circuit breaker on the meter panel to the on position Does the AC output ISA
voltage build up
NOTE If voltage builds up but is high low or unstable or causes the circuit breaker
to trip refer to section B C or 0 of this guide
13A Is the brushless exciter stator winding OK See Method L in Procedure section for 17A
checking exciter
l4A With a jumper wi re connected across the terminals of the circuit breaker on the meter ISA
panel does the voltage build up
NOTE If the voltage does build up the circuit breaker CB21 is defective and MUST BE
REPLACED
1SA Is Ll commutating reactor mounted on the back side of VR22 chassis 16A
assembly OK See Method 0 in Procedure section for checking Ll reactor
16A Check continuity of wires and connections between TB21 terminal 62 on left side of
control box and terminal 1 on VR21 printed circuit board Also check between TB21
terminal 63 on the left side of control box and terminal 2 on VR21 printed circuit board
A NO AC OUTPUT VOLTAGE ENGINE RUNNING CONTINUED YES NO
17A Are the rotating diodes CRl CR2 CR3 CR4 CRs and CR6 on the brushless exciter 18A
rotor OK See Method E in Proedure section for checking diodes
18A Is the main generator field winding OK See Method H for checking generator field 19A
19A Is the brushless exciter rotor winding OK See Method K for checking exciter rotor
winding
20A
20A Are the generator stator windings OK See Method J for checking stator windings
B AC OUTPUT VOLTAGE BUILDS UP BUT IS UNSTABLE ENGINE RUNNING OK YES NO
lB Are there any loose or broken wires or connections at VR2l printed circuit board 2B
terminals
2B Does adjustment of R26 damping control pot on VR2l printed circuit board result in 3B
stable generator voltage See Method Q
3B The trouble is probably caused by a defective component on VR21 voltage regulator
printed circuit board REPLACE VR2l PRINTED CIRCUIT BOARD See Figure 4
R26 is used on brushless generators only
C AC OUTPUT BUILDS UP BUT IS HIGH OR LOW ENGINE RUNNING OK YES NO
lC Does adjustment of R21 Voltage Adjust knob on the meter panel result in the correct 2C
voltage
2C Does adjustment of R18 potentiometer on VR21 printed circuit board result in the correct 3C
voltage See Method Q in Procedure section
3C Is the correct voltage reference transformer tap on TB21 being used See Method M 4C
for choosing correct tap
4C Are generator output leads properly connected See Method M for proper connection of SC
output leads
SC The trouble is probably caused by a defective component on VR21 voltage regulator
printed circuit board REPLACE VR21 PRINTED CIRCUIT D GENERATOR VOLTAGE BUILDS UP BUT CAUSES THE CIRCUIT
YES NO
BREAKER ON CONTROL PANEL TO TRIP ENGINE RUNNING OK
10 Does the AC output voltage LoJild up to 150 or more of rated voltage before CB21 circuit 20 70
breaker trips
20 Are there any loose or broken terminals or connections at VR21 voltage regulator printed 3D
circuit board terminals
3D Is diode CR3 on center heat sink of VR22 chassis assembly OK 40
See Method E for checking diodes
40 Are the voltage regulator transformer T21 windings and connections OK 50
50 Are stator leads connected properly See Method M for correct connections 60
60 The trouble is probably caused by a defective component on VR21 voltage regulator
printed circuit board REPLACE VR21 PRINTED CIRCUIT BOARD See Figure 4
70 Does the AC output voltage build up to rated voltage or less before tripping CB21 circuit 80
breaker on the meter panel
80 Are the rotating diodes CR1 CR2 CR3 CR4 CR5 and CR6 on the brushless xciter 90
rotor OK See Method E for checking rotating diodes
90 Is the brushless exciter stator winding OK See Method L for checking exciter stator 100
winding
100 Is the main generator field winding OK See Method H for checking generator rotor 110
110 Is the brush less exciter rotor winding OK See Method K for checking exciter rotor
E UNBALANCED GENERATOR TERMINAL VOLTAGES YES NO
IE Remove load from generator terminals Are generator terminal voltages still unbalanced 2E 4E
2E Are generator leads properly connected andor grounded 3E
3E Is continuity of thp generator stator windings OK See Method J for checking stator
windings
4E Is grounding procedure of generator and load correct 5E
5E Check for ground faults in load
NOTE Unbalanced voltages of up to 5 will occur if unbalanced loads are applied to the generator
NO
VOLTAGE
BUILDUP
I I I I I I
CB21 NO AC LOW FAUL T IN DEFECTIVE DEFECTIVE FAULTY FAULT IN
CIRCUIT POWER RESIDUAL GENERATOR COMPONENT COMPONENT ROTATING BRUSHLESS
BREAKER TO VOLTAGE FIELD ON ON DIODE EXCITER
ON METER EXCITER FLASH WINDING REGULATOR VOLTAGE ON ROTOR OR
PANEL IN FIELD PC BOARD REGULATOR BRUSH LESS STATOR
OFF VR21 CHASSIS EXCITER WINDING
POSITION ASSEMBLY
RESET VR22
DEFECTIVE
CIRCUIT
BREAKER
ON METER
PANEL BUILDUP 04 OR 05
RELAY KI OPEN
OPEN
CRa OR CR9
OPEN
DEFECTIVE
DIODE CRI
CR2 OR CR3
RI R2 OR R3
OPEN
OPEN LEAD
OPEN LEAD
AT TERMINAL
REGULATOR I 2 5
PC BOARD I
OR 9
TERMINALS
I OR 2
NOTE Whenever a letter appears near the boxa separate procedure
corresponding to that letter is given at the end of this section
Check SCRs 04 and 05 on VR22 voltage regulator chassis assembly
and replace if defective before repairing or replacing VR21 voltage
regulator printed circuit board
Static excited generators only
VOLTAGE BUILDS UP BUT
CB21 CIRCUIT BREAKER
ON METER PANEL TRIPS
DEFECTIVE FAULT IN FAULT IN
ROTATING DIODE EXCITER ROTOR GENERATOR
CR I CR2 CR3 OR STATOR MAIN FIELD
CR4 CRS OR CR6 WINDING WINDING
ON EXCITER
ROTOR
E H
NOTE Whenever a letter appears near the box a separate procedure correspond ing
to that letter is given at the end of th i s sect ion
OUTPUT VOLTAGE
TOO HIGH OR
TOO LOW
INCORRECT
INCORRECT DEFECTIVE
DEFECTIVE
REFERENCE SETTING OF COMPONENT ON COMPONENT ON
TRANSFORMER TAP VOLTAGE ADJUST VOLTAGE VOLTAGE
ON Tli POT R21 ON REGULATOR CHASSIS REGULATOR PC
METER PANEL ASSEMBL Y VR22 BOARD VR21
INCORRECT OPEN LEAD OR R2 R3 OR R4
SETTING OF CONNECTION AT OPEN
VOLTAGE ADJUST TERMINALS 3 4
POT RI8 ON S 7 OR 8
VR21 PC BOARD
CR8 OR CR9
OPEN IN OPEN
Q4 OR QS
VOLTAGE 1 SHORT IN RI8
CAUSES HIGH
VOLTAGE
BREAKDOWN OF
Q4 OR Q5
1 MINIMUM VOLTAGE
SETTING ON RI8
NOTE Whenever a letter appears near the box a separate procedure to that letter is given at the end of this section
Causes low voltage as load is applied
Wi II cause voltage to increase after warmup or voltage adjustment
Check SCRs 04 and OS on VR22 voltage regulator chassis assembly replace if
defective before repairing or replacing VR21 voltage regulator printed circuit
VOLTAGE 150
MORE THAN RATED
I 1 I
OPEN TRANSFORMER OPEN WIRE OR DEFECTIVE COMPONENT DEFECTIVE COMPONENT
T11 WINDING CONNECTION AT ON VOLTAGE ON VOLTAGE
VOLTAGE REGULATOR REGULATOR CHASSIS REGULATOR PRINTED
CHASSIS ASSEMBLY ASSEMBLY VR12 CIRCUIT BOARD VR11
VR12
TERMINALS 4 5 OR 6
OPEN WIRE OR
CONNECTION AT
PRINTED CIRCUIT
BOARD VR11
TERMINALS 5 6 9 10
II OR 11
H CRIIOPEN
H CR4 CR5 CR61
OR CR7 OPEN
VOLTAGE
BREAKOOWN OF t
Q4 OR Q5
H CR 15 SHORTED
K It
NOTE Whenever a letter appears near the box a separate procedure to that letter is given at the end of this section
Malfunction occurs after warmup or voltage UNSTABLE OUTPUT
VOLTAGE
DEFECTIVE COMPONENT BROKEN WIRES OR
INCORRECT SETTING
ON VR21 VOLTAGE LOOSE CONNECTIONS OF R26 POT ON VR21
REGULATOR PRINTED AT VR21 VOLTAGE PRINTED CIRCUIT
CIRCUIT BOARD REGULATOR PRINTED BOARD BRUSHLESS ONLY
CIRCUIT BOARD
TERMINALS
I C6 C7 RI4 OR
RIS OPEN r
I
C II C 12 R27 OR
R28 Whenever a letter appears near the box a separate procedure to that letter is given at the end of this
CYCLING
BUILDUP
OPEN LEAD AT OPEN IN R21
DEFECTIVE COMPONENT
VR21 PRINTED CIRCUIT VOLTAGE ADJUST POT ON VR21 PRINTED
BOARD TERMINALS ON METER PANEL CIRCUIT BOARD
I 2 5 7 OR 8
OPEN IN RI8
VOL TAGE ADJUST POT
ON VR21 PRINTED 1 CRIO CRI2 CRI3
OR CR 14 OPEN I
CIRCUIT BOARD
1 R4 R6 R 17 OR
R21 OPEN I
1 CI C2 OR CI3
OPEN I
H QI SHORTED
Lf Q2 OR Q3 OPEN
NOTE Whenever a letter appears near the box a separate procedure
corresponding to that letter is given at the end of this section
Generator voltage builds uP then collapses builds uP etc
UNBALANCED
TERMINAL VOLTAGES
J I
INCORRECT RECONNECTION INCORRECT GROUNDING FAULTY GENERATOR
ANDIOR GROUNDING OF OF LOAD OR GROUND STATOR WINDING
GENERATOR LEADS FAUL T IN LOAD
NOT E Whenever a letter appears near the box a separate procedure
corresponding to that letter is given at the end of this
3 After starting the plant touch the positive
FLASHING THE FIELD NO VOLTAGE lead to TBs and the negative lead to TB4
If output voltage will not build up it may be necessary hold on terminals just long enough until voltage
to flash the field to restore residual magnetism starts to build up or damage may occur to the
1 Remove end grille to obtain access to exciter system
regulator chassis assembly
2 Use a six volt dry cell lantern battery with a ten
ohm resistor as shown in Figure 7 If a lantern
battery is not available a 12 volt automotive I WARNING I Be cautious when workin on a
battery can be used by increasing the lOohm enerator that IS runnin
resistor to 20ohms or a 24 volt automotive battery
can be used by increasing the resistor to 40ohms
VR22
CHASSIS ASSEMBLY HOLD ON TERMINALS
UNTIL VOLTAGE STARTS
TO BUILD UP LAD
e VOLT ORV CELL
FIGURE 7 FLASHING THE FIELD
Resistance between 13 23 14 or 24 should be
infinity Resistance from any terminal to reactor
frame should be infinity
NO AC POWER TO EXCITER
If any of the above conditions are not met install
NOT E Residual should be checked before the circuit a new the best place to check it is at the fhe leads
61 through 65 coming directly out of the stator of leads should be chosen by the of the stator ie 120240 Delta Wye 277430Series Wye After
proceed to VR21 PC board and then check
the circuit breaker CB21 TESTING DIODES
If residual voltage is present check AC voltage at Diodes mount on the center heat sink of the 1 and 2 on VR21 voltage regulator printed
regulator chassis assembly They are labeled CR t
circuit board Voltage should be 510 volts The AC CR2 and CR3 as shown in Figure 3 On at terminals 9 and 10 on VR22 generators six diodes
mount on the rotating assembly should be the same 5 to 10 volts assembly as shown in Figure 2 These six diodes are
If not check continuity between these points If labeled CRt CR2 CR3 CR4 CRs and CR6 Test
voltage is low check Lt reactor diodes as follows
1 Disconnect lead from only one diode at a time or
remove diode from heat sink Test that diode and
reconnect lead before proceeding to the next one
2 Use an accurate ohmmeter to check the L 1 REACTOR of the diode Connect one lead to the top of the
The Lt reactor mounts on the rear of VR22 exciter diode and the other lead to the heat sink chassis assembly Terminals are marked 1
reading
2 3 and 4 3 Now reverse leads and again observe reading A
good diode should have a higher reading in one
direction than the other If both readings are high
IlI11J2
or if both readings are low diode is defective
and must be replaced with a new identical part
3nIT4
12 and 34 are wound on the same iron heating and eentual failure Keep these Resistance between 12 and 34 should be equal clean
GOOD DIODE WILL HAVE HIGH RESISTANCE READING IN ONE DIRECTION
AND LOW READING WHEN OHMMETER LEADS ARE REVERSED
FIGURE 8 TESTING DIODES
OHMM ETER 4iia OHMMETER
SHORT BETWEEN
GATE AND ANODE
CATHODE
FIGURE 9 TESTING SCRs FIGURE 10 TESTING SCRs FIGURE II TESTING SCRs
REPLACING RECTIFIERS SCRS AND DIODES
1 Unsolder leadwires from SCRs 2 Use proper size wrenches to hold the body while
SCRs mount on the outer heat sinks of the exciter removing the chassis assembly They are labeled Q4 and 3 Push the rectifier free of its
mounting hole in
Q5 as shown in Figure 3 the heat sink
1 Remove the leads from both SCRs 4 Insert new rectifier into its mounting hole in the
2 Determine polarity of ohmmeter leads Connect heat sink Using nut and washer provided secure
the ohmmeter leads to the anode and cathode as rectifier to heat sink
shown in Figure 9 Use the high scale on the 5 Torque the two large diodes on the center heat
ohmmeter The resistance should be 1 megohm sink of chassis assembly to
or greater 2025 in lb
NOTE The cathod i the longer lead the gate 6 Torque the small diode on center heat sink of
is the shorter lead The anode is the threaded chassis assembly to 1215 in lb
stud 7 Torque SCRs on outer heat sinks to 2025 in lb
3 Reverse the leads as shown in Figure 10 The 8 On brushless generators torque diodes on rotating
resistance again should be 1 megohm or greater exciter assembly ttl 15 in lb
4 With the leads connected as in Step 3 and using 9 Solder leadwires to new rectifiers
the low scale on the ohmmeter short the gate to
the anode as shown in Figure 11 The resistance
should drop to a low value
I Ut a 40 watt soldering ron and also
hold a needlenose pllCrs betwpn
5 Remove the short between the anode and the gate rectifier and soldering point to pretnt The resistance should remain at the same low
heating Excessie hpJt on theool components will
value destroy them
Checking Unijunctin Transistors shown on rculat or
diagram as Q3
1 With the negative lead on E the resistance from
E to Bl or from E to B2 should exceed 1 TRANSISTORS See Figure 15
In each of the following tests it will be necessary
to determine the polarity of the ohmmeter leads This PICTORIAL TOP
is not necessarily the same as when used with voltage
HI Q3
Checking NPN Transistors shown on regulator diagram
as Ql and Q2
1 Place ohmmeter leads between E and C as shown
in Figure 12 The resistance should be high
PICTORIAL TOP
IQ1 AND Q21
METER
FIGURE IS
2 With the positive lead on E the resistance to
either Bl or B2 should be between 500 and 10000
ohms See Figure 16
FIGURE 12
2 Leave ohmmeter connected as in Figure 12 but OHM
METER
short Band C as shown in Figure 13 The re
sistance should become less than it was in step 1
FIGURE 16
3 Connect as shown in Figure 17 The resistance
8 METER between Bl and B2 should be between 4000 and
10000 ohms Reversing the leads should not
change this value
FIGURE 13
3 Leave ohmmeter connected as in Figure 12 but
E OHM
now short Band E as shown in Figure 14 The METER
resistance should be higher than in step 1
FIGURE 17
METER
FIGURE GENERATOR ROOR
For these tests use an For Grounds remove Fl and F2 rotor leads
from heat sink assembly Check for grounds between
each field lead and rotor shaft Refer to Figure 18
Testing for an Open Circuit disconnect and test be CONTACT ONE PROD TO EACH OF THE FIELD
LEADS AND THE OTHER PROD TO THE ROTOR
tween Fl and F2 leads as shown in Figure 19 the rotor if it is grounded or has an open IF ROTOR IS GOOD THERE
SHOULD BE NO
READING ON OHMMETER
or short
FIGURE 18 TESTING ROTOR FOR GROUNDS
OHMMETER
TABLE 1 RESISTANCE VALUES FOR ROTORS
All resistances should be lOo of the values specified at
2SC 77F This includes readings between slip rings on
static excited rotors and between field leads with on brushless rotors Use an ohmmeter
CONTACT ONE PROD TO ONE FIELD LEAD AND
THE SECOND PROD TO THE OTHER FIELD LEAD i
RESISTANCE VALUES ARE GIVEN IN TABLE 1
FIGURE 19 TESTING ROTOR FOR AN OPEN CIRCUIT
TABLE 2 RESISTANCE VALUES FOR STATORS
All resistances should be 1W of value shown at 2SC 77F
Use an accurate instrument for this test such as a GENERATOR STATOR Bridge Test hetween the following coil leads
Using an ohmmeter or 1500 volt hypot check each TIT4 T7Tl0 T3T6
T9T12 T2TS of thE stRtor for grounding to the the frme
NOTE Some entrators have ground connections to
tht frame Check wiring each stator winding for shorts to laminations TESTING BRUSHLESS EXCITER ROTOR ARMATURE
A reading less than infinity indicates a short Use a Wheatstone Bridge for this test Disconnect
main rotor field leads which connect to heat sinks F 1
Test for continuity between coil leads shown in Figure and F2 Unsolder leadwires from diodes CR1 CR2
20 all shculd have equal resistance Use an accurate CR3 CR4 CRs and CR6 Test between exciter for this test such as a Kelvin Bridge The pairs
TlT2 T2T3 and TlT3 Resistance should
proper resistance values are given in Table 2 according be S2Sohms 10 at 77F
to KW ratings and voltage codes
CR1 CR4
If any windings are shorted open or grounded replace
the stator assembly Before replacing the the leads for broken wires or Stator output leads T4 T7 T8 T9 and Tl0
are within the stator to five stranded
10 aircraft control wires These wires are labeled
4 7 8 9 and 10 respectively and terminate at 6165 CRe
FIGURE 21 TESTING EXCITER ARMATURE
TEST BETWEEN WIRE PAIRS
T1T4 T7T10 T3T6
T9T12 T2T5 T8T11
VALUES ARE GIVEN IN TABLE 2
FROM
KELVIN
BRIOGE
FIGURE 20 TESTING STATOR voltage be SUrf to also reconnect lead fron
terminal
63 inside control box to either H3 H4 Hs or Hti
See Figures 23 and 24
TESTING BRUSHLESS EXCITER STATOR
Check between F 1 and F2 field leads with an ohmmeter
The resistance should be 202ohms 10 at 77 c F
0i 1I2
H 1I3
144 1
61L1
63 tiJ CON NECT LOOSE WIRE
64 4 FRO M TERMINAL 63
OHMMETER RESISTANCE BETWEEN U 6S TO E ITHER H3H4H5 OR
F1 AND F2 SHOULD BE 66 66 H6 D EPENDING ON
202 OHMS I 10 VOL TAGE SELECTED
67 67
FIGURE 22 TESTING EXCITER FIELD 68 68
24 shows reconnect ion possibilities for the UR
FIGURE 23 CONNECTING LEAD FROM TERMINAL 63
series generators When reconnecting for a different
HII DIGI PPlIn TO 12 LEAD GINIIOIS ONLY
I INIIAT COMNICTION WING DAOI
IWIT CUIIINT nANSf 111 w UIID
fI ft T 11 II TI T TS II fli
so1
n 712 TS
71 TlO T6 Til U II U
120201 I
1272 201 ji
140
nooi I 1 so MJ
111001 SOl
i
D 11 I T n i l TS n
FIGURE 24 RECONNECTION DIAGRAM
OF SIDE OF
VOLTAGE
REGULATOR
WHEN
MOUNTED
UNSOLDER THIS WRE
FROM E1 AND CCNNECl
TO E2 FOR A NONFRE
QUENCY SENSITVE
VOLTAGE REFERENCE
CIRCUIT
FIGURE 25 VR21 PRINTED CIRCUIT BOARD
sensitive voltage dips with speed to sensitive voltage remains constant as frequency is
reduced by unsoldering one lead and connecting it to
another terminal See Figure 25 Following REFERENCE CIRCUIT change readjust R18 rheostat on voltage regulator
UR series regulators can be changed from frequency printed circuit board for correct voltage
9 23
BRUSHLESS GENERATOR
FIGURE 26 GENERATOR 4 Torque drive capcrews to 45
50 lb ft
5 Torque generator throughstud nuts to 3035 lb ft
GENERATOR DISASSEMBLY 6 Refer to parts catalog for replaceable parts and
If generator testing determines that generator needs assemblies Refer to wiring diagram for reas
repair remove and disassemble according to Figure26 sembly
and the following 1 Disconnect and remove load wires
2 Disconnect leadwires from the control box Check
wire markings for legibility to ease assembly
Arrange leads so they can be withdrawn easily
from the control box VOLTAGE ADJUSTMENT
3 Remove front grille 14 and sheet metal work If VR21 voltage regulator printed circuit board has
4 Remove the four capscrews securing voltage reg been replaced it may be necessary to center the
ulator chassis 23 to end bell 9 and remove voltage adjust rheostat R21 on meter panel
chassis assembly 1 Center the voltage adjust knob so pointer is in
5 Remove the centrifugal switch 8 from end bell a vertical position
and rotor shaft 2 Open meter panel doors Start unit
6 Block the rear of the engine in place by supporting 3 Using a screwdriver turn R18 potentiometer on
the flywheel housing Remove the narrow generator printed circuit board VR21 to
band 10 Remove the large capscrews securing increase the voltage or clockwise to decrease the
generator mounting pad 11 to the skid base voltage Observe voltmeter on meter panel while
Remove the capscrews securing the stator as making adjustment Set voltage with no load
sembly 4 to the engine flywheel housing connected to generator Example For a 120240
7 Using an overhead hoist and sling slide the stator volt connection set at noload voltage or ap
assembly off the rotor assembly proximately 246 volts
8 Remove end bell from stator assembly disconnect
and remove brush rig from end bell on static If voltage is unstable or tends to hunt turn R26
excited generators On brush less models remove potentiometer on VR21 in the direction shown on
exciter field 24 from end bell assembly if re printed circuit board to increase voltage sensitivity
quired
9 Attach the hoist and sling to the rotor assembly
1 and apply a slight lift to support the rotor
Remove the capscrews securing the flexible drive
coupling 13 to the engine flywheel and remove
rotor from the engine
10 Remove bearing capscrew 18 and washer 17
and remove bearing from shaft If required remove
blower 2 from the rotor
11 Disconnect rotor field leads from heat sinks F 1
and F2 on the exciter armature Remove exciter
armature assembly is the reverse of 1 Always replace bearing with a new one apply a
layer of grease on end bell bearing hole before
inserting bearing
2 Torque bearing capscrew to 6070 lb ft FIGURE 27 ADJUSTING VOLTAGE ON VR21
3 Torque drive disctorotor capscrews to 200240
lb ft
EII r
I HI XI
TI T4 TIl T8 STATIONARY
5 CHART
IELDI PHASE
3 MDlL I
IIID
VRZI VOLTAoE REo PCBOARD Ii
STATIONARY
EXTATION
COIL
H I on
I U 10 EI
llOS
J
w
6 4
flo
ARuATURE 8
RIETIIE
ENGINE CONTROL
5 DRAWING
NO 117

VillI
o
T8J
FIELD ATTACHD
en
SEE TABLE or AC
l 0
CONNECTIONS
II 2 3 4 1 2 CD

L J J
o
TA8LE OF AC CONNECTIONS
120
GENERATOR FRO POWEll vOLTS MAl ML LIMIT 0 JuulfR
LI C
MODEL HZ KW A IVA LIN 11
ONE PHASE PIKED I OUR 50 00 110 240 17 J 1160 Ho
0062 I TO 1 OUTPUT
CONNEcTION I 3NI o 250 115Z30 JIZ 0 6 0063
d 0
40 UR flO 4t0 120240 l61 2140 H5 e64 T2
00
INI 50 n5 1151210 2010 H 6
ACLIH BLOCK
C 100 UA 60 0 0 240 17 520 H5 T6 TlO
r LI n
o 4
21N18 IS 0 230 112 0 H6 TJ TI T
L I z
l 40
450UR
IltNI
to ns
Tt I
T i l V I I
T2 00
LJ IT1
300 IZOI20 17
1040 HI
en 300UR
60 JOO
127220
139240 17b
00 HS T4 TI
r LI V
THREE PHASE I IISMIB 0 20 110 190 II 10 I
RICONNUTA8LE oJ
5z08
120 201
TIO IS
I LZ
oUR 10 40 121 220 62 0 H4 Tt 112
ZISN 4S0 11 240 562 1150 HS
LO
SO US 110 NO 5 14J0 HI TI TI I
ns liS ZOO 1180 H4
100 240 46 315 S20 H3
OouA
21Nla
60 300
254 0
217 4eO
T 8 Z
I r
I 50 250 220 380 112 41S HJ T7 T5
2
4OUR
21NIB
60 450 2t4 440
7749
U TlZ
I LO
0 375 ZO o 7S 120 I
J u d4 400 75 60 H4 T6
3045 KW MANUAL STARTER DISCONNECT ROTARY SWITCH
BATTERY 12VDC BATTERY RETURN
STARTER MOTOR
START SOL RELAY r
CRN
140 I OUT
7 ALTERNATOR oJ
FUSE IASLOW SLOWI It
WITH SUPPRESSORS
IiiUil GllfC
eAMP
PANEL
GROUND
FEAT MOM
I
ISTAR MOIol rh
0 MANUAL SWITCH
1 wTS
I OPS
V
HOUR METER
EXCITATION
DIODE
I I
rUEL OL I OSR
I
I 3
SUPPRESION
DIODE
START SOL RELAY
NC KI
I 8
I OSRELAY OEN OVERSPIED B
1 SWITCH
Drawing 15227
MANUAl CONTROL The Manual Control series of Westerbeke marine diesel generators
is equipped with a bar handle rotary control switch on the engine panel
and optionally at a remote panel The following instructions and methods
of correcting minor problems apply to the following manual control REFERENCE DIAGRAMS
WPDS 100 Four107JC 15123 15687
WPDS 125 Four107JC 15123 15687
WPDS 150 Four107JC 15123 15687
WPDS 200 Four154JC 15123 15687
WPDS 300 Four230UR 15227 15555
WPDS 450 Six346UR 15227 15555
The five rotary switch positions on the panel and on the remote panel are
marked to indicate the functional state of the control circuit
1 SAFETY The 12 volt DC power to control circuit is interrupted when
either the panel or remote switch is in the SAFETY position Its purpose
is to positively shut down the set from either station A running engine will
stop and cannot be restarted when either switch is in SAFETY Turn panel switch
to SAFETY when servicing engine to prevent an attempted startup at the OFF The normal stopping position is OFF When a remote panel is the usual
station from which the generator is operated the engine panel switch is left
in the OFF position which allows full control by the remote switch
3 RUN The normal operating position When the set is running a red diode LED is illuminated above the RUN position on the remote panel
This is a warning to operators not to engage the starter on a running engine
4 OP CIRCUIT DEFEAT momemtary spring return When the set is not running
the low oil pressure shutdown switch is open preventing the fuel solenoid The DEFEAT position provides direct energization of the fuel solenoid
at full battery voltage by bypassing the oil pressure switch In addition the instrument panel independently of the oil pressure switch an oil
pressure switch provides power to the panel when the engine is running gauge may be checked without starting the engine by use of this At the remote
panel the LED is illuminated when either panel or remote
switch is positioned to DEFEAT This checks the RUN light and more that there is sufficient charge in the batteries to crank the engine
5 START momentary spring return This position energizes the cranking motor
through a solenoid relay The bypass and LED connections activated by the are maintained in the START position When ignition occurs the is disengaged
by releasing the switch from the START position At the the LED is extinguished by the drop in system voltage as the crank motor
is engaged Relighting of the LED signifies that ignition has OPERATION
1 STARTING AT THE ENGINE PANEL Installations with remote stations must set
the remote switch to OFF
A Turn switch to DEFEAT and pause to allow the fuel solenoid to operate
Check panel lights and instruments for appropriate indications and the
hour meter blinking The ammeter shows a momentary large discharge
and a small sustained discharge depending on the use of preheaters
Preheat twenty seconds in the DEFEAT position on Model WPDS 20
B Turn the switch from DEFEAT to START and hold there while the engine
cranks When engine ignition occurs allow the switch to return to
DEFEAT and hold until the oil pressure indicator rises Then release
to the RUN position
2 STARTING AT THE REMOTE PANEL Check that the LED is not illuminated due
to the engine already running
A The engine mounted switch must be on OFF
B Turn the switch to DEFEAT and hold Verify that LED illuminates
Hold briefly for fuel solenoid engagement to occur On Model WPDS 20
which is preheated hold DEFEAT twenty seconds
C Turn the switch to START Observe that LED extinguishes momentarily
When LED again flares up brightly ignition has occurred Release to
DEFEAT holding there sufficiently long for the oil pressure to rise
Then release the switch to RUN
3 SHUT OFF To shut the engine off simply turn the switch to OFF or
SAFETY When there is a remote panel shut off requires that both
switches be in the OFF position or either switch be placed in the
SAFETY position
AC GENERATORS Once the diesel generator sets have been placed in is little or no control adjustment required by the AC starting the generator it is
always a good plan to switch off all AC
loads especially large motors until the engine has come up to speed and in
cold climates starts to warm up These precautions will prevent damage operation of AC machinery and prevent a cold engine from CONTROLS ON WPDS 30
AND WPDS 45
The engine panels on these generators have four additional fpatures
1 OVERSPEED If the engine governor loses control and the engine speed ac
celerates a relay is actuated that deenergizes the fuel solenoid and stops
the engine A red light on the panel illuminates and remains lighted To
extinguish the light reset the overs peed relay switch to the OFF or SAFETY
condition When the reason for the overspeed shutdown is corrected the
engine is ready to be 121
2 FIELD BREAKER The generator automatically monitors its power output A
sustained overload or short circuit in the output lines causes the FIELD
BREAKER to open This removes the generator excitation and the output
ceases The engine will continue to run with no AC output After de
termining and correcting the cause of overload the FIELD BREAKER can be
reset with the engine still running
3 AC VOLTAGE ADJUSTMENT This rheostat allows the output voltage to be
adjusted a few percent in relative value A second adjustment can be
made using a potentiometer mounted on the printed circuit voltage regu
lator in the cabinet
4 5A SLOW BLOW This fuses principle function is the protection of the
fuel solenoid which rapidly overheats if its ability to complete its
stroke and bottom is impeded A second function is general protection
of th 12 volt control wiring against inadvertant overload The set
shuts off and gives no indication of panel power in the DEFEAT and
START position when the fuse blows Replace only with slow blow
5 ampere fuses The slow blow feature allows the initial solenoid
surge currents to pass Permanent damage to the fuel solenoid can
result from MANUAL CONTROL TROUBLE SHOOTING HINTS
Nature of trouble Probable cause No panel A Remote or engine switch 1 Visual check
indications or on SAFETY
switch response
B Engine panel fuse 1 Check replace 5 amp slow blow
2 Repeated blowingcheck for short
circuits and fuel solenoid
bottoming
C Battery 1 Check connections and disconnect
switch
2 Jump B to start solenoid coil
If cranks battery is OK
D Continuity grounding 1 Check voltage point by pOint
or shorted circuits from battery through ammeter
Tighten loose connections and
locate any faults
2 Doesnt crank A Start solenoid 1 Bypass solenoid with heavy wire
panels and If cranks OK start solenoid or
voltages are OK coil input at fault
B Crank by encine switch 1 Remote cable wire too small for
but not hy remote panel length of run Open circuit
C Starter jmmed 1 Voltage drops and starter motor
heats Remove motor Check pinion
ring gear and engagement mechan
ism Replace as required
D Starter engagement 1 Apply voltage to B and S on
solenoid and switch starter No response Check
starter motor return lines R
Both connected to battery
3 No ignition A Fuel solenoid l Check 12V on terminals at DEFEAT
cranks doesnt position Check for free mechani
start fueled and cal action Adjust spring and link
primed ages Replace solenoid if weak
overheating or dead
2 No voltage Test with bypassed oil
pressure switch then bypassed tem
perature switch If no voltage
check wiring
B Overspeed relay l Check solenoid return circuit
30 and 45 KW through relay Check relay move
ment and contacts
2 A faulty overspeed ci rcui t wi 11
hold relay closed Reset with
switch and isolate cause
C Faulty fueling system 1 See englne maintenance section
D Preheat not working 1 Check preheat solenoid relay
20 KW and glowp1ugs
2 G10wp1ugs burned out Replace
and check pressure switch shut
off operation
4 Fai 1ure to shut A Fuel solenoid return 1 Stop engine by freeing fuel pump
cOtn spring lever That failing shut off
fuel Check fuel solenoid linkage
and repair for free movement
B Control ci rcui t or 1 Stop engine by removing fuse
switch failure Locate malfunction by voltage
test after removing wire from
the start solenoid relay and
replacing fuse
C Fuel injection pump 1 Stop engine with fuel line shut
failure off Repair or replace pump
D Major engine fault 1 Stop engine with fuel line cutoff
That failing plug air inlet with
rags Put maximum load on genera
tor to attempt to stall engine
5 Engine stops A Low oi 1 pressure or 1 Check oil fresh water and sea
in RUN overheated water cooling
B Low oi 1 pressure switch 1 Check for satisfactory operation
fails to close with switch bypassed
C High water temperature l Same as above
switch open at too low
a temperature
D Switch and wiring l Inspect all wlrlng for loose con
nections and short ci rcui ts
6 Not charging A Alternator drive 1 Check drivebelt and its tension
battery Be sure alternator turns freely
Check for loose connections
B Regulator unit and 1 With engine running momentarily
alternator connect B to field A good alter
nator will produce a high charge
50 amps If no response replace
alternator Check for shorting of
alternator output connections to
ground
7 Battery runs A Oi 1 pressure sli tch 1 Observe if gauges and panel light
down are on when engine is not running
Test the normally open oil pressure
switch by disconnecting one lead
If lights go out replace oil pres
124 sure switch
B High resistance leak 1 Check iring Insert sensitive
to ground 025 amp meter in battery lines
Do not start engine Remove con
nections and replace until short is
located
C Low resistance leak 1 Check all wires for temperature
to ground rise to locate fault
D Al ternator 1 Disconnect alternator at output
after a good battery charging If
leakage stops replace alternator
protective diode plate That fail
ing replace 125

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