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Westerbeke Diesel W 60 Parts Manual




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TECHNICAL MANUAL
WESTERBEKE 60
Marine Diesel Engine
WESTERBEKE WPDS20
Marine Diesel Generator
Publication 15204
Edition Four
September WESTERBEKE
MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD TAUNTON MA 027807319
TECHNICAL MANUAL
WESTERBEKE 60
Marine Diesel Engine
WESTERBEKE WPDS20
Marine Diesel Generator
Publication 15204
Edition Four
September WESTERBEKE
MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD TAUNTON MA 027807319
SECTION Introduction Operation
Installation OVERHAUL
Marine Engine Electrical System
Cooling System External
CRANKING BULLETINS
YOUR NOTES
INTRODUCTION 5
IMPORTANT
THIS MANUAL IS A DETAILED GUIDE TO THE INSTALLATION STARTUP OPERATION
AND MAINTENANCE OF YOUR WESTERBEKE MARINE DIESEL ENGINE THE INFORMA
TION IT CONTAINS IS VITAL TO THE ENGINES DEPENDABLE LONG TERM OPERA
TION
READ IT
KEEP IT IN A SAFE PLACE
KEEP IT HANDY FOR REFERENCE AT ALL TIMES
FAILURE TO DO SO WILL INVITE SERIOUS RISK NOT ONLY TO YOUR INVESTMENT
BUT YOUR SAFETY AS THE DIESEL ORDERING PARTS
The diesel engine closely resembles the Whenever replacement parts are engine inasmuch as the mechanism always include the complete part
descrip
is essentially the same Its cylinders tion and part number see separate Parts
are arranged above its closed crankcase List furnished if not part of this pub
its crankshaft is of the same general type lication Be sure to include the
as that of a gasoline engine it has the engines model and serial number Also
same sort of valves camshaft pistons be sure to insist upon Westerbeke rods lubricating system and packaged parts because will fit parts
reverse and reduction gear are frequently not made to the same
Therefore itfollows to a great extent as original a diesel engine requires the maintenance as that which any GENERATOR operator would give to
a gas Westerbeke diesels are used for both
oline engine The most important factors the propulsion of boats and for proper maintenance of the fuel lub electrical power For generator set
ricating and cooling systems Replacement lications all details of this Manual
of fuel and lubricating filter elements at apply except in regard to certain por
the time periods specified is a must and tions of the Installation Operation and
frequent checking for contamination ie Maintenance sections Additional infor
water sediment etc in the fuel system mation is provided in the section titled
is also essential Another important Generator Sets Section T
factor is the use of the same brand of
high detergent diesel lubricating oil
designed specifically for diesel engines
The diesel engine does differ from the
gasoline engine however in the method of
handling and firing its fuel The carbu
retor and ignition systems are done away
with and in their place is a single com
ponent the Fuel Injection Pump the function of both
Unremitting care and attention at the
factory have resulted in a capable of many thousands of hours
of dependable service What the cannot control however is the
treatment it receives in service This
part rests with you
INSTALLATION
FOREWORD
Since the boats in which these engines are used are many and varied
details of engine installation are equally so It is not the purpose of
this section to advise boatyards and engine installers on the generally
well understood and well developed procedures for installation of en
gines However the following outline of general procedure is included
because it is valuable in explaining the functions of each component
the reasons why the precautions to be watched and the relationship of
the installation to the operation of the engine There are details of
the installation which should have a periodic check and of which the
operator should have a thorough understanding to insure good operating
conditions for the engine and correct procedure for its OF EQUIPMENT pry against this with crowbar as you may
The engine is shipped from the factory distort the securely and properly crated Ac In some cases it may be necessary to
cessory equipment is shipped in a separate lift the engine in other than the regular
small box usually packed with the engine horizontal position It may be that the
crate engine must be lowered endwise through a
Before accepting shipment from the small hatchway which cannot be made company the crate should If the opening is extremely restricted
be opened and an inspection made for con is possible to reduce to some extent the
cealed damage If either visible or con outside clearances such as damage is noted you should require cooling piping water tank filters
the delivering agent to sign Received in mounting lugs etc This accessory condition Also check contents ment should be removed by a
competent
of the shipment against the packing list mechanic and special care should be taken
and make sure note is made of any discrep to avoid damage to any exposed parts and
ancies This is your protection against to avoid dirt entering openings The parts
loss or damage Claims for loss or damage which have been removed should be returned
must be made to the carrier not to J H to position as soon as the restriction Corporation been passed
In case it is necessary to hoist the
RIGGING AND LIFTING engine either front end upwards or reverse
The engine is fitted with lifting rings gear end upwards the attachment of slings
Rope or chain slings should be at must be done very carefully to avoid the
tached to the rings and the engine lifted possibility of damage to the parts on
by means of tackle attached to this sling which the weight may bear It is best if
The lifting rings have been designed to special rigging work be done by someone
carry the full weight of the engine experienced and competent in the auxiliary slings are not re of heavy or Slings must not be
so short as ENGINE BOLTS
to place the engine lifting eyes in sig It is recommended that bronze sheer stress Strain on the bolts of appropriate size be used
lifting eyes must not be in excess the engine flexible mounts Lag screws
of 100 from the vertical A spacer bar are less preferred because their hold on
must be placed between the two lifting the wood is weakened every time they are
eyes if supported by valve cover studs moved whereas the lag bolt stays in pos
The general rule in moving engines is ition and the nut on top is used to tight
to see that all equipment used is amply en the engine down or is removed to permit
strong and firmly fixed in place Move the the engine to be lifted The bolt itself
engine a little at a time and see that it stays in postion at all times as a stud
is firmly supported Eliminate possibil and the bond between the bolt and the wood
ity of accidents by avoiding haste Do is not weakened by its removal
not lift from the propeller coupling FOR ENGINE PROPELLER COUPLING
A good engine bed contributes much Each Westerbeke Diesel engine is regu
toward the satisfactory operation of the larly fitted with a suitable coupling for
engine The engine bed must be of rigid connecting the propeller shaft to and neither deflect nor twist engine
when subjected to the engine weight or the The coupling must not only transmit the
position the boat may have to take under power of the engine to turn the shaft but
the effects of rough seas The bed must must also transmit the thrust either ahead
keep the engine within one or two thous or astern from the shaft to the thrust
andths of an inch of this position at all bearing which is built into the It has to withstand the forward gear housing of the engine This
coupling
push of the propeller which is applied to is very carefully machined for accurate
the propeller shaft to the thrust washer fit
bearing in the engine and finally to the For all engine models a propeller half
engine bolts and engine bed coupling bored to shaft size for the
In fiberglas hulls we recommend that specific order is supplied The wooden stringers as in wooden either has a keyway with set screws or
hulls be formed and fitted then glassed of the clamping type
to the hull securely This allows hanger The forward end of the propeller shaft
bolts to be installed firmly in wood thus has a long straight keyway Any noise and transmitted vibration should be removed from the shaft end
The temptation to install the engine on coupling should be a light drive fit on
a pair of fiberglas angle irons should the shaft and the shaft should not have to
be resisted Such construction will allow be scraped down or filed in order to get a
engine vibrations to pass through to the fit It is important that the key be
hull Flexible mounts require a firm properly fitted both to the shaft and against which to react if they coupling The key should fit the
side of
are to do their job When possible follow the keyway very closely but should not
bed design A and avoid bed design B touch the top of the keyway in the hub of
the coupling
If it seems difficult to drive the
coupling over the shaft the coupling can
be expanded by heating in a pail of boil
ing water The face of the propeller
coupling must be exactly perpendicular to
GOOD the centerline or axis of the propeller
shaft
PROPELLER
A The type and size of propeller varies
with the gear ratio and must be selected
to fit the application based upon boat
tests To utilize the full power of the
engine and to achieve ideal loading con
ditions it is desirable to use a propel
ler which will permit the engine to reach
its full rated speed at full throttle
under normal load
ALIGNMENT OF ENGINE
The engine must be properly and exactly
aligned with the propeller shaft No
matter what material is used to build a
boat it will be found to be flexible to
some extent and the boat hull will change
its shape to a greater extent than is
usually realized when it is launched and
operated in the water It is therefore
very important to check the engine align
ment at frequent intervals and to correct In making the final check for errors when they may appear the engine half coupling
should be held in
Misalignment between the engine and the one position and the alignment with the
propeller shaft is the cause of troubles propeller coupling tested with the are blamed often on other causes coupling in each of four
positions rotated
It will create excessive bearing wear 90 0 between each position This test will
rapid shaft wear and will in many cases also check whether the propeller half coup
reduce the life of the hull by loosening ling is in exact alignment on its shaft
the hull fastenings A bent propeller Then keeping the propeller coupling in one
shaft will have exactly the same effect position the alignment should be checked
and it is therefore necessary that the rotating the engine half coupling to shaft itself be perfectly position each 90 0 from the
next The engine alignment should be rechecked
One particularly annoying result of mis after the boat has been in service for one
alignment may be leakage of transmission to three weeks and if necessary the
oil through the rear oil seal Check to alignment remade It will usually be
make sure that alignment is within the found that the engine is no longer in
limits prescribed alignment This in not because the work
The engine should be moved around on was improperly done at first but because
the bed and supported on the screwjacks the boat has taken some time to take its
or shims until the two halves of the coup final shape and the engine bed and engine
lings can be brought together without using stringers have probably absorbed some
force and so that the flanges meet evenly moisture It may even be necessary to re
all around It is best not to drill the align at a further for the foundation bolts until The coupling should always be opened up
the approximate alignment has been accu and the bolts removed whenever the boat is
rately determined hauled out or moved from the land to the
Never attempt a final alignment with water and during storage in a cradle
the boat on land The boat should be in The flexibility of the boat often puts a
the water and have had an opportunity to very severe strain on the shaft or the
assume its final water form It is best coupling or both when it is being moved
to do the alignment with the fuel and In some cases the shaft has actually been
water tank about half full and all the bent by these strains This does not apply
usual equipment on board and after the to small boats that are hauled out of the
main mast has been stepped and final rig water when not in use unless they are
ging has been accomplished dry for a considerable time
Take plenty of time in making and do not be satisfied with EXHAUST less than perfect results Exhaust line installations vary
consid
The alignment is correct when the shaft erably and each must be designed for the
can be slipped backwards and forward into particular job The general counterbore very easily and when a are to provide an outlet line
with a mini
feeler gauge indicates that the flanges mum of restrictions and arranged so that
come exactly together at all points The sea water rain water or halves of the propeller coupling cannot get back into the engine
There
should be parallel within 0002 inches A should be a considerable fall in the line
between the exhaust manifold flange and
the discharge end This slope in the pipe
makes it difficult for water to be driven
in very far by a wave and a steep drop
followed by a long slope is better than a
straight gradual slope Avqid any depres
I sion or trough to the line which would
fill with water and obstruct the flow of
exhaust gas Also avoid any sharp bends
Brass or copper is not acceptable for
wet exhaust systems as the combination of
salt water and diesel exhaust gas rapid Galvanized support for the rubber hose to prevent
iron fittings and galvanized iron pipe is sagging bending and formation of for the exhaust line The ex
line must be at least as large as Always arrange that water discharge
the engine exhaust manifold flange and be into the rubber hose section is behind a
increased in size if there is an especial riser or sufficiently below the exhaust
ly long run andor many elbows It should flange so that water cannot possibly flow
be increased by 12 in I D for every 10 back into the engine Also make sure that
feet beyond the first 10 feet entering sea water cannot spray directly
against the inside of the exhaust piping
Otherwise excessive erosion will occur
MEASURING EXHAUST GAS BACK PRESSURE
Back pressure must be measured on a
straight section of the exhaust line and
as near as possible to the engine exhaust
manifold The engine should be run at
maximum load during the measurement period
Setup should be as shown below
1 For normally asperated engines
Pressure Test Mercury Test Water Column
112 Max PSI 3 Mercury 39
2 For turbocharged engines
Pressure Test Mercury Test Water SYSTEM WITH WATER JACKETED 075 Max PSI 112 Mercury 1912
STANDPIPE
To insure vibration doesnt transmit to
hull use a flexible section preferably of
stainless steel no less than 12 at each end and installed as
close to the engine as possible This
flexible section should be installed with
no bends and covered with insulating mater
ial The exhaust pipe should be by brackets to eliminate any
strain on the manifold flange studs use flexible rubber exhaust
hose for the water cooled section of the
exhaust line because of the ease of and flexibility Provide adequate Checking The Back Pressure
1 Exhaust pipe flange
2 Exhaust line
3 Transparent plastic hose partly filled
with water Measurement A may not
exceed 39 for normally asperated
engines and 195 for engines
WATER CONNECTIONS
Seacocks and strainers should be of the
1311 00
full flow type at least one size greater
134 00
010 0 0 1112
5318
than the inlet thread of the sea water
pump The strainer should be of the type
which may be withdrawn for cleaning while
111JL ER PN 111
the vessel is at sea
WATER LIFT EXHAUST SYSTEM WITH Water lines can be copper tubing or
HYDROHUSH MUFFLER wirewound reinforced rubber hose In
any case use a section of flexible hose the use of unnecessary fittings and con
that will not collapse under suction be nectors The shut off valve in the line
tween the hull inlet and engine and between between the fuel tank and engine should be
the outlet and the exhaust system This of the fuel oil type and it is up vibration and permits the engine that all joints be free of
pressure leaks
to be moved slightly when its being re Keep fuel lines as far as possible from
aligned Do not use street elbows in exhaust pipe for minimum temperature to
suction piping All pipe and fittings eliminate vapor be of bronze Use sealing compound The fuel piping leading from the tank
at all connections to prevent air leaks to the engine compartment should always be
The neoprene impeller in the sea raw securely anchored to prevent pump should never be run dry Usually the copper tubing is
secured by
means of copper straps
FUEL TANK AND FILTERS The final connection to the engine
Fuel tanks may be of fiberglass monel should be through flexible rubber plain steel or terne plate If
made of fiberglass be certain that the ELECTRIC is gel coated to prevent fibers The Westerbeke allelectric panel util
from contaminating the fuel system izes an electronic tachometer with a
Copper or galvanized fuel tanks should not builtin hour meter Tachometer cables
be used It is not necessary to mount the are no longer required except for the
tank above the engine level as the fuel lift Skipper mechanical panel Mounted on the
pump provided will raise the fuel from the panel are an ammeter water The amount of lift should be kept gauge and oil pressure gage Each
6 feet being maximum If a tank ment is lighted The allelectric panel
is already installed above engine level it is isolated from ground and may be mounted
can be utilized in this position Great where visible It is normally should be taken to ensure that the fuel
system is correctly installed so that air
locks are eliminated and precautions taken
against dirt and water entering the fuel
A primary fuel filter of the water col
lecting type should be installed between
the fuel tank and the fuel lift pump A
recommended type is available from the
list of accessories The secondary fuel
filter is fitted on the engine between the
fuel lift pump and the injection pump and
has a replaceable element WESTERBEKE ALLELECTRIC PANEL
As the fuel lift pump has a capacity in
excess of that required by the the overflow is piped to the fuel
tank and should be connected to the top of
the tank or as near the top as possible
To insure satisfactory operation a
diesel engine must have a dependable sup
ply of clean diesel fuel For this and care are especially im
portant at the time when the fuel tank is
installed because dirt left anywhere in
the fuel lines or tank will fouling of the injector nozzles when SKIPPER MECHANICAL TACH PANEL
the engine is started for the first time
ELECTRICAL PIPING Most Westerbeke engines are supplied
We recommended copper tubing together prewired and with plugin suitable fittings both for the supply Never make or break connections while
line and the return line Run the tubing engine is running Carefully follow all
in the longest pieces obtainable to avoid instructions on the wiring diagram especially those relating to fuse
cicuit breaker Starter batteries should be located as
close to the engine as possible to avoid
voltage drop through long leads It is
bad practice to use the starter batteries
for other services unless they require low
amperage or are In cases
where there are substantial loads from
lights radios etc it is essential to have a
complete separate system and to current for this by means of a
second alternator or alternator Starter batteries must be of a type
which permits a high rate of discharge
Diesel starting
Carefully follow the recommended wire
sizes shown in the wiring diagrams so the battery is close to
engine and use the following cable sizes
111 for distances up to 8 feet
1110 for distances up to 10 feet
20 for distances up to 13 feet
1130 for distances up to 16 CONTROLS
The recommended practice is to have the
stoprun lever loaded to the run position
and controlled by a sheathed cable to a
pushpull knob at the pilot station The
throttle lever should be connected to a
Morse type lever at the pilot station by
a sheathed cable
The transmission control lever may be
connected to the pilot station by a flex
ible sheathed cable and controlled by a
Morse type lever The singlelever type
gives clutch and throttle control with
full throttle range in neutral position
The twolever type provides clutch control
with one lever and throttle control with
the other
Any bends in the control cables should
be gradual End sections at engine must be securely linkages are completed check for full travel making sure
that when the transmission control lever
at the pilot station is in and reverse the control lever on
the transmission is on the Check the throttle control lever
and the stoprun lever on the fuel injec
tion pump for full travel
FOR FIRST START BLEEDING THE SYSTEM
The engine is shipped dry with lub The fuel injection system of a oil drained from the crankcase sion ignition engine depends upon very
and transmission Therefore be sure to high fuel pressure during the these recommended procedures care stroke to function correctly
before starting the engine for the tiny movements of the pumping plungers pro
first time duce this pressure and if any air is pres
1 Remove oil filler cap and fill oil sump ent inside the high pressure line then
with heavy duty diesel lubricating oil this air acts as a cushion and prevents the
to the highest mark on the dipstick correct pressure and therefore fuel injec
See table under Maintenance for an ap tion from being achieved
proved lubricating oil Do not over In consequence it is essential that all
fill Select an approved grade from air is bled from the system whenever any
the listing and continue to use it part of the system has been opened for
2 If the Reverse Gear has a manual clutch repair or servcng Running out of fuel
fill to the highest mark on the dip is a misfortune that also necessitates
stick with SAE 30 lubricating oil complete bleeding of the system before the
You may use the same oil as in the en engine can be restarted
gine The following instructions for fuel
If Reverse Gear is hydraulic fill to system bleeding apply to typical systems
the highest mark on the dipstick with using inline DPA pumps shown in Figs1
type A Hydraulic fluid Do not over and 2
fill Before priming and bleeding insure
3 Fill fresh water cooling system only that the outside of the bleed screws and
after opening all petcocks and plugs surrounding area is thoroughly clean to
until all entrapped air is expelled prevent dirt and foreign matter entering
On fresh water cooled engines fill the the system
fresh water cooling system with fresh
clean water andor antifreeze solution DPA DISTRIBUTOR PUMPS The following prim
see Cold Weather precautions in Main ing and venting sequence is applicable to
tenance Section both mechanically and hydraulically govern
Use a 5050 antifreeze solution if cold ed DPA pumps The only difference is the
weather is to be experienced physical location on the pump of the gov
Fill surge tank to within one inch of ernor bleed screw D and this is indi
the top Check this level after engine cated in the appropriate has run for a few minutes If trapped
air is released the water level may
have dropped If so refill tank to
within one inch of top and replace
filler cap
4 Ensure battery water level is at least
38 above the battery plates and bat
tery is fully charged so that it is
capable of the extra effort that may be
required on the first start
5 Fill fuel tank with clean Diesel fuel
oil No 2 diesel fuel oil is recom
mended The use of No 1 is permissible
but No 2 is preferred because of its
higher lubricant content
NOTE If there is no filter in the filler
of the fuel tank the recommended proced
ure is to pour the fuel through a funnel Fig 1
of 200 mesh wire screen
6 Fill grease cup on water pump if pres
ent with a good grade of water pump
1 for mechanically governed and Fig bleeding proceeds as follows
2 for hydraulically governed pumps Leave the governor bleed screw D
slackened Next slacken any two injector
pipe line connections at the injector end
Set the throttle to the fully open pos
ition and turn the engine until fuel free
from air flows from the unions Then re
tighten the loosened injector pipe unions
Start the engine and run it at fast
idling speed until airfree fuel exudes
from the governor bleed screw D Tighten
this screw and stop the engine
Governing may be erratic during this
procedure therefore stand by to stop the
engine should any excessive engine speed
develop
RECOMMENDED SPARES Owners are often in
I doubt as to the amount of fuel injection
I I
Fig 2 equipment spares to carry A great deal
depends upon the use of the craft and its
If the fuel system is fitted with a location General coastal use in well
fuel feed pump slacken both the filter populated areas is one thing but screw A and the injection pump up the Amazon delta for
example would be
fuel inlet union B and operate the hand quite different and would require a com
priming lever of the feed pump until fuel prehensive spares kit
free from air issues from both the vents Generally speaking the average boat
Tighten both the vent connections In a owner is within relatively easy reach of
gravity fed fuel system turn on the fuel service centers and requires spares only as
and carry out the same procedure with the insurance against breakdown and for general
bleed screw and fuel inlet servicing within the scope of the owner or
Slacken the vent valve fitted to one of crew
the two hydraulic head locking screws c A suitable kit for such a purpose would
and the bleed screw D on the governor consist of a replacement filter element and
housing Operate the hand priming lever of a set of sealing and 0 rings for each
the feed pump until fuel free from air filter Spare bleed screws for pumps and
bubbles issues from the vent c and then filters are also required for screws are
tighten this bleed screw easily lost or damaged in a boat when bleed
NOTE The space within the governor hous ing the system A full set of high pressure
ing vented by screw D is normally injection pipes should also be carried for
filled and its contents lubricated a fractured or cracked pipe could occur at
by fuel oil backleaked from the pump any time and no patching is possible with
plungers the pump rotor and the ad these pipes The correct set of pipes can
vance device if fitted This is the be obtained from the engine normal way in which this space becomes agent or service center and will be
supplied
filled with oil and this can naturally already bent to shape and cleaned intern
take a long time at feed pump pressures ally with both ends plugged against the
However if the reason that the pump is entry of dirt They will be supplied pack
being vented is because a pipe line or in ed as a set and it is important to keep
jector or filter element has been changed them this way until required for use It
or serviced or the system has run out of is vitally important that the internal sur
fuel then the governor housing will still face of the pipe is kept filled with fuel oil and bleeding by clean until fitted to the engine
means of the hand priming lever of the A spare set of fuel injectors of the
feed pump will suffice In this event right type and correctly set for the par
close the governor bleed screw D as sOon ticular engine together with a set of the
as fuel free from air issues from the vent correct seating washers will not only en
If however a new pump has been fitted able defective injectors to be changed
to the system then its governor housing when required but will also permit engine
will most likely be empty of fuel oil and use while one set is away being serviced
Do be careful to check with the engine cap when refueling see that it doesnt
parts list regarding whether the engine pick up dirt or grit this is how injector seating washers or not a lot of dirt gets into the
tank
Additionally spare banjo bolts and Avoid dubious sources of fuel Job
washers for back leak pipes and low pres lots of unknown origin are not always the
sure pipes are handy things to have when a bargain they appear to be and fuel inject
joint starts leaking Remember no equip ion equipment is expensive to renew when
ment ever breaks down when it is station damaged
ary in port Breakdowns and trouble occur
when the equipment is working and that WHEN ENGINE STARTS
means at sea 1 Check Oil Pressure immediately Normal
Do not forget the tools Always carry oil pressure is approximately 50 psi at
the correct spanners for the job hammers operating speeds 15 psi when idling
and adjustable wrenches may be all right Extremely hot engine
in some locations but please not around 2 Check Sea Water Flow Look for water
your fuel injection equipment on your at exhaust outlet Do this delay
HINTS AND TIPS It is essential to stress 3 Recheck Crankcase Oil After the en
the need for absolute cleanliness of the gine has run for 3 or 4 minutes subse
fuel at all times This requirement also quent to an oil change or new to methods of operating and servic tion stop the engine and
check the
ing the equipment and to precautions about crankcase oil level This is ant as it may be necessary to
add oil
A useful hint when changing filter ele to compensate for the oil that is re
ments is to obtain a polythene bag large quired to fill the engines and strong enough to hold the filter oil passages and oil filter
Add oil
element and put this around the element and as necessary Check oil level each day
filter head before unscrewing the center of Undo the center bolt and allow ele 4 Recheck Transmission Oil Level This
ment oil and base all to go into the bag applies only subsequent to an oil change
Then empty the bag into a bowl or container or a new In such a case
large enough for the contents to be separ stop the engine after running for sev
ated and the base and sealing rings recov eral minutes at 800 rpm with one shift
ered if required into forward and one into reverse then
Granulated pieces of substance familiar add oil as necessary Check oil level
to all cat owners who live in apartments each day of sold for use in cat litter boxes is 5 Recheck Expansion Tank Water Level if
ideal for soaking up diesel fuel spilled engine is fresh water cooled This
when venting or removing pipe lines Put applies after cooling system has been
the material down before working on the drained or filled for the first time
system Stop engine after it has reached oper
Barrier creams of the oildefying kind ating temperature of l75 0 F and add
are useful and make life much easier when water to within one inch of top of tank
removing the grime from hands Put on the WARNING The system is pressurized when
cream before the job is tackled and then overheated and the pressure must be re
dirt grease and cream are removed together leased gradually if the filler cap is to
when the job is completed be removed It is advisable to protect
In the majority of fueling installations the hands against escaping steam and turn
fuel will be supplied through a hose the cap slowly until the
always wipe the pump nozzle with a clean resistance of the safety stops is felt
nonfluffy piece of cloth before use None Leave the cap in this position until all
of those grubby old swabs please they pressure is released Press the cap down
will do far more harm than good If you wards against the spring to clear the
spill any fuel on tank deck or fittings safety stops and continue turning until
wipe it off right away Diesel fuel oil it can be lifted off
does not evaporate as does gasoline and 6 Warmup Instructions As soon as pos
if left will gather dirt and grit will sible get the boat underway but at re
track everywhere and keep on smelling Be duced speed until water temp gauge
careful where you put down the fuel tank indicates l30lS0 o F It necessary en
gine can be warmed up with the clutch reading after a stop does not neces
in neutral at 1000 rpm Warming up sarily signal alarm against restarting
with clutch in neutral takes longer and If there is no functional difficulty
tends to overheat the transmission if temperatures will quickly return to
partial engagement occurs which can be normal when engine is operating
detected by propeller shaft rotation
7 Reverse Operation Always reduce en
gine to idle speed when shifting gears
However when the transmission is en
gaged it will carry full engine load
NOTE The SAO transmission requires that
when backing down the shift lever must be
held in the reverse position since it has
no positive overcenter locking ENGINE
1 Position shift lever in neutral
2 Move throttle lever to idle position
3 Pull fuel pushpull STOP control out
The stop control functions by cutting
off the fuel from the fuel injection
pump
NOTE Idle engine for a few minutes to
dissipate heat gradually before Never run engine for extended periods
when excessive overheating occurs as
extensive internal damage can be caused
2 DO NOT put cold water in an overheated
engine It can crack cylinder head
block or manifold
3 Keep intake silencer free from lint
4 Do not run engine at high RPM without
clutch engaged
5 Never Race a Cold Engine as internal
damage can occur due to inadequate oil
Keep the engine and accessories clean
7 Keep the fuel clean Handle it with
extreme care because water and dirt in
fuel cause more trouble and service in
8 Do not allow fuel to run low because
fuel intake may be uncovered long
enough to allow air to enter the
system resulting in lost time re
quired for priming
9 Do not be alarmed if temperature gauges
show a high reading following a sudden
stop after engine has been operating at
full load This is caused by the
release of residual heat from the heavy
metal masses near the combustion
chamber Prevention for this is to run
engine at idle for a short period
before stopping it High temperature
TEN MUST IMPORTANT for your safety and your engines
1 Keep this Manual handy and read it whenever in doubt
2 Use only filtered fuel oil and check lube oil level daily
3 Check cooling water temperature frequently to make sure it is 1900
or less
4 Close all drain cocks and refill with water before starting out
5 Investigate any oil leaks
6 Race the engine in neutral
7 Run the engine unless the gauge shows proper oil pressure
8 Break the fuel pump seals
9 Use cotton waste or fluffy cloth for cleaning or store fuel in a
galvanized container
10 Subject the engine to prolonged overloading or continue to run it
if black smoke comes from the YOUR NOTES
ATTENTION
After you have taken delivery of your
engine it is important that you make the
following checks right after the first
fifty hours of its HOUR CHECKOUT INITIAL
Do the following
1 Retorque the cylinder head bolts
2 Retorque the rocker bracket nuts and
adjust valve rocker clearance
3 Check and adjust if necessary the
forward drum assembly and the reverse
band on manual SAO and SAl trans
missions
4 Change engine lubricating oil and oil
filter
5 Check for fuel and lubricating oil
leaks Correct if necessary
6 Check cooling system for leaks and in
spect water level
7 Check for loose fittings clamps
connections nuts bolts vee belt
tensions etc Pay particular atten
tion to loose engine mount fittings
These could cause CHECKOUT
Do the following
1 Check sea water strainer if one has
been installed
2 Check water level in cooling system
3 Check lubricating oil level in sump
Fill to highest mark on dipstick
4 Turn down grease cup on water pump
if used one full turn
5 Check lubricating oil level in trans
mission Fill to highest mark on
dipstick FIGURE 1
SEASONAL CHECKOUT MORE OFTEN IF POSSIBLE
Do the following
1 Check generator or alternator V
belt for tension
2 Check water level in battery
3 Cqange oil in sump Oil may be
sucked out of sump by attaching a
suction hose 38 ID over the out
side of the oil sump pipe located
aft of the dipstick Figure 1
See Note next page
4 Replace lubricating oil filtr Fig 2
See Note next page
5 Fill sump with approximately 45 US
quarts of diesel lubricating oil to
high mark on dipstick Do not over
fill See Note next page FIGURE The use of different brands of 3 Fill fresh water cooling system with
lubricating oils during oil changes has antifreeze of a reputable make Refer
been known to cause extensive oil sludg to Cold Weather ing and may in many instances cause com 4 Start engine When temperature gauge
plete oil starvation indicates 175 0 F shut engine down and
6 Start engine and run for 3 or 4 drain lubricating oil Remove and re
minutes Stop engine and check oil place filter Fill sump with High De
filter gasket for leaks Check oil tergent Lubricating Oil
sump level This is important as it 5 Remove air filter Carefully seal air
may be necessary to add oil to com intake opening with waterproofed adhes
pensate for the oil that is required ive tape or some other suitable medium
to fill the engines internal oil 6 Seal the exhaust outlet at the most ac
passages and oil filter Add oil as cessible location as close to the en
necessary Change oil in transmission gine as possible
Use SAE 30 High Detergent Lubricating 7 Remove injectors and spray oil into
Oil Service DG DM or DS Do not cylinders
overfill See note below 8 Replace injectors with new sealing
washer under each injector Turn NOTE slowly over compression
IT IS MANDATORY THAT THE CHECKS 3 4 5 9 Top off fuel tank completely so that no
AND 6 BE ATTENDED TO WHEN TOTAL OPERATING air space remains thereby REACHES 150 HOURS IN SOME INSTANCES water formation by TOTAL IS
REACHED BEFORE END OF SEASON 10 Leave fuel system full of fuel
11 Change fuel filters before putting the
7 Clean Air Filter The time period for engine back in service
replacing the air filter depends on 12 Wipe engine with a coat of oil or
operating conditions therefore under grease
extremely dirty conditions the season 13 Change oil in al frequency should be increased The 14 Disconnect battery and store in fully
correct time periods for replacing the charged condition Before storing the
filter will greatly assist in reducing battery the battery terminals and
bore wear thereby extending the life cable connectors should be treated to
of the engine prevent corrosion Recharge battery
8 Check engine for loose bolts nuts every 30 days
etc 15 Check alignment
9 Check sea water pump for leaks
10 Wash primary filter bowl and screen
If filter bowl contains water or sedi
ment filter bowl and secondary oil
fuel filter need to be cleaned more
frequently
11 Replace secondary fuel filter element
12 Replace air filter
END OF SEASON SERVICE
1 Drain fresh water cooling system by re
moving the surge tank pressure cap and
opening all water system petcocks
2 Remove zinc rod usually located in
heat exchanger and see if it needs
replacing The zinc rod will take
care of any electrolysis that may occur
between dissimilar metals Insert new
zinc if necessary
LUBRICATING OILS
Lubricating oils are available for Westerbeke Diesel engines which offer an of performance to meet the requirements of modern operating conditions
such as
sustained high speeds and These oils meet the requirements of the U S Ordnance Specification Service CC Any other oils which also conform to these
but are
not listed here are of course also suitable
SAE DESIGNATION
COMPANY BRAND
OO45 0 F 45 0 80 o F OVER 80 0 F
American Oil Co American Supermil Motor Oil lOW 20W20 30
BP Canada Limited BP Vanellus lOW 20W20 30
BP Vanellus 10W30 lOW30 Oil Co RPM DELO MultiService Oil lOW 20W20 30
Cities Service Oil Co CITGO Extra Range lOW 20W20 Oil Co CONOCO TRACON OIL lOW 20W20
30
Gulf Oil Corporation Gulflube Motor Oil XHD lOW 20W20 30
Mobile Oil Company Delvac 1200 Series 1210 1220 1230
Shell Oil Company Shell Rotella TOil lOW 20W20 30
Sun Oil Company Subfleet MILB lOW 20W20 30
Texaco Inc Ursa Oil Extra Duty lOW 20W20 30
YOUR NOTES
ENGINE OVERHAUL
The following sections contain relating to the proper operat
ing of the major systems in the engine In
cluded are disassembly rework and reas
sembly instructions for the guidance of
suitably equipped and staffed marine and rebuilding facilities The
necessary procedures should be by such operating are
included in the Operation Section of replacements should be made only with
genuine Westerbeke parts
ENGINE OVERHAUL A4
GENERAL DATA A6
EXTERNAL COMPONENTS A8
INTERNAL COMPONENTS A10
REMOVAL AND REFITTING A12
Engine A12
Valve Rocker Shaft and Tappets A12
Cylinder Head A12
Timing Chain Chain Wheels and Chain Tensioner A13
Camshaft and Front Plate A14
Oil Pump Connecting Rods and Pistons A15
Flywheel Housing Flywheel and Backplate A16
Crankshaft A18
OVERHAUL A 19
Valve Rocker Shaft and Tappets A19
Cy 1i nder Head A20
Timing Chain Tensioner A21
Injection Pump Chain Wheel A22
Oil Pressure Relief Valve A22
Oi 1 Pump A23
Flywhee A23
Camshaft Bearing Liners A24
Connecting Rod and Piston A26
Cyl i nder Bores A27
Crankshaft A27
DIESEL FUEL SYSTEM A28
DESCRIPTION
This high efficiency naturally aspi three steellined reticular tin aluminum
rated diesel engine is a wellproved shell bearings 2478 in 6294 mm
power unit of advanced design and in diameter giving a total rojected area
corporates the very latest results of of 10424 in 2 67 24 cm
research in diesel engineering tech
niques Favorable high powerto CONNECTING RODS
weight ratio with outstanding reliability I section heattreated alloy steel
and the greatest economy in operation stampings The bigends are fitted
are marked features of the engine with steelbacked leadindium thin
The Westerbeke 60 engine is robustly shell bearings 2248 in 5707 mm
constructed and manufactured to diameter and the small ends with
exacting production standards for steelbacked leadbronze alloy bushes
withstanding the most arduous duties 1 125 in 2858 mm diameter Total
inherent Westerbeke qualities which bigend bearing projected area
play an important role in reducing 8 720 in 2 56 26 cm 2
routine attention and maintenance to a
minimum while at the same time ap PISTONS
preciably extending intervals between Anodized aluminum alloy with solid
major overhauls
skirt Each piston has one chrome
Outstanding features of the design faced compression ring one taper
include monobloc construction a faced compression ring one stepped
forged alloysteel crankshaft with scraper ring and one slotted oil con
Tuftride treated bearing journals trol ring The gudgeon
and the Ricardo Comet Mk VB spheri pins 1 125 in 28 58 mm diameter
cal antichamber combustion system are located laterally by circlips
CYLINDER BLOCK AND CRANKCASE VALVE GEAR
Special cast iron monobloc casting pro Overhead poppettype valves are
vided with adequate ribs and wide joint operated by means of flatfaced piston
flanges giving a light construction type tappets and pushrods from the
with maximum rigidity Large capacity camshaft which is situated in the
water jackets are cast around each engine casing and adjacent to the
bore There is a closed circuit breath crankshaft The inlet valves are
ing system fitted manufactured from silicon chromium
steel and the exhaust valves from
CYLINDER HEAD nickel chromium manganese steel
Double coil springs are fitted to each
Manufactured from special cast iron
valve
and secured by twentyfive 716 in
111 mm diameter high tensile steel
CAMSHAFT
studs to the cylinder block Combus
tion chambers of Ricardo Comet design Steel forging with casehardened inte
are incorporated and renewable valve gral cams and supported in three
guides are fitted steelbacked white metal bearings
CRANKSHAFT TIMING GEAR
Special alloy steel forging with The camshaft and fuel injection pump
Tuftride hardened bearing journals are chain driven from the crankshaft
The shaft which is fully counter Slipper and tensioner units are fitted
balanced by design and also dynamically to ensure smooth working of the timing
and statically balanced is carried in gear
LUBRICA TION SYSTEM FUEL INJECTION EQUIPMENT
A full pressure wet sump system is A fuel injection The type incorporating an allspeed pump is located within the
governor is fitted The pump is driven
engine crankcase and driven by helical at halfengine speed from stable idling
gears from the camshaft The pump at approximately 500 rev min to
has a delivery of 2 gall min 9 1 litres 3500 revmin The 1000 revmin of engine speed and lift pump which incorporates a
hand
provides a maximum pressure con priming device is mechanically oper
trolled by a relief valve of 50 lbf in 2 ated from the engine camshaft and
3 62 kgf cm 2 to all moving parts provides fuel to the injection pump
Oil is drawn through a gauze strainer under constant pressure Each injec
in the sump and before entering the tor is fitted with a Pintauxtype nozzle
system passes through a detachable and injects at a pressure of 135 filter of the full flow type It 1389 kgfcm 2 1984 psi
is then fed to the main bigend cam
shaft and smallend bearings A re
stricted oil supply is fed to the valve
rockers via the hollow rocker shaft and
the returning oil lubricates valve ends and tappets
GENERAL DATA
MODEL Westerbeke 60
TYPE Indirect injection
Number of cylinders Four Vertical
Bore and Stroke 350 in 89 mm x 400 in 1016 mm
Piston Displacement 1542 in 3 2520 cm 3
Compression Ratio 1951
Torque 1144 lb ft 1581 Kgm 2000 RPM
Continuous Rating 53 Hp at 2500 RPM
Intermittent Rating 60 Hp at 3000 RPM
Engine Weight dry 750 Ibs approximately with direct dri ve
Oil Pressure Idling 15Ibsq in 105 Kgcm 2
Norma I Runn i ng 50 Ibsq in 352 Kgcm 2
Oil Capacity including filter 7 quarts
Injection Order 1 3 4 2
Rotation Engine viewed from flywheel end
Cooling Capacity 12 quarts
Angle of Installation max 15 degrees
Camshaft end float 003 to 006 In 076 to 152 mm
Method of adjustment Renew locating plate
Chain wheel alignment Crankshaft and camshaft chain wheel teeth faces in line
Injection pump chain wheel self aligning
tAethod of adjustment Shims behind crank shaft chain wheel
Valve Rocker Clearance cold Inlet 012 in 30 mm
Exhaust 015 in 38 mm
Valve TIming with 021 in 53 mm rocker clearance
open closes
Inlet Valve SO BTDC 400 ABDC
Exhaust Valve 600 BBDC SO ATDC
Torque Wrench Setting
Cylinder head nuts 75 lb ft 1 0 37 Kg m
Manifold Nuts 221b ft 304 Kg m
Rocker bracket nuts 25 lb ft 346 Kg m
Big End bolts 50 lb ft 69 Kg m
Flywheel bolts 50 lb ft 69 Kg m
Main bearing bolts 100 lb ft 1382 Kg m
111 1111 II I 111
l
EXTERNAL COMPONENTS
J
ife ilfllii1 L
I II 1 111 1 111111 111111 1 1 I I I 11111 1 III I II I
I
i

j
KEY TO EXTERNAL COMPONENTS
No Description No Description
No Description I
i

i
1 Water outlet 23 Crankshaft front oil seal
45 Oil pump locating screw
2 Gasket 24 Degree plate
46 Cylinder side cover I
I 3 Thermostat 25 Oil separator
47 Gasket
i 4 Heat shield for injector 26 Gasket
48 Combustion chamber insert
5 Washer 27 Sump drain plug
49 Manifold gasket
6 Cylinder head 28 Washer
50 Exhaust manifold f
7 Gasket 29 Sump
51 Manifold stud
8 Cylinder block 30 Gasket
52 Inlet manifold
I 9 Oil dipstick 31 Sealing plug for
front and rear main bearing caps 53 Yoke for manifold
1 32 Main bearing bolt
54 Washer
10 Dipstick tube
11 Plug for oil pressure relief valve 33 Front main bearing cap
55 Nut
I 12 Washer 34 Centre main bearing
cap 56 Gasket for flywheel housing
I 13
Spring
Oil pressure relief valve
Rear main bearing cap
Sealing strip for rear main bearing cap
Flywheel housing
Crankshaft rear oil seal
Front plate
Gasket
Main bearings
Crankshaft thrust washers
Ventilation cover for flywheel housing
Top gasket for flywheel housing
17 Bolt for injection pump 39 Water drain tap
61 Washer
I 18 Lock washer for front plate bolts 40 Camshaft bearing
front 62 Cylinder head nut
Timing cover
Gasket
Camshaft bearing centre
Camshaft bearing rear
Cylinder head nut and rocker cover stud
Push rod locating plate
1 21 Injection pump chain wheel cover 43 Cap nut
65 Gasket
I 22 Gasket 44 Washer
66 Rocker I I II11I1 1 I I 11111111111 I I I I I I I 1 I I I I l i t I I I 1 I
1 1 I I I 1111
8
17 83
81
2019 18
1 I J
60
I 71
102
r I
70 75

J
10 I I
100 I
KEY TO INTERNAL No Description No Description No
I
1 Rocker shaft 35 Key for camshaft 69 Crankshaft pulley
2 Plain plug for shaft 36 Locati ng plate for camshaft 70 Oil thrower
i 3 Screwed plug for shaft 37 Spring washer 71 Crankshaft chain wheel
4 Rocker bracket plain 38 Bolt for locating plate n Adjusting shim for chain wheel
Rocker bracket tapped
Locating screw for shaft
Camshaft chainwheel
Lock washer
Key for crankshaft
Cran kshaft
7 Lock washer 41 Nut for camshaft 75 Connecting rod and cap Nos 2 and 4
8 Plain washer 42 Timing chain 76 Connecting rod and cap Nos 1 and 3
Spring washer
Vibration damper for chain
Shim for timing cover centre boss
Little end bush
Bigend bearing
11 Valve rocker 45 Screw for damper 79 Bigend bolt
i 12 Bush for rocker 46 Nut 80 Lock washer
i 13 Adjusting screw for rocker 47
Lock washer
Tensioner for chain
Circlip
Gudgeon pin
14 Locknut
15 Distance piece centre 49 Gasket for tensioner 83 Piston
16 Distance piece end 50 Bolt for tensioner 84 Compression ring
17 Spacing spring 51 Lock washer 85 Stepped scraper ring
I 18 Spring washer 52 Hub for injection pump chain wheel 86 Slotted oil control ring
Plain washer
Split pin
Valve guide inlet
Gasket for hub
Bearing for chain wheel
Injection pump chain wheel
Flywheel
Starter ring
Dowel
22 Valve inlet 56 Internal circlip for driving flange 90 Bearing for primary shaft
23 Valve guide exhaust 57 Injection pump driving flange 91 Lock 24
Valve exhaust
Circlip for valve cotter
Washer for flange
Bolt for flange
Bolt for flywheel
Shaft for oil pump
i 26
Valve cotter
Valve spring cup
Oil feed pipe for hub
Banjo bolt
Key for shaft
Bolt for oil pump
ij 28 Oil seal for valve 62 Washer for banjo 96 Spring washer
29 Valve spring inner 63 Injection timing pointer 97 Oil pump body
30 Valve spring outer 64 Plain washer 98 Oil pump rotors
31 Valve spring collar 65 Spring washer 99 Oil pump cover
32 Pushrod 66 Bolt for pointer 100 Oil strainer
33 Tappet 67 Nut for crankshaft 101 Gasket for strainer
34 Camshaft 68 Lock washer 102 Oil delivery pipe
Drain fresh water system refer to Cooling System
2 Pump lubrication oil from sump
3 Disconnect battery cables from engine
4 Disconnect electrical leads from terminals board
5 Disconnect fuel pipe clips and fuel pipe from lift pump
6 Disconnect exhaust pipe from exhaust manifolds
7 Disconnect stop control from injection pump lever
8 Disconnect throttle control from injection pump lever
9 Disconnect propeller shaft coupling from transmission coupling and move shaft
back approximately four inches
1O Remove ROCKER SHAFT AND Remove rocker cover
2 Release the rocker brackets from the cylinder head and lift off the rocker shaft
assembly
3 Remove air intake manifold
4 Remove the cylinder side cover with oil separator
5 Withdraw the pushrods
6 Lift out the the procedure in 1 through 6 noting
1 Check cylinder head nut Torque 75 refer to Section F Par 17b Cylinder
Head
2 Torque rocker bracket nuts 25 lb ft
3 Adjust the valve rocker clearance refer to Page A30 Valve Rocker Drain cooling system refer to Section D
2 Disconnect exhaust pipe from manifold
3 Disconnect stop control from injection pump lever
4 Disconnect throttle control from injection pump lever
5 Disconnect electrical lead from temperature sender
6 Disconnect hose from thermostat housing
7 Disconnect hose from expansion tank to heat exchanger
8 Remove fuel pipes from fuel filter
9 Remove high pressure pipes from injection pump and Remove fuel return lines from each injector
11 Disconnect electrical leads from the heater plugs
12 Remove rocker cover
13 Remove rocker shaft assembly and withdraw the push rods
14 Remove combination exhaust manifold expansion tank and air intake manifold
15 Remove the cylinder head nuts using tool 18 G 545 to remove the two which also
serve as rocker cover studs
16 Lift off the cylinder head and pushrod positioning plate
NOTE The combustion chamber inserts are a loose fit in the cylinder head They
must be refitted in their original positions because the cylinder head face is machined
with the inserts Refitting Reverse the procedure in 1 to 16 noting
a The cylinder head gasket is marked to ensure correct fitting
b Tighten the cylinder head nuts in the order shown in Fig 1 Torque 75 lb ft
c Adjust the valve rocker clearance see Data
d Bleed the fuel system
Fig 2
TIMING CHAIN CHAIN WHEELS AND CHAIN Drain cooling system refer to Section D
2 Disconnect hoses to salt water pump
3 Remove four bolts securing salt water pump housing to adapter plate
4 Remove drive tang between water pump and engine
5 Remove water pump adapter plate
6 Slacken alternator mounting and remove belt
7 Remove Remove the crankshaft nut using tool 18G 391
9 Withdraw the crankshaft pulley using tools 18G 231 and 18G 231B
10 Remove alternator mounting bracket and adjustment bracket
11 Remove the degree plate from the timing cover
12 Remove the timing cover
13 Remove the oil thrower from the Retract the chain tensioner slipper as shown in Fig 2
15 If the chain tensioner alone requires attention remove it now but if other com
ponents are to be removed leave the tensioner in position
16 Remove the camshaft nut using tool 13G 98A
17 Position the chain wheel marks as shown in Fig3 then remove the chain ten
sioner if it requires overhaul
18 Draw the three chain wheels and chain off their shafts
19 Refitting Reverse the procedure in 1 to 18 noting
a Check and if necessary adjust the chain wheel alignment see Data
b Assemble the chain wheels and chain to their shafts with the timing marks as
shown in Fig 4
c Release the chain tensioner as shown in Fig2
d Ensure that the crankshaft front oil seal is serviceable If necessary renew the
seal using tools 18G 134 and 18G 134CR
e Centralize the timing cover using tool 18G 3
Fig 3 Fig 4
r
J I i I I
Fig 5 I I
Fig AND FRONT Refer to II Timing Chain Chain Wheels and Chain Tensioner Step 1 through 12
2 Remove the oil thrower from the Retract the chain tensioner slipper as shown in Fig 2
4 Remove the camshaft nut using tool 18G 98A
5 Position the chain wheel marks as shown in Fig 3
6 Draw the three chain wheels and chain off their shafts
7 Remove the camshaft locating plate
8 Remove the THE FRONT PLATE IS NOT TO BE REMOVED OMIT 9 AND 16
NOTE The front plate must be removed to renew the chain vibration damper
9 Remove the timing chain Disconnect the throttle and stop controls and the throttle return spring from
the injection pump
11 Disconnect the fuel feed and return pipes from the injection pump
12 Disconnect the high pressure pipes from the injection pump
13 Remove the lubricating oil feed pipe from the crankcase and injection pump chain
wheel hub
14 Remove the front plate complete with injection pUTlp
15 Remove the cylinder side cover
16 Drain and remove the sump
17 Release the oil delivery pipe from the Remove the dowel screw shown in Fig 5 and withdraw the oil pump and strainer
19 Remove the rocker cover
20 Remove the rocker shaft
21 Withdraw the Lift out the tappets
23 Withdraw the camshaft
24 Refitting Reverse the procedure in 1 to 23 as necessary noting
a Before tightening any of the front plate bolts fit all bolts which pass through the
front plate into the cylinder block to ensure correct positioning of the front plate
b Check the camshaft endfloat against the figure in Data
c Check the chain wheel alignment see Data
d Assemble the chain and chain wheels to their shafts with the timing marks as
shown in Fig 4
e Release the chain tensioner slipper as shown in Fig 2
f Ensure that the crankshaft front oil seal is serviceable If necessary renew the
seal using tools 18G 134 and 18G 134CR
g Centralize the timing cover with tool 18G 3
h Refer to Data for torque wrench settings
i Adjust the valve rocker clearance see Data
J Bleed the fuel system
OIL PUMP CONNECTING RODS AND Remove engine
2 Remove valve rocker shaft and tappets
3 Remove cylinder head
4 Remove the bigend caps
5 Withdraw the connecting rods and pistons upward
6 Refitting Reverse the procedure in 1 to 5 noting
a The cylinder head gasket is marked to ensure correct fitting
b Refer to Data for torque wrench settings
c Fit the connecting rods with their offsets as showl in Fig6 using tool18G 55 A
to compress the piston rings
d Tighten the cylinder head nuts in the order shown in Fig 1
e Adjust the valve rocker clearance see Data
f Bleed the fuel HOUSING FLYWHEEL AND Take weight off rear of engine with sling attached to rear lifting eye
2 Remove rear mounting brackets from transmission housing
3 Remove nut securing each rear mounting bracket to flexible mount
4 Close inlet and outlet sea water cocks Disconnect raw water from transmission
oil cooler hose between oil cooler and heat Disconnect battery cable leads from starter motor
6 Disconnect shaft cable or rod and clips from transmission shift lever
7 Disconnect coupling between transmission and propeller shaft and move shaft
back approximately four inches
8 Remove bolts and lock washers securing transmission to bellhousing Pull
transmission straight back and filt away from engine
9 Remove Starter Motor
10 Remove Flywheel Housing Remove bolts and lock washers front of housing
and rear of backplate securing housing to backplate Pull housing from the
backplate two locating dowels
11 Remove Damper Plate Hydraulic Transmission Remove the socket head
screws securing damper plate to flywheel
12 Remove Flywheel Hydraulic Transmission Knockup the tabs of the star
washer and remove the bolts securing flywheel to the cranksh ift Pull flywheel
from Remove Gear Drive Plate and Flywheel Manual Transmission Knockup the
tabs of the star washer and remove bolts securing drive plate and flywheel to the
crankshaft Remove star washer Pull drive gear and flywheel from Remove Backplate Remove bolts and lock washers securing backplate to cylinder
block and pull backplate from the cylinder block two locating dowels
15 Remove gasket from cylinder block face
16 Remove oil seal if damaged pressed fit
To View and the flywheel starter ring gear teeth for damage or wear and replace ring
gear if required The fitting of a new ring requires special workshop equipment for
heating the ring evenly to shrink it onto the flywheel With special workshop equip
ment available proceed as Place the flywheel in a suitable container of clean cold water and support
the assembly in the container by positioning four metal blocks under the ring gear
Arrange the flywheel assembly so that it is partly submerged in water with the ring
gear uppermost The complete ring must be above the water line and ies recom
mended that the bottom face of the ring be approximately 14 in above water level
Heat the ring gear evenly around its circumference using oxy acetylene thus expanding the ring which will allow the flywheel to drop away from
the ring gear Lift out the ring gear and completely dry it off
b Ensure that the face of the flywheel and new ring gear are clean and free Heat the new ring gear to the approximate temperature refer to General
Data
Fit the ring gear over tlle flywheel with the lead in on the teeth facing the front of the
flywheel and allow the ring to cool at room Clean the face of the cylinder block crankshaft backplate flywheel housing and
flywheel
19 Check that the two locating dowels in the cylinder block face are free from burrs
20 Check the backplate for flatness Examine the backplate two dowels locating
holes for the cylinder block dowels are free from burrs Examine the two
locating dowels in the backplate for the alignment of the flywheel housing are
free from burrs
21 Position the flywheel housing over the backplate locating dowels checking align
ment of locating holes and dowels Ream and fit oversize dowels if required
To Install
It is most important that the backplate flywheel and flywheel housing be with the Install oil seal if removed
23 Install new gasket to cylinder block face
24 With the two flywheel housing locating dowels installed in the backplate Install
the backplate to the cylinder block gasket with cylinder block dowels in the back
plate locating holes Secure with bolts and lock of Backplate
25 Secure the dial test indicator gauge with the base of the gauge to the crankshaft
Set the plunger of the gauge against the vertical face of the backplate Turn
crankshaft and check that the face of backplate is at right angles to crankshaft
axis This facing should be within inches total indicator readmg of being at
right angles to crankshaft axis
All adjustments to bring the backplate within the limit must be on the backplate
and under NO CONDITIONS must the rear face of the cylinder block be inter
fered with
26 Fitting Flywheel Hydraulic a Install flywheel on crankshaft flange and secure flywheel to crankshaft with
star washer and bolts
b Bend over tabs of star washer
c Fitting Damper Plate Hydraulic d Secure damper plate to flywheel with sockhead screws
27 Fitting Flywheel Manual a Install the flywheel gear drive plate and star washer to crankshaft and secure
with bolts Bend over tabs of star washers
b Secure base of the dial test indicator to the backplate adjust gauge so as to
set gauge plunger against vertical machined face of flywheel Press crank
shaft one way to take up end float and turn flywheel The run out on the
flywheel face should be within o 002 in
Install and Align Flywheel Housing
28 Locate the flywheel housing on the backplate two locating dowels and secure
housing to backplate from front of housing and rear of backplate with set bolts
and lock washers
29 Attach indicator gauge base to flywheel adjust the indicator gauge plunger
against the flat machined face of the flywheel housing Turn crankshaft check
ing that this face is perpendicular to crankshaft axis The limit for this facing
is O 006 in total indicator gauge reading of being at right angles to the crank
shaft axis
30 With indicator gauge base still attached to flywheel set plunger of gauge to
interior of bored hole in flywheel housing The limit for this is 0010 in total
indicator gauge 1 Remove engine
2 Remove flywheel housing flywheel and backplate
3 Remove timing chain chain wheels and chain Pump lubrication oil from sump
5 Remove sump
6 Release the oil delivery pipe from the crankcase
7 Remove the dowel screw shown in Fig 5 and withdraw the oil pump
8 Remove the bigend caps and separate the connecting rods from the Remove the main bearing caps using tools 18G 284 and 18G 284AJ
10 Lift out the crankshaft and collct the main bearing and thrust washer 11 Reverse the procedure in 1 to 35 noting
a Refer to Data for torque wrench settings
b Check crankshaft endfloat against the figure in Data
c Before tightening any of the front plate bolts fit all bolts which pass through
the front plate into the cylinder block to ensure correct positioning of the
front plate
d Check the chain wheel alignment see Data
e Assemble the chain and chain wheels to their shafts with the timing marks as
shown in Fig tI
f Release the chain tensioner slipper as shown in Fig 2
g Ensure that the crankshaft front oil seal is serviceable If necessary renew
the seal using tools 18 G 134 and 18 G 134 CR
h Centralize the timing cover using tool 18G 3
1 Ensure that the crankshaft rear oil seal is serviceable If necessary renew
the seal using tools 18G 134 and 18G 134CQ
k Use tool 18G 554 to align the clutch plate
1 Bleed the fuel system
VALVE ROCKER SHAFT AND rockers
1 Remove the shaft locating screw from the rear
rocker bracket
2 Withdraw the split pins from the shaft ends
3 Slide the components off the rocker shaft
4 Unscrew the pi ug from the front end of the shaft
to clean the shaft internally
5 Renew worn rocker bushes using Service tool
18G 21 as shown in Fig 1
Q Drill the bushes to coincide with the oilways in
the rockers
b Position the bushes in the rockers as shown in
Fig 2
6 Burnishream the bushes to the dimension given in
Data
7 Fit the rear rocker bracket to the shaft and position
it with the locating screw Fig 1
8 Fit the remaining components to the shaft in the
positions shown in Fig 3
Tappets
9 Worn tappet bores may be cleaned up by fine
finish machining to suit oversize tappets see Data
Fig 2
Fig bushes
Bore diameter reamed in position 8115 to 8125 in 2061 to 2064 mm
Clearance on shaft 0005 to 0025 in 013 to 064 mm
Tappets
Outside diameter 99875 to 99925 in 2447 to 2448 mm
Oversizes 010 and 020 in 254 and 508 mm
Clearance in crankcase 0005 to 00175 in 013 to 044 mm
CYLINDER HEAD
1 Detach the spring clips from the valve cotters
2 Remove the valves and their components using
tool 18G 106
3 Renew the valve spri ngs if they are not as specified
in Data
4 If the valve gUides are worn drive them out s t
through the upper face of the cylinder head Fit clio
new valve gUides through the ports and drive them
in to the position shown in Data f
5 Ream the gUides to the dimensions given in Data
6 If necessary regrind the valves to the angle given
in Data and reface the valve seats with the tools
listed in SERVICE TOOLS
7 Lap the valves onto their seats using tool18G 29
8 Check the valve head standdown see Data If Fig 1
standdown is excessive even with a new valve
fitted machine the cylinder head see Data and
fit valve seat inserts Inserts should also be fitted
if normal refacing will not restore the seats
9 Renew the valve stem oil seals and reassemble the
valve components to the cylinder head as shown in
Fig 1
Data
Inner Outer
Valve springs
Free length 2187 in 5555 mm 25 in 635 mm
Fitted length 15 in 381 mm 1703 in 4326 mm
Pressure valve closed 23 to 25 lb 1043 to 565 to 605 lb 2563 to
1134 kg 2744 kg
Working coils 71 5t
Wire diameter 104 in 265 mm 156 in 396 mm
Core diameter 75 to 765 in 1905 to 1125 to 1140 in 2858
1943 mm to 2896 mm
Valve gUides
Fitted position
A756 in 1905 mm
Length Inlet 214 in 5436 mm
Exhaust 25 in 635 mm
Inside diameter Inlet reamed in position 3438 to 3443 in 8733 to 8745 mm
Exhaust reamed in position 3433 to 3438 in 8720 to 8733 mm
Outside diameter Inlet and exhaust 5645 to 5650 in 1434 to 1435 mm
Oversize gUides 5735 to 5740 in 14567 to 14580 mm
Valves
Seat angle Inlet and exhaust 45
Seat face width Inlet 1950025 in 4953063 mm
Exhaust 1990025 in 5055063 mm
Head diameter Inlet 1557 to 1562 in 3955 to 3967 mm
Exhaust 1307 to 1312 in 3320 to 3332 mm
Stem diameter Inlet and exhaust 34175 to 34225 in 868 to 869 mm
lift Inlet and exhaust 39 in 99 mm
Standdown Inlet and exhaust 020 to 030 in 508 to 762 mm Ive seat nse rts
Cylinder head machining dimensions
Inlet A Exhaust B
C 16615 to 16625 in L 14215 to 14225 in
4220 to 4223 mm 3611 to 3613 mm
D 1540 to 1545 in M BOO to 1305 in
3912 to 3924 mm 3302 to 3315 mm
E 146 in 3708 mm N 122 in 3099 mm
F 090 to 095 in P 090 to 095 in
229 to 241 mm 229 to 241 mm
G 278 to 281 in Q 278 to 281 in
706 to 714 mm 706 to 714 mm
H Max radius 015 in R Max radius 015 in
38 mm 38 mm
J 45 S 45
K 40 T 40
TIMING CHAIN TENSIONER
1 If ovality near the mouth of the tensioner body 2 If the slipper head is worn renew the slipper head
bore exceeds the figure given in Data renew the and cylinder assembly
complete chain ovality of tensioner body bore 003 in 076 mm maximum
INJECTION PUMP CHAIN WHEEL
1 If the chain wheel bearing requires renewal see
Data remove the driving flange from the chain
wheel
2 Press out the old bearing and press in a new bearing
from the chamfered end of the chain wheel bore
3 Finish the bore ofthe new bearing to the size given
in Data
4 Fit the driving flange to the chain wheel with the
master spline and timing mark in the relative
positions shown in Fig 1 Position the flange so
that its securing bolts are central in the adjusting
slots
Fig 1
Data
Chain wheel bearing bore finished in position 175025 to 175075 in 4446 to 4447 on chain wheel hub
001 to 002 in 03 to 05 mm
OIL PRESSURE RELIEF VALVE
1 Unscrew the plug shown in Fig 1 and withdraw
the relief valve spring
2 Remove the valve cup using tool18G 69
3 If the valve cup to seat contact is lap
the valve cup onto its seat with tool18G 69
4 Renew the valve spring if it is not as specified in
Data
5 Reassemble the components to the Fig 1
Data
Free length of oil pressure relief valve spring 3 in 762 pressure 50 to 55 Ibsq in 352
to 387 kgJcm 2
OIL PUMP
1 Remove the pump cover 4 Check the rotor lobe clearance in two positions
2 Check the rotor endfloat against the figure in against the figure in Data Renew the rotors if
Data Excessive endfloat can be corrected by clearance is excessive
lapping the pump body face 5 Reassemble the components ensuring that the
3 Check the diametrical clearance between the outer chamfered end of the outer rotor is innermost in
rotor and the pump body against the figure in Data the pump body
Renew the rotors or pump body or both as
necessary to correct excessive pump rotor endfloat 005 in 13 mm maximum
Outer rotor to body diametrical clearance 010 in 25 mm maximum
Rotor lobe 008 in 2 mm maximum
C030r
006 in 15 mm maximum
00302
FLYWHEEL
1 If the teeth on the starter ring are worn or dam perature given in Data the strip of temperature
aged remove the starter ring by drilling a hole and indicating paint on the ring will change from pink
splitting the ring across the hole with a hammer to grey at the correct temperature
and chisel 3 Fit the starter ring with the tooth chamfer facing
2 Heat the new starter ring uniformly to the tem away from the flywheel ring fitting temperature 200 0
to 230 0 C 39r to 446 0 F
CAMSHAFT BEARING LINERS
1 Withdraw the front bear
ing liner using the tools
shown in Fig 1
I
Fig 1
2 Withdraw the rear bear
ing liner using the tools 18GI24B
shown in Fig 2
Fig 2
3 Withdraw the centre
bearing liner using the laG 124H
tools shown in Fig 3
Fig 3
4 Fit a new front bearing
liner using the tools
shown in Fig 4 and lining
up the oil holes in the
liner with those in the
I T
Fig 4
5 Fit a new rear bearing
liner lining up the oil 18GI24B
holes and using the tools
shown in Fig 5
Iii Iii
Fig 5
6 Fit a new centre bearing
liner lining up the oil 18GI24D 18GI24H
holes and using the tools
shown in Fig 6
Fig 6
7 Ream the front and rear
IBGI23 M
bearing liners using the
tools shown in Fig 7
Fig 7
8 Ream the centre bearing 18GI23AD
liner using the tools
shown in Fig 8
Fig journal diameters Front 178875 to 178925 in 4543 to 4545 mm
Centre 174875 to 174925 in 4442 to 4443 mm
Rear 162275 to 162325 in 4122 to 4123 in bearings 001 to 002 in 03 to 05
003 to 006 in 076 to 152 mm
CONNECTING ROD AND PISTON
Separate the piston from the connecti ng rod
Check the gudgeon pin clearance in the littleend
bush against the figure in Data If the clearance is
excessive renew the littleend bush
a Position the new bush with its jOi nt on the cap
side of the connecting rod as shown in Fig 1
b Finishream the bush to the size given in Data
3 Check the piston ring groove clearance and the
piston ring gap against the figures in Data Renew
the rings or piston and rings as necessary
4 Assemble the piston to the connecting rod with
the combustion cavity and oil jet hole in line as
shown in Fig 2
Fig 1
Fig pins
Diameter 11248 to 11250 in 2857 to 2858 mm
Fit in piston 0003 in 008 mm clearance to 0001 in 003 mm
interference
Fit in connecting rod 0005 to 0012 in 013 to 030 mm bushes
Inside diameter reamed in position 11255 to 11260 in 28588 to 2860 mm
Pistons and rings
Ringgroove clearance
Top and 2nd compression 0026 to 0046 in 066 to 117 mm
3rd stepped scraper 0026 to 0046 in 066 to 117 mm
4th slotted scraper 0025 to 0045 in 064 to 114 mm
Ring gap Top 014 to 019 in 36 to 48 mm
Remainder 010 to 015 in 25 to 38 mm
CYLINDER BORES
1 If the cylinder bores cannot be cleaned up at the 2 Press in the cylinder liners and then bore them to
maximum oversize given in Data bore them to the the standard bore size
dimension given for fitting cylinder cylinder bore 34995 to 3501 in 8889 to 8893 First
010 in 254 mm
Second maximum if linered 020 in 508 mm
Third 030 in 762 mm
Bore size for fitting liners 3642 to 36425 in 92507 to 92520 mm
journal diameter 24785 to 24790 in 6295 to 6296 in main bearings 0015 to 003 in 038 to
076 mm
Crankpin diameter 22480 to 22485 in 57099 to 57112 in bigend bearings 002 to
0035 in 051 to 089 Oournals and crankpins
First 010 in 254 mm
Second 020 in 508 mm
Third 030 in 762 mm
Fourth 040 in 1016 002 to 003 in 051 to 076 mm
INJECTION 6 Remove the three securing nuts and withdraw the
1 Disconnect the battery and remove the engine injection pump and qUill shaft from the engine
cover panel
2 Remove the highpressure pipes from the pump Refitting
and injectors 7 Reverse the procedure in 1 to 6 noting
Q Time the injection pump to the engine as
3 Disconnect the throttle return spring from the
pump described in Data
b Bleed the fuel system
4 Disconnect the throttle and stop controls from the
c Adjust the maximum and idling speeds as
pump
described in Data
5 Disconnect the delivery and return pipes from the
timing 25 BTDC
Method of adjustment
1 Position No 1 piston 25 BTDC com pression
mark on front face of crankshaft pulley and degree
plate on timing cover
2 Fit tool 18G 698 in place of the injection pump
apply gentle clockwise pressure to eliminate chain
slack and set the timing pointer in line with the
mark on the tool as shown
3 Position the master spline in the pump drive hub
in line with the master spline in the driving flange
Fit the qUill shaft and injection pump to the engine
lining up the mark on the pump flange with the
timing speed
Maximum light running 3700 rpm this gives a maximum speed under load of
3500 rpm
Idling 500 rpm
Method of adjustment engine at normal running temperature and air cleaner serViced
1 Adjust the maximum speed stop screw 1 to give
an engine speed of 3700 rpm Tighten the lock
nut fit the sleeve and seal it with wire and a lead
seal usi ng tool 18G 541
2 Stop the engine and unscrew the antistall screw
2 until it is out of contact with the governor arm
3 Start the engine and adjust the idling stop screw 3
to give an engine speed of 450 to 500 rpm
4 Screw in the antistall screw until a slight speed
increase is noticed then unscrew it onethird of a
turn
5 Readjust the idling stop screw to give an engi ne
speed of 500 rpm and tighten the locknut
6 Test the antistall screw setting by running the
engine at 3000 rpm and releasing the throttle
Q If the engine stalls screw in the antistall screw
slightly and retest
b If the engine deceleration is sluggish unscrew II I
the antistall screw slightly and retest
7 Tighten the antistall screw locknut and check the
operation of the stop control
NoteAfter every adjustment of the antistall
screw ensure that the idling speed is controlled by the
idling stop screw and not by the antistall screw
1 Disconnect the battery and remove the engine
cover panel
2 Disconnect the spill rail from the injectors
3 Disconnect the highpressure pipes from the
injectors
4 Remove the securing nuts and withdraw the injec
tors using tools 18G 284 and 18G 284 5 Renew the atomizer seal washers fitting the new
washers as shown in Fig 1
6 Reverse the procedure in 1 to 4 tightening the
securing nuts to the figure given in Data
7 Bleed the highpressure pipes
Fig 1
Data
Torque wrench setting for injector securing nuts 12 lb ft 17 kg m
LIFT Refitting
1 Disconnect both pipes from the lift pump and seal 4 Reverse the procedure in 1 to 3 and bleed the fuel
the end of the pipe from the tank to prevent system
siphoning
7 Disconnect the priming cable from the pump
3 Remove the two securing nuts and withdraw the
pump
A 30
VALVE ROCKER CLEARANCE Fig C3
The correct clearance between the valve rockers and stem is given in General Data
1 Unscrew the rocker cover nuts 1 and lift off cover
2 Check the clearance at the position illustrated and the order as follows
Check No 1 valve with No 8 fully open
Check No 3 valve with No 6 fully open
Check No 5 valve with No 4 fully open
Check No 2 valve with No 7 fully open
Check No 8 valve with No 1 fully open
Check No 6 valve with No 3 fully open
Check No 4 valve with No 5 fully open
Check No 7 valve with No 2 fully open
3 Adjust ifnecessary by loosening the locknut 2 and turning adjustment screw 3
until the clearance is correct
4 Hold the screw against rotation and tighten the locknut Refit the rocker cover
checking that its gasket is Fig C3 Valve Rocker FILL CAP Fig C 4
The oil fill cap 1 incorporates an air filter which cannot be cleaned Fit a new cap
at the recommended Fig C4 Oil Fill Cap
AIR INTAKE SILENCER
The air intake silencer is located behind the heat exchanger and The intake is covered by a metal screen which does not have to be
replaced Depending on operating conditions check to see the screen is clear maintenance checks If clogged it will impair proper engine screen
with fuel oil and lint free OIL DIPSTICK
The engine oil pan contains a boss on either side of the engine to accept
the dipstick assembly The opposite side contains a plug Depending on they may be reversed if OIL LINES
Note the positioning of the lines before removing them for any service as
they must be replaced exactly as originally installed If reversed the filter
will not function as it is designed to pass and filter in only one HINTS
1 When replacing the heat exchanger or if you should have to remove the air
intake silencer it is easier to remove the exhaust Inanifold assembly with
these attached rather than each part 2 The zinc is located on the bottom of the heat exchanger at the forward
end of the engine
3 The rear most petcock on the heat exchanger is the raw water drain and
the one forward of that is the fresh water
OTHER OVERHAUL
CONTENTS SECTION PAGE
MARINE ENGINE ELECTRICAL SYSTEM Q
Activation by Fuel Pressure Q2
COOLING SYSTEM EXTERNAL R
TRANSMI SS IONS S
Type SAO Manual S 9
SAl and SAO Clutch Adjustrnents S2l
SAl and SAO Reduction Units S 23
Paragon P2l Series Hydraulic S29
Warner Hydraulic S 35
Short Profile Sailing Gear S4l
SECTION Q
MARINE ENGINE ELECTRICAL SYSTEM
ACTIVATION BY FUEL PRESSURE
Push Button Start
This system is supplied on all four and
six cylinder Westerbeke engines beginning
January 1975 Basically the system is
very simple and eliminates the need for a
separate switch position to activate the
engine alarm system when supplied
Starting is accomplished by operation
of the start push button which causes the
starting motor to crank
Once the engine is running fuel pres
sure developed in the low pressure side of
the fuel injection pump operates a fuel
pressure switch Voltage is then applied
to the alarm system if supplied and to
the alternator for excitation and for all
instruments
When the engine is stopped fuel pres
sure drops and the fuel pressure switch
removes voltage from these devices
When an engine is supplied with a pre
heating device the device is energized by
a separate push button
NOTE It is important that your engine
installation includes fuses or circuit
breakers as described under Ownership
on the wiring diagram
supplied with your engine
SECTION Q
ACTIVATION BY FUEL PRESSURE
PUSH BUTTON START
WIRING DIAGRAM G WIRING N5EFtT FOR
WESTERBKE LZoS 5TARTER hoIOTOR
ilI lEh c
lID wl4e I SEE NOTEA
I IZ
START SW
Isr Ri sw
PANE ASSEMSLY
PE ET w1
I I
I I
L J
I t0PTI ONAL
ALARM
I
I
If ilr
I I
I
I j
040
I 5tt NOrEe I
I ClPTIONAL L
I
SPUTTER PREHEATER f7
I 8 RED S 1 I
I I
I lEE NOlEC
lI T J
CHART FOR STARTER MOTORS AND HEATERS
G SER WRING INERT
WRINV INSERT
r 5 Ai S ENGINE t PART NOs
ENGINE b PART NO5
r TOwpiGsI
GGAG I
I IE NOT US
I I ltO I
J 1 lEE NOEA CI RID
I SEC NorEA
1 RE I
SJ W
SWII
61al
I WT
3 I wESTRBEKE 60 I
OH 1Io C 1 142ol GIOW PIUCS4 I
6W
II 5TAIltrR f 1793 TARTER I
wESTEReEKE 120
11O O i I
2 2 Ow PuGS A5R
I I
eATT1 OAT I
I I I
L I
Marine Engine Electrical System
ACTIVATION BY LUBE OIL PRESSURE
Keyswitch Start
This system is supplied on all 4 and 6
cylinder Westerbeke diesels produced prior
to January 1975 Operation is very simple
Putting the start switch in the Run posi
tion energizes an alarm system when sup
plied Returning the start switch to Off
position deenergizes the alarm
Turning the start switch to Crank posi
tion operates the starting motor and starts
the engine Upon starting the start
switch is released to the Run position
When the engine develops oil pressure
voltage is supplied to the alternator for
excitation and to all instruments When
ever the engine stops loss of oil pres
sure removes voltage from these devices
When an engine is furnished with a pre
heating device it is energized by a sep
arate push button at the key switch panel
When an engine is furnished with an
electric stop solenoid it is energized by
a separate push button at the key switch
panel
NOTE It is important that your engine in
stallation includes fuses or circuit
breakers as described under Owners Res
ponsibility on the wiring diagram supplied
with your engine
ACTIVATION BY LUBE OIL PRESSURE Q5
KEYSWrrCH STARn
I
7 1 02 I
Te l
f
to t
I 0
LTOO G
sENDER
FOUREC FOUR91 FOUR154 FOUR230 8 SIX346
G c o ru
I
I IIIOT uKO I
1 I I
I I
I I
I I
I I
L J I I
L J
I I
Drawing No YOUR NOTES
SECTIONR
COOLING SYSTEM EXTERNAL
1 DESCRIPTION
The 4 and 6 cylinder marine diesel engines are equipped with a fresh water
cooling system Transfer of heat from the fresh water closed system circuit to
the sea raw water is accomplished by a heat exchanger similar to an It differs because raw water not air cools the engines fresh
water An unrestricted fastflowing stream of sea water flows through the
tubes of the heat exchanger while the fresh water flows rapidly under low the tubes of the heat exchanger The raw water and fresh water never mix
so the water cooling passages in the engine stay clean
20 FRESH WATER SYSTEM
Heat rejected in combustion as well as heat developed by friction is
absorbed by the fresh water The fresh water flows from the expansion tank to the
heat exchanger here it is cooled and discharged into the lower part of the
cylinder block where it is circulated through the block and cylinder head by
means of a centrifugal fresh water pump Openings in the water jacket around
the cylinder bores connect with corresponding openings in the cylinder head where
the fresh water ci rcul ates around the val ves and Juel injectors When the
engine reaches its operating temperature the fresh water then passes out
through the thermostat into the expansion tank and the circuit repeats
SURGE EXHAUST
TANK MANIFOLD lOVER
lBOARD
HEAT
EXCHANGER
FRESH FROM
WATER
PUMP
r P Cl Cl J SE A
COCK
WATER
PUMP
FILTER
I
RAW WATER
FROM SEA
COCK FRESH WATER
ENGINE OIL
r IUSED ON HYD
HYDRAULIC tl RAU L IC GEAR
OIL COOLER If ONLY
3 SEA WATER SYSTEM
The engine is indirectly cooled by the unrestricted fastflowing stream
of sea water which absorbs the heat from the freshwater via the heat raw water is picked up from the sea by a powerful neoprene impeller sea
water pump and passes through the oil cooler to the heat exchanger After
passing through the heat exchanger and transmission oil cooler if raw water is then piped overboard
The oil cooler conducts heat away from the bearings and other by the lubricating oil which js circulated by the oil pressure pump
and cooled by the flow of sea water through the tubes of the oil rooler When
the engine is equipped with a water cooled transmission for a hydraulic or RB
sailing gear the sea water is also circulated through the tubes of a cooler and then piped overboard In this sense both the engine oil cooier
and transmission oil cooler are heat SEA WATER PUMP
The water pump may be belt driven or mounted on te front of the timing
cover and driven from the fuel pump gear The water pump is a displacement rotary pump with a brass case and a neoprene impeller
The impeller has flexible vanes which wipe against a curved cam plate in the
impeller housin9 producing the pumping action
NOTE As the water pump contains a neoprene impeller on no
account should it be run in a dry condition Always
carry a spare impeller and gasket
5 DRAIN COOLING SYSTEM
Remove the pressure cap from expansion tank and open the petcock on the
side of the cylinder block behind the starter motor and the fresh water drain
petcock on the bottom of the heat exchanger Forward petcock Turn to open
6 FILLING COOLING SYSTEM
Ensure that the petcock on the side of the cylinder block and the petcock
on the bottom of the heat exchanger are closed Turn clockwise to close Remove
fill cap on top of expansion tank and pour cooland into system to one inch from
the top of the tank Start engine and run ntil normal operating reached Stop engine carefully remove the cap and add coolant as required
7 IMPELLER REPLACEMENT
a Remove front end cover and gasket
b Remove impeller
c To replace the neoprene impeller coat the impeller and impeller chamber
with a good grade water pump grease only
d Align impeller key way with shaft key Care should be taken that the
impeller blades all lie in the same direction relative to the rotation of
the pump ie blades trailing
e Secure end cover and gasket with four screws and lockwashers
f In the event of wear being present en end cover the cover may be reversed
8 THERMOSTAT
a Drain cooling system two quarts
b Remove the nuts retaining the thermostat housing to the cylinder head
and lift up housing
c Lift out thermostat
d Test the opening temperature by placing the ttterrnostat in the water
Raise to the temperature stamped on bottom of thermostat
e If thermostat fails to open fit new thermostat Allow the temperature
to cool If it sticks open renew new thermostat
f Install thermostat with new gasket and secure thermostat housing
to cylinder head
g Replace coolant remove or if system was drained fill expansion tank
to within one inch from top of tank with clean ftesh water and a suitable
corrosion inhibitor or antifreeze solution
h Start engine and run until normal operating temperature is reached
Stop engine carefully remove expansion tank filler cap and add coolant
as required
9 REMOVE SEA WATER PUMP Timing cover mounted
a Remove hoses from pump
b Remove the four bolts securing pump to adapter plate and pull pump
away from plate
c Remove drive tang between water pump coupling and fuel pump drive gear
d To replace the pump reverse the procedure above using sealing compound
Rector seal or its equivalent on inlet and discharge hose connections
to prevent air leaks Secure with hose clamps
10 ENGINE HOT WATER HEATER IIHEN REMT URE TANK
REQD A PARr 217 N9T Uf
WHEN2T R HTER TO FI ENIIE NITH C0NT
NTALLED A
ONU A A I R BE
POINT
SECTION TYPE SA1 manua Ily operated re The number of hours that can be run between
verse gear multipledisc clutch oi I changes varies with the operati ng con
and a planetary reverse gear train These units ditions Under normal conditions the oil
are self contained and are independent of the should be changed every 100 hours or each
engine lubrication system season whichever is Mode I and Seria I
Numbers and Part Numbers
On the forward drive the reverse gear case and The mode I numbers and seria I numbers are on
multiple disc clutch are locked together as a the name plate on the cover of the coupling The multiple disc clutch is The
parts lists accompanying the exploded views
locked or clamped by the pressure produced identify the parts in regards
when the shift lever is moved to the forward to disassembly and assembly and are not Thus the propeller shaft turns in the ed
to be used to identify parts by number To
same direction as the engine order parts refer to the part numbers and names
as gi ven in the above mentioned parts lists
The reverse drive is obtained by clamping the
reverse bandaroundthe reverse gearcae the planetary reverse gear train The
reverse band is clamped when the shift lever is TROUBLES HOOT N G
moved to the reverse position The reverse mot
ion is then obtai ned by driving through the The accompanying charts
gears thus turning the propeller shaft opposite shou Id be studied and the suggestions carried
to the engine rotation out prior to any disassembly to determine as
what the trouble may be Also
With the shift lever in the neutral position the the exploded views and the accompanying dis
multiple disc clutch and the reverse band are cussions should be carefully read and under
unc lamped and the planet gears run idle and stood so that any or a II of the service work as
the prope Iler shaft remains stationary indicated from the c harts may
be carried out properly
It is desi rab Ie to start the engi ne wi th the in neutral thus avoiding moving the
boat in either direction It is recommended
DISASSEMBLY OF the shifting be done at speeds be low 1000
RPM and preferably in the 800 RPM range or
As in any servicing operation clean liness is a
lower to prolong the life of the engine trans
must and a II rules for good workmanship and of the boat
Some of these rules are as 1 Use only clean fluid In any cleaning or
It is recommended that SAE 30 oi I be used for washing of The quantity of oi I depends upon
the ang Ie of i nsta lIati on as we II as the reduct 2 Use only clean oil for lubrication when
ion model The level should be maintained at pressing parts together
the The level should
be checked periodically to ensure proper oper 3 Never use a hammer to drive ball
in place
4 Never press a ball bearing so that the force 3 Slide entire reverse gear housing straight
is carried through the balls 3 inchesuntil housing
is c lear of engine gear 92 and lift re
5 Use only properly sized wrenches in re verse gear housing assembly c lear of en
moving or securing nuts and capscrews gine
6 Replace gaskets and 110 11 rings with nev 4 Remove pilot roller bearing 95 from
material engine gear 92 if it remains on engine
gear
7 Work on a clean benc h and protect gear
teeth and oil seal surfaces from nicks and 5 Remove front end plate 93 from trans
scratches OF REDUCTION GEAR ASSEMBLY 6 Remove engine gear 92 from engine
FROM REVERSE GEAR HOUSING following engine recom
mendati0n only if necessary to To faci litate remova I of the from the engine it is simpler to remove 7 If necessary to replace remove oi
I seal
the reduction gear assembly first Make cer 94 from front end plate
tain t hat a II of the oi I is removed from the re
verse and reduction unit before removal is at REMOVAL OF GEAR CASE ASSEMBLY FROM
tempted REVERSE GEAR HOUSING
1 Remove capscrews and lockwashers around
REDUCTION MODE L
flange of reduction gear housing
1 Remove screw 81 from arm of yoke 79
2 Strike gear half coupling flange with soft and remove ba II joint 80 and lockwash
mallet to break reduction gear unit from
er 82 from eye of link on reverse band
reduction adapter plate Slide entire re assembly
duction unit straight back 3 inches until reduction unitclears reduct
2 Loosen capscrews in yoke and remove cross
ion drive gear and lift reduction unit clear
shafts 78 from sides of housing being
of reverse gear housing assembly careful not to damage oi I seals 68 in
Refer to reduction gearservice manual
for disassembly and assembly of reduction
3 Remove yoke 2 from operating sleeve
uni t assembly 40 through cover opening in
OF REVERSE GEAR HOUSING AS
SEMBLY FROM ENGINE
4 Remove reverse band assembly from gear
case assembly from front of housing
1 Remove capscrews and lockwashers from
f lange of cover 4 and remove cover NOTE On older reverse bands using the drag
link it wi II be necessary to remove the
2 Remove capscrews and lockwashers that
pins that anchor the reverse band to the
secure reverse gear housing 61 to font
housing before removing reverse band from
end plate 58 or timing gear cover housing
5 Remove cotter pin from reverse gear 16 Press gear half coupling 68 from boll
tai Ishaft and remove reverse gear tai Ishaft bearing 63 and press ba II bearing from
nut 69 direct drive plate 61
6 Support reverse gear housing face down so 17 If necessary to replace remove oil seal
that gear case may drop free approximate Iy 47 from direct drive plate 61
2 inches
7 Press on reverse gear tJilshaft unti I tai 1
shoft is free of reduction drive gear 76
8 Lift reverse gear housing straight up unti I
housing clears Remove capscrews that secure reduction
adapter plate 79 to reverse gear housing
and remove reduction adopter plate ba II
bearing 72 and reduction drive gear
76 from reverse gear housing
Press boll bearing 72 and reduction
drive ear 76 from reduction adapter
plate 79 and press ba II beari ng from
reduction drive gear
NOTE When disassembling direct drive units
use the following Bend tong of lockwasher 66 away from
locknut 96 and remove trom reverse gear
tailshoft by holding gear half coupling
68 with spanner wrench
13 Support reverse gear housing face down
so that gear case may drop free approx
imate Iy 2 inches
14 Press on reverse gear tailshaft until tail
shaft is free of gear half coupling Lift
reverse gear housing straight up from gear
case assembly unti I housing clears tai 1
shaft
15 Remove capscrews and lockwashers that
secure direct drive plate 61 to reverse
gear housing 60 and remove direct drive
plate 61 boll bearing 63 and gear
ha If coupling 68 from reverse gear hous
ing 60
Early models 1
14 thick 1
4 18 11 long
4 12 long i
58 th i ck
Late OF THE REVE RSE BAN DTOG DISASSEMBLY OF GEAR CASE
GLE OPERATED TYPE
1 Remove thrust washer 73 from end of
1 Remove screw 55 nut 58 ond loc k reverse gear tai Ishaft on reduction units
washer 57 that secures brace 56 to and Woodruff key 74 sea I washer
ear of reverse band 51 and thrust washer 64 from end of tatl
shaft on direct drive units
2 Remove cotter pin 54 from earof reverse
band and remove pin 53 that holds short 2 Remove lockscrew 42 and lockwasher
lever 52 in forked ear of reverse band 41 from screw collar 37 and remove
Remove short lever screw co liar from gear case by unscrewing
Lift operating 40 from
3 Remove locknut 50 from adjusting screw tai Ishaft when removing screw ollar
44 and remove adjusting bled levers from reverse band 3 If finger assembly 36 seems loose or
worn remove from screw collar 37 by
4 Remove adjusting nut 50 from adjusting removing cotter pins 39 and finger pins
screw 38
5 Remove cotter pins 47 from ends of pins 4 Lift pressure plate 35 and clutch plates
in assembled levers and disassemble link 34 and 33 from end of gear case
48 adjusting bolt 44 and pins 46
5 Bend tang of lockwasher 30 away from
CAUTION Do not disassemble link 48 or 31 61 or disturb setting of jam nut 24 and remove locknut and lockwasher
while clamping reverse gear tailshaft
6 If necessary to reline reverse band re
move rivets holding reverse band lining to
reverse gear case on clutch plate disassembly However carrier 27 and press tailshaft 29 or unless required
28 from prope er gear 24 and clute h
plate carrier 27 Lift clutch plate car 11 Drive pinion shaft 6 of one of the short
rier from gear case pinions 11 from threaded end of gear
case approximately 12 inch Push pin
7 Remove case ball bearing retaining ring ion shaft on through with dummy shaft
26 from groove in gear case Push dummy shaft until centered in short
pinion 11 and short pinion spacer 7
8 Remove capscrews 14 and lockwashers Remove short pin i on and dummy s haft from
13 from case roller bearing race 12 inside of gear case
12 Remove remaining short pinions from gear
9 Remove case roller bearing retaining rings case
15 from case roller bearing race 12
and remove case roller bearing 16 from The prope Iler gear 24 can be pressed
race from the case ball bearing 25 at this
time
10 Before removal of the short or long pin
ions is attempted first inspect the gear 13 Remove long pinions 5 using dummy
of wear Also rotate shaft as in removing short pinions
each pinion to check for rough spots dur
ing rotation If further inspection or re 14 Remove thrust pads 2 from inside gear
placement is necessary proceed with the case 1
GEAR CASE ASSEMBLY
ASSEMBLY OF REVERSE BAND AND YOKE TO GEAR CASE ASSEMBLY
I 8I
TOGGLE OPERATED REVERSE BAND ASSEMBLY STANDARD
YOUR NOTES
TYPE SAO Westerbeke Paragon manually operated reverse gear units consist of a
multiple disc clutch and a planetary reverse gear train The units are self con
tained and are independent of the engine lubrication the forward drive the reverse gear case and multiple disc clutch are as a solid coupling The
multiple disc clutch is locked or clamped by the
pressure produced when the shift lever is moved to the forward position Thus the
propeller shaft turns in the same direction as the engine
The reverse drive is obtained by clamping the reverse band around the reverse
gear case which contains the planetary reverse gear train The reverse band is
clamped when the shift lever is moved and held in the reverse position The
reverse motion is then obtained by driving through the gears thus turning the pro
peller shaft opposite to the engine the shift lever in the neutral position the multiple disc clutch and the reverse
band are unclamped and the planet gears run idle and the propeller shaft is desirable to start the engine with the transmission in neutral thus the
boat in either direction
It is recommended that the shifting be done at speeds below 1000 RPM and prefer
ably in the 800 RPM range or lower to prolong the life of the engine of the SHOOTING
The trouble shooting charts below and on the next page should be studied and carried out prior to any disassembly to determine as well as possible
what the trouble may be Also the exploded views and the accompanying discus
sions should be carefully read and understood so that any or all of the service work
as indicated from the trouble shooting charts may be carried out Y
As in any servicing operation cleanliness is a must and all rules for good work
manship apply Some of these rules are as follows
1 Use only clean fluid in any cleaning or washing of parts
2 Use only clean oil for lubrication when pressing parts together
3 Never use a hammer to drive ball bearings in place
4 Never press a ball bearing so that the force is carried through the balls
5 Use only properly sized wrenches in removing or securing nuts and cap
screws
6 Replace gaskets and 0 rings with new material
7 Work on a clean bench and protect gear teeth and oil seal surfaces from
nicks and scratches
NOTE Remove the reverse and reduction gear as a complete unit before removing the
oil to avoid fouling the TROUBLE SHOOTING CHARTS
Ch art 1
GEAR DRAGGING
DRIVE SHAFT ROTATES EITHER FORWARD OR REVERSE
WITH SHIFT LEVER IN NEUTRAL
I Check For
I 1 DEFECTIVE FORWARD CLUTCH PLATES I 3 BINDING IN PLANET MY ASSEMBLY
4 OVER ADJUSTMENT ON
I 2 REVERSE BAND ENGAGING GEAR CASE
1 FORWARD AND REVERSE
I Forard clutch plate varped and sticking b Engine Zear hearins worn excessively
Hemove and replace clutch rlates causinZ misalignment of enZine shaft He
place necessary parts Check misalinment
2 Improper reverse hand adjustment Adjust
of enine gear
reverse band as outlined under adjustment
Check the following items 4 of either forward and reverse
a Bearings and gears worn excessively in gear or hoth will result in loss of neutral Check
case Replace necessary parts and readjust as outlined under Chart 2
GEAR SLIPPING OR
SLOW TO ENGAGE
WITH SHIFT LEVER IN FORWARD OR REVERSE
I Check Far
I 1 WORN CLUTCH PLATES I I 3 WORN REVERSE BAND I
I I
I 2 FORWARD CLUTCH NOT ENGAGING I I 4 REVERSE BAND NOT ENGAGING I
I Hemove forward clutch plates and check for HemlVe reverse band and check for wear He
If HepLlce if orn excessively place linin if orn helow rivets
2 Improper ffard clutch adjustment dJusc as l Improper reverse band ad jus tment Ad just IS
outlined under adjustment outiind under
S 11
TROUBLE SHOOTING CHART
Chart 3
GEAR INOPERATIVE
DRIVE SHAFT OOES NOT ROTATE WITH
SHIFT LEVER IN FORWARD OR REVERSE
l Ch
I I
I 1 FAILURE OF PLANETARY ASSEMBLY
I 4 REVERSE BAND NOT
ENGAGING G EAR CASE
r 2 FAILURE OF REDUCTION GEAR
J I
5 BROK EN OUTPUT SHAFT
I 3 FORWARD CLUTCH NOT ENGAGING I
REMEDY 1 ICrllot gear case asscmhly and check for h forward clutch plates orn Replace clutch
ldectin or damaged parts lepLlce defective plate
or damaged parts 4 Check the following items
2 Remoe reduction gear assemhly and check for a Improper reverse band adjustmcnts djus
defective or damaged parts Replace defective reverse band as outlined under or damaged parts Refer to reduction gear
h Rverse band lining worn ICflae linin
serv ice manual
c Cracked ears or hent or damacd linklge
Check the follo in items parts iellace dcfectivc lIIatcrial
a Improper fOfard clutch Idjustment dju 5 Clled for hroken output shaft lcpldCC de
fflrd clutch IS utiincd undtr ldiusment fCClin Disassembly need be carried out only as far as is necessary to correct
those difficulties which interfere with proper marine gear OF REDUCTION GEAR ASSEMBLY FROM REVERSE GEAR
HOUSING IF Remove the reverse gear with reduction gear attached as a complete unit
before draining oil to avoid fouling the bilges
1 Remove starter motor
2 Disconnect propeller half coupling and slide back approximately 4 inches
3 Remove capscrews securing reverse gear to bellhousing
4 Strike gear half coupling flange with soft mallet to break reverse gear from
bellhousing Slide entire reverse and reduction gear streight back approxim
ately 3 inches until reverse gear clears bellhousing and lift units clear of
engine
Refer to Reduction Gear section of manual for disassembly and assembly of
reduction 62 56 44 71
SAO MANUAL
SAO MANUAL 25
REMOVAL OF REVERSE GEAR HOUSING ASSEMBLY FROM ENGINE
1 Remove capscrews and lockwashers that secure reverse gear housing 3
to front end plate 5
2 Slide entire reverse gear housing 3 straight back approximately 3 inches
until housing is clear of front plate engine gear 1 and lift reverse gear
housing assembly clear of front plate 5
3 Remove pilot roller bearing 60 from front plate engine gear 1 if it
remains on gear
4 If necessary to replace front end plate 5 oil seal 22 or bearing 37
proceed as follows
a Remove caps crews and lockwashers securing front end plate 5 to
engine flywheel housing
b Slide front end plate 5 straight back approximately two inches until
front plate engine gear 1 is clear of flywheel housing and lift clear
of engine
c Remove retaining ring 36 bearing 37 retaining ring 35 and oil
seal 22
d Replace new oil seal and bearing if required
REMOVAL OF GEAR CASE ASSEMBLY FROM REVERSE GEAR HOUSING
REDUCTION MODEL
1 Remove four capscrews cover seals 33 cover 10 and gasket 4
from reverse gear housing 3
2 Through cover opening in reverse gear housing 3 remCve nut 70 lock
washer and screw securing adjustment nut lockspring 68 to ear of brake
band assembly 62 Remove lock spring
3 Remove adjustment nut 66 from reverse cam 65 Remove reverse
cam 65 from eye in yoke 34 and slide out reverse cam 65 from
reverse cam slide assembly 63
4 Remove cross shaft 13 from reverse gear housing 3 as follows
a Loosen the two capscrews securing the yoke 34 to the cross
shaft 13
b With small end of housing toward mechanic slide cross shaft 13
from left to right being careful cross shaft doesn It come in contact
with operating sleeve bearing 50 or Woodruff key 26 in cross
shaft under yoke arm 34 isn It forced against cross shaft oil seal 20
in right side of housing Remove the two Woodruff keys from cross
shaft
c Slide cross shaft out of housing and remove brace 67 and lift yoke
34 from operating sleeve 50
5 On dipstick side of housing remove roll pin 24 securing brake band lock
ing pin 12 that secures brake band to housing Remove locking pin and
inspect 0 ring 23 and replace if damaged
6 Slide brake band 62 from gear case assembly 41 and remove band from
front of housing
7 Remove cotter pin and nut 182 from reverse gear tailshaft 22
8 Support reverse gear housing 3 with front end down so that gear case 41
may drop free approximately two inches
9 Press on reverse gear tailshaft 22 until tailshaft is free of reduction
drive gear 87
10 Lift reverse gear housing 3 straight up until housing clears tailshaft
11 Remove capscrews and lockwashers that secure reduction adapter plate
85 to reverse gear housing 3
a Remove reduction adapter plate with attached bearing 88 and reduc
tion drive gear 87
b Press bearing with drive gear from adapter plate
c Press bearing from drive gear
DIRECT DRIVE UNIT perform procedlres 1 through 6 above
12 Bend tang of lockwasher 19 away from locknut 181 and remove nut
from reverse gear tailshaft 21 by holding gear half coupling 14 with
spanner wrench Remove lockwasher
13 Support reverse gear housing 3 face down so that gear case may drop
free approximately 2 inches
14 Press on reverse gear tailshaft 21 until tailshaft is free of gear half
coupling 14 Lift reverse gear housing 3 straight up from gear case
assembly 41 until housing clears tailshaft 21
15 Remove capscrews and lockwashers that secure direct drive plate 15 to
reverse gear housing 3
a Remove direct drive plate 15 with attached bearing 25 and gear
half coupling 14 from reverse gear housing 3
b Press gear half coupling from bearing
c Press bearing from drive plate
d If necessary to replace remove oil seal 21 from direct drive Y OF GEAR CASE
1 Remove thrust washer 162 and retainer ring 6 from end of reverse
gear tailshaft on reduction units and Woodruff key 27 seal washer 6
and thrust washer 161 from end of tailshaft on direct drive units
2 Remove locks crew 55 and lockwasher from screw collar 53 and remove
screw collar from gear case by unscrewing Lift operating sleeve
assembly 50 from tailshaft when removing screw collar
3 Lift pressure plate 49 and clutch plates 48 and 54 from end of gear
case
4 Properly support gear case on clutch plate carrier and press tailshaft
21 or 22 from propeller gear 43 and clutch plate carrier Lift
clutch plate carrier from gear case
5 Remove case ball bearing retaining ring 59 from groove in gear case
6 Remove capscrews 14 lnd lockwashers 13 and case bushing 23 from
gear case
7 Before removal of the short or lon pinions is attempted first inspect the
gear teeth for indication of wear Also rotate each pinion to check for
rough spots during rotation If further inspection or replacement is
necessary proceed with the disassembly However do not disassemble
unless required
8 Drive pinion shaft 20 of one of the short pinions 22 from threaded end
of gear case approximately 12 inch Push pinion shaft on through with a
dummy shaft
9 Push dummy shaft until centerec in short pinion 46 and short pinion
spacer 56 Remove pinion shaft 42 from front end of gear case
10 Remove remaining short pinions 46 from gear case
11 Press propeller gear 43 from the case ball bearing 58
12 Remove long pinions 44 using dummy shaft as in removing short Bushings are pressed into the long and short parts should be thoroughly cleaned
before inspection Parts showing should be replaced
1 Ball and roller bearings should be examined for indication of corrosion
and pitting on balls or rollers and races
2 Long and short pinion bushings should be examined for wear
3 Pinion shafts should be examined for wear or 4 Long and short pinion spacers should be examined for wear
5 Long and short pinion bore diameters should be examined for wear
6 All gear teeth should be examined for Ilpitch line pittingll unever wear
pattern or excessive wear
7 All shafts should be examined for wear on splines and shoulders
8 Clutch plates should be examined for flatness roughness indicating of
excessive heating and wear or peening of driving lugs
9 Clutch plate carrier should be examined for wear and peening of lugs and
splines
10 Examine all oil seals for rough or charred lips
11 Reverse band links pins etc should be examined for wear or bending
12 Reverse band lining should be examined for wear
NOTE Lining should be replaced before rivets come in contact with gear case
13 Gear case should be examined for wear from reverse band linking short
or long pinions wearing into inside faces or wear in clutch plate slots on
threaded end
14 Screw collar and finger assembly should be examined for wear
15 Pressure plate should be examined for wear
16 All old gaskets should be replaced
17 Operating sleeve assembly should be examined for wear
18 Engine gear should be examined for wear on oil seal surfaces case roller
bearing race pilot bearing race and gear teeth for Ilpitch line pittingll
uneven wear or excessive wear
NOTE When uneven gear teeth wear has been noticed check engine gear for
eccentricity Maximum eccentricity at pilot bearing race is 005 inches
19 Where special vibration dampers are used as flexible couplings check
springs and splines for wear
ASSEMBL Y OF GEAR CASE
1 If pinion gears 45 and 46 bushings 21and pmlOn shafts 42 were
removed from gear case 41 assembled as follows
a Insert dummy shaft into long pinion 44
NOTE Use same dummy shaft as used in b Insert four bushings 21 equally spaced around dummy shaft to center
shalt in gear then assemble remaining bushings
NOTE Smear dummy shaft with cup grease to prevent bushings from dropping
out Install bushing spacer 56 in gear next to first row of bushings
c Lay gear case 41 on side and insert long pinion 44 in case to align
with hole in outer row
d Insert pmlOn shaft 42 plain end first into unthreaded end of gear
case and push through pinion as far as rear wall of gear case forcing
out the dummy shaft
e Remove dummy shaft and start pinion shaft into rear wall of case
Do not drive pinion shaft all the way into gear case until all shafts
are inserted
f Assemble remaining long pinions in gear case
g Using dummy shaft insert short bushings 47 into short pinion 46
in same manner covered in paragraphs a and b above With short
pinion use pinion spacer 56
h Insert short pinion 46 into gear case pinion toward front of case
to line up with hole in inner row and insert pinion shaft 20 as
described in d above
i Assemble remaining short pinions in gear case
2 Assemble case bushing 23 to gear case with edges of race in line with
flats on pinion shafts Replace lockwashers 13 and capscrews 14
3 Insert propeller gear 24 through rear of gear case in mesh with long
pinions
4 Press case ball bearing 58 into gear case and onto propeller gear by
supporting entire assembly on propeller gear inside front end of gear
case Make certain that case ball bearing is seated properly on propeller
gear and into gear case Install case ball bearing retaining ring 59 in
groove in gear case next to case ball bearing
5 Press clutch plate carrier 27 onto reverse gear tailshaft 21 or 22
6 Align splines on reverse gear tailshaft and press tailshaft through pro
peller gear until propeller gear is seated against the clutch plate carrier
already on tailshaft Support the entire assembly on propeller gear inside
front end of gear case dudng pressing operation
7 Place Woodruff key 61 on end oftailshaft inside propeller gear
8 Install clutch plates in clutch plate cavity in rear of gear case starting
first with bronze clutch plate 54 and alternating steel plate 34 and
bronze clutch plate
9 Install pressure plate 49 on top of last bronze clutch plate in clutch
plate Make certain that all plates ride freely and that no binding is assembly
10 Assemble finger assembly 52 to screw collar 53 using finger pins 51
and securing with cotter pins
11 Thread screw collar 53 onto gear case assembly 41 approximately half
of the thread length
12 Place operating sleeve assembly 50 onto tailshaft Position ball ends of
finger assembly over sleeve assembly
13 Continue screwing screw collar onto gear case 41 until finger assembly
will snap over center and lock into position against the shoulder of the
pressure plate 49
14 Push operating sleeve assembly 50 forward until finger assemblies are
free
15 Place lockwasher over end of lockscrew 55 and thread lockscrew into
one hole near edge of screw collar 53 Rotate screw collar until dog on
end of locks crew lines up with closest hole in pressure plate
16 On reduction tailshafts install retaining ring on reverse gear tailshaft
making certain that retaining ring is seated properly in groove in reverse
gear tailshaft
S 18
CAUTION The forward clutch is not properly adjusted at the end of this assembly
Proper adjustment is made after installation in boat is complete Follow instruc
tions as outlined under section on ASSEMBL Y OF REVERSE GEAR CASE IN REVERSE GEAR HOUSING
REDUC TION MODEL
1 Place new gaskets 8 7 and 4 on front rear and top of reverse
gear housing 3
2 If removed for replacement install new oil seals 20 in cross shaft holes
in housing
3 Support gear case assembly 41 on propeller gear 43 inside front end of
gear case so that reverse gear housing 3 will not rest on face when
lowered over gear case assembly
4 Lower reverse gear housing 3 over gear case assembly with reverse
gear tailshaft 2 2 protruding thllugh bore in rear of housing
5 Place thrust washer 162 with counterbored side down over reverse
gear tailshaft 2 2 Make certain that thrust washer seats properly on
shoulder of retaining ring 6 on tailshaft 22
6 Press reduction drive gear 87 into ball bearing 88
7 Plcce new gasket 8 on reverse gear housing 3 and press reduction
drive gear 87 and ball bearing 88 on reverse gear tailshaft 22 until
ball bearing is seated against thrust washer 16 2 Thread on reverse
gear tailshaft nut 182
8 Press reduction gear adapter plate 85 over ball bearing and secure with
necessary bolts
9 Install reduction gear crescent 74
10 Tighten all capscrews Tighten reverse gear tailshaft nut 082 until
cotter pin can be installed through castellation in nut and hole in reverse
gear tailshaft
11 Install cotter pin and bedn ends over nut
12 Place new gasket 72 on reduction adapter plate 85
13 Install brake band assembly 62 onto gear case assembly 41 in reverse
gear housing
14 With reduction adapter plate 85 facing mechanic insert yoke 34 through
cover opening in housing placing forked arms of yoke over pins of oper
ating sleeve assembly 50 Ensure part number of yoke is facing
mechanic
15 Align and hold hole in brace 67 on inside right hole in yoke and push
cross shaft through yoke and brace to left side of housing
16 Pull cross shaft out from right side of housing approximately one inch and
insert Woodruff key in cross shaft to the right of each yoke hole to posi
tion yoke to cross shaft
17 Secure yoke to cross shaft by tightening the two cap screws in yoke
18 Slide reverse cam 65 through reverse cam slide assembly 63 and in
hole in arm of yoke 34
19 Position pin in brake band 62 in hole in brace 67
20 Replace and tighten adjustment nut 66 to reverse cam slide assembly
21 Secure lock spring 68 over adjustment nut 66 with screw lockwasher
and nut 70
DIRECT DRIVE UNIT
22 After paragraph 4 above place thrust washer 161 over reverse gear
tailshaft Place seal washer 6 over reverse gear tails haft against thrust
washer and install Woodruff key 27 in keyway in tailshaft
23 If removed for replacement press new oil seal 21 into direct drive
plate 15 Press ball bearing 25 into direct drive plate
24 Place direct drive plate oil seal and ball bearing assembly on suitable
support and press gear half coupling 14 into oil seal 21 and ball bear
ing 25 until gear half coupling is seated against ball bearing Care must
be taken not to damage oil seal during assembly
25 Align direct drive plate and gear half coupling up with key in reverse gear
tail shaft and press together until ball bearing is seated against thrust
washer 161
26 Place lockwasher 19 over reverse gear tailshaft with tang in keyway in
gear half coupling and thread locknut 18 1 on reverse gear tailshaft
27 Install lockwashers and capscrews in holes in direct drive plate and bolt
to reverse gear housing
28 Tighten all capscrews Tighten locknut 181 and bend up one tang on
lockwasher 19 over locknut
29 Continue with paragraphs 13 through 20
ASSEMBLE TRANSMISSION TO ENGINE
1 If front end plate 5 was removed from reverse gear housing 3 or
engine flywheel housing proceed as follows
a Replace oil seal 22 or bearing 37 if necessary
b Slide engine gear 1 into flywheel housing damper spline
c Align mounting holes in front end plate 5 with holes in flywheel
housing and secure with lockwashers and capscrews
d After installing on engine check engine gear f0r runout Maximum
eccentricity is 005 inches at pilot roller bearing
2 Insert two studs three inches long in two opposite bolt holes in front end
plate 5
3 Check to be certain that pilot roller bearing 60 is properly installed in
propeller gear inside gear cas e
4 Start reverse gear housing 3 over the two studs and slide housing over
engine gear 1 right up against flywheel housing It may be necessary to
rotate gear case slightly to properly mesh teeth on engine gear and short
pinions in gear case
5 Install lockwashers and capscrews in holes around flange of housing
6 Remove the two studs and install remaining lockwashers and capscrews
Tighten all OF REDUCTION GEAR ASSEMBLY TO REVERSE GEAR
HOUSING Refer to reduction gear assembly and disassembly procedures
1 Install two studs 3 12 inches long in two opposite holes in reduction
adapter plate
2 Position reduction gear assembly over studs with oil drain plug at bottom
and slide onto reduction drive gear It may be necessary to rotate reduc
tion ring gear slightly to properly mesh gear teeth
3 and capscrews around flange of reduction gear housing
and tighten YOUR NOTES
SA1 AND SAO MANUAL CLUTCH the transmission secured to the engine I Back out the lockscrew 42 unti I the dog
replace all water lines etc However do on the end of the lockscrew is clear of the
not connect the shifting linkage until all the hole in the pressure plate have been made and are Iy tested 2
Rotate the screw Collar 37 to the right
until the lockscrew 42 is opposite the
Before securing the propeller half coupling to next hole in the pressure plate 35
the gear half coupling check to make certain
that the couplings do not run out more than 3 Tighten the lockscrew making certain that
002 inches wi th respect to each other Study the dog on the end properly enters the hole
section AI ignment to Engine II on Pages in the pressure pi ate
14 and 15 of Technical Manual
4 Continue this until a decided effort is re
The transmission should be filled with new oil quired to shift into forward specified under lubrication 26 foot pounds
The transmission can be partially adjusted be 48
fore the eng i ne has been run However a
complete running test is necessary to Iy determine whether the adjustments have
been properly made
The preliminary adjustments for the forward
drive arE made as follows remove reverse
cover plate rotate pressure finger assembly
and screw coli ar 37 unti I lock screw 42
is up and facing you Then working care rF4 50
fully to avoid dropping either screw or tools
into clutch housing SAl Reverse
Adjustment
Top View
The preliminary adjustments for the reverse
drive are made as follows
1 Loosen the locknut 50 on the inside of the
upright ear at the top of the reverse band
2 Tighten the adjusting nut 50 on the outside
of the ear until both nuts are again tight
against the ear of the reverse band
3 Repeat until a decided snap is required to
Typical Forward shift into reverse
Clutch Adjust
ment SAl SAO 4 Do Jot tamper with adjustment of link 48
5 For Four99s and early Four107s there was
a cam operated reverse adjustment Simply
tum screw head 103 clockwise one flat at
a time unti I satisfactory reverse engagement
is obtained see Figure 3
If further adjustments are necessary continue
the adjustments CIS outlined above until satis
factory operation is reached It should be
noted however that the adjustments should be
carried out only unti I satisfactory operation is
reached since it is possible to overadjust the
transmission If the transmission is overad
SAO Reverse
justed it will be more difficult to shift into
Adjustment
forward and reverse and the parts wi II be heav
Top View
ily stressed and subject to early fatigue fail
ure Therefore once the preliminary adjust
ments have been made only a very small am
ount of adjustment will be necessary for either
forward or reverse Usually an adjustment of
Replace the cover on the reverse gearhousing
a half a step on the forward or at the most a
The transmission is ready for a preliminary test full step is required for full adjustment Only
which may be done at dockside
a very small adjustment is required for the re
verse drive
Check all of the mooring Iines before continu
ing the test
On the forward drive a full step of adjustment
is as outlined above or is made by loosening
With the engine running at idle speed shift the lockscrew 42 and rotating the screw
the transmission into forward and reverse not coli ar 37 to the right unti I the next hole in
ing how well the transmission responds the pressure plate 35 can be lined up under
the lockscrew A half a step is made by tak
If the transmission does not engage in one or ing the lockscrew out of the hole that it is in
both of the forward or reverse positions further and pi acing it in the hole adjoining it in the
dockside adjustments are necessary Continue screw coil ar Then rotate the screw coil ar to
the adjustments CIS outlined above untit the the right unti I the next hole in the pressure
transmission will engCGe in both forward and plate is lined up under the dog of the lock
reverse dri ves screw Make certain that the lockscrew enters
the hole properly or it will bind up the forward
A complete running test is necessary to deter clutch
mine that the transmission is properly adjusted
The transmission should not sl ip or IIbreak II When the transmission is properly adjusted
away under full power conditions in the forward replace the cover and secure all external bolts
drive and should hold in reverse under all nor and fasteners Before replacing the shifting
mal reversing conditions linkage check to make certain that it oper
ates free Iy olld ooes not bind or drag Replace
the Iinkage on the transmission sh ift lever and
secure WHEN CLUTCH SLIPPING IS NOTICED STOP AND ADJUST AT ONCE
pqOPER ADJUSTMENT WILL MAINTAIN YOUR CLUTCH FOR YEARS
BUT A SLIPPING CLUTCH MAY DESTROY ITSELF CAUSING COSTLY
REPAIRS
SA1 AND SAO REDUCTION reduction gears consist of an internal ring gear and a
drive gear that offers a variety of reduction are no adjustments necessary to maintain the reduction gears in OF REDUCTION UNIT
NOTE Disassembly need be carried out only as far as necessary to correct
those difficulties which interfere with proper marine gear reverse and reduction gear as a complete unit before removing the oi to
avoid fouling the bilges
1 Remove oil drain plug from bottom of reduction gear housing 86 and
drain oil from unit Make certain that all lubricating oil is removed
from reverse gear unit
2 Remove caps crews and lockwashers from flange of reduction gear housing
and slide entire reduction unit straight back approximately 3 inches until
reduction unit clears reduction drive pinion
3 Bend tang of lockwasher 78 away from locknut 77 Remove locknut
using suitable wrench and lift lockwasher from shaft
4 Remove gear half coupling 75 with gear type puller or by supporting
entire assembly under flange of gear half coupling and press agamst shaft
to force coupling from assembly
5 Support reduction gear housing so that flanged shaft assembly can drop
free approximately 2 inches and press flanged shaft assembly from
reduction gear housing
6 Remove retaining ring 76 from groove next to ball bearing 84 inide
reduction gear housing and press ball bearing from housing
7 If necessary to replace remove oil seal 79
8 Remove Woodruff key 80 from flanged shaft and remove seal washer 74
and spacer 73
9 Press ball bearing 84 from flanged shaft using two holes in flange
10 Remove capscrews and lockwashers from rim of flanged shaft and remove
ring gear 71 from flanged parts should be thoroughly cleaned before inspection Parts showing should be replaced
1 Ball bearings should be examined for indications of corrosion and pitting
on balls and races
2 All gear teeth should be examined for pitch line pitting uneven wear
pattern or excessive wear
3 Examine oil seal for rough or charred lips
4 Retaining rings should be checked for burrs or deformities
5 All gaskets should be OF REDUCTION UNIT
1 Replace oil drain plug into reduction gear housing 86
2 Press ball bearing 84 into reduction gear housing 86 and install retain
ing ring 76 into groove next to ball 3 If removed for replacement press new oil seal 79 into reduction gear
housing
4 Place flanged shaft over ring gear 71 and line up holes in flange with
those in ring gear
5 Place lockwasher over capscrew and insert capscrew into hole in flanged
shaft and secure flanged shaft to ring gear
6 Press ball bearing 84 onto flanged shaft Place spacer 73 over shaft
next to ball bearing and place seal washer 74 over shaft next to spacer
7 Install Woodruff key 80 into keyway in flanged shaft
8 Place reduction gear housing over small end of flanged shaft and start
ball bearing 84 on flanged shaft into bore in housing by tapping housing
with a soft mallet
9 Turn unit over with small end of housing down and press on center of
flanged shaft until spacer 73 is seated against ball bearing 84 in reduc
tion housing
10 Support unit on inside of flanged shaft with large end of unit down and
press gear half coupling 75 onto shaft end and into ball bearing until
coupling is seated against ball bearing Care must be taken to line up
keyway in coupling and key in shaft before pressing together
11 Place lockwasher 78 over end of flanged shaft with tang on inside of
lockwasher in slot on flanged shaft Place locknut 77 onto shaft and
secure using suitable wrench
12 Bend one tang of lockwasher into slot on locknut
13 Install two studs 3 12 inches long into two opposite holes in reduction
adapter plate
14 Position reduction gear assembly over studs with oil drain plug at bottom
of housing and slide onto reduction drive ge8r It may be necessary to
rotate reduction gear slightly to properly mesh gear teeth
15 Install lockwashers and capscrews around flange of reduction gear hous
ing and tighten 6
TYPE RB Volvo Penta gear type 2 Remove the bolts holding the reverse gear
RB has a bui Itin reduction gear with reduct to the engine and pull the reverse gear
ion ratio 1 91 1 Engagement Ahead or As carefu Ily aft without breaking so that it
tern takes place by means of se Ifadjusting cones is re leased from the engine
which are held in the engaged position partly
with the he Ip of the prope Iler thrust 3 Remove the bo It 1 2 and pu II off the coup
ling flange 10 Also lift off the rubber
When engaging Ahead the output shaft is protector 18 The key 15 need not be
moved with its cone so that it meshes with the cone When Astern is engaged the
output shaft is moved backwards and meshes 4 Remove the reverse gear lever from the
with the inner cone which operates via an inter control shaft 1 Then remove the cover
mediate gear The direction of rotation of the 2 Pullout the control shaft 1 and the
output shaft wi II therefore be reversed In the eccentric stud 9 note the position of the
neutral position the cone is held by the locking stud which has marked in such a potition that there is the cone and the gear whee I
5 Remove the bolts which secure the gear with ratio 1 9 1 has a gear housing 32 to the casing 33 Part
separate oil changer and is watercooled the casi ng from the housi ng by means of
light blows with a mallet
6 Remove the bolts 22 and take out the
shaft 17 with the sleeve 20
8 Remove the bolts 23 and the washer 24
P lace one of the bo Its 23 in the center
ho Ie of the support beari ng 27 and pu II
off the gear wheel 30 If the ball bear
ing 29 is to be removed from the gear
wheel remove the bolts 25 and the ring
26 after whic h the ba II bearing is press
ed out
Fig 1 RB type gear ratio 191
1 Plug for oi I fi Iling
9 Lift out the cone 28
2 Oil dipstick
3 Plug for draining oil
4 Drain plug for cooling water 10 Remove the gear wheel 31 with bearing
34 from the housing 33 Forthe reduct
ionreverse gear with ratio 19 1 J remov
REPAIR INSTRUCTIONS REMOVING ing is made easier by tapping carefu Ily on
the bevelledside of the gear wheel 31
The repair instructions refer to Fig 2 for ratio
19 1
11 See Fig 2 Remove the bolts 38 The
1 Disconnect the cooling water connections flange 44 need not be removed from the
rqtio 19 1 shaft Press out the shaft 42 together with
and push it aft the cover 43tandthe ball bearing Fig 2 Crosssection of gear ratio 19 1
sure is applied ta the shaft journal for the ponents shou Id be carefully cleaned At the same
bearing 35 Take care to ensure that the time inspect the parts and replace those that are
needle bearing 35 is not damaged Pro worn Fit new gaskets Oring and spring wash
tect the bearing from dirt and place it so ers Check carefully to see that all sealing ring
that it will take up the same position again are undamaged
when being fitted
See Fig 2 Friction lining wear on the gear
12 Drive out the shaft 40 wi th the gear whee I wheel 31 which is most subjected to wear is
37 and the bearing 36 With regard to compensated for by increasing the thickness of
taking care of the bearings see point 11 the shim 21 as follows Place the cone 28
in the gear wheel 31 and measure the distance
13 See Fig 2 Removal of flange 44 and X shown in Fig4 The amount by which the
bearing 3 from the shaft 42 should be measurement X is less than 85mm 335 de
done in a press after the locking flange has termines how much the thickness of the shim 21
been removed Pressure must not be applied shall be increased For example if the distance
to the outer ci rcumference of the flange measures 83mm 3 29 then a 2mm 008 thick
44 shim should be fitted If the wearis so great that
the measurement X is less than 81mm then the worn parts must be replaced The fri ct
ion linings in the gear wheel and cone are not
Before the reverse gear is refitted all its com
S27
1 Fit the bearing 36 and the gear wheel 12 shaft 1 locking plung
37 also press the shaft into the housing er 8 sleeve 4 spring 5 and the plung
er housing 6 Oil the parts liberally be
2 Fit the gear wheel 31 with bearing 34 fore fitting The flange 9 is fitted so that
into the housing 33 its sides marked 0 follow the lonoitudin
a I direction of the engine Fit the reverse
3 See Fig 2 Fit together the shaft 42 gear lever and check the movements of the
bearing 39 cover 43 and the flange lever from neutra I to Ahead and Astern
44 into one unit Th blJII bearing 39 positions respectively which should be
is fitted so that the recess on one side of equidistant If the movement in one dir
the bearing Fig7 faces opposite the ection is appreciably more than in the other
teeth on the shaft 42 If the sealing ring direction this is to be adjusted by turning
in the cover 43 shows the least sign of the flange 9 This is shaped such that the
damage or if it has been removed from the center of the rectangular portion is offset
cover itshould be replaced bya new one in relation to the center of the cylindrical
A protecting sleeve shouldbe used to pre portion guide If the flange is fitted so
vent damage to the sealingring by the pas
that the projecting side faces forwards the
sage of the keyway in the shaft 42 movement of the reverse gear lever from
the Ahead position to Neutral is de
4 See Fig 2 Fit the shaft unit into the creased If theflange is turned half a turn
housing 33 Take care to ensure that the so that the projecting side faces aft the
gear wheel on the shaft 42 meshes with movement of the lever from lIJeutral to
both gear wheels 37 and 31 the Astern position is See Fig 2 Fit the needle bearing 35 Then c heck that the
reverse gear engages
in both the Ahead and lAstern positions
6 Fit the cone 28 in the gear wheel 31
13 Fit the engine Regard
7 Fit togetherthe bearing support 27 bear ingthe reverse gear withratio 19 1 fit
ing support 27 bearing 29 cover 24 ting is faci litated if the rubber bushings on
and the gear wheel 30 into one unit and the driving studs 45 as we II as the holes
and tighten on the cover 24 The ball for these in the engine flywheel are care
bearing is fitted so that the recess one side fully coated with talc
of the bearing faces away from the teeth
on the gear whee I 30 The bearing sup
port 27 and the washer are fitted so that
the middle throulh hole comes upwards
8 Place the unit in the cone 28
9 Fit the shaft 17 and the sleeve 20 onto
1 Spring housing
the cone 28 2 Interlock pin
3 Control shaft
4 Cover
10 Fit the reverse gear housing 32 over the 5 Flange
assembled parts and tighten it onto the 6 Bearing hOlsing
7 Reverse gear
housing 33 housing
11 Fit the rubber protector 18 and the coup
Ii ng flange 10 Before fi tti ng c hec k that
the bolt 12 is well the
key 15 is properly bedded down in its key
way in the shaft 17 Fig 3 Rear section of reverse gear
1 Set the reverse gear lever in the neutral the lever retainer and the shaft must be
position turned
2 Remove the bolts whic h hold the bearing a Remove the spring housing 1 Fig 3
housing 6 Fig 3 to the housing 7 and lift out the locking plunger 2
Pull the bearing housing aft several milli
meters this is faci litated by carefully en b Remove the cover 4 without pulling it
gaging the lever insert a knife between off the shaft
the sea ling surfaces and loosen the basket
carefu lIy so that it remains in contact with c Lift the shaft 3 with cover 4 from the
only one of the sealing surfaces housing and turn the shaft 1800 half a
turn Turn also the flange 5 half a
turn and fit the shaft
4 Refit the parts
3 Turn the bearing housing to the desired If the remote control for the RB position and tighten down the housing
verse gear is fitted it may not be done in such
a way that a constant pressure operates on the
If the keyway on the shaft is in such a po reverse gear control components In both
sition after being moved round that the re Ahead and Astern II positions the remote con
verse gear lever cannot be fitted the shaft tro I device must be complete Iy un loaded so that
and flange are turned as fo lIows On the the prope lIer thrust can maintain the cones in
shaft there is only one keyway so that both the reverse gear in the engaged DATA
Type Volvo Penta RB 19 1
Ratio IIAhead li 19 1
Ratio IIAstern li 1731
Lubricating system Circulation type
Oil capacity approx 05 liter 1 quart
Oi I grade Service OS
Oi I viscosity SAE 20
Oil change Every 100 hours
Prope Iler type Lefthand thread
Weight approx 28 kg 61 lb
PARAGON P21 SERIES HYDRAULIC
I A Description Chart
MODEL REDUCTION RATIO DIRECTION OF ROTATION
P21L DIRECT ALL LEFT HAND
P22L 1 5 1 AS VIEWED FROM
P23L 21 THE OUTPDT END
P24L 2 5 1 OF THE TRANS
P25L 31 MISSION
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 5J 1234 Tronsmission Serial No
L Left Hand Rototion Unit
REDUCTION GEAR MODEL AND SERIAL NUMBERS
l 5J5678
P2 Geor Size
I Reduction
Geor
1 5 1 J
201 Reduction
Geor
5 J 5678 T ran s
mission
Serial
Size
251 Ratio No
30 1
II INTRODUCTION ward drive is through a multiple disc clU1d
a rrangement while thE reverse drive uti 1izes
a reverse clamp band and planetary giI
Tl ansmissions have been designed for srilooth train The transmission oil is circulated Hd
operation and dependability in marine Lise The cooled through a sep rate external oi I cok r
transmission is self contained having an oil core which is in turn cooled by the pngnc
pressure system and oil supply completely water Paragon transmissions are fcHllishld
separated from engine lubricating oil systems with either dirpct drive or reductiol gtil
Gear reduction ratios aild Transqlission oil under pressure is used to model numbers are liSted in
engage a forward or reverse drive The for Section I lndeI III INSTALLATION 4 Install and tighten
four bolts with lock
washers thrugh the A The installation instructions below are for housing flange into the enginE adpter
use when the original transmission has been plate Remove the 312 studs Inshll
removed for servicing and must be re and tighten the two remaining bolls
installed or when the transmission unit vith lockvashers through the lram
is to be adapted as nonoriginal eqUip mission hOUSing flange
ment to a marine engine
D The transmission and propeller shalt U
B It is important that the engine and t rans pIing must be carefully aligned before the
mission rotatio1s are matched The di rec propeller shaft is connected to the 1nns
tion of rotation of an engine is defined in miSSion in urder to avoid vibratiun nd
this manual as the direction of T0tation consequent damage to the of the engine crankshaft as viewed from the engine and
boat bull during operiJ UIl
output end of the transmission A clock To align the coupling move the pnptir
wise rotation of the engine is a right hand shaft with attached cJuping flange tcvard
rotation and a rotation of the transmission so that the fHes 1 he
the engine is a left hand rotation propeller shaft coupling niI1gl iri ffllS
miSSion shaft CUUplilg ihnge are n n
A letter R or 1 appearing on the tact The coupling flange 1acEs shoujli be
transmission serial numir plate illus in contact throughOUt thei r lti n rClIn
trated in Section I ference The total rUlllhit or g1p he111
indicates whether the transmissiun is for the faces shJuld nt exceed 002 1t tny
use with a right or left hane rotating point If tie runuut exceeds002 npsi
engine tion tht engin and att1hed by losening
tht engin support bollts 111
C The hydraulic transmission is attached to adding or removing shims to raise ur ldtI
the engine in the following manner either end i the cIlline If IJ10ve the
engine sideways to adjust trw
1 Insert two 312 studs in CJlposite runaut or to 11 ign the oupling flange
transmission mounting holes ill ttlt faces laterally ighten the engine suppllrl
engine adapter plate bulls and recheck the aignrnent f the
coupling before bulting the coupling flagts
2 Place the transmission against the Cituds together Connect the clupl i ng flanges w til
so that the studs gu through two f the lJolts Juckwashers and nuts
matching holes in thE E Connect the oil cooler lines to tlw IJiLS
housing flange
mission
3 Slide the transmission along the studs F Connect the shIft control cable 11on 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 n
enters the matching splined hole in the page 5 Place the transmission control
engine vibration dampener valve lever in the neutral position and
GENERATOR D AC output voltage builds up but field breaker
A few simple checks and a proper can locate the probable source of trouble
and cut down time To correct a problem answer the question of the step
1 Check all repairs replacements either YES or NO Then refer to the step number in the
performed since last satisfactory operation of set answer column and proceed to that step next
to be sure that connection of generator leads are
correct A loose wire connection overlooked Letters A through P in the Test Procedure column
when installing a replacement part could cause refer to detailed procedures in the Adjustments and
problems An incorrect connection an opened Tests section pages 815
circuit breaker or a loose plugin printed circuit
board are all potential malfunction areas to be TABLE A No Build Up of AC Yes No Test
eliminated by a visual check Output Voltage Proc
2 Unless absolutely sure that panel instruments are
accurate use portable test meters for 1 Is Field Breaker CB21
on control panel ON 2 3
3 Visually inspect components on VR21 Look for
dirt dust or moisture and cracks in the printed 2 Connect jumper wire across
solder conductors Burned resistors arcing terminals of Field Breaker
tracks are all identifiable Do not mark on printed CB21 Does AC output
circuit boards with a pencil Graphite lines are voltage build up 4
conductive and can cause short circuits between
If voltage builds up
components REPLACE FIELD BREAKER
The question and answer guide 3 Push to reset Field follows gives a stepbystep procedure for Does AC
output the generator components Refer to Figure build up 4
22 for an electrical schematic of the generator and If voltage builds up but
voltage regulator connections is high low unstable or
causes tripping of Field
Breaker refer to PROCEDURES B C or D
This information is divided into
tables A B C and D as follows 4 Disconnect alternator stator
A No build up of AC output voltage leads 1 2 from TB211 and
TB212 on VR22 Is reference
B AC output voltage builds up but is unstable voltage across 1 2 20 VAC
C AC output voltage builds up but is high or low or more 14 13
DC CRI2 CRI3 CRI4
F2 FI W9 OUTPUT CRIS AND CRI6
VOLTAGE ARE ON VR21
7 VOLT REG
B PC BOARD
BRUSHLESS VR21
EXCITER
TB21 CMR21 T21
CB21
0 0
39 WYEl REFERENCE VOLTAGE
TI THROUGH VOLTAGE REGULATOR
T4 OR TI2
ASSEMBLY
FIGURE 22 ELECTRICAL TABLE A continued Yes No Test TABLE B AC Output Voltage Yes No
Test
Proc Builds Up But Is Proc
Unstable
5 Is exciter field voltage across
F1 and F2 on end bell l Are there any loose or broken
terminal block 70 VDC or wires or connections on
more 6 voltage regulator assembly
If not check wiring harness VR22 2
W9 from end bell to VR22
terminals 3 and 4
2 Is W9 exciter field wiring
harness from VR22 to End
6 Is brush less exciter stator bell OK 3
field winding OK 7 K
I 3 Does adjustment of Damping
7 Are diodes CRl CR2 CR3 Control R27 CR4 CR5 CR6 in rotating on
VR21 result in stable
rectifier assemblies OK 8 F voltage 4 A
Check all diodes more
than one may be 4 Replace PC Board VR2l P
defective
8 Are brush less exciter rotor Do not replace the printed circuit board until
windings OK 9 L the trouble not on the PC board has been
located and corrected to avoid damage to new PC board
9 Is generator rotor field
winding OK 10 M
TABLE C AC Output Voltage Yes No Test
10 Are generator stator Builds Up But is Proc
windings OK 11 N High or low
1l Is commutating reactor 1 Is set running at correct RPM
See appropriate engine
CMR21 OK 12 I
manual to set RPM 2
12 Is reference transformer
T21 OK 18 J 2 Does adjustment of Voltage
Adjusting knob for R22
13 Flash exciter field Is on VR22 result in correct
reference voltage across output voltage 3 A
1 and 2 now 20 VAC or
more 14 5 E 3 Does adjustment of
potentiometer R26 on VR21
14 Reconnect generator leads result in correct output
1 2 to TB211 and voltage 4 A
TB212 on VR22 Does
reference voltage build up 15 4 Is correct voltage reference
V4 to VI V2 or V3 on
15 Is regulator DC output VR21 being used
voltage across VR217 and Refer to Figure 6 5
VR218 7 VDC or more
See Figure 22 5 16 5 Are generator output leads
properly connected Refer
16 Are SCRs CR13 and to Figure 6 6
CR16 OK 17 H
6 Replace voltage regulator
17 Are diodes CR12 CR14 PC board VR21 P
and CR15 OK 18 G
18 Replace voltage regulator Do not replace the printed circuit board Uf
PC board VR21 P the trouble nol on the PC board has been
located and corrected to avoid damage to new PC board
ITABLE D AC Output Voltage Yes No Test
I Builds UP But Field Proc
Breaker Trips
1 Does AC output voltage
build up to 140 or more
of rated voltage before
Field Breaker trips 2 7
ADJUSTMENTS AND TESTS REFERENCE LIST
2 Are there any loose or pages 815
broken wires or con
A VOLTAGE CALIBRATION ADJUSTMENT
nections on VR22 3
B VOLTAGE STABILITY ADJUSTMENT
C BATTERY CHARGE RATE ADJUSTMENT
3 Is diode CR15 on VR21 OK 4 G
D VOLTAGE REGULATOR CHECKOUT
E FLASHING THE FIELD
4 Are T21 windings and
F TESTING ROTATING RECTIFIERS
connections OK 5 J
G TESTING OUTPUT BRIDGE DIODES
H TESTING SCRS
5 Are generator stator I TESTING REACTOR
leads properly connected J TESTING REFERENCE TRANSFORMER
Refer to Figure 6 6 K TESTING EXCITER STATOR
L TESTING BRUSHLESS EXCITER ROTOR
6 Replace VR21 P ARMATURE
M TESTING GENERATOR ROTOR
7 Are diodes CR1 CR2 CR3 N TESTING GENERATOR STATOR
CR4 CR5 CR6 in rotating O WIRING HARNESS CHECK
rectifier assemblies OK 8 F P VR21 REPLACEMENT
Check all diodes more
than one may be
defective
8 Is brush less exciter
stator winding OK 9 K
9 Is generator rotor field
winding OK 10 M
10 Is brushless exciter rotor
OK7 11 L
11 Are generator stator
windings OK 6 N
SECTION V
SERVICE BULLETINS
The following Bulletins contain supplementary and up
dated information about various components and service pro
cedures which are important to the proper functioning of
your engine and its support systems
You should familiarize yourself with the subjects and
make sure that you consult the appropriate your engine requires service or WESTERBEKE
MARINE ENGINE PRODuCTS
SERVICE BULLETIN 16
SUBECT Reduction Gear Ratio MODELS Model SA
To identify the reduction gear ratio on SA trans
missions look for digits marked on the back side
of the adapter plate
see Drawing Below
Location of
Ratio These digits represent the following ratios
DIGITS RATIO
R015 1 5 1
R020 21
R025 251
9368
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVICE BULLETIN 20
MODEL ALL ENGINES
SUBJECT CONNECTING PRESSURE SENSING DEVICES TO OIL GALLERIES
Oil pressure sensing devices such as senders and switches must
never be connected directly to any oil gallery of an engine The reason
is simply that continued engine vibration causes fatigue of the fittings
used to make such a connection If these fittings fail the engine
loses its oil pressure and very quickly siezes
Such pressure sensing devices must be bulkhead mounted and connected
to the oil gallery using an appropriate grade of lubricating oil hose
Any fittings used to connect the hose to the gallery must be of steel or
malleable iron Brass must not be used for this purpose
61569
11967
J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322 USA TELEPHONE 617 5887700 TELEX 924444 CABLE
SERVICE BULLETIN 69
Subject Exhaust system failures
Models All marine generators and marine engines
Jhenengine sea water is fed into an exhaust system so that the full
stream strikes a surface erosion may cause premature failures
Proper design of either a water jacketed or a later injected wet
exhaust system to prevent this problem requires that the sea water
inlet be positioned so that the entering stream of sea water does not
strike a surface directly Also the velocity of the entering sea
water stream should be as low as possible which is achieved by having
inlet fittings as big in diameter as possible
In addition to the above design it is usually advan
tageous to divide the sea water flow at the point of entry to the
exhaust system so that only a portion of it enters the exhaust system
The remainder is normally piped directly over the side The proper
proportion of the sea water flow to pass through the exhaust system
can only be determined by trial and error The goal is to prevent
excessive exhaust temperatures with the least amount of sea water
PN 19149 May 6 1974
ESTE3EKE CORp AVON INDLSTRIAL PARK AVON MASS 02322 USA TELEPHONE 675887700 TELEX 924444 CA8LE WESTCORP
WESTERBEKE
MARINE ENGINE PROOUCTS
SERVICE BULLETIN 72
MODELS ALL
SUBJECT BETWEEN MANUFACTURERS OF GAUGES AND SENDERS
In recent years we have purchased gauges and senders from four different
In no case may the gauge of one manufacturer be used with the sender of another
manufacturer In some cases the wiring of either or both the gauge and the
sender varies by Thus it becomes important when ordering a replacement gauge or ordering a
replacement sender to order a matched set or to know conclusively who the
manufacturer is
Ammeters are electrically VDO FARIA NOVOX
2 OIA CASE 2 38 orA CASE 2 orA CASE 2 orA CASE
Ammeter 11581 11931 16550 19165
Oil pressure gauge 11544 11914 16548 19166
Oil pressure sender 11542 11916 16551 19167
Water temp gauge 11545 11913 16549 19168
Water temp sender 11543 11915 16552 19169
Adapter ring to in 16023 LAMP 16023 16023
s ta 11 2 di a gauge in and and and
2 38 dia panel SB 44 AM P SB 44 SB 44
cutout
GND B SND LAMP
SNDB
Wiring diagram LAMP
SNDB
Also see GND
SB 36
52974 PN19190
J H WESTERBEKE CORp AVON INDUSTRIAL PARK AVON MASS 02322 USA TELEPHONE 617 5887700 TELEX 924444 CABLE WEST CORP
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVI CE BULLETIN df78
ISSUED January 24 1975
SUBJECT Thermostats
MODEL Four and six cylinder engines
DISTR Distributors Dealers and Basically there are three thermostats in use for our various four and six cylinder
enaines The thermostat which is used in the Four107 may not be used anywhere else
The thermostat used in the Four60 Four91 and Four154 is across
that range
The thermostat used in the Four230 and the Six346 both VD and 98 series is
different from the thermostat above in that it has a movable bottom part which seals
aqainst the lower thermostat housing Therefore it is not A list of correct part numbers follows
Enaine models Part number
Four107 11698
18136
Four230 Six345 17926
J H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322 USA TELEPHONE 17 BB 7700 TELEX 9444J CABLE STeOR
PN 11623 12475 Page 11
SERVICE BULLETIN H81
REISSUED October 3 1975
SUBJ ECT HydroHush Muffler Installation
MODEL All
DISTR All
The diagram on the reverse side shows a proper installation of the Hydro
Hush stainless steel muffler
Make sure installation is such that water cannot enter engine at any
anqle of heel or pitch
Muffler remains aporoximately twentyfive percent full of water after
engine is shut down with maximum thirtythree inch lift used
Muffler must be installed as close to foreaft centerline of boat as
possible
There must be an unblocked vent to atmosphere at the high point of the
sea water circuit where it nasses above the waterline to break the
vaccuum which would encourage siphoning through the sea water circuit
uoon engine shutdown Such siphoning would fill the engine with sea
water throuqh its exhaust Pipe the air vent with aooroximately 316
copper tubing to discourage water flow through it when the engine is
running If water flows throuqh the air vent when the engine is running
oioe it over the side or into the transon exhaust outlet But be sure
it will drain upon engine shutdown and function properly as a siphon break
by venting the sea water circuit to atmosphere
Use as few right angle fittings as possible If there is any question as
to back pressure check your engine manual
Exhaust line diameters indicated are minimums Refer to enqine manual for
snecifics regardina run lengths and sizes greater than indicated
The installation tips given are to be used as a guide only We cannot
be resoonsible in any way for muffler installation We presume basic
understanding of good marine practice on the part of the H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322 US A TELEPHONE 617 5887700 TELEX
924444 CABLE WESTCORP
PN 19468 10375 Page 12
HYDROHUSH BELOW ENGI NE
AIR VET
PN1317
AIR VENT
l
3MIN
11
I J
II
II
SEE WATER PUMP II EXHAUST
II 3MIN
OUTLET
II II
r J
17Jr
Ii I 1
Y I 1 nrr
PH 13174
l r7hr
f 1 l
iff AIR VENT MUST 8 INSTALLED AT HIGHEST
POINT AND A80v WATER LINE
I N EA WATER CIRCUIT TO BREAK VACUUM
I
ArTER ENGI NE SHUT DOWN PREVENTING
L SIPHONING Of SEA WATER INTO ENINE
Drwg 15294 HYDROHUSH ABOVE ENGINE
Page 22
lvvl WESTERBEKE
ENGINE PRODUCTS
SERVICE BULLETIN 82
REISSUED May 21 1979
SUBJECT Battery MODEL All
DISTR Owners Distributors Dealers BATTERY MODEL
BATTERY AMPERE HOURS VOLTAGE
Vi re 7 Horsepower gasoline 4060 12 VDC
W7 7 Horsepower diesel 6090 12 VDC
W10 10 Horsepower diesel 90125 12 VDC
Four60 15 Horsepower diesel 90125 12 VDC
W20 20 Horsepower diesel 90125 12 VDC
W30 25 Horsepower diesel 125150 12 VDC
L25 25 Horsepower diesel 125150 12 VDC
W40 37 Horsepower diesel 125150 12 VDC
WPDS15 15 Kilowatt diesel 125150 12 VDC
W50 41 Horsepower diesel 125150 12 VDC
W60 53 Horsepower diesel 150170 12 VDC
WPDS20 20 Kil owatt diesel 150170 12 VDC
W80 75 Horsepower diesel 170200 12 VDC
W120 115 Horsepower diesel 200 minimum 12 VDC
The ampere hour range shown is minimum There is no real H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322 USA TELEPHONE 6i7
5887700 TELEX 924444 CABLE WESTCORP
PN 20442 Page 1l
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVICE BULLETIN 84
ISSUED September 4 1975
SUBJECT Heat Exchanger Rubber End Cap
MODEL All
DISTR Distributors Engine Shipments
Many heat exchangers supplied on our various products incorporate a molded
rubber end cap to facilitate inspection of the tubes
There have been occasions on which engine overheating has been caused by
the improper positioning of this rubber end cap
It is absolutely essential that the molded channel running across the
inside of the cap be positioned over the baffle of the heat exchanger
according to the drawing below
In any cases of engine overheating where such a rubber end cap is used it
should be checked for proper positioning along with other routine trouble
shooti ng
j H WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322 USA TELEPHONE 617 5887700 TELEX 924444 CABLE WESTCORP
PN 20684 9475 Page 11
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVICE BULLETIN 87
ISSUED September 18 1975
SUBlECT Alternator Output Splitter
MODEL All Marine Engines
DISTR Distributors Shipments
GENERAL DESCRIPTION The splitter is a solid state device which allows
two batteries to be recharged and brought to the same ultimate voltage
from a single alternator as large as 120 amp and at the same time iso
lates each battery so that discharging one will have no effect on the
other Changing rates are in proportion to the batteries voltage state
of discharge This method precludes the necessity and even the desir
ability of a rotary switch for selecting which battery is to be charged
It also assures that ships services cannot drain the engine starting
battery
1 Mount solitter on a metal surface other than the engine preferably
in an air stream if available Do not install near engine exhaust
system Install with cooling fins aligned vertically
2 Be sure to use a wire size aopropriate to the output of the associ
ated alternator In full power systems number 4 wire is recommended
from the alternator to the splitter and from the splitter to the
batteries
3 Connect the alternator output terminal to the center splitter terminal
4 Connect one splitter side terminal to one batterys
5 Connect the other splitter side terminal to the other batterys
TEST INFORMATION When the engine is not running the side splitter ter
minals should read the vo1taqe of the respective battery The center
splitter terminal should read zero voltage
With the engine runnino and alternator charging the side splitter
terminals should read the same voltage which should be the voltage of the
regulator or somewhat less The center splitter terminal should read 82
volts hioher than the readinos of the side terminals
This unit is sealed for maximum life and is not repairable
Side
J f4 WESTERBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322 USA TELEPHONE 617 5887700 TELEX 924444 CABLE WESTCORP
PN 20701 975 Page 11
BYPASSING SPLITTER In the event of failure batteries may be charged
directly from alternator by connecting either splitter terminal 1 or
2 to terminal A bypassing the splitter itself This should not be
done for both batteries unless they are and will remain
at the same vo1taqe state of charge
SPLITTER STARTER
I e
ALTERNATOR
STARTING
BATTERY 5
uA FUSE
SHI p1s
PN206S4
SERVICE
8 LOADS
2 CE
BAiTERY5
0
POWER
DISCONNECT
DRWG 20701 SWITCH
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVICE BULLETIN 92
ISSUED April 28 1976
SUBJECT Water Temperature and Oil Pressure Gauges
MODELS All
DISTR Distributors Shipments
Given a presumably faulty gauge indication with the instrument panel
energized the first step is to check for 12 VDC between the ig 8 and
neg 8 terminals of the gauge
Assuming there is 12 volts as required leave the instrument panel energized
and perform the following steps
1 Disconnect the sender wire at the gauge and see if the gauge
reads zero the normal reading for this situation
2 Connect the sender terminal at the gauge to ground and see
if the gauge reads full scale the normal reading for this
situation
If both of the above gague tests are positive the gauge is undoubtedly OK
and the problem lies either with the conductor from the sender to the gauge
or with the sender
If either of the above gauge tests is negative the gauge is probably
defective and shou1d be replaced
Assuming the gauge is OK proceed as follows Check the conductor from the
sender to the sender terminal at the gauge for continuity
Check that the engine block is connected to ground Some starters have
isolated ground terminals and if the battery is connected to the starter
both plus and minus the ground side will not necessarily be connected to
the block
If the sender to gauge conductor is OK and the engine block is grounded
the sender is probably defective and should be replaced
PIN 21616 42876
OSTEPBEKE CORP AVON INDUSTRIAL PARK AVON MASS 02322 USA TELEPHONE 617 5887700 TELEX 924444 CABLE
WESTERBEKE
MARINE ENGINE PRODUCTS
SERVICE BULLETIN 94
ISSUED September 9 1976
SUBJECT Fuel Pressure Switch Installation
MODEL All
DISTR Distributors Shipments
Overleaf is a parts list and an illustration showing the proper installation
of the fuel pressure switch used on most of our engine PIN 21564
9976
j H WESTERBEKE CORp AVON INDUSTRIAL PARK AVON MASS 02322 USA TELEPHONE 617 5887700 TELEX 924444 CABLE WESTCORP
DIIITI1 aolll coo rUTKIO c
FUEL INJECTION PUMP
ON ENNE
9 19187 HE HD SCREw
8 19 442 fLr WASHER
7 1 320 0 RIN6 O o D
1383
I rDI5
FUEL PReSSURe SWITCH
PLUt
4 1921 0 RIIII 9t o D I
3 9185 ADAPTER I
2 1fJ26 COPIE WASHee I
9204 SCREW ASSY 8JceD I
DeCIMAL
CTIO AL
out 0 lo toIQ NUM
71 21743
MO tI u
KE po

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