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Westerbeke Diesel W 40 Parts Manual




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TECHNICAL MANUAL
WESTERBEKE 40
Marine Diesel Engine
WESTERBEKE WPDS
Marine Diesel Publication 20502
Edition 8
July 1980
lr WESTERBEKE
j WESTERBEKE CORPORATION
MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD TAUNTON MA MANUAL
WESTERBEKE 40
Marine Diesel Engine
WESTERBEKE WPDS
Marine Diesel Publication 20502
Edition 8
July 1980
lr WESTERBEKE
j WESTERBEKE CORPORATION
MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD TAUNTON MA 027807319
WESTERBEKE 40
This marine diese engine previously designated WESTERBEKE a basic engine mode known variously as 499 4107 and
4108 You will notice continual references to the latter three eng
ine mode numbers throu90ut tre workshop portion of this manua They
are used to distinguish anlong the three major engineer1ng changes a
ready made to the engine
WITH 21 SHORT PROFILE SAILING GEAR
WITH SAO MANUAL VEE DRIVE 3
SECTION Introduction Operation
Installation OVERHAUL
Marine Engine Electrical System
Cooling System External
CRANKING BULLETINS
IMPORTANT
PRODUCT SOFTWARE software of all kinds such as product software Such software may be
brochures drawings technical data outdated and no longer accurate and workshop manuals parts changes made by Westerbekes and parts
price lists and other of which Westerbeke rarely has instructions and specifi in advance are frequently not provided from sources
other in the suppliers software until after
than Westerbeke is not within Wester such changes take place
bekes control and accordingly is
provided to Westerbeke customers only Westerbeke customers should also keep in
as a courtesy and service WESTERBEKE mind the time span between printings of
CANNOT BE RESPONSIBLE FOR THE CONTENT Westerbeke product software and the
OF SUCH SOFTHARE MAKES NO IARRANn ES unavoidable existence of earlier non
OR REPRESENTA nONS WITH RESPECT THERETO current lesterbeke software editions in
INCLUDING THE ACCURACY TIMELINESS OR the field Additionally most THEREOF AND WILL IN NO beke products include BE LIABLE FOR ANY
TYPE OF DAMAGES special features that frequently do not
OR INJURY INCURRED IN CONNECTION WITH include complete ARISING OUT OF THE FURNISHING OR
USE OF SUCH SOFTVJARE In sum product software provided with
Westerbeke products whether from Wester
For example components and subassemb beke or other suppliers must not and
lies incorporated in Westerbekes cannot be relied upon exclusively as the
products and supplied by others such definitive authority on the respective
as engine blocks fuel systems and com product It not only makes good electrical co but is imperative that pumps and other products
of Westerbeke or the
are generally supported by their manu supplier in question be consulted to
facturers with their own software and determine the accuracy and currency of
Westerbeke must depend on such software the product software being consulted
for the design of Westerbekes own by the customer
INTRODUCTION
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
YOUR NOTES
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 it
be opened and an inspection made for con is possible to reduce to some extent the
cealed damage If either visible or con outside clearances such as damage is noted you should require cooling piping water tank filters
the delivering agent to sign Received in mounting lugs etc This accessory condition Also check contents ment should be removed by a competent
of the shipment against the packing list mechanic and special care should be taken
and make sure note is made of any discrep to avoid damage to any exposed parts and
ancies This is your protection against to avoid dirt entering openings The parts
loss or damage Claims for loss or damage which have been removed should be returned
must be made to the carrier not to J H to position as soon as the restriction Corporation been passed
In case it is necessary to hoist the
RIGGING AND LIFTING engine either front end upwards or reverse
The engine is fitted with lifting rings gear end upwards the attachment of slings
Rope or chain slings should be at must be done very carefully to avoid the
tached to the rings and the engine lifted possibility of damage to the parts on
by means of tackle attached to this sling which the weight may bear It is best if
The lifting rings have been designed to special rigging work be done by someone
carry the full weight of the engine experienced and competent in the auxiliary slings are not re of heavy or Slings must not be so
short as ENGINE BOLTS
to place the engine lifting eyes in sig It is recommended that bronze sheer stress Strain on the bolts of appropriate size be used
lifting eyes must not be in excess the engine flexible mounts Lag screws
of 100 from the vertical A spacer bar are less preferred because their hold on
must be placed between the two lifting the wood is weakened every time they are
eyes if supported by valve cover studs moved whereas the lag bolt stays in pos
The general rule in moving engines is ition and the nut on top is used to tight
to see that all equipment used is amply en the engine down or is removed to permit
strong and firmly fixed in place Move the the engine to be lifted The bolt itself
engine a little at a time and see that it stays in position at all times as a stud
is firmly supported Eliminate possibil and the bond between the bolt and the wood
ity of accidents by avoiding haste Do is not weakened by its removal
not lift from the propeller coupling or
FOUNDATION 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
the centerline or axis of the propeller
shaft
PROPELLER
A The type and size of propeller varies
with the gear ratio and must be selected
to fit the application based upon boat
tests To utilize the full power of the
engine and to achieve ideal loading con
ditions it is desirable to use a propel
ler which will permit the engine to reach
its full rated speed at full throttle
under normal load
ALIGNMENT OF ENGINE
The engine must be properly and exactly
aligned with the propeller shaft No
matter what material is used to build a
boat it will be found to be flexible to
some extent and the boat hull will change
its shape to a greater extent than is
usually realized when it is launched and
operated in the water It is therefore
very important to check the engine align
ment at frequent intervals and to correct In making the final check for errors when they may appear the engine half coupling
should be held in
Misalignment between the engine and the one position and the alignment with the
propeller shaft is the cause of troubles propeller coupling tested with the are blamed often on other causes coupling in each of four
positions rotated
It will create excessive bearing wear 90 0 between each position This test will
rapid shaft wear and will in many cases also check whether the propeller half coup
reduce the life of the hull by loosening ling is in exact alignment on its shaft
the hull fastenings A bent propeller Then keeping the propeller coupling in one
shaft will have exactly the same effect position the alignment should be checked
and it is therefore necessary that the rotating the engine half coupling to shaft itself be perfectly position each 90 0 from the
next The engine alignment should be rechecked
One particularly annoying result of mis after the boat has been in service for one
alignment may be leakage of transmission to three weeks and if necessary the
oil through the rear oil seal Check to alignment remade It will usually be
make sure that alignment is within the found that the engine is no longer in
limits prescribed alignment This in not because the work
The engine should be moved around on was improperly done at first but because
the bed and supported on the screwjacks the boat has taken some time to take its
or shims until the two halves of the coup final shape and the engine bed and engine
lings can be brought together without using stringers have probably absorbed some
force and so that the flanges meet evenly moisture It may even be necessary to re
all around It is best not to drill the align at a further for the foundation bolts until The coupling should always be opened up
the approximate alignment has been accu and the bolts removed whenever the boat is
rately determined hauled out or moved from the land to the
Never attempt a final alignment with water and during storage in a cradle
the boat on land The boat should be in The flexibility of the boat often puts a
the water and have had an opportunity to very severe strain on the shaft or the
assume its final water form It is best coupling or both when it is being moved
to do the alignment with the fuel and In some cases the shaft has actually been
water tank about half full and all the bent by these strains This does not apply
usual equipment on board and after the to small boats that are hauled out of the
main mast has been stepped and final rig water when not in use unless they are
ging has been accomplished dry for a considerable time
Take plenty of time in making and do not be satisfied with EXHAUST less than perfect results Exhaust line installations vary
consid
The alignment is correct when the shaft erably and each must be designed for the
can be slipped backwards and forward into particular job The general counterbore very easily and when a are to provide an outlet line
with a mini
feeler gauge indicates that the flanges mum of restrictions and arranged so that
come exactly together at all points The sea water rain water or halves of the propeller coupling cannot get back into the engine
There
should be parallel within 0002 inches A should be a considerable fall in the line
between the exhaust manifold flange and
the discharge end This slope in the pipe
makes it difficult for water to be driven
in very far by a wave and a steep drop
followed by a long slope is better than a
straight gradual slope Avoid any depres
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 will
cause rapid Galvanized If there are more components to be
iron fittings and galvanized iron pipe is rigidly connected to each other than for the exhaust line The
ex weigh 8 pounds then a flexible exhaust
haust line must be at least as large as section must be installed between the
the engine exhaust manifold flange and be manifold outlet and the exhaust in size if there is an especial
The exhaust system must be supported
ly long run andor many elbows It should or suspended independently of the engine
be increased by 12 in LD for every 10 manifold usually using simple metal
feet beyond the first 10 feet hangers secured to the overhead
All dry portions of the exhaust sys
tem should be wrapped in suitable insula
tion material to keep surface temperatures
as low as possible
Hany installations use flexible rubber
exhaust hose for the water cooled section
of the exhaust line because of the ease of
installation and flexibility Provide
adequate support for the rubber hose to
prevent sagging bending and formation
of water pockets
Always arrange the rubber hose section
so that water cannot possibly flow back
into the engine Also make sure that enter
ing sea water cannot spray directly SYSTEM WITH WATER JACKETED the inside of the exhaust piping
Otherwise
STANDPIPE excessive erosion will occur
Most exhaust systems today use a MEASURING EXHAUST GAS BACK lift type muffler such as HydroHush In
most Back pressure must be measured on there is a dry insulated
straight section of the exhaust line and
high loop after the engine manifold and as near as possible to the engine the muffler to prevent water
manifold The engine should be run at
flowing backwards into the engine during maximum load during the measurement
Setup should be as shown below
It is essential not to hang too 1 For normally asperated engines
much weight in the form of exhaust system Pressure Test Mercury Test Water rigidly from the engine mani
112 Max PSI 3 Mercury 39
fold Generally it is permissible to 2 For turbocharged connect a pipe nipple and a
Pressure Test Mercury Test Water Column
water jacketed exhaust elbow which two 075 Max PSI 112 Mercury weigh about 8 pounds
WATII LlrT OlAUST iVSTfI
WHH JoIUHLP
lJ
flAX
1 00
Checking The Back Pressure
1 Exhaust pipe flange
WATER LIFT EXHAUST SYSTEM WITH 2 Exhaust line
HYDROHUSH MUFFLER 3 Transparent plastic hose partly filled
with water Measurement A may not To insure satisfactory operation a
exceed 39 for normally asperated diesel engine must have a dependable sup
engines and 195 for turbocharged ply of clean diesel fuel For this reason
engines cleanliness and care are especially im
portant at the time when the fuel tank is
WATER CONNECTIONS installed because dirt left anywhere in
Seacocks and strainers should be of the the fuel lines or tank will flow type at least one size greater cause fouling of the injector
nozzles when
than the inlet thread of the sea water the engine is started for the first time
pump The strainer should be of the type
which may be withdrawn for cleaning while FUEL PIPING
the vessel is at sea We recommended copper tubing together
Water lines can be copper tubing or with suitable fittings both for the reinforced rubber hose In line and the return
line Run the tubing
any case use a section of flexible hose in the longest pieces obtainable to avoid
that will not collapse under suction be the use of unnecessary fittings and con
tween the hull inlet and engine and The shut off valve in the line
the outlet and the exhaust system This between the fuel tank and engine should be
takes up vibration and permits the engine of the fuel oil type and it is important
to be moved slightly when its being re that all joints be free of pressure Do not use street elbows in Keep
fuel lines as far as possible from
suction piping All pipe and fittings exhaust pipe for minimum temperature to
should be of bronze Use sealing compound eliminate vapor locks
at all connections to prevent air leaks The fuel piping leading from the tank
The neoprene impeller in the sea raw to the engine compartment should always be
water pump should never be run dry securely anchored to prevent chafing
Usually the copper tubing is secured by
FUEL TANK AND FILTERS means of copper straps
Fuel tanks may be of fiberglass monel The final connection to the plain steel or terne plate If should be
through flexible rubber hoses
made of fiberglass be certain that the
interior is gel coated to prevent fibers ELECTRIC PANEL
from contaminating the fuel or galvanized
fuel tanks should not Th e W es t er be ke a11 e 1ec tr1C
pane 1
be used It 1S not necessary to mount U 1 lZes an e ec rom c ac horne t er
the tl 1 t t
tank above the eng1ne
level as the
pump prov1ded Wlll ra1se the fuel from the
fuel 11ft W1 th a bl U1 tIn hour me t er Tac h0
t an
k Th e amoun t 0 f l 1 ft h ld b k t meter cables are no longer requ1red
S ou e ep f h Sk h 1
m1n1mum
6 f ee t b e1ng
maX1mum
a tan
k except or t e l pper mec am ca
1 M t d th 1
1 d 11 d b
1S a rea y 1nsta e a ove eng1ne eve 1t
1 1 pane It t oun e t on t e pane t are
can be utilized in this position Great a vo mederlwa er empera ure E h
ld gauge an 01 pressure gauge ac
care shou be taken to ensure that the fuel 1ns t rumen t 1s l 1ght e
d Th e a11
system is correctly intalled so that air electric panel is isolated from
locks are eliminated and precautions taken
against dirt and water entering the fuel ground and may be mounted where
A primary fuel filter of the water col visible It is normally type should be installed between
the fuel tank and the fuel lift pump A ELECTRICAL type is available from the Most Westerbeke engines are
supplied
list of accessories The secondary fuel prewired and with plugin is fitted on the engine between the Never make or break connections
while the
fuel lift pump and the injection pump and engine is running Carefully follow all
has a replaceable element instructions on the wiring diagram sup
As the fuel lift pump has a capacity in plied especially those relating to fuse
excess of that required by the injection cicuit breaker the overflow is piped to the fuel Starter batteries
should be located as
tank and should be connected to the top of close to the engine as possible to avoid
the tank or as near the top as possible Toltage drop through long leads It is
bad practice to use the starter batteries
for other services unless they require low
amperage or are intermittent 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
ttl for distances up to 8 feet
ttlO for distances up to 10 feet
1120 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
Some models do not require a stop
cable because they have either a fuel
solenoid or an electric fuel of such models are the W58
and W52
FOR FIRST START 5 Fill fuel tank with clean Diesel
fuel oil No2 diesel fuel oil is
The engine is shipped IIdryll with recommended The use of No 1 oil drained from the permissible but No 2 is and transmission There
because of its higher be sure to follow these recom procedures carefully the engine for the first time NOTE If there is no
filter in the
filler of the fuel tank the recom
1 Remove oil filler cap and fill oil mended procedure is to pour the fuel
sump with heavy duty diesel lubricat through a funnel of 200 mesh wire
ing oil to the highest mark on the dip See table under Maintenance for
an approved lubricating oil Do not 6 Fill grease cup on the sea Select an approved grade pump if present with a good grade
from the listing and continue to use it of water pump grease
2 Fill the reverse gear to the high
est mark on the dipstick with TYPE A FUEL fluid Do not overfill
Oil level for the Short Profile Sail The fue 1 i nj ect ion sys tem of a com
ing Gear is measured before threading pression ignition engine depends
the dipstick into the housing upon very high fuel pressure during
Engine oil is not recommended because the injection stroke to function
it can foam and it can contain addi correctly Relatively tiny move
tives harmful to some ments of the pumping plungers pro
duce this pressure and if any air
If the englne is equipped with a V drive is present inside the high pressure
fill to the full mark on the dipstick line then this air acts as a cushion
with the recommended lubricant specified and prevents the correct pressure
on the data tag on the V drive housing and therefore fuel injection from
being achieved
3 Fill fresh water cooling system with
a 5050 antifreeze solution only after In consequence it is essential that
opening all petcocks and plugs until all all air is bled from the air is expelled whenever any part of the system has
been opened for repair or surge tank to within one inch
of the top Check this level after
engine has run for a few minutes
If trapped air is released the water BLEEDING PROCEDURES BY MODEL
level may have dropped If so re
fill tank to within one inch of top 1 Initial Engine Startup
and replace filler cap Engine stoppage due to lack
of fuel
4 Ensure battery water level is
at least 38 above the battery a Insure that the fuel and battery is fully charged is filled with the proper
so that it is capable of the extra grade of diesel fuel
effort that may be required on the b Fill any large primary filterl
first start water separator with clean
diesel fuel that is installed
between the fuel tank and en
gine To attempt to fill any
large primary filter using the
manual priming lever on the en
gine mounted fuel lift pump may 2 On the fuel injection pump body is a
prove futile or require a con 516 bleed screw Bleed Point B
siderable amount of priming This may be mounted on a manifold
c Turn the fuel selector valve to with a pressure switch Open this
On Systems wi th more than one one to two turns do not remove it
tank insure that fuel returning and with the priming lever bleed
is going to the tanks being used until fuel free of air bubbles
flows Stop priming and tighten
The above procedures are basic for the bleed screw
all initial engine startups or for
restarting engines stopping due to 3 On the control cover of the injec
lack of fuel tion pump Bleed Point C is a
516 bleed screw Open this W7 AND WPD4 GENERATOR 3600 one to two turns and proceed as in
RPM Figyre 1 Stp 2 Note Bypass this bleed
pOlnt on the W30 injection pump
1 With the use of a 516 box wrench
or common screw driver open the 4 W50 injection urn onl Open the
bleed screw one to two turns on the 516 bleed screw Bleed Point D
outgoing side of the engine mounted on the injector line banjo bolt
secondary fuel filter Bleed one to two turns and with the
point A With firm strokes on the throttle full open and the engine
lift pump priming lever bleed until stop lever in the run position
fuel free of air bubbles flows from crank the engine over with the
this point Stop priming and gently starter until clear fuel free
tighten the bleed screw of air flows from this point
Stop cranking and tighten this
2 With a 58 open end wrench loosen bleed screw
one to two turns the nut securing
the injector line to the injector 5 With a 58 wrench loosen one to two
Bleed Point B turns the injector line attaching
nuts at the base of each injector
Decompress the engine with the lever and with the throttle full open and
on the top of the cylinder head the engine stop control in the run
Crank the engine over with the position crank the engine over with
starter W7 ensure that the engine the starter until fuel spurts by the
stop lever is in the run position nuts and injector line at each injec
and the throttle is full open tor Stop cranking and tighten the
4KW use the defeat position while nut and proceed with normal starting
cranking Crank the engine until procedures
fuel spurts by the nut and line
Stop cranking and tighten the 58
nut and proceed with normal starting WESTERBEKE W13 44KW Fiaure 6
procedures W2l 7 7KvJ
27 11 KW
WESTERBEKE W30 Figyre 2
W40 IJPO 10 12 15 Figure 3
W50 WBO 15 Figure 4 These units are wao BR 30Figure 5
W120 BR45 Figure 5 1 Turn the ignition to the ON position
and wait 1520 seconds
1 Open the banjo bolt on top of the
engine mounted secondary fuel fil 2 Start the engine following normal
ter 12 turns Bleed Point A starting procedures
With firm stroke on the fuel lift
pump priming lever bleed until fuel
free of air bubbles flows from this
point Stop priming and tighten
the bolt
WESTERBEKE W58 WTO 20 Figure 7
1 Open the bleed screw on the top
inboard side of the secondary fuel filter one to two
turns using a 10mm box wrench
Bleed Point A This fuel filter
is equipped with a priming pump With the palm of
your hand pump this primer until
fuel free of air flows from this
point Stop pumping and tighten
the bleed screw
2 With bleed screw A tightened pump
the hand primer several more times
This primes the injection pump which
is The injection pump Figure 1
incorporates a feed pump which keeps
the fuel system primed when the en
gine is running thus no external
lift pump is required
3 Loosen the four injector line at
taching nuts at the base of each
injector Bleed Point B one to two
turns with a l6mm openend wrench
Place the throttle in the full open
position and crank the engine over
with the starter until fuel spurts
by the nut and injector lines Stop
cranking and tighten each of the
four nuts and proceed with normal
starting procedure
Figure 2
Figure 3
Figure 4 Fi gure 7
Fi gure 5 Typical Mechanical Fuel Lift Pump
Figure 6
FOR STARTING 6 As soon as the engine starts re
lease the start switch and the
1 Check water level in expansion preheat button and return the
tank It should be l to 2 in throttle to the idle position
below the top of the tank when immediately
cold
CAUTION Do not crank the engine more
2 Check the engine sump oil level than 20 seconds when trying to start
Allow a rest period of at least twice
3 Check the transmission oil level the cranking period between the start
cycles Starter damage may occur by
4 See that there is fuel in the tank overworking the starter motor and the
and the fuel shutoff is open backfilling of the exhaust system is
possible
5 Check to see that the starting
battery is fully charged all
electrical connections are proper STARTING THE ENGINE WARM
ly made all circuits in order and
turn on the power at the battery If the engine is warm and has only been
disconnect stopped for a short time place the
throttle in the partially open position
6 Check the seacock and ensure that and engage the starter as above elimin
it is open ating the preheat THE ENGINE COLD NOTE Always be sure that the starter
pinion has stopped revolving before
Most Westerbeke marine diesel engines again reengaging the starter other
are equipped with a cold starting aid wise the flywheel ring gear or starter
to ease in the starting of your engine pinion may be damaged
when cold
Ensure that the electrical connection to
1 Check to see that the stop lever the cold starting aid is correct
if installed is in the run
position Extended use of the cold starting aid
beyond the time periods stated should
2 Place the throttle in the fully be avoided to prevent damage to the aid
open position
NEVER under any circumstances use or
3 Press the IIPreheat button in and allow anyone to use ether to start your
hold for 15 to 20 seconds engine If your engine will not start
then have a qualified Westerbeke marine
4 While holding the Preheat button
mechanic check your engine
in turn the keyswitch to the liON
or IIRun position This activates
the panel gauges lights and fuel
solenoid or electric fuel pump if WHEN ENGINE STARTS
so equipped Continue to turn the
keyswi tch to the II Sta rt pos it ion 1 Check for normal oil pressure
and hold for no more than 20 sec immediately upon engine starting
onds Some units may be equipped Do not continue to run engine if
with a pushbutton to start rather oil pressure is not present within
than the keyswitch and in these 15 seconds of starting the engine
cases the electrical system is
activated by fuel pressure 2 Check Sea Water Flow Look for
water at exhaust outlet Do this
5 If the engine fails to start in without delay
20 seconds release start switch
and preheat for an additional 3 Recheck Crankcase Oil After the
1520 seconds then repeat step 4 engine has run for 3 or 4 minutes
subsequent to an oil change or new NOTE The SAO transmission requires that
installation stop the engine and when backing down the shift lever must
check the crankcase oil level This be held in the reverse position since
is important as it may be necessary it has no positive overcenter locking
to add oil to compensate for the mechanism
oil that is required to fill the
engines internal oil passages and
oil filter Add oil as necessary STOPPING THE ENGINE
Check oil level each day of opera
tion 1 Position shift lever in neutral
4 Recheck Transmission Oil Level 2 Idle the engine for 2 to 4 minutes
This applies only subsequent to an to avoid boiling and to dissipate
oil change or new In some of the heat
such a case stop the engine after
running for several minutes at 800 3 If equipped with a stop lever pull
RPM with one shift into forward and the knob and hold in this position
one into reverse then add oil as until the engine stops This stops
necessary Check oil level each the flow of fuel at the injection
day of operation pump After the engine stops re
turn the control to the run position
S Recheck Expansion Tank Water Level to avoid difficulty when restarting
if engine is fresh water cooled the engine
This applies after cooling system
has been drained or filled for the 4 Turn off the keyswitch Some models
first time Stop engine after it do not use the stop lever as they
has reached operating temperature are equipped with a fuel solenoid
of 17S oF and add water to within or electric fuel pump which shuts
one inch of top of tank off the fuel supply when the key
switch is turned to the off The system is pressurized when S Close the and the pressure must be
released gradually if the filler cap is 6 Disconnect power to system with
to be removed It is advisable to pro battery switch
tect the hands against escaping steam
and turn the cap slowly until the resistance of the safety OPERATING is felt Leave the cap in this
position until all pressure is released 1 Never run engine for the cap downward against the periods when excessive to
clear the safety stops and ing occurs as extensive turning until it can be lifted damage can be caused
2 DO NOT put cold water in an over
6 Warmup Instructions As soon as heated engine It can crack the
possible get the boat underway cylinder head block or manifold
but at reduced speed until water
temp gauge indicates 1301S00 F 3 Keep intake silencer free from
If necessary engine can be warmed lint etc
up with the transmission in neutral
at 1000 RPM Warming up with the 4 Do not run engine at high RPM with
transmission in neutral takes longer out clutch engaged
and tends to overheat the S Never Race a Cold Engine as internal
7 Reverse Operation Always reduce damage can occur due to inadequate
engine to idle speed when shifting oil circulation
gears However when the transmission
is engaged it will carry full engine 6 Keep the engine and accessories
load clean
7 Keep the fuel clean Handle it with
extreme care because water and dirt
in fuel cause more trouble and ser
vice life of the injection system is
reduced
8 Do not allow fuel to run low because
fuel intake may be uncovered long
enough to allow air to enter the
injection system resulting in engine
stoppage requiring system bleeding
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 reading after a stop does
not necessarily signal alarm against
restarting If there is no functional
difficulty temperatures will quickly
return to normal when engine is operat
TEN MUST RULES
IMPORTANT IMPORTANT IMPORTANT
for your safety and your engines ALWAYS
1 Keep this Manual handy and read it whenever in doubt
2 Use only filtered fuel oil and check lube oil level daily
3 Check cooling water temperature frequently to make sure it is 1900
or less
4 Close all drain cocks ad refill with water before starting out
5 Investigate any oil leaks immediately
NEVER
6Race the engine in neutral
7Run the engine unless the gauge shows proper oil pressure
8Break the fuel pump seals
9Use 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 exhaust
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 SA1 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 FIGURE 2
1 Check sea water strainer if one has
been installed CAUTION The use of different brands of
2 Check water level in cooling system lubricating oils during oil changes has
3 Check lubricating oil level in sump been known to cause extensive oil sludg
Fill to highest mark on dipstick ing and may in many instances cause com
4 Turn down grease cup on water pump plete oil starvation
if used one full turn 6 Start engine and run for 3 or 4
5 Check lubricating oil level in trans minutes Stop engine and check oil
mission Fill to highest mark on filter gasket for leaks Check oil
dipstick sump level This is important as it
may be necessary to add oil to com
SEASONAL CHECKOUT MORE OFTEN IF POSSIBLE pensate for the oil that is required
Do the following to fill the engines internal oil
1 Check generator or alternator V passages and oil filter Add oil as
belt for tension necessary Change oil in 2 Check water level in battery Use SAE 30 High Detergent Lubricating
3 Change oil in sump Oil Service DG DM or DS Do not
4 Replace lubricating oil filter overfill See note below
Fig 2 See Note
5 Fill sump with diesel lubricat IMPORTANT NOTE
ing oil to high mark on dipstick IT IS MANDATORY THAT THE CHECKS 3 4 5
Refer to Specification page for AND 6 BE ATTENDED TO WHEN TOTAL OPERATING
proper quantity of oil Do Not TIME REACHES 150 HOURS IN SOME INSTANCES
Overfill See Note THIS TOTAL IS REACHED BEFORE END OF SEASON
7 Clean Air Filter if supplied 3 Fill fresh water cooling system with
ost models have an air silencer antifreeze of a reputable make Refer
that does not require filtering to Cold Weather material and therefore does not 4 Start engine When temperature gauge
require cleaning The time indicates l7s 0 F shut engine down and
period for replacing the air drain lubricating oil Remove and re
filter depends on operating con place filter Fill sump with High De
ditions therefore under extreme tergent Lubricating Oil
ly dirty conditions the seasonal 5 Remove air filter Carefully seal air
frequency should be increased intake opening with waterproofed adhes
The correct time periods for ive tape or some other suitable medium
replacing the filter will greatly 6 Seal the exhaust outlet at the most c
assist in reducing bore wear cessible location as close to the en
thereby extending the life of the gine as possible
engine 7 Remove injectors and spray oil into
8 Check engine for loose bolts nuts cylinders
etc 8 Replace injectors with new sealing
9 Check sea water pump for leaks washer under each injector Turn engine
10 Wash primary filter bowl and screen slowly over compression
If filter bowl contains water or sedi9 Top off fuel tank completely so that no
ment filter bowl and secondary oil air space remains thereby preventing
fuel filter need to be cleaned more water formation by frequently 10 Leave fuel system full of fuel
11 Replace secondary fuel filter element
11 Change fuel filters before putting the
12 Replace air filter engine back in service
12 Wipe engine with a coat of oil or
END OF SEASON SERVICE grease
1 Drain fresh water cooling system by re 13 Change oil in moving the surge tank pressure cap and 14 Disconnect battery and store in fully
opening all water system petcocks charged condition Before storing the
2 Remove zinc rod usually located in battery the battery terminals and
heat exchanger and see if it needs cable connectors should be treated to
replacing The zinc rod will take prevent corrosion Recharge battery
care of any electrolysis that may occur every 30 days
between dissimilar metals Insert new 15 Check alignment
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 0 F OVER 80 0 F
American Oil Co American Supermil Motor Oil lOW 20W20 30
BP Canada Limited BP Vanellus lOW 20W20 30
BP Vanellus 10W30 10W30 Oil Co RPM DELO MultiService Oil lOW 20W20 30
Cities Service Oil Co CITGO Extra Range lOW 20W20 Oil Co CONOCO TRACON OIL lOW 20W20
30
Gulf Oil Corporation Gulflube Motor Oil XHD lOW 20W20 30
Mobile Oil Company Delvac 1200 Series 1210 1220 1230
Shell Oil Company Shell Rotella 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 detailed
information relating to the proper operation
of the major components and
systems in the engine Included are
disassembly rework and reassembly instruc
tions for the guidance of suitably equipped
ard staffed marine engine service and
rebuilding facilities The necessary
procedures should be undertaken only by
such facilities
Additional operating are
included in the Operation Section of this
manual
Any replacements should be made only with
genuine Westerbeke A
TECHNICAL DATA B
FAULT DIAGNOS IS D
CYLINDER HEAD E
PISTON AND CONNECTING RODS F
CYLINDER BLOCK G
CRANKSHAFT MAIN H
FLYWHEEL AND J
TIMING CASE AND L
LUBRICATION M
COOLING SYSTEM N
FUEL P
SECTION A
Eng i ne Descri ption
The 4108 4107 and 499 Series Diesel Engines with uniform heat distribution Intimate mixing of the fuel
which this manual is concerned is an indirect injection and air over a wide speed range is ensured which in
four cylinder four stroke power unit creases the engines performance efficiency and flexi
The 4108 and 4107 has a bore of 3125 in 794 mm bility The upper part of the combustion chamber is
and a stroke of 35 in 889 mm and the 499 has a machined in the cylinder head and is hemispherical in
bore of 30 in 762 mm and a stroke of 35 in 889 hape the lower part being formed by an insert in the
mm form of an accurately machined plug located in the
cylinder head this contains the throat this manual whenever the Ieft or right
the combustion chamber to the cylinder Fuel is intro
hand side of the engine is referred to it is that side
duced into this chamber by means of pintle type
as viewed from the flywheel end of the engine
atomiser Block and cylinder block is of monoblock construction cast Valve with the crankcase it is manufactured from
high duty cast iron alloy
The valves are operated by cast iron mushroom type
The 4108 engine is fitted with dry type unshouldered tappets located in guides machined in the liners and the 4107 and 499 engines are
block through push rods to forged steel rocker levers
fitted with wet liners flanged at the top and sealed with lead bronze lined steel backed wrapped bushes
at the bottom by two synthetic rubber rings located in Valve clearances are adjusted by means of a hardened
the cyl inder block ball ended screw and locknut at the push rod end of
Both liner types are centrifugally cast from high duty the rocker lever
alloy Head and Valves
cylinder head is a specially toughened high duty
allow casting and is secured to the cylinder block by The crankshaft is forged from and nuts both are phosphated for increased
steel with four integral balance weights The 4108
torque The joint between the cylinder crankshaft is treated by Tufftride process The rear
head and block is made from a black composite of the crankshaft is machined to accommodate the
material and is known as a Klinger type gasket thrust washers which are replaceable copper lead
lined steel backed which control the crankshaft end
Two overhead valves are fitted to each cylinder push float and are positioned either side of the rear main
rod operated via the valve mechanism mounted on the bearing An oil thrower anrl flywheel location flange are
head and enclosed by a pressed steel cover Each inlet also machined at the rear end while the front end is
valve has a synthetic rubber oil deflecting seal both keyed for a power take off
inlet and exhaust valves are retained by two between a hardened steel seat and a cap secured by split conical collets All in unshouldered cast iron
guides pressed into
the head
Main Bearings
Three main bearings are provided for the System and are of the replaceable prefinished thin wall
steel backed aluminium tin lined type The high duty
The H system of combustion is known as the pre cast iron bearing caps are dowel located and each is
combustion type being formed completely in the secured by two high tensile steel setscrews locked by
cylinder head thus giving a flat topped piston with tab maintains an intermittent
feed by drillings in the spigot
and idler gear to lubricate the timing gear arrangement
and to the centre camshaft bearing where due to
The special cast iron alloy camshaft which has chill
special machining on the centre camshaft journal an
hardened cams is mounted in a low position on the
right hand side of the cylinder block and supported by adequate reduced pressure feed is maintained at the
rocker assembly The oil pump incorporates a bearings machined directly into the cylinder
relief valve which limits the maximum oil These bearings are pressure lubricated by means
of internal drillings and the cams and tappets are while the oil filter incorporates a bypass valve which
splash lubricated prevents the engine being starved of oil should the
filter element become Rods and Bearings
Fuel Injection Equipment
The connecting rods are molybdenum alloy with H section shank the big end parting A distributor type fuel injection pump is flange mounted
face is incl ined at 45 to the axis of the rod and on to a drive housing cast on the left hand side of the
serrated for cap location The caps are each secured cylinder block It is mounted horizontally at the front
by two high tensile steel setscrews The big end bear of the engine and gear driven via a splined drive shaft
ing bores are fitted with replaceable prefinished thin The majority of pumps incorporate a mechanical gov
wall aluminiumtin lined steel backed bearings The ernor and an automatic advance and retard end bores being fitted with bronze lined steel
backed bushings
The fuel lift pump is of the diaphragm type mechanical
ly operated by an eccentric on the engine Gear Arrangement via a small pushrod It is located on the tappet in
spection cover on the right hand side of the engine and
The camshaft and fuel injection pump are driven by is equipped for hand priming
the crankshaft gear via an idler gear This helical gear
train which makes provision for fuel pump is located on the front face of the cylinder
Cooling System Fresh Water Circuit
block and enclosed by a pressed steel cover bolted to
a steel backplate
A centrifugal type circulating water pump is fitted to
The camshaft and fuel injection pump drive gears are the front face of the cylinder block to assist the from spheroidal graphite cast iron
the circulation through the cylinder block and head 1nd Idler gears being of steel treated by water outlet is via a thermostat
housing which is cast
the Sulfinuz or Tufftride process integral with the cylinder head the thermostat restricts
the flow of water when the engine is cold and brings
about a faster warm up When the water temperature
reaches a paint the thermostat opens
Pistons and Piston Pins
and allows normal coolant circulation The water pump
is belt driven from the crankshaft pulley
The pistons are manufactured from special high alloy fitted with three compression rings
and one oil control ring above the piston pin and one oil
control ring below The upper oil control ring laminated segments The piston pins are of the type located axially in the piston by circlips The
piston has a steel insert rolled into the top System
The lubrication of the engine is by full pressure feed
from a rotor type oil pump driven by spiral gears from
the camshaft An oil strainer is fitted on the end of the
pump inlet pipe the pump then delivers the oil via a
full flow filter bolted on the fuel pump side of the
cylinder block to the main ali gallery This gallery is
drilled lengthwise through lie crankcase drillings from
the main oil gallery to the main bearings and drillings
in the main crankshaft journals to the crankpin jour
nals provide the lubrication for the crankshaft Oil
feeds are also taken to Hle idler gear spigot which
ENGINE injectors are located in an accessible position on Starting Aid
the left hand side of the cylinder head
The nozzles are of the pintle type
To aid starting under cold conditions is made for mounting a fuel filter on either
heater is fitted into the induction of the cylinder head The filter should be of the
paper element type and of approved design
Tachometer Drive
Provision is made on the right hand side of the
engine for a drive at half engine speed to be taken from
the oil pump spiral gear to a mechanical SECTION B
Technical data
Engine 4108 and 4107 499
Bore nominal See Page B3 3125 in 7937 mm 300 in 762 mm
Stroke 35 in 889 mm 35 in 889 mm
No of Cylinders Four Four
Cubic Capacity 1074 in 1760 litre 99 in 1621 Ratio
22 1 20 1
Firing Order 1 3 4 2 13 4 2
Cycle FourStroke System
Indirect Injection Indirect Details
499 4107 4108
Maximum Rated Output 34 bhp at 3000 revmin 37 bhp at 3000 revmin 37 bhp at 3000 rev min
Maximum Torque Output 731bf It 101 kgl m 79 Ibl 1092 kgl m 791bl It 1092 kgl Torque Tensions
The following torque figures will apply with the component s lightly oiled belore assembly
4107 and 499 Head Nuts 42 Ibl It 581 kgl m 60lbfft 83 Rod Setscrews
42 Ibf ft 581 kgf m 42 Ibf ft 581 kgf m
Main Bearing Setscrews 85 Ibf It 115 kgl m 851bfft115 Setscrews
60 Ibf It 83 kgf m 60 Ibl It 83 kgf m
Idler Gear Hub Setscrews 36 Ibl It 498 kgl m 32 Ibf ft 44 kgl m
Crankshaft Pulley Setscrews 1501blft205 kglm 150 Ibfft 205 kgl m
Injector Securing Nuts 12 Ibf It 17 kgl m 121bllt 17 kgfm
The tab and shim washers may be discarded where used 0 n earlier engines but the setscrews must be tightened to
the torque loading Wear Limits
The following wear limits indicate the condition when it is recommended that the respective items should be serviced
or Head Warping Longitudinal 0006 in 015 mm
Cylinder Head Warping Transverse 0003 in 008 mm concave
0005 in 013 mm Bore Wear when new liners are necessary 0006 in 015 Main and Big End Journal Wear 0001 in 003
Main and Big End Journal Ovality 00005 in 001 mm
Maximum Crankshaft End Float 0020 in 051 mm
Valve Stem to Guide Clearance inlet 0005 in 013 mm
Valve Stem to Guide Clearance exhaust 0006 in 015 mm
Valve Head Thickness at outer edge 0025 in 064 mm
Rocker Clearance on Shalt 0005 in 013 mm
Camshaft Journals Ovality and Wear 0002 in 005 mm
Camshaft End Float 0020 in 051 mm
Idler Gear End Float 0010 in 025 mm
Valve Head Depth below Head Face inlet and exhaust 0048 in 1220 mm
TECHNICAL DATAB3
MANUFACTURING DATA AND DIMENSIONS
The data regarding clearances and tolerances is given for personnel engaged upon major CYLINDER BLOCK
Total Height of Cylinder Block
between Top Bottom Faces 99369939 in mm
Parent Bore Dia for Cylinder Liner 4108 32493250 in mm
Parent Bore Dia for Cylinder Liner 4107499 Wet Liners
Main Bearing Parent Bore 2395023955 in mm
Camshaft Bore Dia No1 1794117955 in mm
Camshaft Bore Dia No2 17841787 in mm
Camshaft Bore Dia No3 4108 4107 499 17761778 in mm
Tappet Bore Dia 0562056325 in mm
Fuel Pump Drive Hub Bearing
Bore Dia 1812518141 in mm
Cylinder Liner 4108 Cast Iron
Type Dry Interference Fit
Interference Fit of Liners 00030005 in 00760127 mm
Inside Dia of Liner after Finish Boring and Honing 312513126 in 7937517940 mm
Height of Liner in relation to Cylinder Block Top Face 00230027 in 05840686 mm above
Overall Length of Liner 649516505 in mm
Cylinder Liner 4107 and 499 Cast Iron
Type Wet Push Fit
Inside Dia of Liner PreFinished 499 3003001 in 7620176225 mm
Inside Dia of Liner PreFinished 4107 31253126 in 793741794 mm
Thickness of Top Flange 499 03125103145 in 793717988 mm
Depth of Recess in Block for Liner Flange 499 0311503135 in 791217963 mm
Thickness of Top Flange 4107 025010252 in 63564 mm
Depth of Recess in Block for Liner Flange 4107 02490251 in 63256375 mm
Height of Liner in relation to
Cylinder Block Top Face 4107 and 499 0003 in 0076 mm Above 0001 in 0025 mm below
Liner Flange Outside Dia 499 36183621 in mm
Cylinder Block Top Bore for Liner Flange 499 36253627 in mm
Clearance Fit of Liner Flange
to Block Bore 4107 and 499 000410009 in 01020229 mm
Pistons 4108
Type Flat Height Skirt to Crown 31473150 in mm
Center Line of Piston Pin to Piston Skirt 1157 in 29388 mm
Piston Height in relation to Cylinder Block Top Face 00020006 in 00510152 mm Above
Bore Dia for Piston Pin in Ring Groove WidthTop 0080500815 in 20452070 Ring
Groove Width2nd 0064500655 in 16381664 Ring Groove Width3rd 0064500655 in 16381664 mm
Oil Control Ring Groove Width4th 012610127 in 32003225 mm
Oil Control Ring Groove Width5th 01900191 in 48264851 mm
Note There is a Steel Insert fitted above the Top Groove
Pistons 4107 and 499
Type Flat Topped
Overall Height Skirt to Crown 3146 in 7991 mm
Center Line of Piston Pin to Piston Skirt 1344 in 3414 mm
Piston Height in relation to Cylinder Block Top Face 000850012 in 022030 mm Above
Bore Dia for Piston Pin
later 499 and all 4107 engines in 23812382 mm
Early 499 engines in 22222223 mm
Compression Ring Groove WidthTop 0080100811 in 2034206 mm
Compression Ring Grooves Width 2nd and 3rd 0064500655 in 16381664 mm
Oil Control Ring Grooves Width 4th and 5th 019010191 in 48264851 Rings
Parallel Faced
Second and Third Compression Internally Control Laminated Control
Slotted Scraper
Top Compression Ring Width 0077100781 in 19581984 mm
Ring Clearance in Groove 0002400044 in 00610112 mm
Second and Third Compression Ring Width 0061500625 in 15621587 mm
Ring Clearance in Groove 000210004 in 00510102 mm
Fifth Scraper Ring Width 0186501875 in 47374762 mm
Ring Clearance in Groove 0002500045 in 00630114 mm
Ring GapTop Compression 000910014 in 02290356 mm
Ring GapSecond and Third Compression 00090014 in 02290356 mm
Ring GapFifth Scraper 00090014 in 02290356 mm
Piston Ring Gaps quoted are measured in a ring gauge of 3125 in 7938 mm bore In practice lor every 0001 in
0254 mm difference in cylinder bore diameter Irom gauge size 0003 in 0762 mm should be Rings 4107 and and Industrial Engines
Top Compression Parallel Cast Iron
Second and Third Compression Internally Control Chrome Plated Spring
Loaded Control Slotted Scraper
499 Agricultural engines have taper faced cast iron compression rings fitted in the second and third ring grooves
Top Compression Ring Width 0077100781 in 1961984 mm
Ring Clearance in Groove 00020004 in 00510102 mm
Second and Third Compression Ring Width 0061500625 in 15621587 mm
Ring Clearance in Groove 000210004 in 00510102 mm
Fourth and Fifth Scraper Ring Width 0186501875 in 47374762 mm
Ring Clearance in Groove 0002500045 in 00640114 mm
Ring Rings Chrome Vehicle 00120017 in 0301043 mm
Ring GapOil Control Rings Cast Iron Vehicle 00090014 in 02290356 mm
Ring Rings Cast Iron
Agricultural and Industrial 000910014 in 02290356 mm
Piston Ring Gaps quoted are measured in a ring gauge 01 3000 in 7620 mm bore lor 499 engines and 3125 in
7938 mm bore for 4107 engines In practice lor every 0001 in 0254 mm difference in cylinder bore diameter
from gauge size 0003 in 0762 mm should be Pin 4108
Type Fully Dia of Piston Pin 1062510627 in mm
Length of Piston Pin 26732687 in mm
Fit in Piston Boss Pin 4107 and 499
Type Fully Dia of Piston Pin 09375 in09377 in mm
Earlier Engines 087508752 in 222252223 mm
Fit in Piston Boss End Bushing 4108
Type Steel Backed Lead Bronze Lined
Length of Small End Bushing 09350955 in mm
Outside Dia of Small End Bushing 12211222 in mm
Inside Dia before Reaming 10495110545 in mm
Inside Dia alter Reaming in mm
Clearance between Small End Bushing and Piston Pin in mm
TECHNICAL End Bushing 4107 and 499
Type Steel Backed Lead Bronze Lined
Length of Small End Bushing 08650885 in 22002248 mm
Outside Dia of Small End Bushing
on later 499 and all 4107 engines 10651066 in 27052708 mm
Early 499 engines 1002510035 in 25462549 mm
Inside Dia after Reaming on later
499 and all 4107 engines in 23832384 mm
Early 499 engines in 22242226 mm
Clearance between Small End Bushing and Piston Pin in 001003 mm
Note Bushings to be reamed to suit respective Piston Pins and are provided with a reaming Rod 4108
Type H Section
Cap Location to Connecting Rod Serrations Offset 45 to the End Parent Bore Dia
214621465 in mm
Small End Parent Bore Dia in mm
Length from Centre Line of Big End
to Centre Line of Small End 621716219 in mm
Big End Setscrew 0375 in in Rod End Float 0006500105 in
01650267 Rod 4107 and 499
Type H Section
Cap Location to Connecting Rod Serrations Offset 45 to the End Parent Bore Dia
214611465 in mm
Small End Parent Bore Dia
on later 499 and all 4107 engines 10625110635 in 26992701 mm
Early 499 engines 10011001 in 2542543 mm
Length from Centre Line of Big End to Centre Line of
Small End 64056407 in mm
Big End Setscrew 0375 in i in Rod End Float
on later 499 and all 4107 engines 0006500105 in 016027 mm
Early 499 engines 0007500105 in 0191027 Rod Alignment and small end bores must be square and
parallel with each other within the limits of 0010 in 025 mm mea
sured 5 in 127 mm each side of the axis of the rod on test mandrel as shown in Fig B1 With the small end bush
fitted the limit of 0010 in 0025 mm is reduced to 00025 in 006 mm
E r E
E E
1 1
127mm
127mm o 0
TECHNICAL 4108 4107 499
Overall Length 21125 in 536575 mm
Main Journal Dia Nos 1 and 2 224822485 in mm
Main Journal Dia No3 2247512248 in mm
Main Journal Length NO1 140625 in 35719 mm
Main Journal Length No2 14961504 in mm
Main Journal Length NO3 14991502 in mm
Main Journal Fillet Radii 01250141 in 31753581 mm
Crankpin Dia 199952000 in mm
Crankpin Length 1187511895 in mm
Crankpin Fillet Radii in 5321164 in
396914366 mm
Surface FinishAll Journals 816 microin 0204 micron
Main Journal and Crankpin Regrind Undersizes in mm
Oil Seal Helix Dia in mm
Oil Seal Helix Width 005010080 in 12702032 mm
Oil Seal Helix Depth 00040008 in 01020203 mm
Flange Dia 3998539995 in mm
Flange Width 0500 in 12700 mm
Spigot Bearing Recess Depth 0875 in 22225 mm
Spigot Bearing Recess Bore 1250 in 31750 End Float 00020015 in
005080381 Note
The crankshaft fitted to the 4108 engine is hardened by the Tufftride precautions are therefore necessary when regrinding Only very light cuts should
be taken especially in the
region of the fillet radii and adequate cooling should be ensured during grinding regrinding the crankshaft it should be and then retreated by the
Tufftride process
after which the crankshaft should again be and Where facilities are not available to re
harden the crankshaft by this process a factory replacement crankshaft should be radii and surface finish must be maintained during all crankshaft
regrinding Length of NO3 main journal not to
exceed 1516 in 38506 mm after regrinding Where necessary use oversize thrust washers to bring crankshaft end
float within the correct Thrust Washers Steel BackedLead Bronze in Engine
Rear Main Washer Thickness STD 00890091 in 22612311 mm
Thrust Washer Thickness OS 0096501005 in 245112553 mm
Thrust Washer Outside Dia 32453255 in mm
Thrust Washer Inside Dia 259012600 in mm
Main Bearings Prefinished Steel Backed Aluminium Tin Lined
Shell Width 12451255 in mm
Outside Dia of Main Bearing 23955 in 60846 mm
Inside Dia of Main Bearing 22505122515 in mm
Running 1 and 2 000200035 in 00510089 mm
Running ClearanceNo 3 000250004 in 00630102 mm
Steel Thickness 0060 in 1524 mm Thickness 0012001225 in
03050311 Rod Bearings Prefinished Steel Backed Aluminium Tin Lined
Shell Width 087010880 in mm
Outside Dia of Con Rod Bearing 21465 in 54521 mm
Inside Dia of Con Rod Bearing 2001520025 in mm
Running Clearance 000150003 in 00380076 mm
Steel Thickness 0060 in 1524 mm Thickness 0012001225 in
03050311 mm
TECHNICAL 4108 4107 499
NO1 Journal Length 13471351 in mm
NO1 Journal Dia 17911792 in mm
No 1 Cylinder Block Camshaft Bore Dia 1794117955 in mm
No 1 Journal Running Clearance 0002100045 in 00510114 mm
No2 Journal Length 1250 in 31750 mm
NO2 Journal Dia 17811782 in mm
No2 Cylinder Block Camshaft Bore Dia 17841787 in mm
No2 Journal Running Clearance 00020006 in 00510152 mm
No3 Journal Length 1000 in 25400 mm
NO3 Journal Dia 17731774 in mm
No3 Cylinder Block Camshaft Bore Dia 17761778 in mm
NO3 Journal Running Clearance 00020005 in 00510127 mm
Cam Lift 0266 in 6766 mm
Oilways for Rocker Shaft Lubrication NO2 Thrust Plates 4108 4107 499
Type 180 0 Oil Impregnated Sintered Iron
Thrust Plate Outside Dia 25552557 in mm
Cylinder Block Recess Dia for Thrust Plate 2558525685 in mm
Clearance Fit of Thrust Plate in Recess 000150013 in 00380330 mm
Thrust Plate Inside Dia 1500 in 38100 mm
Thrust Plate Thickness 016010162 in 40604115 mm
Cylinder Block Recess Depth for Thrust Plate 01580164 in 40094166 mm
Thrust Plate Height in relation to Cylinder Block Face 0004 in 0102 mm above or End Float 00030013 in
00760330 mm
Valve and Fuel Pump Timing
Refer to later section on timing page HEAD Length of Cylinder Head 20000 in 508000 mm
Overall Depth of Cylinder Head 26172633 in Allowance on Cylinder Head Face NILOn no account can the cylinder
head face be
for Water Leakage Test 20 Ibflin 2 14 Seat Angle 45
Bore in Cylinder Head for Guide 0499505005 in mm
Bore in Cylinder Head for Combustion Chamber Inserts 12501252 in mm
Depth of Bore in Cylinder Head for
Combustion Chamber Inserts 03730376 in 94749550 Chamber Inserts 4108 4107 499
Outside Dia of Insert 12481249 in mm
Depth of Insert 03740375 in 94999525 mm
Height of Insert in relation to Cylinder Head Face 0002 in 0051 mm above or Fit of Insert in Cylinder Head Bore 00010004 in 00250102
Method of Location in Cylinder Head By Cylinder Block Face and Expansion Guides Inlet Dia
0314503155 in 79888014 mm
Outside Dia in fit of Guide in Cylinder Head Bore in 00190057 mm
Overall length of Guide 2130 in 54102 mm
Guide Protrusion Above Top
Face of Cylinder Head 080010815 in mm
Valve Guides Exhaust Dia 0314503155 in 79888014 mm
Outside Dia in fit of Guide in Cylinder Head Bore in 00190057 mm
Depth of Counterbore 0380 in 9650 mm
Overall Length of Guide 2440 in 61980 mm
Guide Protrusion above Top Face of Cylinder Head 080010815 in Inlet Stem Dia 03120313 in 792517950
Clearance fit of Valve Stem in Guide 0001500035 in 00380089 mm
Valve Head Dia 141011414 in mm
Valve Face Angle 45
Valve Head Depth Below Cylinder Head Face 0028 in 0711 mm 10039 in 0991 mm
Overall Length of Valve 45924608 in mm
Sealing Arrangement Rubber Oil Exhaust Stem Dia 0311503125 in 791217937
Clearance Fit of Valve Stem in Guide 000210004 in 00510102 mm
Valve Head Dia 11911195 in mm
Valve Face Angle 45
Valve Head Depth Below Cylinder Head Face 0021 in 053 mm 10032 in 0813 mm
Overall Length of Valve 46004616 in mm
Sealing Arrangement No Seal fitted to Exhaust Valve Springs where Length
1530 in 38862 mm
Load at Fitted Length 286 I bf 2 I bf 130 kgf 091 kg
Fitted Position Damper Coil to Cylinder Head
Outer Valve Springs Length 1780 in 45212 mm
Load at Fitted Length 560 Ibf 28 Ibf 254 kgf 127 kgf
Fitted Position Damper Coil to Cylinder Levers between Center Line of Adjusting Screw and
Center Line of Rocker Shaft 10421058 in mm
Length between Center Line of Rocker Lever Pad and
Center Line of Rocker Shaft 15671583 in mm
Inside Dia of Rocker Lever Bore in mm
Outside Dia of Rocker Lever Bushing 07205107215 in Fit of Bushing in Rocker Lever 0001000325 in 00250082 mm
Finished Inside Dia of Rocker Lever Bushing in mm
Clearance of Rocker Lever Bushing on Rocker Shaft in 00190089 mm
Valve Clearances between Valve Stem Tip and Rocker Lever 0012 in 030 mm Shaft Length of Shaft 145625 in 369887 mm
Outside Dia of Shaft in Oil Feed from Cylinder Head through Central
Passage to Individual Rocker Rods Length 852718560 in mm
Outside Dia 0250 in 6350 mm
Tappets Length 2250 in 57150 mm
Outside Dia of Tappet Shank 056010561 in mm
Cylinder Block Tappet Bore Dia 05621056325 in mm
Tappet Running Clearance in Cylinder Block Bore 0001000325 in 00250082 mm
Outside Dia of Tappet Foot 124511255 in mm
TECHNICAL GEARS Gear
Number of Teeth 48
Inside Dia of Gear Boss 175017514 in mm
Outside Dia of Camshaft Hub 1749617509 in Fit of Gear and Hub 0000900018 in 00230046 mm
Fuel Pump Gear
Number of Teeth 48
Inside Dia of Cylinder Block Bore for Fuel Pump
Drive Hub Bearing 1812518141 in mm
Outside Dia of Fuel Pump Drive Hub Bearing 1814518152 in Fit of Drive Hub
Bearing in Cylinder Block Bore 0000400027 in 00100069 mm
Inside Dia of Fuel Pump Drive Hub Bearing 1312513135 in 33343378 mm
Outside Dia of Fuel Pump Gear Drive Hub 1310513115 in mm
Running Clearance of Drive Hub in Bearing 0003100051 in 00790129 mm
Drive Hub End Float 000210010 in 00510254 mm
Idler Gear and Hub
Number of Teeth 57
Inside Dia of Gear Boss 1718717197 in mm
Inside Dia of Gear Boss with Bushing Fitted 1562515641 in mm
Outside Dia of Gear Hub 1561215619 in mm
Running Clearance of Gear on Hub 0000300016 in 00080041 mm
Idler Gear Width 1310513135 in mm
Hub Width 1316513185 in mm
Idler Gear End Float 000210007 in 00510178 Gear
Number of Teeth 24
Inside Dia of Gear 125012512 in Dia for Gear 125012506 in Fit of Gear
on Crankshaft 0000600012 in 00150030 mm
Timing Gear between and Camshaft
Idler Gear 000150003 in 00380076 SYSTEM Oil Pressure
3060 psi 2142 kgfcm2 at maximum engine
speed and normal working Position Camshaft side of engine opposite No2 Location
End of suction pipe to lubricating oil Sump Level Imp pt US pt Sump
70 84 40
Note The above sump capacities are intended to be used as a guide and actual capacities should be governed by the
level indicated on the Oil Pump
Type Rotor Type
Number of LobesInner Rotor Three or Four
Number of LobesOuter Rotor Four or Five
Method of Drive By Spiral Gears from the Rotor to Outer Rotor 0000500025 in 00130063 mm
Outer Rotor to Pump Body 00110013 in 028033 mm
I nner Rotor End Clearance 0001500003 in 00380076 mm
Outer Rotor End Clearance 0000500025 in 00130063 mm
Inside Dia of Bore for Pump Shaft 050010501 in mm
Outside Dia of Pump Shaft 04983104986 in mm
Running Clearance Shaft in Bore 0001400027 in 00360069 Oil Pump Drive Gear
Number of Teeth 12
Inside Dia of Gear Bore 0496504970 in mm
Outside Dia of Oil Pump Drive Shaft 0498304986 in mm
I nterference Fit of Gear on Shaft 0001300021 in 00330053 Oil Pump Drive Gear Backlash 001550019 in 03940483 mm
Relief Valve
Type Spring Loaded Setting 5065 Ibfinl 3546 of Plunger
09375 in 23813 mm
Outside Dia of Plunger 0558505595 in 14191421 mm
Inside Dia of Valve Housing Bore 0560505625 in 14241429 mm
Clearance of Plunger in Bore 00010004 in 00250102 mm
Outside Dia of Spring 03680377 in 93479576 Length 15 in 3810 Length
0754 in 1915 Oil Filter
Type Full Flow
Element Type Paper
ByPass Valve Setting Opens between 1317 Ibfin l
09112 kgfcm2 pressure of Valve Spring Loaded SYSTEM 4108 4107 499
Type Water Block and Head ThermoSyhpon Impeller Water Capacity
Approx 10 US Wax Temperature 175182F open at
200205 F Travel at Fully Open Temp 03125 in 794 mm
Water Pump
Type driven from Dia of Shaft for Pulley 0590505908 in mm
Inside Dia of Pulley Bore 058810589 in Fit of Pulley on Shaft 0001500028 in 00380071 mm
Outside Dia of Shaft for Impeller 049810499 in mm
Inside Dia of Impeller Bore 0497104975 in Fit of Impeller on Shaft 000050002 in 00130051 7lm
TECHNICAL Dia of Impeller 30943125 in mm
Impeller to Body Clearance 000510025 in 012710635 mm
Water Pump Seal Type Synthetic RubberCarbon Faced
Inside Dia of Seal for Impeller Shaft 0472 in 11989 mm
Outside Dia of Seal 1102 in 27991 mm
Water Pump Insert Type Phosphor Finish of Sealing
Face to be 1220 microin 0305 Dia of Insert 162416245 in mm
Inside Dia of Insert Bore in Water Pump Housing 16251626 in mm
Later water pumps are fitted with ceramic faced Lift Pump
Type AC Delco Diaphragm YJ Series
Spring Colour Code Green
Method of Drive From Eccentric on Camshaft via Push rod
Total Stroke of Operating Lever 0192 in 4877 mm
Static PressureNo Delivery 47 Ibflin2 028049 kgflcm2
Pump to Distance Piece Gasket Thickness 00180022 in 04570559 mm
Distance PieceLift Pump to Tappet Inspection Cover 0256 in 6502 mm
Fuel Injection Pump
Make CAV
Type Clockwise Viewed from Drive End
Plunger Dia 6 Governed 4108 4107
499
Timing Letter A A
No 1 Cylinder Outlet W Letter
C C C
No 1 Cylinder Outlet W W W
TeCHNICAL Timing Position
The static timing position varies according to application but cal be obtained by referring to the first group of letters
and digits of the fuel pump setting code stamped on the fuel pump plate ie
First Group of Static Timing Piston Displacement Remarks
Fuel Pump Code BTDC BTDC
EH39
MH26
MH27 18 0108 in 275 mm
PH28
PH30
CH35
f 19 0120 in 305 mm
PH34 20 0134 in 340 mm
LH23 20 0134 in 340 mm 4107 engines rated up to and including
LH29
LH31 22 0160 in 406 mm
2500 revmin
4107 engines rated above 2500 revmin
DH19 I 26 0226 in 574 mm
AH28
BH26 J
Note For 4107 and 499 mechanically governed engines rated above 3000 and 2500 revmin respectively the static
timing is altered to 22 BTDC piston displacement 0160 in 406 mm For 4108 engines prior to engine and 108UD20214 the static timing was 19 BTDC
piston displacement 0120 in 305 mm When re
setting these pumps it is advisable to set at the figures quoted in above table
For 4107 industrial engines having a fuel pump coding of PH30 and an idling speed of 1000 revmin the static timing
is 21 BTDC and a piston displacement of 0147 in 373 Marine Marine CAV
Holder Type Type Letter
BG
Min Working Pressure 135 atm 2000 Ibfin2 or 140 Pressure
150 atm 2200 Ibfin2 or 155 Earlier atomisers bearing the code lette r J had a setting pressure of 140 atm When servicing of
these atomisers is carried out they should be reset in accordance with the settings quoted Aid
Make CAV
Type 12 Volt
Maximum Current Consumption 129 Amperes at 115 Volts
Fuel Flow Rate through Unit 4349 cm 3 min at 70F 21C
Height of Reservoir above Centre of Thermostart 4510 in 114254 cm
SECTION D
Fault Diagnosis
Fault Possible Cause
Low cranking speed 1 2 3 4
Will not start It starting 31 32 33
Lack of power 8 9 10 11 12 13 14 18 19 20 21 22 23 24 25 26 27 31 32 89 10 12 13 14 16 18 19
20 25 26 28 29 30 fuel consumption 25 27 28 29 31 32 33
Black exhaust 11 13 14 16 18 19 20 22 24 25 27 28 29 31 32 exhaust 4 16 18 19 20 25 27 31 33 34 35 45
Low oil pressure 4 36 37 38 39 40 42 43 44 58
Knockin g 9141618 19 22 26 28 29 3 1 33 35 36 45 46 59
Erratic running 7 8 9 10 11 12 13 14 16 20 21 23 26 28 29 30 33 35 45 59
Vibration oil pressure 53 54 crankcase pressure 2531 33
3 45 55
Poor compression 11 19 25 28 29 31 32 33 34 46 59
Starts and stops 10 11 12
Key to Fault Fmdmg Chart
1 Battery capacity low 31 Worn cylinder bores
2 Bad electrical connections 32 Pitted valves and seats
3 Faulty starter motor 33 Broken worn or sticking piston ringso
4 Incorrect grade of lubricating oil 34 Worn valve stems and guides
5 Low cranking speed 35 Overfull air cleaner or use of incorrect grade of
6 Fuel tank empty oil
7 Faulty stop control operation 36 Worn or damaged bearings
8 Blocked fuel feed pipe 37 Insufficient oil if sump
9 Faulty fuel lift pump 38 Inaccurate gauge
10 Choked fuel filter 39 Oil pump worn
11 Restriction in air cleaner 40 Pressure relief valve sticking open
12 Air in fuel system 41 Pressure relief valve sticking closed
13 Faulty fuei injection pump 42 Broken relief valve spring
14 Faulty injectors or incorrect type 43 Faulty suction pipe
15 Incorrect use of cold start equipment 44 Choked oil filter
16 Faulty cold starting equipment 45 Piston seizurepick up
17 Broken fuel injection pump drive 46 Incorrect piston height
18 Incorrect fuel pump timing 47 Damaged fan
19 Incorrect valve timing 48 Faulty engine mounting Poor compression
49 Incorrect aligned flywheel housing or flywheel
21 Blocked fuel tank vent 50 F au Ity Incorrect type or grade of fuel 51
Restriction in water jacket
23 Sticking throttle or restricted movement 52 Loose fan belt
24 Exhaust pipe restriction 53 Choked radiator
25 Cylinder head gasket leaking 54 Faulty water pump
26 Overheating 55 Choked breather pipe
27 Cold running 56 Damaged valve stem oil deflectors if fitted
28 Incorrect tappet adjustment 57 Coolant level too low
29 Sticking valves 58 Blocked sump strainer
30 Incorrect high pressure pipes 59 Broken valve spring
SECTION E
Cylinder Head
E1 To Remove the Cylinder Head
1 Completely drain the cooling commencing to overhaul the cylinder head 2 Disconnect the battery that all joints gaskets and any
other parts ex 3 Remove the securing nuts and detach the to be required are available pipe from the exhaust manifold
Blank off the end
Remove any external components from the vicinity of of the exhaust pipe to prevent entry of any foreijn
the cylinder head cover atomisers and fu1 pump matter
CYLINDER HEADE2
7 Remove the cylinder head cover together with the
4 Uncouple the water outlet connection on the front breather pipe
of the cylinder head 8 Unscrew the oil feed pipe to the rocker shaft at
5 Remove the air cleaner and place somewhere level the cylinder head end Refer to Fig E2 for its
ready for servicing location
6 Disconnect the fuel pipe and electrical connection 9 Remove the eight rocker shaft bracket securing
to the starting aid located in the induction mani nuts evenly and remove the rocker shaft complete
fold Refer to Fig E1 with the oil feed pipe Refer to Fig E3
CYLINDER E9
10 Remove the eight push rods and place somewhere
safe possibly in the cylinder head cover to 16 Remove the cylinder head securing nuts and lift
avoid the possibility of any being accidentally bent off the cylinder head complete with inlet and ex
11 Unscrew the small banjo bolts on the tops of the haust manifolds Refer to Fig E5
atomisers and remove the leakoff pipe by unscrew NOTE On 499 and 4107 engines to prevent liner
ing the union on top of the fuel filter movement should the engine be turned with the
12 Remove the low pressure fuel pipes between the cylinder head removed it is suggested that the liners
fuel filter and the fuel pump remove the fuel filter are held in position by suitable tubing placed over two
after disconnecting the feed pipe from the lift of the cylinder head studs and locked with nuts and
pump blank off all pipes and ports to prevent washers
ingress of foreign Remove the four high pressure fuel pipes from the
fuel pump to the injectors Blank off fuel pump out
let ports To Remove the Valves
14 Remove the injector securing nuts and carefully
remove the injector Refer to Fig E4 All valves are numbered The cylinder head is marked
Blank off the exposed ports on the injectors with corresponding numbers Refer to Fig E6
15 Uncouple the alternator adjusting link 1 Remove collets by compressing the valve springs
as shown in Fig E7
2 Remove the spring caps springs seals where
filted and spring seats Remove E10
CYLINDER CHAMBER INSERTS
These can be gently tapped out of their locations by
means of a short length of curved bar through the
injector bore When refitting they must be located by
means of expansion washers in the recesses provided E13
as shown in Figs EB and any carbon from the cylinder head
f the water jacket within the cylinder head shows signs VALVE GUIDES
of excessive scale then a proprietary brand of de
scaling solution may be used if possible the cylinder The worn guides should be removed either by
head should be tested for water leakage after such means of a press and a suitable dolly or the at the pressure given on Page B7
guide removal tool shown in Fig E10
Before fitting the new guides remove any burrs from
VALVE SPRINGS the cylinder head parent bores then smear the bores
with clean oil and either press in the new guides or
It is advisable to fit new valve springs whenever the pull them in by means of the tool shown in Fig E11
engine undergoes a major overhaul Where a top over until the guide protrusion above the head top face is
haul only is being carried out the springs should be that quoted on Page paying particular attention to squareness of NOTE Special care
should be exercised during this
ends and pressures developed at specific lengths the operation as the guides being made of cast iron are
details of which can be found on Page BB therefore comparatively E14
CYLINDER HEADES
INLET EXHAUST
VALVE
VALVE
I I
r
Inlet B
A1530 in to 1531 in
803125 in to 03175 in
C0015 in chamfer at 45 in to 1297 in
803125 in to 03175 in
C0015 in chamfer at 45 Max F
VALVES AND VALVE SEATS
The valves should be checked in their for wear and replaced if wear has taken place Material EN32A Case Hardened and Ground
ensure that the wear is in fact on the valve stem and
not in the guide bore before replacing the valve Inlet valve and valve seat faces should be reconditioned A275 in
in the normal way using specialised equipment or with
grinding compound according to their condition A
82 in
valve seat hand operated cutting tool is shown in C075 in
Fig E12 Valves should always be refitted to their 00309 in to 0310 in
original seats and any new valve fitted should be suit marked to identify its position if removed at a later Refer to Fig E6 for illustration
of valve num
G132 in
Before refitting the valves it should be ascertained H1238 in to 1239 in
whether the valve head depth relative to the cylinder J0222 in to 0225 in
head face is within the limits given on Page B8 This K1523 in to 1533 in
depth can be checked as shown in Fig E13 by
placing a straight edge across the face of the cylinder
Exhaust then by careful selection of feeler gauges mea
suring the distance between the straight edge and the
A275 in
head of the valve 82 in
Where this depth exceeds the maximum limit and even C075 in
the fitting of a new valve does not reduce this depth 00309 in to 0310 in
below the maximum limit then the remedy is to fit a
seat insert the procedure for this is given in
detail commencing on this page
F116 in at 45
When refacing valves or valve seats care should be G132 in Radius
taken to see that only Ihe minimum amount of metal H1018 in to 1019 in
necessary to obtain a satisfactory seat is removed and J0222 in to 0225 in
that as narrow a valve seat as possible is maintained K1287 in to 1297 in
Hand Grinding After all the valves have been lapped in the valve head
depths relative to the cylinder head face should be
When grinding or lappingin valves make certain that all checked to ensure that they are within the limits given
signs of pitting are removed from the seats on Page HEADE6
To Dismantle the Rocker Shaft Assembly
1 Remove the retaining circlips from each end of
the rocker shaft
2 Withdraw the rocker levers springs and support
brackets from the rocker shaft
3 Unscrew the oil feed pipe from the banjo and reo
move the banjo When refitting this feed pipe it
should be noted that the end of the pipe locates
the banjo position on the shaft
Examine the rocker bushings and shaft for wear The
rocker levers should be an easy fit on the rocker shaft
without excessive side play
E17 New rocker levers are supplied complete with bushing
fitted and reamed to size
NOTE When fitting new bushes ensure that the oil
feed holes are in alignment before pressing home and
when pressed fully home that the holes SEAT INSERTS Refer to Fig E17
Valve seat inserts are not fitted to production engines
but may be fitted in service To ReAssemble the Rocker Shaft Assembly
When fitting inserts ensure that only genuine are used 1 Refit the oil feed banjo and locate with the
In order to fit these inserts proceed as follows feed pipe
1 Fit new valve guides as described on Page EA 2 Refit the rocker levers springs and support
2 Using the new valve guide bore as a pilot machine brackets in the opposite order to which they were
the insert recess in the cylinder head face to the removed Lightly oil the components during reo
dimensions shown in Fig E15 assembly and ensure that each rocker lever does
3 Remove all machining swart and thoroughly clean not bind on the shaft The assembly should now be
the insert recess removing any burrs which may as shown in Fig E18
be present
4 Using the valve guide bore as a pilot once again
press the insert home with the inserting tool this PUSH RODS
tool is shown fully dimensioned in Fig E16
Check the push rods for straightness if any are bent
NOTE The insert must not under any circum
then fit new stances be hammered in neither should any lubri
cation be used
5 Visually inspect to ensure that the insert has been To Refit the Valves
pressed fully home ie is flush with the bottom of
the recess Lightly oil the valve stems to provide the initial lubrica
6 Recut the valve seat at an included angle of 90 tion
which will give the normal 45 seat until the Replace valves springs spring plates washers collars
valve head depth reaches the minimum limit which and collets taking care that the numbers on the valves
is given on Page B8 Lightly lap the valve to its correspond to the numbers stamped adjacent to the
new seat valve seat see Fig E6
CYLINDER Valve springs incorporate a damper coil and
care should be taken to ensure that this damper coil
is to the bottom of the spring ie nearest the cylinder
head when fitted
Inner valve springs are not required for engines rated
at 3000 rev min and below
4108 and 499 marine diesel engines are fitted with rub
ber sealing rings on inlet valves only
All latest 4107 and 499 marine diesel engines incor
porate oil deflectors on both inlet and exhaust valves
In the case of earlier 4107 and 499 marine which incorporate rubber sealing rings on the
inlet valves only oil deflectors should be fitted to both
inlet and exhaust valves after the valve assembly has
been dismantled With this arrangement a different valve
spring seating washer is required for exhaust valves
a different valve spring seating washer is required for
exhaust valves
Where a groove is cut on the inlet valve stem a washer should be fitted in addition to the de
flector to stop the latter from becoming canted on the
stem
Oil deflectors should not be fitted to 499 vehicle and
4108 HEAD GASKET
Always use a new cylinder head gasket Ensure that
the correct type is Engines
With this engine the gasket is made of a black com
posite material and is known as the Klinger type It
MUST be fitted DRY and on no account should be used
It is very important that the gasket is placed the steel beading may be nipped between
the cyl inder head face and the top of the liner
4107 and 499 Engines 6
These engines use a copper and asbestos or alter 7 8
natively a steel laminated gasket The copper and
asbestos type should be fitted with a good compound but the laminated steel type should
be fitted DRY
To Refit the Cylinder Head
1 Place the cylinder head gasket carefully in posi
tion on the cylinder block top face the gasket is
marked TOP FRONT to indicate how it should
be fitted Refer to Fig E22 E19
1 Retaining Collets
2 Lower the cylinder head into position on top of the
gasket ensuring that it lays perfectly level 2 Spring Caps
3 Lightly lubricate both cylinder head studs and nuts 3 Inner Valve Springs
with engine oil then tighten the nuts progressively 4 Outer Valve Springs
in three stages in the sequence shown in Fig E23 5 Spring Seating Washers
to the torque given on page B2 This final torque
6 0 Sealing Ring Inlet Valves only
tightening stage should be repeated to ensure that
no loss of tension has taken place on any studs 7 Inlet Valve
earlier in the sequence 8 Exhaust E21
4 Fit the push rods in their locations then carefully 6 Adjust the valve clearances to 0012 in 03 mm
fit the rocker shaft assembly noting that the valve as follows
adjusting screw ends locate in their respective Turn the engine so that the valves of No1 cylinder
push rod cups and the oil feed to the rocker shaft are in the position of valve overlap ie the period
is located correcly between the opening of the inlet valve and the
5 Locate the oil feed pipe nut just finger tight at this closing of the exhaust valve In this position adjust
stage then evenly tighten the rocker shaft bracket the clearances of No 4 cylinder valves similarly
securing nuts to a torque of 12 15 Ibf It 17 with the valves of No 3 cylinder in the overlap
2 kgf m now lighten the oil feed pipe nut position adjust the valves of No 2 cylinder With
When correctly located the oil feed pipe will be valves of No 4 in the overlap position adjust the
as shown in Fig E2 valves of No 1 cylinder and finally with valves of
NOTE If the oil feed pipe nut is tightened before NO2 cylinder in overlap position adjust valves on
the rocker shaft bracket securing nuts the pipe NO3 cylinder
will either be strained or the olive pulled off the 7 Replace the alternator adjusting link and tension
feed pipe the V belt Refer to Page N1
CYLINDER Replace the injectors Refer to Page P but do Replace the rocker shaft as previously described and
not tighten the securing nuts set the valve clearances to 0012 in 030 mm COLD
9 Replace the leak oft pipe assembly and four high Start engine and check oil flow to rocker levers if
pressure fuel pipes to the injectors Tighten the satisfactory refit cylinder head cover and air cleaner
injector securing nuts Finally check for oil leaks and rectify immediately if
10 Replace the fuel oil filter and the low pressure any are visible
fuel pipes between filter and lift pump and filter
and fuel pump
11 Reconnect the electrical and fuel supplies to the NOTE for 4108 Engines Only
starting aid
12 Reconnect the exhaust pipe to the manifold It is essential that the cylinder head nuts are retorqued to
13 Reconnect the water outlet connection at the front 60 Ibfft 83 kgf m after the first 6to 12 hours of the cylinder head
hot and in the sequence shown in Fig E23
14 Fill the cooling system with clean water ensuring
the drains are closed Check for water leaks
15 Bleed the air from the fuel system as described on
Page P8 L
16 Reconnect the the as instructed on Page P11 with the at a fast idle check that the oil pressure and that the oil reaches the rocker assem
bly and oozes gently from the rocker levers at the engine has been thoroughly warmed up it
should be shut down the rocker shaft removed and
the cylinder head nuts checked so that any loss of
torque tension can be corrected by tightening the nuts
to the torque given on Page B2 and in the order shown
in Fig E23 E24
SECTION F
Pistons and Connecting Rods
To Remove Pistons and Connecting Rods
1 Remove the cylinder head assembly Refer 0 suitable piston ring tool such a tool is shown in
Page E1 Fig F3
2 Remove the oil sump Refer to Page M1 NOTE The laminated segments or spring loaded
NOTE Any ridges or carbon deposits around the rings fitted in the fourth ring groove should be
top of the cylinder bores should be removed with removed by hand
a suitable scraper before piston removal is With 4108 pistons there is a steel insert rolled
attempted into the top ring groove during piston Rotate the crankshaft until one pair of big ends
are It should be regarded as an integral part of the
at bottom dead centre then remove their respec piston and no attempt should be made to remove
tive connecting rod cap securing bolts
4 Remove the connecting rod caps and bearing
shells Refer to Fig F1
NOTE If the bearing shells are serviceable they
should be suitably marked to identify them to their
original locations
5 Push the pistons and connecting rods carefully
out through the top of the block and remove as
shown in Fig F2
6 Rotate the crankshaft through 180 0 to bring the
remaining pair of big ends to bottom dead centre
and repeat removal operations
When piston removal has been carried out keep
each piston and rod assembly separate each to
each as marked Mark the pistons on the crown
before removing the piston pin to indicate the
FRONT in relation to the FRONT marking cast on
the connecting rods
To Remove Pistons and Rings from Rods
1 Remove the piston rings from each piston using a F3
PISTONS AND CONNECTING RODSF2
it from its location
2 Remove the circlip retaining the piston pin and
push out the piston pin to release the connecting
NOTE Should difficulty be experienced in re
moving the piston pin warm the piston in a suit
able clean liquid usually water to a temperature
of 100120F 40S0C this will then enable
the pin to be pushed out quite Examine the pistons for scoring and any signs of
groove damage
2 Check the clearance of the piston rings in their
respective grooves by placing the ring outer face
into the groove and a suitable sized feeler between
the ring and groove face
NOTE All ring gaps ring groove clearances etc
are given in the Technical Data Section on Pages
AS and A6
3 Check the fitted gaps of the piston rings bearing
in mind that in worn cylinder bores these gaps
should be checked at the bottom of the bore
4 Check the fit of the piston pin in the small end bush
ing if excessive replace the small end bushing
S To renew the small end bushing remove the old one
by means of a suitable press and dolly Press in
the new bushing ensuring that the oil holes coin
cide when fitted Ream out the new bushing to suit
the piston pin then check the rod for parallelism
and twist Refer to Page A7
6 Examine the big end bearing shells for any signs
of wear or pitting
To Refit the Pistons to the Connecting Rods 1 Warm the piston in a suitable clean liquid to a
temperature of 100 120 0 F 40 SOC which
If the original pistons are to be refitted they must be will enable the piston pin to be easily to the same connecting rods ie No 1
into the piston bore when the piston and rod have
piston to NO1 connecting rod assembly Refer to Figs been correctly aligned
F4 and FS for location of piston and rod numbering 2 Place No 1 piston onto its head noting the posi
Any new components fitted should be numbered the tion of the mark previously made to indicate the
same as those which they replace FRONT
PISTONS AND CONNECTING RODSF3
3 Hold No 1 connecting rod with the small end
between the piston pin bores so that the word
FRONT cast on the rod is towards the same
side
4 Push the piston pin into the piston thus locating
the connecting rod in position
5 Fit the two retaining circlips ensuring that they
locate correctly in their recesses Refer to Fig
NOTE If the engine has been in service for some
considerable time it is advisable to fit new circlips
even if the old ones do not appear to be strained
or damaged
6 Repeat this procedure for the three remaining
pistons and connecting the Piston Rings
Fit piston rings to the piston Rings vary according
to engine type and application as follows reading
from the top of the Engines
1 Plain parallel faced Internally stepped Internally stepped Laminated segment oil control
5 Slotted scraper
4107and 499 Marine and Industrial
Engines rated at 3000 rpm or below
1 Plain parallel faced compression
2 Internally stepped compression
3 Internally stepped compression
4 Laminated segment oil control
5 Slotted scraper
After an appropriate period of service when indica
tions of piston ring andor cylinder bore wear may be
come apparent a replacement ring pack has been
made available for fitting exclusively to 499 service
engines and includes a taper faced ring for fitting in
NOTE All the rings quoted above except the laminated
and spring loaded type may be fitted by means of an
expanding tool of the type shown in Fig F3 These
rings being made of cast iron are therefore com
paratively brittle so when fitting care should be taken
not to expand any ring more than is necessary to just
clear the AND CONNECTING RODSF4
PISTON CROWN
SECOND AND FOURTH SEGMENTS
FIRST AND THIRD SEGMENTS
Segment Rings 2 Fit the second segment on top of the first so that
when compressed as described above the ends
The procedure for fitting the laminated type is different
point upwards Position the gap at 180 to that of
in as much as the ring comprises four separate seg
the first these may be fitted by hand in the with the piston crown Fit the first segment to the piston so that when 3 Fit the third
segment as in 1 above with the gap
held horizontally between the thumb and fingers immediately above the gap of the first segment
and radially compressed the ring ends point
downwards see Fig F8 4 Fit the fourth segment as in 2 above with the
Place this ring on the bottom face of the fourth gap immediately above the gap of the second seg
ring groove with the gap over the piston pin bore ment If all the segments have been fitted correctly
then they will be positioned as shown above
PISTONS AND CONNECTING RODSF5
The gaps of the remaining rings should De stag
gered alternately along the piston pin axis
Liberally lubricate the rings in their grooves and
see that they can move freely in their locations
this does not apply to the laminated type in the
fourth groove which if correctly fitted should nol
move freely due to the outward pressure of the top
and bottom segments on the ring groove walls
When all the rings have been fitted they should
be as shown in Fig F8
Always ensure that internally stepped or taper faced
rings are correctly fitted They are marked TOP or
BTM bottom to ensure correct top compression and slotted oil control rings may
be fitted either way Loaded Scraper Ring
7 Fit the two connecting rod securing bolts and
When fitting the chrome plated spring loaded scraper lighten evenly to the torque quoted on Page B2
ring see Fig F9 the following procedure should be NOTE Locking tabs are not fitted to these
8 Repeat this procedure for No 4 piston and con
1 Fit internal expander 1 necting rod assembly
2 Fit two rail rings 2 at the bottom of the groove 9 Rotate the crankshaft to bring numbers 2 and 3
3 Fit spiral ring 3 crankpins to bottom dead centre
4 Fit two top rail rings 2 10 Repeat procedures 2 7 to fit the two fitting rail rings the gaps should be staggered
assemblies
11 Refit the lubricating oil sump Refer Page M4
12 Refit the cylinder head assembly Refer Page
To Fit Piston and Connecting Rod Assemblies Fitting New fitting the piston and connecting rod assemblies With new 4108 and 4107
pistons a machining allow
to their respective cylinder bores thoroughly clean ance is provided on the crown of the piston to enable
and liberally coat each bore with clean engine oil the necessary material to be removed by means of a
1 Turn the engine until the crankpins of say numbers lathe so that when fitted the piston height above the
1 and 4 cylinders are at bottom dead centre cylinder block top face will be within the limits quoted
2 Using a suitable ring clamp of the type shown in on Page B3
Fig F10 carefully compress the rings of No1 To determine the exact amount to be removed from
piston and hold in this position the piston crown the piston connecting rod and bear
3 With the word FRONT on the connecting rod ing assembly will have to be fitted to its respective
facing the front of the engine insert the rod care cylinder bore as previously described and the piston
fully into No1 cylinder bore height above the cylinder block top face measured
NOTE The cylinders are numbered 1 2 3 4 with the particular piston at top dead centre This
starting from the front water pump end of the piston height can be measured by means of a piston
engine It is extremely important that these com height gauge of the type shown in Fig F11 Repeat
ponents marked as shown in Figs F4 and F5 for each new piston to be fitted and mark each piston
are returned to their original locations with the number of the cylinder bore it will belong to
4 The piston head may be gently tapped with the not on the top as any marking here will be removed
shaft of a hammer as shown in Fig F10 until all by the machining When each piston has been
the rings have entered the cylinder bore skimmed it should be checked again when finally re
5 Draw the rod towards the crankpin place the top fitted to ensure that any new piston fitted is now within
half bearing shell in position locating the tag in the limits quoted Once the piston height is correct
the machined slot and liberally oil draw the rod mark any such piston on the crown with the number
onto the crankpin of its respective bore Refer to Fig F5
6 Fit the lower half bearing shell to the connecting
rod cap locating the tag in the machined slot
liberally oil and fit the cap to the crankpin ensur
ing that the numbers on the rod and cap coincide
as shown in Fig F4
PISTONS AND CONNECTING RODSF6
It will of course be appreciated that grade F pistons
are suitable for topping to give other grades where
these are not to hand
After fitting pretopped pistons the distance between
the cylinder block face and piston crowns should be
checked to ensure the limit is as already quoted See
Fig F11
SECTION G
Cylinder Block and LINERS 4108 ENGINES
The cylinder liners fitted to the 4108 series engines
are centrifugally cast alloy iron they are an in the cylinder block parent bore and of the thinwall
dry of these liners is not possible and new liners
should be fitted when a rebore would normally be con
sidered checks of the cylinder bore are carried
out by means of the gauge tool shown in Fig G1
When checking liners each one should be measured
in three positions top centre and bottom the read
ings being taken parallel and at right angles to the
centre line of the cylinder block giving six readings
for each cylinder bore
When checking the fitted internal bore of a new thin
wall liner it is advisable to allow a period of time to
elapse for the liner to settle
To Renew Cylinder Liners
1 Remove all the various comopents from the cylinder
block Refer to the appropriate sections for details
of their removal
2 Using a shouldered metal disc slightly smaller on
the outside diameter than the parent bore dia
meter and a suitable press press the liners care
fully out through the top of the cylinder block the centrifugal cast iron wet type They have flanges
at the top and are sealed at the bottom by means of
NOTE Support the block locally in the area of the two rubber sealing rings which fit in machined re
top of the liner cesses in the cylinder block
3 Lightly lubricate the outside of the liner with clean
engine oil ready for fitting
4 As the liner must protrude above the cylinder block
top face and not be pressed fully home when fitted
correctly a solid stop washer should be available
designed to give the correct liner protrusion
NOTE The limits for liner protrusion are given on
page B3 and may be checked as shown in Fig
5 Press the liner into the bore progressively until it
reaches the solid stop washer
6 Bore and finish hone the liners to the dimension
quoted on Page B3
NOTE Where boring equipment is mounted on the
top face of the cylinder block fit a parallel plate
between the boring bar and cylinder block face
Such a plate should be thicker than 0027 in
0686 mm
7 Reassemble the engine components to the cylinder
block Refer to the appropriate sections lor
assembly of LINERS 4107 and liners fitted to 4107 and 499 engines are of G2
CYLINDER BLOCK AND 499 engines had only one sealing ring at the All 4107 and later 499 engines have four small holes
bottom of the liner drilled along the fuel pump side of the cylinder block
4107 and 499 cylinder liners have prefinished bores each one breaking through into the area between the
Under normal the liner would only two sealing rings at the bottom of ech cylinder liner
need to be renewed during major overhaul but should These holes permit any coolant which may have leaked
it be necessary to remove the liner for any other past the upper sealing ring to escape thus this can be carried out without removal of
the the bottom sealing ring of any pressure above it preventing coolant from entering the
engine sump
If at any time the cylinder liners are removed and In the case of a new engine or where cylinder liners
these same liners are to be refitted then before they andor sealing rings have been fitted it is possible
are removed from the cylinder block they should be that a slight leakage of coolant could occur from marked so that they may be refitted to
their holes This should ease as the liners and sealing parent bore and in the same position in that settle down after the initial
period of running but where
bore that is thrust side of the liner to the thrust side difficulty is experienced then the use of BARSEAL in
of the cylinder block the cooling system in accordance with the manufac
turers instructions is approved
To Renew Cylinder Liners
Remove all components from cylinder block
Remove liners using a suitable liner removing tool see
Fig G4
Once the liner has cleared the rubber sealing rings in
the cylinder block the liner can be removed by hand
Remove any corrosion and burrs which may be present
at the inner ends of the the rubber sealing rings in the grooves at the
bottom lands
To ease fitting of the liners when the rings have been
placed in position smear the liners with soft soap or
soapy water
Place liner in position and press home by hand ensur
ing that the rubber sealing rings remain in their
grooves see Fig G5
The liners are a push fit and no force is fitting the liners the cylinder block should be
water tested at a pressure of 20 Ibflin 2 14 engine as required and to for the various If engine is overheated it could have an on the liner
sealing rings G5
SECTION H
Crankshaft and Main Bearings
019 mm oversize thrust washers are available which
if used on one side of the rear main bearing only
will reduce crankshaft end float by 00075 in 019
mm and by 0Q15 in 038 mm if used on both sides
The limits for the crankshaft end float are given on
Page B6
The main bearing caps are numbered and are not
The main bearing shells are located
by means of tabs which locate in slots in the bearing
housings
NOTE Before renewal of the main bearings is
attempted make absolutely certain that the correct
replacements are available reference to the relevant
parts list will ensure this but for purposes
the ney bearings should have an annular groove
machined in the inner bearing face along the centre
line of the feed holes when the bearings are correctly
located these feed holes will correspond exactly with
those machined in the cylinder block
On later 4107 and 499 engines the annular oil
groove in the main bearing parent bore cylinder
block and bearing cap has been deleted Adequate
lubrication is maintained by repositioning the oil feed
holes radially in the shell bearings and continuing to
machine the annular groove in the bearing on the
H1 centre line of these feed These
later type shell bearings may be used on both
The crankshaft runs in three prefinished replaceable early and later type engines whereas the early steel backed aluminium tin lined bearings
of shell bearings must NOT on any account be end float is controlled by thrust washers to later engines where the annular groove in the main
located either side of the rear main bearing 00075 in bearing parent bore has been deleted
AND MAIN H4
To Renew Main Bearings and Thrust of the main bearings and thrust washers can 7 Rotate the bearing shell on the crankshaft until it
be carried out without removing the crankshaft by the locates correctly with the tag in the machined procedure
8 Locate the lower half bearing shell in the main
1 Remove the engine from its application bearing cap liberally lubricate and refit
2 Remove the sump and suction pipe assembly 9 Tighten the two securing setscrews to positively
3 Slacken the setscrews which secure the main locate the bearing shells then slacken a turn or
bearing caps two
4 Remove completely one of the main bearing caps 10 Repeat items 38 for the remaining two bearings
and remove the bearing shell from the cap NOTE To enable the rear main bearing cap to be
5 Remove the top half of the bearing shell by push removed first remove the two oil seal housing
ing it on the opposite side to the one having the setscrews as shown in Fig H3
locating tag with a suitable strip of wood and 11 Finally tighten the main bearings to the torque
rotating it on the crankshaft as shown in Fig H1 given on Page B2
6 Inspect the bearing shells and if replacements are
necessary continue by lightly lubricating and in
serting the new top half bearing shell plain end
first into the side having the tag location
Renewal of the thrust washers is accomplished by
carrying out the following 1 Remove the two setscrews securing the two rear
main bearing oil seal half housing as shown in
Fig H3
2 Remove the rear main bearing cap securing set
screws
3 Remove the rear main bearing cap and from it the
two lower half thrust washers Refer Fig H4
4 The single upper half thrust washer is removed by
rotating it with a thin piece of wood until it can be
lifted out of its recess
NOTE The new thrust washers should be lightly
lubricated before fitting The steel faces of the
lower thrust washers should face inwards towards
the bearing cap Refer Fig HS the steel face
of the upper thrust washer should also face in
wards
5 Locate the upper thrust washer half as shown in
Fig H6 place the lower halves either side of the
rear main bearing cap as described and refit the
6 Tighten the setscrews evenly and finally to the
H5 torque given on Page B2
CRANKSHAFT AND MAIN Check that the crankshaft end float is within the
limits given on Page B6 by means of feeler
gauges as shown in Fig H7 If incorrect oversize
thrust washers are available to give an overall
reduction of 0D15 in 038 mm Refer to Page
8 Refit the two setscrews securing the rear main oil
seal half housing
NOTE If any leakage of oil is apparent from this
seal then new seals should be fitted to the half
housings as described under the heading Crank
shaft Rear End Oil Seal or fit a new assembly
9 Refit the suction pipe assembly and sump
To Remove the Crankshaft
To remove the crankshaft it will be necessary to remove
the engine
1 Remove the starter motor flywheel and flywheel
housing
2 Remove the crankshaft front pulley timing case
cover timing gears and fuel pump drive hUb NOTE The rear seal half housing securing set
Refer to Page K1 for details of their removal screws will require removal to enable the rear
3 Remove the securing setscrews also any studs main bearing cap to be removed Refer to Fig
fitted and remove the timing case back plate H3
4 Remove the sump and lubricating oil pump com 7 Lift out the crankshaft and place where it is not
plete with suction and delivery pipes Refer to likely to be damaged ready for inspection
Page M1 for removal of these 8 Remove the top half main bearing shells
5 Remove all the connecting rod setscrews con 9 Finally remove the top half oil seal housing
necting rod caps and bearing shells Refer to
Page F1
NOTE All the bearing shells should be marked to
indicate top or bottom and number of the rod To Refit the Crankshaft
assembly
1 First ensure that crankshaft oilways are clear
6 Unscrew the main bearing caps
2 Place the three top bearing shells in position then
oil liberally with clean engine oil
NOTE Unless a new set of main bearings is being
fitted those removed must be returned to their
original locations
3 Place the crankshaft in position
4 Locate the upper thrust washer in position as
shown in Fig H6
5 Fit the three lower bearing shells oil and fit the
three main bearing caps in their respective loca
tions
NOTE Ensure at this stage that the two lower
thrust washer halves are positioned correctly either
side of the rear main bearing cap when it is fitted
6 Check the main bearing setscrews prior to fitting
for signs of stretch or thread damage Where
damage or any doubt exists fit new 7 Fit the setscrews then tighten evenly to the torque
tension given on Page B2
8 Check that the crankshaft can be rotated freely if
satisfactory check the crankshaft end float by
means of feeler gauges as shown in Fig H7
Should it not be within the limits quoted on Page
B6 then oversize thrust washers are available to
give the necessary adjustment Refer to Page
H6 AND MAIN Fit new sealing strips to the rear main bearing oil
seal housings and refit the housings as described
under the heading Crankshaft Rear End Oil Seal
on Page HA
10 Liberally oil the crankpins locate the connecting
rod bearing shells again ensuring their correct
relative positions then fit th8 connecting rod caps
as described on Page F5 The crankcase should
now be as shown in Fig H2
11 Refit the lubricating oil pump complete with suc
tion and delivery pipes Refer to Page MA
12 Refit the sump using new seals and gaskets Refer
to Page M1
13 Refit the timing case back plate fuel pump drive
hub timing gears timing cover and crankshaft
front pulley Refer to later text commencing on
Page K1 for their Refit and correctly align the flywheel housing as
described in Section J
15 Refit the flywheel and starter motor
REAR END OIL SEAL 3 With the thumb or finger press the remainder of
the strip into the groove working from the centre
This sealing arrangement consists of two half housings then use any convenient round bar to further bed
bolted around the rear of the crankshaft The bore of in the strip by rolling and pressing its inner dia
these housings is machined to accommodate a rubber meter as shown in Fig HB This procedure takes
cored asbestos strip which in conjunction with a right advantage of the friction between the strip and the
hand helix machined between the thrust collar and the groove at the ends to compact the rope mounting flange to the dimensions given on
ensuring that the projections of the end faces of
Page B6 acts to return the surplus oil reaching the the rope remain as set
seal The two half housings fit over this helix and the 4 Fit the sealing strip to the other half housing in a
contact of the sealing strips with the crankshaft pre similar manner
vents leakage beyond this pOint 5 Remove all traces of the old gasket from the cylinder
block rear face and fit a new gasket treated with a
NOTE When traces of oil become apparent from
suitable sealing the flywheel and a faulty rear oil seal is sus
6 Lightly coat the faces of the housing with a first ensure that the crankcase is breathing
sealing Any build up in crankcase pressure could
7 Spread a film of graphite grease over the exposed
cause oil to be forced past the rear sealing arrange
inside diameter surface of the strip
ment If crankcase pressure is normal and new seals
B Assemble the half housings around the to be fitted the following procedure should be
rear journal and fasten together by the two set
adopted with the crankshaft in position
screws See Fig H3
1 Set up a half housing in the vice with the seal 9 Swivel the complete seal housing on the shaft to
recess uppermost bed in the strips and to establish that the assembly
2 Settle approximately 1 in 25 mm of the strip at turns on the crankshaft
each end into the ends of the groove ensuring 10 Bolt the seal housing in position on the block and
that each end of the strip projects 00100020 in the rear main bearing cap then finally tighten the
025050 mm beyond the half housing joint face securing setscrews
SECTION J
Flywheel and of the Adaptor Plate and Flywheel
It is most important that the adaptor plate and flywheel be correctly aligned with If the plate and housing have been removed
as is necessary for a complete overhaul the greatest
care must be taken on replacement to insure accuracy
of alignment The appropriate procedure is as follows
See that the faces of both the rear of the cylinder block
and the adaptor plate are perfectly clean and free the adaptor plate to the cylinder block with set
screws and spring of the Adaptor Plate Face
Secure the base of an indicator gauge to the flange of
the the needle of the gauge against the vertical face of
the adaptor plate See Fig J1 J2
Turn the crankshaft and check that this face is to the crankshaft housing face should be within a limit of 006
total indicator reading of being truly at right angles to
the crankshaft axis All adjustments to bring the adaptor plate within the
limits must be on the adaptor plate and under NO
CONDITIONS must the rear of the cylinder block be
interfered with
When the adaptor plate is properly aligned to the above
limits tighten the setscrews evenly
Ream the dowel holes and fit the correct length and
size of dowels
Fitting Flywheel and Checking Alignment
With the flywheel and crankshaft flange perfectly clean
and free from burrs place the flywheel on the crank
shaft flange
Insert the setscrews complete with tab washers into the
flywheel holes and tighten evenly
Secure the base of the indicator gauge to the adaptor
plate With the flywheel at top center set the needle of
the gauge on the periphery at TDC See Fig J2
Turn the crankshaft and check the indicator the flywheel
J1 should run true within 012 in total indicator AND
See that the face of the housing is perfectly clean and
free from burrs
Secu re the housing to the adaptor plate with setscrews
and spring washers but not overtight so as to allow
adjustment
Attach the indicator gauge to the flywheel centre and
set the needle of the gauge to the interior of the bored
hole in the flywheel housing See Fig J4
Turn the crankshaft and check that this hole is truly
central The housing is adjusted until the bored hole
is central
The hole in the housing should be truly central with the
crankshaft within a limit of 006 total indicator the base of the indicator gauge still bolted to the
adaptor plate adjust the indicator so as to set the the vertical machined face of the flywheel See
Fig J3
Again turn the crankshaft and check the indicator the
flywheel should be within 0005 per inch of total indicator reading of being truly at right
angles to the crankshaft axis
When the flywheel is correctly aligned lock the by means of the tab washers
Alignment of the Flywheel Housing Face
With the base of the indicator gauge still bolted to the
flywheel centre adjust the indicator so as to set the
needle against the vertical machined face of the flywheel
housing and again turning the crankshaft check that
this face is perpendicular to the crankshaft axis See
Fig J5
The limits for this facing are the same as those given
for the adaptor plate facing When the housing is prop
erly aligned to the above limits tighten the securing
setscrews evenly
Ream the dowel holes and fit the correct length and
J4 size dowels
SECTION K
Timing Case and Drive
tion taking care not to damage the rubber lip of
the oil seal on the crankshaft pulley key
2 Loosely fit the front cover securing setscrews and
nuts
3 Fit the crankshaft pulley to centralise the seal then
tighten the securing setscrews and nuts
4 Fit the crankshaft pulley retaining setscrew or dog
nut and tighten to the torque given on Page B2
5 Refit the V belt and tension as described on Page
To Remove the Idler Gear and Hub
1 Remove the timing case front cover as previously
described in this section
2 Tap back the locking tabs and unscrew the two
idler hub securing setscrews
3 The setscrews idler gear and hub may now be
removed together as shown in Fig K1
4 Clean and thoroughly examine the gear and hub
for signs of excessive wear cracks pitting etc
To carry out the following procedure it is assumed that
either working space exists with the engine in place or
it is removed from the To Refit the Idler Gear and Hub
To Remove the Timing Case Cover
1 After ensuring that the oilways in the hub and gear
1 Slacken alternator mounting bolts release the are clear hold the gear in position with the
adjusting arm setscrew and remove the alternator timing marks correctly aligned
drive belt
2 Remove the crankshaft pulley retaining setscrew
or dognut and withdraw the pulley which is a
keyed fit on the Remove the securing setscrews and nuts from the
timing case and carefully remove the cover taking
care not to catch the rubber lip of the oil seal on
the crankshaft pulley locating key
To Renew the Crankshaft Front Oil Seal
1 Using a suitable dolly and press remove the oil
seal from the timing case cover by pushing out
through the front
2 Locate the new seal in position so that the lip
faces inwards
3 Press in the new seal from the front until it just
butts against the seal retaining lip giving local
support to the cover as the seal is pressed home
To Refit the Timing Case Cover
1 Using a new gasket lightly coated with a suitable
sealing compound place the front cover in posi K2
TIMING CASE AND DRIVEK2
NOTE If the cylinder head assembly has not been
disturbed then the cylinder head cover and rocker
shaft should be removed in order to allow the
camshaft to be turned to facilitate the aligning of
the timing marks
2 Insert the hub as shown in Fig K2 so that the
holes in the hub and the cylinder block are in
alignment and secure with the two setscrews
NOTE Clearance is provided in the setscrew holes
of the idler gear hub to provide the necessary
backlash adjustment for the timing gears
3 Using the adjustable idler gear backlash between
both crankshaft gearidler gear and camshaft
gearidler gear should be set within the range
given on Page B9 with the gears held together
in order to take up the effect of bearing clear
ance Backlash may be checked by the use of
feeler gauges as shown in Fig K3
4 When the backlash has bam correctly set finally
tighten the idler gear hub securing setscrews to
the torque given on Page B2
5 Check the idler gear end float as shown in Fig KA K3
the limits are given on Page B9
6 Lock the idler gear hub securing setscrews with
the tabwashers
NOTE The timing gears when correctly set should
appear as shown in Fig l1
To Remove the Fuel Pump Gear
7 Refit the timing case front cover etc as pre
viously detailed in this section 1 Remove the timing case front cover
2 Remove the idler gear and hub
3 Remove the three securing setscrews and ease
the gear from its location on the fuel pump drivng
4 Examine the gear for signs of excessive wear
cracks pitting etc
To Remove the Camshaft Gear
1 Remove the timing case front cover
2 Remove the three securing setscrews and ease the
gear away from its location
3 Examine the gear for signs of excessive wear
cracks pitting etc
To Refit the Camshaft Gear
1 Remove the idler gear and hub cylinder head
cover and rocker shaft if not previously removed
2 Refit the gear to the camshaft ensuring that the
D marks on the gear and camshaft hub respec
tively align as shown in Fig KS
3 Refit the three securing setscrews and tighten to
a torque of 1921 Ibf ft 2629 kgf m
NOTE Only the plain nonslotted holes in the
camshaft gear are to be used and these will align
with the tapped holes on the camshaft hub when
the D marks are in alignment
4 Refit the idler hub and gear timing case front
cover etc as previously detailed in this section K4
TIMING CASE AND K6
To Refit the Fuel Pump Gear 4 Refit the low and high pressure fuel pipes to the
fuel pump
1 Refit the fuel pump gear so that the timing marks
5 Refit the fuel pump drive gear idler gear and hub
on the gear and hub respectively are in alignment
timing case front cover etc
as shown in Fig K6
2 Refit the three securing setscrews and tighten to a
torque of 1921 Ibf It 2629 kgf m To Remove the Timing Case Back Plate
3 Refit the idler gear and hub timing case front
1 R2move the timing case front cover and timing
cover etc
gears
2 Remove the fuel pump and drive hub
3 Remove the securing setscrews and studs where
To Remove the Fuel Pump Drive Hub fitted
1 Remove the timing case front cover and fuel pump
gear
2 Remove the low and high pressure fuel pipes from
the fuel injection pump
3 Remove the fuel pump securing setscrews and
withdraw the pump
4 Remove the drive hub locating circlip and with
draw the drive hub from its bearing Refer Fig
5 Examine the drive hub also the bearing in which
it runs for signs of excessive wear surface cracks
pitting etc
NOTE The bearing is an interference fit in the
cylinder block and replacement is carried out by
means of a suitable dolly and puller or press if the
block is completely stripped the new one being
fitted in the reverse manner
To Refit the Fuel Pump Drive Hub
1 Replace the drive hub in the bearing and locate
with the circlip as shown in Fig KB
2 Check the drive hub end float by means of feeler
gauges placed between the front face of the
bearing and the rear face of the drive hUb The end
float limits are given on Page B9
3 Refit the fuel pump as detailed on Page P4 K7
TIMING CASE AND DRIVEK4
4 Remove the fuel lift pump tappet inspection cover
and fuel lift pump operating push rod
5 Turn the engine over so that the sump is now
uppermost
NOTE At this stage if it is not possible to turn the
engine over then the tappets should be lifted to
the top of their locations and secured with suitable
clips
6 Remove the sump and lubricating oil pump assem
bly Refer to Page M1 for details of their re
moval
7 Remove the timing cover back plate as previously
detailed this will show the camshaft and thrust
plates as illustrated in Fig K13
8 Ease the camshaft out from the block and catch
the two thrust plates as they come out of their
recess in the cylinder block
9 Withdraw the camshaft as shown in Fig K9 taking
care to ensure that the cams and journals are not
damaged during this operation
K8 10 The tappets may now be removed by lifting them
out of their locations Refer to Fig K11 or by
removal of the retaining clips if the engine is still
the normal way up
11 Examine camshaft and tappets for signs of exces
4 Lift the timing case back plate clear from the cam sive wear surface cracks pitting etc
shaft hub and crankshaft gear
NOTE The crankshaft gear is an interference fit
on the crankshaft Should its removal become
necessary then this can be accomplished by the
use of a suitable puller
To Refit the Tappets and Camshaft
1 If the tappets have been removed liberally lubri
cate them with clean engine oil and return to
their respective locations Secure with clips if
To Refit the Timing Case Back Plate applicable
1 Fit the timing case back plate to the cylinder block 2 Carefully refit the camshaft into the cylinder block
using a new gasket and suitable sealing compound exercising the same care as used during its re
2 Refit any studs removed and secure with the set moval
screws
3 Refit the fuel pump drive hub and fuel pump
4 Refit the timing gears timing case front cover etc
To Remove the Camshaft and Tappets
To remove the camshaft it may be necessary to remove
the engine from the application and place in a stand where it can be turned upside down
The purpose of this is to prevent the tappets from
falling out of their locations when the camshaft is re
moved If however it is not possible to turn the engine
over in this manner then this problem may be over
come by attaching suitable clips when the cover has been removed to each tappet to
hold them in their locations when the camshaft is with
drawn from the block
1 Remove the engine from the application and mount
in a suitable dismantling stand where available
correct way up
2 Remove the cylinder head cover rocker shaft and
push rods
3 Remove the timing case front cover and timing
gears Kg
TIMING CASE AND K10
1 Drive Hub
2 Lubricating Oil Pump Drive Gear
3 Groove for reduced oil pressure feed to
Rocker Shaft
4 Bearing K12
TIMING CASE AND K14
3 Before the camshaft is pushed fully home locate 6 Turn the engine over so that the cylinder block top
the two thrust plates Refer to Fig K12 one of face or cylinder head if fitted is uppermost
which locates on the dowel in the recess in posi 7 Refit the timing gears timing case front cover etc
tion either side of the camshaft hub when correct as previously detailed
ly located the camshaft can be pushed fully home 8 Refit the fuel lift pump operating push rod Refer
and will appear as in Fig K13 to Fig K14 tappet inspection cover after re
4 Refit the timing case back plate as previously des moving any retaining clips and fuel lift pump
cribed Refer to Fig P9
5 Refit the lubricating oil pump assembly and sump 9 Reassemble the remainder of the engine com
as described on Pages M1 and M4 ponents in accordance with the instructions given
for each in the relevant part of this section
SECTION L
Timing
General crankshaft is uppermost as shown in Fig L1
This will bring Nos 1 and 4 pistons to TOC
As timing gears are employed the factory constant It is also worth remembering that
2 Fit the camshaft gear to its hub ensuring that the
the removal of the cylinder head in no way effects
0 marks are correctly aligned Refer to Fig K5
either the fuel pump or the valve timing
Secure with the three setscrews
3 Similarly fit the fuel pump gear to the fuel pump
TIMING MARKS
drive hub ensuring that the stamped timing marks
When the engine is originally timed at the factory align as shown in Fig K6 Secure with the three
certain marks are stamped on the gears so that if for reason the engine timing has to be disturbed then
to reset to the original timing is quite straight forward 4 Replace the idler gear so that the double dots on
the idler gear are matched to the single dot on the
crankshaft gear and single line or dot on the
camshaft gear while the single dot on the idler
gear matches with the double dots on the fuel
To Reset the Engine to the Original Timing pump gear These timing marks when correctly
positioned will appear as shown in Fig L1
Before commencing the retiming procedure it is
assumed that a the camshaft fuel pump and idler
gears have all been removed and b the camshaft is 5 Locate the idler gear with the hub and the two
free to turn by hand If the cylinder head assembly is securing setscrews using a new in position it is advisable to remove the injectors
and rocker shaft to facilitate the retiming operations 6 Backlash adjustment should be carried out as
described under the heading To Refit the Idler
1 Turn the engine until the keyway in the front of the Gear and Checking Fuel Pump TimingSee Page P5
Checking Valve Timing
To check the valve timing proceed as follows
1 Turn the crankshaft until the valves of No 4
cylinder are on overlap
2 In this position set the valve clearance of No 1
inlet valve to 0039 in 1 mm
3 Turn the engine slowly in the normal direction of
rotation until the clearance of No 1 inlet valve is
just taken up In this condition it will just be poss
ible to rotate No 1 inlet valve push rod between
the thumb and the 4 Nos 1 and 4 pistons will now be at TDC if the
timing has been correctly set
NOTE No adjustment is provided for valve timing
should the timing be incorrect and the camshaft
gear has been correctly fitted to the camshaft hUb
the error will probably be due to incorrect align
ment of the original timing marks on the drive
gears Recheck as detailed on Page L1
When valve timing is originally set and checked
during production a timing tolerance of plus or
minus 2 flywheel degrees is allowed for item
4 above When the timing has been correctly
set do nOl forget to reset No 1 inlet valve clear
ance to the correct figure
check TDC
NOTE When the timing has been reset great
care should be exercised when first turning the
engine for should the timing be incorrectly set
even by only one tooth there is the possibility that
a valve head will strike the piston crown
SECTION M
Lubrication System
To Refit the Sump
1 Lightly apply a coating of a suitable sealing com
pound to the crankcase and sump faces position
the gaskets so that all the holes align
NOTE When the gaskets are being placed in posi
tion it is important that the mitred ends go right
up into the recesses in the front and rear main
bearing caps
2 Lightly apply a coating of sealing compound to the
cork strips then press these strips into the
grooves provided in the main bearing caps
3 Place the sump in position and fit all the retaining
setscrews tighten evenly
4 Replace the dipstick and sump drain plug then
refill with clean new oil of an approved grade to
the correct level Do not To Remove the Oil Pump
The importance of correct and clean lubrication
1 Drain the engine oil and remove sump
cannot be stressed too highly and all references to
engine oil should be taken to mean lubricating oil 2 Remove the strainer from the end of the falls within the specification given in the
appen oil suction pipe Refer to Fig M1
dix Care should be taken to ensure that the 01 chosen
is that specified for the climatic conditions under 3 Unscrew the delivery pipe securing nuttothe
cylinder block and the setscrew securing the suc
which the engine is operated
tion pipe assembly to the rear main bearing cap
THE LUBRICATING OIL PUMP
The oil pump fits into a machined bore in the clyin
der block and is located by means of a screw locked
by a tab washer Refer to Engine Photographs for its
oil pump is driven through spiral gears from
the camshaft on the other end of the drive shaft is
pressed and pinned a four lobed rotor This rotor
meshes with and drives a five lobed rotor which is free
to rotate within the cast iron pump body
NOTE Length of oil pump set screw is critical If re
placed by a longer unit oil pump shaft will lock and
gear failure will result
To Remove the Sump
1 Remove the sump drain plug and drain the oil
2 Remove the dipstick sump securing setscrews and
remove the sump M2
0 ROCKER HAfT ASSEMBLY

SPLASH
MIST
I t
VALVf
GUDE
ASSEMBLIES I
REDUCED PRESSUR o
FEED
I en
t
I t t t
PLASH AND OIL MIS PI ASH AND OIL MIS IPLASH AND OIL MII PLASH AND OIL MIS
t II tI t
t
PLASH
IDLER
GEAR
MAIN Oil GALLERY
FUEL OIL jfUIN BA k O IH 1J rvf
GRAVITY
PUMP
DRIVE
HUB
LUBRICA liNG IL
LUBRICATION M5
1 Relief Valve Housing
2 Rotor Housing
2 Install the drive shaft complete with inner rotor
3 Hole for Locating Screw then the outer driven rotor ensuring that the face
4 Pump Drive Gear which carries the chamfered edge enters the pump
body first Refer Fig M5 now carry out the
three following dimensional checks
a Check the clearance between the inner and
outer rotors Refer Fig M6
4 Tap back the tab washer locking the location
screw and support the lubricating oil pump assem b Check the clearance between the outer rotor
bly if the engine is the normal way up while the and the pump body Refer Fig M7
locating screw is removed
c Check the clearance between the rotors and
5 Remove the lubricating oil pump assembly from the end cover assembly using a straight edge
the cylinder block as shown in Fig M2 and feeler gauges Refer Fig MB
To Dismantle the Oil Pump
1 Remove the delivery and suction pipes The pump
will now be as shown in Fig M4
2 Withdraw the drive gear by means of a suitable
puller
3 With the pump suitably held in a vice using
protective clamps remove the four securing set
screws and remove the end cover assembly
NB This end cover assembly also incorporates the
pressure relief valve housing
4 Withdraw the drive shaft complete with inner rotor
NB It is advisable not to remove this inner rotor
from the shaft as this item is not available as a
separate part See later note
5 Withdraw the outer Inspect for signs of wear cracks pitting etc M9
1 Outlet to Main Oil Filter
2 Relief Valve Plunger
3 Plunger Spring
4 Spring Cap
NOTE The relevant clearances for these dimen 5 Retaining Cotter Pin
sional checks are given on Page B10 they are the
clearances applicable to a new pump and are in
tended to be used as a guide Should a lubricating
oil pump be worn to such an extent that it ad
versely effects the working oil pressure then a re 2 Insert the drive shaft complete with inner rotor
placement pump should be obtained into the pump body
3 Replace the end cover assembly and fit the four
securing setscrews Ensure correct positioning so
To ReAssemble the Oil Pump that the suction and delivery pipes will locate
correctly
1 Insert the outer rotor ensuring that the face which
carries the chamfered edge enters the pump body 4 Press the oil pump drive gear onto the shaft
first Refer Fig M5
5 Finally rotate the pump by hand to ensure that it
turns quite freely
To Refit the Oil Pump
1 Refit the suction and delivery pipes do not tighten
the pipes at this stage
2 Place the lubricating oil pump assembly in posi
tion locate with the securing screw and lock it
with the tab washer
3 Tighten the delivery pipe at both ends refit the
setscrew securing the suction pipe assembly
4 Tighten the suction pipe at the pump end then
refit the strainer on the end of the suction pipe
NOTE The strainer which fits on the end of the
suction pipe should be thoroughly cleaned in suit
able cleaning fluid before being refitted It is
good practise to remove this strainer and clean it
thoroughly on every occasion when the sump is
removed
5 Replace the sump as previously detailed and
secure with the setscrews
6 Fill the sump to the correct level with clean oil
M8 of an approved grade
LUBRICATION SYSTEMMS
NOTE Caution should be exercised when restart is given on Page B9 The pressure will drop whilst
ing the engine as it will take a moment or two for the engine is idling and also a slight drop will be ex
the oil pump and pipes to prime therefore the perienced when the oil is hot this is quite normal If
engine speed should be kept to a minimum until however the oil pressure is suspected of being too
either the gauge shows satisfactory pressure where high or too low then reference to the possible faults
fitted or the oil pressure warning light is ex listed under these headings given on Page 01 may
tinguished prove helpful
NOTE Whenever the oil pressure reading is question
able use a direct reading mechanical oil pressure
The most satisfactory way to prime the lubricating oil gauge attached directly to engine oil gallery on block
pump is to motor the engine for approximately 1020
seconds before any attempt is made to start the LUBRICATING OIL To ensure
cleanliness of the lubricating oil a sump
strainer and a main full flow type of oil filter are fitted
The sump strainer consists of a gauze wire container
which is fitted over the end of the lubricating oil pump
OIL PRESSURE RELIEF VALVE suction pipe All oil must pass through this strainer
before it reaches the oil pump
The oil pressure relief valve is contained in a with the oil pump end cover which is secured
to the rotor housing by four setscrews This relief the maximum oil pressure by allowing a spring
loaded plunger to move and bypass excess oil back
to the sump when the spring on page 810 is Dismantle the Oil Pressure Relief Valve
1 Drain the engine oil from the sump
2 Remove the sump securing setscrews and carefully
remove the sump
3 Continue as for removing the oil pump as pre
viously detailed
4 Remove suction and delivery pipes
5 Remove the four securing setscrews and remove
the end cover assembly
6 Remove the cotter pin from the end of the housing
and withdraw the spring cap spring and plunger
An exploded view of the assembly is shown in Fig
7 Thoroughly clean the parts inspect for wear or
damage and renew if ReAssemble the Oil Pressure Relief Valve
1 Replace the plunger spring and spring cap then
secure with the cotter pin
2 Secure to the lubricating oil pump body by means
of the four setscrews
3 Continue as detailed for refitting the lubricating oil
pump
OIL ensure that with the engine running oil
pressure is registering on the gauge or the oil light is do vary according to climatic even between individual engines but the oil pres
sure range at normal working speed and SECTION N
Internal Cooling System
BELT 5
To Adjust the Alternator Belt
Alternator belt adjustment is achieved by altering the
position of the alternator as detailed below
1 Slacken the alternator adjusting lever setscrew
2 Slacken the two mounting
bolts
3 Move the alternator either towards or away from
the engine to either slacken or tighten the belt N2
4 Lock in the desired position by tightening the alter
nator adjusting lever setscrew
5 Check the tension if correct the tension is such 1 Pump Body
that without undue pressure the thumb applied 2 Seal
midway between the water pump and crankshafl 3 Shaft Bearings
pulleys can depress the belt approximately i in
4 Retaining Circlip
10 mm as shown in Fig N1
5 Pump Shaft
6 Spacer
7 Flange Oil Seal Retaining
8 Retainer Oil Seal
9 Flange Water Pump Thrower
10 Impeller
11 Seal
12 Insert
6 If the tension is correct tighten the two alternator
tobracket mounting bolts
NOTE When a new belt is filted it is advisable to
recheck the adjustment after only a short running period This is to allow for the
initial
stretch which is common to new belts once this
initial stretch has taken place the belt may be
checked in accordance with Operator To Remove the Alternator Belt
1 Slacken the alternator adjusting lever setscrew
N1 2 Slacken the mounting Pivot the alternator towards the cylinder block
4 Turn the engine slowly by hand and work the alter
nator belt off the water pump pulley
5 The belt can now be lifted from the alternator and
crankshaft pulleys and removed from the engine
6 Examine the belt for signs or fraying or cracks in
the rubber and renew if Refit the Alternator Belt
Refitting the belt is just a reversal of the removal
operations Adjust the belt tension as previously
detailed under the heading To Adjust the Alter
nator Belt
If a new belt has been fitted refer to the note given
after the details on fan belt adjustment
To Remove the Water Pump
2 Remove the water pump pulley by means of a
Slacken generator securing setscrews and remove
suitable puller the holes in the pulley face may be
driving belt
utilised for this purpose Refer to Fig N3
Unscrew the four setscrews securing the water 3 Press the shaft out of the pump body from the
pump and backplate to cylinder block pulley end complete with water pump thrower in
sert seal and impeller
Remove water pump and back plate 4 Remove the impeller from the pump drive shaft
by means of a suitable puller or press
5 Remove the bearing retaining circlip then using a
suitable mandrel press the two shaft bearings
complete with spacer out through the front of the
To Dismantle the Water Pump pump body
6 Remove the felt seal and retaining flanges
1 Remove the pulley securing nut or circlip where
fitted
Inspection
1 Examine the pump body for cracks corrosion or
any other damage Renew where necessary
2 Examine the shaft and bearing assembly for wear
or corrosion Renew where necessary
3 Examine the water thrower flange for damage or
corrosion Renew where necessary
4 Examine the water pump seal and insert for ex
cessive wear scoring or cracks on the sealing
faces Renew where necessary
5 Remove rust and scale from the impeller and ex
amine for excessive corrosion or other damage
Renew where necessary
6 Examine the pump pulley for signs of cracks
corrosion or any other damage Renew where
To ReAssemble the Water Pump
Refer to Fig N2
1 Insert the oil seal retainer 8 and oil seal 2
N3 followed by the oil seal retaining flange 7
COOLING Fit the two bearings 3 and spacer 6 onto the
shaft 5 and pack the space between the two bear
ings approximately 3f4 full of high melting point
grease
3 Press the bearings and shaft assembly into the
pump body impeller end first and locate with the
circlip 4
4 Press the water thrower flange 9 into position on
the drive shaft
5 Thoroughly clean the insert recess and drain hole
in the pump body
6 lightly coat the inner diameter of the insert recess
and outside diameter of the insert with grade
AVV Loctite
7 After removing any traces of oil or grease from the
insert press it fully home Remove all traces of
surplus Loctite
NOTE Special care must be taken during this
operation not to mark the face upon which the seal
registers
8 Place the carbonfaced seal 11 on the drive
shaft so that this face registers with the insert face N5
9 Press the impeller onto the shaft over this seal
until the clearance given on Page A13 exists be
tween the back face of the impeller and the pump
body This clearance can be checked as shown in
Fig N4
10 Press the pulley fully onto the shaft and fit the
securing nut or circlip where applicable 2 Remove expansion tank or thermostat housing
whichever is applicable
NOTE 4108 Engines Only When the pulley is
3 Lift out thermostat as in Figure N5
originally pressed onto the shaft during production
a pressure of 23 tonin 2 is required Therefore
it is recommended that if the pulley interference on
the shaft is such that a substantially reduced
pressure will press the pulley back onto the shaft
then a replacement pulley andor shaft should be
fitted To Test the Thermostat
1 Immerse the thermostat in a suitable container of
water and slowly heat An accurate thermometer
should be available to check the temperature of
To Refit the Water Pump the water as it rises
2 Note the temperature at which the valve in the
1 Fit the backplate followed by the water pump to unit commences to open This temperature should
the cylinder block using new gaskets lightly coated be as stamped on the unit by the with suitable sealing compound
3 If the unit does not function properly then a re
2 Secure the water pump assembly to the cylinder placement thermostat will be required as no
block with the four setscrews adjustment of these units is possible
3 Refit the alternator belt and adjust to the correct
tension
To Replace the Thermostat
THERMOSTAT Replacing the thermostat is a reversal of the re
moval procedure A new gasket should be fitted between
the thermostat housing and the water outlet connection
To Remove the Thermostat
1 Drain the coolant from the engine block
SECTION P
Fuel System
FUEL OIL FILTERS
The element in this filter is of the paper type and
therefore no attempt should be made to clean it Its
life will be governed by the quality and condition of
the fuel passing through it but under average con
ditions the element should be renewed in accordance
with the in Operator Section This
period would naturally be reduced if it was apparent
from the condition of the element if removed and in
spected that conditions warranted it
To Renew the Filter Element
1 Unscrew the filter bowl securing bolt in the centre
of the headcasting Refer to Fig P5
2 Lower the filter bowl clear as shown in Fig P6
then discard the fuel therein together with the old
element
3 Inspect the sealing rings and replace if damaged P6
in any way
FUEL LIFT PUMP
4 Place the new element in position inside the filter
bowl and offer up the bowl firmly and squarely so
Testing the Pump in Position
that the top rim of the filter bowl locates centrally 1 Disconnect the outlet pipe lilt pump to filter
against the sealing ring in the filter head casting leaving a free outlet from the pump
5 Hole in this position while the securing bolt is 2 Rotate the engine and note if there is a well
located and screwed home defined spurt of fuel from the outlet port once
every two engine revolutions
NOTE If the sealing rings are in good order and
the bowl is located correctly no excessive tighten NOTE As an alternative the pump may be
ing will be required to obtain a leak proof seal operated by means of the hand primer as shown
in Fig P which should give the same result
6 Prime the fuel system as detailed on Page PS every time the priming lever is operated However
should the engine happen to have stopped in such
NOTE Some filter bowls have a drain plug fitted
a position that the eccentric operating the lift
in this case the relevant manufacturers service
pump is in the maximum lilt position then it will
literature should be consulted
not be possible to operate the hand primer
properly If such a condition arises the remedy is
to rotate the engine one complete P7
FUEL Remove the Lift Pump To ReAssemble the Lift Pump
1 Disconnect the pipes from the inlet and outlet Examine the casting and ensure that there is
ports Seal the ends of the pipes to prevent the sufficient material to provide a sound staking when
entry of foreign matter new valves are fitted
2 Remove the two nuts and washers holding the Clean the valve recesses to allow the new valves
Dump to the tappet inspection cover Withdraw the to be correctly fitted
pump spacer and gaskets
1 Insert a new valve gasket in each valve recess
2 Place the new valves in the recesses The valve
in the inlet port should be fitted with the spring
outwards ie towards the diaphragm flange and
the valve in the outlet port fitted in the reverse
position
3 Press the valves home with a suitable piece of
tubing approximately 916 in 1429 mm inside
To Dismantle the Lift Pump
diameter and 1 in 1905 mm outside diameter
1 Before dismantling make a file mark across the
two flanges for location purposes when the pump
is being Remove the five cover screws and separate the
two main castings then remove the diaphragm
assembly from the lower half by turning the dia
phragm through 90 in either direction
NOTE The diaphragm and pull rod assembly is a
permanent assembly and no attempt should be
made to separate the parts
3 Remove the retaining clip from one side of the
pump body and push out the rocker arm retaining
pin Withdraw the rocker arm etc from the body
4 Prise out the valves with a screwdriver or other
suitable Check the diaphragm assembly and renew if the
material is split or checked or if serious wear is
apparent in the link engagement slot
2 The diaphragm spring should be replaced if faulty
or corroded A new spring should have the same
color Refer to Page Bll
3 Replace the valves unless they appear to be in per
fect Examine the rocker arm operating lever rocker
arm retaining pin and rocker arm return spring
for wear Replace any parts where Replace all joints seals and washers as routine
Examine upper and lower castings for wear or
distortion Slight distortion of flanges can be
remedied by grinding the flange face to restore
flatness P8
FUEL Stake the casting in six places between the
original stakings round each valve with a suitable
punch
NOTE Valves fitted to earlier lift pumps were
held in position with a retaining plate and two
screws On no account should attempts be made
to stake the valves of this earlier type pump
5 Place the rocker arm retaining pin in the appro
priate hole in the lower casting and push through
until it protrudes slightly inside
6 Fit one packing washer and link into the casting
moving the pin in slightly to retain them
7 Fit the rocker arm and return spring and retain by
moving the pin in further ensuring that the spring
seats Fit the remaining packing washer then push the
rocker arm retaining pin through the link washer
and casting until the ends protrude equally beyond
the outside of the casting
9 Retain by securing with the two clips pg
10 Insert the new rubber sealing washer followed by
the steel seating washer and diaphragm return
spring
11 Place the diaphragm assembly over the spring
with the pull rod downwards locating the top of
the spring in the diaphragm protector washer
12 Now position the pull rod so that the flat notcheo
blade has one of its thin edges facing the rocker
arm Press downwards on the diaphragm assembly
and twist it through 90 0 in either direction this
action will engage and retain the pull rod in the
fork of the link
13 Operate the rocker arm against the diaphragm
spring pressure until the diaphragm is level with
the body flange
FUEL INJECTION PUMP
14 Place the cover assembly in position and line up the
file marks made on the flanges prior to dismantling
Still holding the diaphragm level with the body The fuel injection pump is of the DPA distributor
flanges fit the five flange securing screws tighten type It is a precision built unit incorporating a simple
evenly and securely hydraulic governor or alternatively one of the mech
anical flyweight type depending upon the application
to which the engine is fitted
To Remove the Fuel Injection Pump
1 Remove the four high pressure pipes between the
pump and the injectors and blank off all ports to
prevent the ingress of foreign particles
2 Remove the low pressure fuel pipes from the inlet
and outlet connections and blank off all ports
To Refit the Fuel Pump 3 Disconnect the stop and throttle controls and their
return springs
1 Fit the spacer using a gasket on either side
4 Remove the two nuts and the socket headed set
2 Enter the pump operating lever into the recess In screw which secure the fuel pump to the mount
the tappet inspection cover as shown on Fig P9 ing flange together with their spring and plain
and secure with the two nuts and washers washers
3 Reconnect the low pressure fuel pipes to the inlet 5 Carefully withdraw the fuel pump from its mount
and outlet ports Ing
FUEL Refit the Fuel Injection Pump
1 Replace the fuel pump mounting flange gasket
where Fit pump as shown in Fig P8 ensuring that the
master spline on its quill shaft is correctly posi
tioned to engage with the female splines within the
fuel pump drive hub
NOTE This master spline ensures that the pump
will only locate in the drive hub in one pOsition
for timing purposes Further when fitting the me
chanically governed injection pump which uses a
separate quill shaft the noticeably shorter splined
end is fitted in the injection pump
3 When the splines are in correct alignment the
pump can be pushed in until the mounting flanges
meet and the securing nuts and setscrew with their
washers can be fitted
4 Before tightening align the timing marks scribed P11
on the fuel pump mounting flanges as shown in
Fig P11 Tighten the setscrew and nuts
5 Refit the low pressure pipes to the inlet and outlet FUEL INJECTION PUMP TIMING
connections Reference should be made to the details given on
6 Refit the high pressure fuel pipes Page L1 covering engine timing If this timing
sequence has been followed regarding the timing
7 Reconnect the throttle and stop controls together gears and the timing marks on the mounting flanges
with their return springs are correctly aligned as shown in Fig P11 then the
8 Prime the fuel system with fuel oil as detailed on fuel pump timing should be correct
Page P8 A further check is possible and utilises the intrnal
9 Fuel pump timing can be checked as detailed in timing marks within the pump body To be able to see
the following text these marks necessitates the removal of the inspection
cover
On the fuel pump rotor inside the fuel pump are a
number of scribed lines each one bearing an indi
vidual letter A timing circlip one end of which has a
straight edge is positioned inside the pump body and
is preset so that when the appropriate scribed line on
the fuel pump rotor aligns with the straight end of the
circlip it denotes commencement of injection static
timing see Fig P12
NOTE On earlier pumps the timing circlip had a
scribed line on one end and on these pumps the
scribed line on the fuel pump rotor should be aligned
with the scribed line on the P12
FUEL FUEL PUMP TIMING
1 Ensure that the fuel pump is correctly fitted with
the scribed line on the mounting flange aligning
with the adjacent mounting flange on the cylinder
block see Fig Pll
2 Position the crankshaft so that No 1 piston is at
TDC on its compression stroke
3 Remove the cylinder head cover
4 Slacken the valve adjusting screw on No1 exhaust
valve sufficiently to allow the rocker lever to be
moved to one side and the push rod removed
rotate the rocker lever on the shaft so that the
valve spring cap is accessible for using the valve
spring Remove the collets spring cap and springs from
No 1 exhaust valve and allow the valve to rest on
the top of the piston
6 With the aid of a dial indicator in contact with the
end of the valve now resting on No 1 piston it
will be necessary to position the crankshaft so P13
that the piston will be 0120 in 305 mm BTDC
this being the equivalent of 19 on the engine fly
wheel Refer Fig P13
To do this turn the crankshaft in the opposite
direction to normal rotation approximately an NOTE
eighth of a turn and then forward until the required
position is registered on the indicator This en
For mechanically driven Westerbeke
ables the backlash in the timing gears to be fuel injection pumps see Operations
taken up pages 1314 and Service Bulletin
NOTE The above setting is for 4108 marine
pages V3 V7 V9 and V31 for
engines For other applications and engines see information and disregard the
Page B12 following hydraulic injection pump
7 Remove the inspection plate on the fuel pump material
enabling the rotor to be seen Fig P12
8 With No 1 piston at the static timing point on its Maximum Speed Setting
compression stroke the scribed line on the rotor
Refer to Figs P14 and P15
marked A for hydraulically governed engines or
C for mechanically governed engines should
align with the straight edge or scribed line on the The maximum speed screw 5 is set and sealed by
timing circlip the manufacturers and must not be altered or tam
pered with in any way unless factory authority is first
9 If the timing is incorrect proceed by either obtained and any adjustments necessary are carried
a making any necessary adjustments by means out by experienced personnel As with all seals on the
of the holes in the fuel pump gear they are pump unauthorised removal may render the guarantee
slotted enabling the drive shaft to be turned void
relative to the gear when the securing set
screws are slackened Refer to Fig K6 or The maximum no load speed may vary according to
b by slackening the two nuts end socket headed the application to which it is fitted reference may be
setscrew which secure the fuel pump to the made to the code number stamped on the fuel pump
mounting flange and turning the pump body data plate The last four numbers in the code indicate
in the direction required the maximum no load engine speed therefore in the
case of the following example it would be 4480 revmin
10 When the fuel pump timing has been set turn the Code Example EH39 120004480
engine against the normal direction of rotation
NOTE If the fuel pump data plate is damaged or de
once again to the appropriate piston displacement
faced so as to make it impossible to read accurately
to check that the squared end of the circlip is now
or if there is no code stamped on the plate you are
aligned with the line on the rotor
advised to contact your nearest CAV Distributor or
11 When the fuel pump timing has been correctly set Westerbeke
slowly turn the engine to TDC in the normal
direction of rotation remove the indicator and refit
NOTE The engine must not be allowed to operate at
the valve springs
a speed in excess of that specified or severe damage
12 Refit the push rod and reset the valve clearance may occur
FUEL SPEED ADJUSTMENT d Accelerate the engine to maximum no load rev
min and immediately return to idling
This adjustment is carried out by means of the idling Should the period of return from maximum screw 4 it is carried out in conjunction to
idling exceed three seconds the device has been
with the setting of the antistall device with the engine screwed in too far
warmed through as detailed in the following Device However should stalling occur then the device has
not been screwed in far enough Therefore the neces
Refer to Figs P14 and P1S
sary adjustment should be made to suit whichever is
a Slacken the locknut 2 sufficiently to enable the the case
antistall device body 1 to be unscrewed two
complete turns This idling speed may vary according to application
refer to relevant manufacturers service Adjust idling speed to 625 revmin with the idling
adj ustment screw 4
c Now screw down the antistall device body 1
until there is a very slight increase in engine
speed bring back half a turn and lock with the
lock nut 2
1 Antistall device body
2 Antistall device body locknut
3 Air vent screw
4 Idling adjustment screw
5 Maximum Speed Fuel Pump
AIR CLEANERS AND FUEL replacing injectors in the cylinder head it is
essential that a new correct type copper washer is
fitted between the nozzle body and cylinder head
The first symptoms of atomiser trouble usually come
under one or more of the following headings
1 Knocking in one or more Engine Loss of power
5 Smoky exhaust black
6 Increased fuel for Faulty Injector
If an injector is suspected of being faulty try this
method to isolate it
Loosen the union nut at the injector end of the
high pressure fuel pipe If each injector is isolated
in turn in this way with the engine running at 1000 revmin tightening each union nut
firmly before proceeding to the next then the when isolated in this manner will have little
or no effect on the care should be taken to prevent the hands or
face from getting into contact with the spray as the
working pressure will cause the oil to penetrate the
skin with of holders and nozzle types together with
pressure settings are given on Page B12
NO ATTEMPT SHOULD BE MADE TO ADJUST THE P16
INJECTION PRESSURE WITHOUT AN INJECTOR
1 PUMP OF THE TYPE ILLUSTRATED IT IS
QUITE IMPOSSIBLE TO ADJUST THE SETTING OF 2 Spring cap
INJECTORS WITH ANY DEGREE OF ACCURACY WITH 3 Shim washer
OUT PROPER EQUIPMENT 4 Nozzle spring
5 tab washer
6 Spindle
7 Fuel inlet 8 Nozzle holder body
9 Securing flange
Injectors can be identified by code letters stamped 10 Nozzle needle
on a tab washer fitted under the spring cap nut see
Fig P16 or the code is stamped on the
11 Nozzle body
injector body Details of codings can be found on 12 Nozzle capnut
Page B12 13 Copper sealing washer
FUEL Pipes High Pressure 3 Slacken the vent screw on the top of the fuel filter
Refer to Fig P20
When replacing the fuel pipes it should be noted that 4 Operate the priming lever on the fuel feed pump
no two pipes are the same each is formed to suit an Refer to Fig P and when fuel free from injector position This is important when
bubbles issues from each venting point a replacement pipe as each one has a the screws in the following part number
1 Filter cover vent screw
For purposes high pressure fuel pipes 2 Head locking screw vent are now supplied with olives fitted as shown 3 Governor
cover vent valve
in Fig P17 The earlier type pipe assemblies with 5 Slacken the pipe union nut at the pump inlet
olives fitted in the reversed position are still satisfac operate the priming lever and retighten when fuel
tory oil free from air bubbles issues from around the
threads
6 Slacken the unions at the injector ends of two of
the high pressure pipes
7 Set the throttle at the fully open position and
ensure that the stop control is in the run posi
tion
8 Turn the engine until fuel oil free from air bubbles
issues from both fuel pipes
9 Tighten the unions on both fuel pipes and the
engine is ready for pipes should be clean wash in clean fuel oil
and blow through the fine bore with compressed air if
there is any doubt the olives at each end should not
be split or unduly compressed otherwise leakage will
result and a new pipe will be when fitting that the pipe fits squarely at both
ends and that the union nuts are tightened firm Iy but
not the Fuel System P18
The air must be vented from the fuel system whenever
Priming Procedure after Changing a Filter
any part of the system between the fuel tank and in
jection pump has been disconnected for any reason Element
or when the system has been emptied of fuel 1 With the vent screw on the filter cover removed
No attempt must be made to start the engine until the and the union at the filter end of the return pump has been filled and primed as
serious filter to tank slackened operate the feed pump
damage can be caused to the pump due to lack of priming lever until oil free from air bubbles
from the filter cover vent
2 Replace the vent plug and continue to operate
The method of priming detailed below ensures that the priming lever until oil free from air bubbles
only fuel which has passed through the paper filter issues from around the threads of the return pipe
element can reach the interior of the pump union
3 Tighten the return pipe union
1 Slacken the air vent valve on the top of the control
4 Slacken the union at the filter end of the filter to
gear housing on hydraulically governed pumps
injection pump feed pipe and operate the priming
refer Fig P15 or on the front of the governor
lever until oil free from air bubbles issues from
housing on mechanically governed pumps refer
around the union threads
Fig P18
5 Tighten the feed pipe union The pump and filter
2 Slacken the vent valve fitted on one of the two are now filled and primed and ready for further
hydraulic head locking screws Refer to Fig P19 service
FUEL P20
OTHER OVERHAUL
CONTENTS SECTION PAGE
MARINE ENGINE ELECTRICAL SYSTEM Q
Activation by Keyswitch 1980 onwards Q2
Activation by Fuel Pressure Q4
Activation by Lube Oil Pressure Q6
COOLING SYSTEM EXTERNAL R
TRANSr ISS IONS S
Type SAl Manua 1 S 2
Type SAO Manua 1 S 9
SAl and SAO Clutch Adjustments S21
SAl and SAO Reduction Units S23
Type RB Freewheeling S25
Paragon P21 Series Hydraulic S29
Warner Hydraulic S35
Short Profile Sailing Gear Q
MARINE ENGINE ELECTRICAL SYSTEM
ACTIVATION BY KEY SWITCH
This system is supplied on most Wester
beke engines beginning May 1980 Essen
tially activation of the circuit is
accomplished by the ignition position of
the key switch No oil pressure switch
is required The engine is preheated
by depressing the preheat push button
The engine is cranked by turning the
key switch to the rightmost momentary
pos ition
Voltage is maintained to the instruments
fuel solenoid or fuel lift pump if sup
plied and to other electrical devices via
the ignition position of the key switch
Models which have a fuel solenoid or elec
tric fuel pump may be turned off via the
key switch Models with mechanical fuel
lift pumps or no fuel solenoid are stopped
by pulling a stop cable
The circuit is protected by a circuit
breaker located near the starter Any
time excessive current flows the circuit
breaker will trip This is a manually
resettable breaker and must be reset
before the engine will operate electrically
again
CAUTION the builderowner must ensure
that the instrument panel wiring and
engine are installed so that electrical
devices cannot come in contact with sea
water
The latest information regarding your
engines electrical system is included
on the wiring diagram shipped with the
engine Be sure to study this wiring
diagram and all the notes thereon
ACTIVATION BY KEYSWrrCH SECTION Q
SCHEMATIC DIAGRAM
12vDC BATTEill BATTERY RETURN
SOL rARTEFl 0
WI RI NG DIAGRAM
SEENOTEe
w 7 SENDER
J 0 Pw
r
SOL W80NU
OPTIONAL
SPLITTER
TO B1 SERVICE
l N SW
AMMETER
PREHEAT SOL
SSO NOTEB
ap SENDER
NOT USED RN
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
ACTIVATION BY FUEL PRESSURE
PUSH BUTTON STARn
5TART w
IlTART SW
PANEL ASSEMBLY
PAMA IN
1 I 0 I
I I I
L J
0
z
0
OPTIONAL
ALAfM
ptl I
CD OP HE ATQ I
WH I WH I
S P NDEk
0 l
CrlART FOR STARTER MOTORS c rlEATERS
r
0 co
1 iol I
mr I
I I
I I
I I
5TARiER
1 ATT I
1 I I
I J1
JI L J
Drawing No 19201
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
KEYSWITCH STARn
I I
I I
G 1
I i
rAIJ 0o i
f I
A rEl ABl E
4 Tel
I 10
LATOR
1m
C P SENDER W SENDER
FOUR6C FOUR91 FOUR154 FOUR230 SIX346
NOT uED I
I I I
L J
I I I
I I
Drawing No 15245
YOUR NOTES
SECTION R
COOLING SYSTEM EXTERNAL
1 DESCRIPTION charge of the sea water pump to marine diesel engines are heat exchanger sea water inlet with fresh
water cooling passing through the tubes of the heat
Transfer of heat from engine fresh exchanger the sea water may enter a
tranmission oil cooler if present
water to sea water is a heat exchanger similar in func and 1f sea water cooled to an automotive radiator Sea the sea water enters a water
flows through the tubes of the wet exhaust system the most popular
heat exchanger while fresh water type of exhaust system in use In
flows around the tubes The sea the case of larger engines the sea
ater flow is divided prior to enter
water and fresh water never mix
with the result that the cooling 1ng the exhaust systems so that a
water passages in the engine stay portion is dumped directly and a portion is used to cool the
exhaust system Full sea water flow
2 FRESH ATER CIRCUIT entering the exhaust system would
create unnecessary exhaust back
Heat rejected during combustion as as heat developed by friction
1S absorbed by the fresh water whose 4 SEA WATER PUMP
flow is created by a fresh water cir
Thesa waer pump is self priming and
culating pump The fresh water flows
from the engine through a fresh water pos1t1e d1splacement It is a rotary
cooled exhaust manifold a heat ex pump w1th a nonferrous housing and a
changer in most cases an oil cooler neoprene impeller The impeller has
and returns to the suction side of flexible vanes which wipe against a
curved cam plate within the impeller
the fresh water circulating pump housing producing the pumping action
The flow is not necessarily in this On no account should this pump be run
order in every model When starting ry There should always be a spare
a cold engine most of the external 1mpeller and impeller cover gasket
flow to the heat exchanger is pre by the closed amount of bypass is maintained 5 SEA WATER PUMP IMPELLER prevent overheating in the As
the engine warms up the The following instructions are begins to open up allowing and indicative only Specific instruc
full flow of engine fresh water thru tons where applicable may be packaged
the external cooling system w1th your replacement impeller
3 SEA WATER CIRCUIT a Remove the front cover taking care
The sea water flow is created by a to salvage the displacement neoprene lnpeller
pump gear pump in certain special b Remove the impeller by Normally the pump draws sea straight outwards parallel to
water directly from the ocean via the the pump shaft This is best
sea cock and sea water strainer Some done with a pair of pliers ap
times a transmission oil cooler or plied to the impeller hub
pehaps a V drive will be piped on the c Coat the replacement side of the sea water pump and the chamber into which it
Generally it is better to have as few mounts with on the suction side of the sea
water pump as possible to preclude d Carefully align the impeller key
priming difficulties Usually sea way or other locking flows directly from the dis
with the shaft Take care that 8 THERMOSTAT
all the impeller blades bend in
the same direction and trailing Generally thermostats are of two types
One is simply a choking device which
e Inspect the front cover for wear opens and closes as the engine tempera
A worn front cover should ulti ture rises and falls The second type
mately be replaced Sometimes has a bypass mechanism Usually this
it can be reversed as an emer is a disc on the bottom of the thermo
gency measure but not when stat which moves downward to close off
stamped markings would break the an internal bypass passage within the
seal between the cover and the head Both types of thermostats from
impeller blades 1980 onwards have two 316 diameter
holes punched through them to serve as
f Reinstall the end cover with a a bypass while the engine is warming
new gasket up This prevents overheating in the
exhaust manifold during engine warmup
g Be doubly sure to check quickly These two holes total for sea water flow when starting 006 square inches of area and replace
the engine The absence of flow ment thermostats must be equal in this
indicates that the pump may not design be priming itself properly When replacing a thermostat be sure
This situation must be investi that it is rotated so as to not
gated immediately or damage to strike the thermostat housing pro
the new impeller will result jections inside the head temperature
from overheating senders or temperature switches
which may be installed close to the
6 ENGINE FRESH HATER is preferable to fill your engine A thermostat can be checked for prop
with a 50 mixture er operation by placing it in a pan
This precludes the necessity of drain of cold water and then raising the
ing coolant in the winter Since most temperature of the water to a contain preservative agents The thermostat should open notice
of one kind or another rusting within ably with travel on the order of
the engine is minimized Also the anti 14 12 and be fully opened when
freeze mixture boils at a higher tem the water is than water giving Ilhead room II 9 ENGINE LUBE OIL COOLER
When draining the engine open the
pressure cap first to relieve the Lubricating oil carries heat away from
vacuum created by draining the engine bearings and other friction
surfaces The oil circulates from the
lube oil pump through the engine
7 FILLING THE FRESH WATER SYSTEM through the engine oil cooler and back
to the oil pump
It is very important to completely fill
the fresh water system before starting The oil cooler may be cooled either by
the engine It is normal for air to engine fresh water or by sea water
become trapped in various passages so
all high points must be opened to atmos 10 TRANSMISSION OIL COOLER
phere to bleed entrapped air When an
engine is started after filling with Certain transmissions require oil the system may look deceptively ing In these cases the until
the thermostat opens At this oil cooler is usually cooled by sea
time when water flows through the exter water
al cooling circuit for the first time
pockets of air can be exposed and rise Normally sea water enters this cooler
to the fill point Be sure to add cool after exiting the heat exchanger but
ant at this time not always
TWO PASS MANIFOLD
Note Drawing is indicative only Specific models may vary in detail
TO EXHAUST
WAtER
PUMP
SINGLE PASS MANIFOLD
Note Drawing is indicative only Specific models may vary in detail
SURGE EXHAUST
TANK MANIFOLD
BOARD
EXCHANGER
FRESH FROM
WATER P c cI P SEA
PUMP 4 COCK
WATER
PUMP
FROM SEA
RAW WATER
COCK
FRESH WATER
ENGINE OIL
r IUSED ON HYD
HYDRAULIC tJ RAULIC GEAR
QLb COOLER1 ONLY
SECTION TYPE SA 1 MANUAL
Desc ri pti on
The manua Ily operated re The number of hours that can be run between
verse gear multiple disc 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 model numbers and serial 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 are intended on Iy to 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 given in the above mentioned parts lists
The reverse drive is obtained by clamping the
re verse band around the re verse gear cae whi c h
contains the planetary reverse gear train The
reverse band is clamped when the shift lever is to the reverse position The reverse mot
ion is then obtained by driving through the The accompanying charts
gears thus turning the propeller shaft opposite should be studied and the suggestions carried
to the engine rotation out prior to any disassembly to determine as
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 all of the service work as
the prope lIer shaft remains stationary indicated from the charts may
be carried out properly
It is desi rable 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 cleanliness is a
lower to prolong the life of the engine trans
must and a II ru les for good workmanship and of the boat
Some of these rules are as cation
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 The level should
be checked periodically to ensure proper oper 3 Never use a hammer to drive ball
in place
4 Never press a ba II bearing so that the force 3 Slide entire reverse gear housing straight
is carried through the ba lis 3 inches unti I 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 0 rings with nev 4 Remove pi lot roller bearing 95 from
materia I engine gear 92 if it remains on engine
gear
7 Work on a c lean bench and protect gear
teeth and oi I sea I surfaces from nicks and 5 Remove front end plate 93 from trans
sc ratc hes OF REDUCTION GEAR ASSEMBLY 6 Remove engine gear 92 from engine
FROM REVERSE GEAR HOUSING following engine recom
mendation only if necessary to To facilitate removal of the from the engine it is simpler to remove 7 If necessary to replace remove oil
seal
the reduction gear assembly first Make cer 94 from front end plate
tain that all of the oil 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
RE DUCTI ON MO DE 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 unti I reduction unit clears 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 oil seals 68 in
Refer to reduction gearservice manual
for disassembly and assembly of reduction
3 Remove yoke 2 from operating sleeve
unit assembly 40 through cover opening in
housi ng
REMOVAL 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
flange 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 6J to front
housing before removing reverse band from
end plate 58 or timing gear cover housing
5 Remove eotter pin from reverse gear 16 Press gear half coupling 68 from ball
tai Ishaft and remove reverse gear tai Ishaft bearing 63 and press ball bearing from
nut 69 direct drive plate 61
6 Support reverse gear housi ng 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 tJi Ishaft unti I tai 1
shaft is free of reduction drive gear 76
8 Lift reverse gear housing straight up unti I
housing clears tai Ishaft
10 Remove capscrews that secure reduction
adapter plate 79 to reverse gear housing
and remove reduction adapter plate ba II
bearing 72 and reduction drive gear
76 from reverse gear housing
11 Press ball bearing 72 and reduction
drive ear 76 from reduction adapter
plate 79 and press ba II bearing from
reduction drive gear
NOTE When disassembling direct drive units
use the following Bend tang of lockwasher 66 away from
locknut 96 and remove hom reverse gear
tailshaft by holding gear half coupling
68 with spanner wrench
13 Support reverse gear housi ng face down
so that gear case may drop free approx
imately 2 inches
14 Press on reverse gear tailshaft until tail
shaft is free of gear ha If coupli ng 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 6 to reverse
gear housing 60 and remove direct drive
plate 61 be II bearing 63 and gear
ha If coupling 68 from reverse gear hous
ing 60
Early models
14 th i ck 4 18 long f
4 12 long
58 th i ck
Late OF THE REVERSE BANDTOG DISASSEMBLY OF GEAR CASE
GLE OPERATED TYPE
1 Remove thrust washer 73 from end of
1 Remove screw 55 nut 58 and lock 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
s haft on di rect dri ve un i ts
2 Remove cotter pin 54 bandand 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 collar from gear case by unscrewing
Lift operating sleeve assembly 40 from
3 Removelocknut 50 from adjusting screw tai Ishaft when removing screw collar
44 and remove adjusting screw and assem
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 andclutch 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
whi Ie clamping reverse gear tai Ishaft
6 If necessary to reline reverse band re
move rivets holding reverse band lining to
reverse Properly support gear case on clutch plate disassembly However do not disassemble
carrier 27 and press tai Ishaft 29 or unless required
28 24 and clutch
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 ba II bearing retaining ring ion shaft on through with dummy shaft
26 from groove in gear case Push dummy shaft unti I centered in short
pinion 11 and short pinion spacer 7
8 Remove capscrews 14 and lockwashers Remove short pinion and dummy shaft 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 ba beari ng 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
teeth for indication of wear Also rotate shaft as in removing short pinions
each pinion to c heck 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 25
ASSEMBLY OF REVERSE BAND AND YOKE TO GEAR CASE
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
Chart 1
GEAR DRAGGING
DRIVE SHAFT ROT ATES EITHE R FORWARD OR REVERSE
WITH SHI FT LEVER IN NEUTRAL
l Check For
I 1 DEFECTIVE FORWARD CLUTCH PLATES J 3 BINDING IN PLANET ARY ASSEMBLY
4 OVER ADJUSTMENT ON
I 2 REVERSE BAND ENGAGING GEAR CASE
I FORWARD AND REVERSE
I I or 1 ard cl utch 11 ate warped and stick ing h Lngine gear hearings worn Hemove and replace clutch plates
causing misalignment of engine shaft He
place necessary parts Check misalignment
2 InlpfOper reverse hand adjustment Adjust
of engine gear
reverse band as outlined under adjustment
Check the following items 4 of either forward and reverse
a Hearings ann gears worn excessively in gear or both will result in loss of neutral Check
case Replace neces sary parts and readjust as outlined under Chart 2
GEAR SLIPPING OR
SLOW TO ENGAGE
WITH SHIFT LEVER IN FORWARD OR REVERSE
I Check For I
1 WORN CLUTCH PLATES I I 3 WORN REVERSE BAND
2 FORWARD CLUTCH NOT ENGAGING I I 4 REVERSE BAND NOT ENGAGING j
REMEDY
I Ierllove fnrward clurch 1lares and check flr Remov reverse band and check for wear Re
car Ieplace if Iorn excesivel place lining if worn he low rivets
Improper reerse band adjustment Adjust as
2 lmproler forward clutch adjusrment AdJusr as
outlined under adjustment outlined under adJustmenr
TROUBLE SHOOTING CHART
Chart 3
GEAR INOPERATIVE
DRIVE SHAFT OOES NOT ROTATE WITH
SHIFT LEVER IN FORWARD OR REVERSE
I Chk For
I 1
I 1 FAILURE OF PLANETARY ASSEMBLY
I 4 REVERSE BAND NOT
ENGAGING GEAR CASE
I I 1
2 FAILURE OF REDUCTION GEAR
5 BROKEN OUTPUT SHAFT
I 3 FORWARD CLUTCH NOT ENGAGING I
REMEDY 1 Remon gear case assemoly and check for b Forward clutch plates worn Replace clutch
defective or damaJcd pans Replace defective plate
or d arnaJed parrs 4 Check the following items
2 Remove reduction geu assemhly and check for a Improper reverse band adjustments djust
defective or damaJed parts Replace defective reverse band as outlined under or damaed parts Refer to reduction gear
h Reverse hand lining worn Replan lininl
serv ice manual
c Cracked ears or hent or damaged linkage
5 Check the follo ing items parrs Rcplace defective 1I1lIerial
a Imlrolt fOfud cllJtch adjustment djust 5 Check for hroken output shaft lelllc k
for Ird clutch as outlined untkr adjustment fctin 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 bel1housing
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
enine
Refer to Reduction Gear section of manual for disassembly and assembly of
reduction 32
54 49
7 85
62 56 48 71
44 72
SAO MANUAL
s 13
62
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 capscrews 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 rem0ve 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 isnlt 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 18 2 from reverse gear tailshaft 2 2
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 2 2 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 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 tails haft on direct drive units
2 Remove lockscrew 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 2 2 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 and 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 pitch line pitting 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 pitch line pitting
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 21 and 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
shaft 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 2 2
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 during pressing operation
7 Place Woodruff key 61 on end of tailshaft 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 lockscrew 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 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
REDUCTION 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 16 2 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 PIce 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 182 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 tailshaft 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
tailshaft 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 181 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 for 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 caps crews 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 Install lockwashers 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 Coli ar 37 to the righ t
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 coupl ings 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 plate
14 and 15 of Technical Manual
4 Continue this until a decided effort is re
The transmission should be filled with new oil qui red to shift into forward specified under lubrication 26 foot pounds
The transmission can be parti ally adjusted be 48
fore the engine 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 until lock screw 42
is up and facing you Then working care 50
fully to avoid dropping either screw or tools
into clutch housing SAl Reverse
Adjustment
Top View
The prel iminary 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 not tamper with adjustment of Iink 48
5 For Four99s and early Four107s there was
a cam operoted reverse adjustment Simply
turn screw head 103 clockwise one flat at
a time until satisfactory reverse engagement
is obtained see Figure 3
If further adjustments are necessary continue
the adjustments as outl ined above unti I 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 coil 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 placing 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 as outlined above untit the the right until the next hole in the pressure
transmission will engage in both forward and plate is lined up under the dog of the lock
reverse drives screw Make certai n th at the lockscrew en ters
the hole properly or it will bind up the forward
A complete running test is necessary to deter cI utch
mine that the transmission is properly adjusted
The transmission should not sl ip or break When the transmission is properly adjusted
away under full power conditions in the forward repl ace the cover and secure all external bol ts
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 freely olld does not bind or drag Repl ace
the linkage on the transmission shift lever and
secure WHEN CLUTCH SLIPPING IS NOTICED STOP AND ADJUST AT ONCE
POPER 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 oil 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 capscrews 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 in3ide
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 Y 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 cClpscrews around flange of reduction gear hous
ing and tighten uniformly
TYPE RS Volvo Penta gear type 2 Remove the bolts holding the reverse gear
RB has abuiltin reduction gear with reduct to the engine and pull the reverse gear
ion ratio 1911 Engagement IIAhead li or IIAs carefully aft so that it
tern II 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 IIer thrust 3 Remove the bolt 12 and pull off the coup
ling flange 10 Also lift off the rubber
When engaging IIAhead ll the output shaft is protector 18 The key 15 need not be
moved with its cone so that it meshes with the cone When IIAstern li 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 cont rol shaft 1 Then remove the cover
mediate gear The direction of rotation of the 2 Pull out 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 insiJch a potition that there 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 oi I changer and is watercooled the casing from the housing 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 bolts 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 which the ball bearing is press
ed out
Fig 1 RB type gear ratio 19 1
1 Plug for oil filling 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 1 9 11 remov
REPAIR INSTRUCTIONS REMOVING ing is made easier by tapping carefu IIy on
the bevelled side of the gear wheel 31
The repair instructions refer to Fig 2 for ratio
19 1
11 See Fig 2 Remove the bo Its 38 The
1 Disconnect the cooling water connections flange 44 need not be removed from the
rQti 0 1 9 1 Remove the prope lIer shaft shaft Press out the shaft 42 together with
and push it aft the cover 43 and the ba II bearing Fig 2 Crosssection of gearratio 19 1
sure is applied to the shaft journal for the 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 allsealing 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 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 IIX II shown in Fig4 The amount by which the
bearing 3 from the shaft 42 should be measurement IIX II is less than 85mm 335 11 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 circumference of the flange measures 83mm 3 29 11 then a 2mm 008 11 thick
44 shim should be fitted If the wear is so great that
the measurement IIXII is less than 81mm 319 11
INSPECTION then the worn parts must be replaced The frict
ion linings in the gear whee I and cone are not
Before the reverse gear is refitted all its com
S27
1 Fit the bearing 36 and the gear wheel 12 Fit the flange 9 shaft 1 locking plung
37 a Iso 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
i 11 to the housi ng 33 its sides marked 0 follow the longitudin
a I di rec ti on of the engi ne Fi t the reverse
3 See Fig 2 Fit together the shaft 42 gear lever and check the movements of the
bearing 39 cover 43 end the flange lever from neutra I to Ahead and Astern
44 into one unit Thp ta II 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 sea ling ri ng 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 rectangu lar portion is offset
cover itshould be replaced bya new one in relation to the center of the cylindrical
A protecting sleeve should be used to pre portion guide If the flange is fitted so
vent damage to the sea Ii ng ri ng 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 Neutra I 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 whee I on the shaft 42 meshes with movement of the lever from IJeutral to
both gear wheels 37 and 31 the Astern position is See Fig 2 Fit the needle bearing 35 Then check that the
reverse gear engages
in both the Ahead and Astern posi tions
6 Fit the cone 28 in the gear whee I 31
13 Fit the reverse gearto the engine Regard
7 Fit together the 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 dri vi ng studs 45 as we II as the ho les
and tig hten on the cover 24 The ba II for these in the engine flywhee I are care
bearing is fitted so that the recess one side fu II y coated wi th ta Ic
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 throuh hole comes upwards
8 Place the unit in the cone 28
9 Fit the shaft 17 and the sleeve 20 onto
1 Spr ing hous ing
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 housing
7 Iverse gear
housi ng 33 h01 sing
11 Fit the and the coup
ling flange 10 Before fitting c heck that
the bolt 12 is well tightened and that 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 which 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 IIy so that it remains in contact with c lift the shaft 3 with cover 4 from the
only one of the sealing surfaces housi ng and turn the shaft 1800 ha If 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 desi red 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 positions the remote con
verse gear lever cannot be fitted the shaft trol devicemustbe so that
and flange are turned as follows On the the propeller 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 Ahead 19 1
Ratio Astern 173 1
Lubricating system Circulation type
Oil capacity approx 05 liter 1 quart
Oi I grade Service DS
Oi I viscosity SAE 20
Oi I change Every 100 hours
Prope IIer type Lefthand thread
Weight approx 28 kg 61 lb
PARAGON P21 SERIES HYDRAULIC
I A Description Chart
MODEL REDUCTION RATIO DIREC TION OF ROTATION
P21L DIRECT ALL LEFT HAND
P22L 1 5 1 AS VIEWED FROM
P23L 21 THE OUTPUT END
P24L 25 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 5J1234 Transmission Serial No
L Left Hand Rotation Unit
REDUCTION GEAR MODEL AND SERIAL NUMBERS
P 23 L 5J5678
Gear
15 1 J 5J5678 Trans
Reduction 2 0 1 f Reduction
Gear
L Left Hand Rotation Unit mission
Serial
Gear
Si z e 25 1 Ratio No
30 1
II INTRODUCTION ward drive is through a multiple disc clutch
arrangement while the reverse drive utilizes
a reverse clamp band and planetary gear
Tlansmissions have been designed for smooth train The transmission oil is Circulated jJd
operation and dependability in marine use The cooled through a separate external oil cooler
transmission is self contained having an oil core which is in turn cooled by the engine
pressure system and oil supply completely water Paragon transmissions are fUIllihed
separated from engine lubricating oil systems with either direct drive or reduction gear
Gear reduction ratios and oil under pressure is used to model numbers are listed in
engage a forward or reverse drive The for Section I under III INSTALLATION 4 Install and tighten four
bolts with lock
washers through the transmssion
A The installation instructions below are for housing flange into the engine adnpteI
use when the original transmission has been plate Remove the 312 studs Install
removed for servicing and must be re and tighten the two remaining bolts
installed or when the transmission unit with lockwashers through the t rans
is to be adapted as nonoriginal eqUip mission housing flange
ment to a marine engine
D The transmission and propeller shall ClU
B It is important that the engine and trans pling must be carefully aligned before the
mission rotatio1s are matched The direc propeller shaft is connected to the trans
tion of rotation of an engine is defined in mission in order to avoid vibration dnd
this manual as the direction of rotation consequent damage to the of the engine crankshaft as viewed from the engine and boat
hull during operation
output end of the transmission A clock To align the coupling move the proptlier
wise rotation of the engine is a right hand shaft with attached coupling flange vard
rotation and a rotation of the transmission so that the faces f the
the engine is a left hand rotation propeller shaft coupling flange tnd Lrans
miSSion shaft coupling fhnge are in con
A letter R or L appearing on the tact The coupling flange faces should be
transmisSion serial number plate illus in contact throughout their entire circum
trated in Section I SPECIFICA TIOS ference The total runout or gap hetweell
indicates whether the transmission is for the faces should not exceed 002 at any
use with a right or left hand rotating point If the runout exceeds 002 repOSi
engine tion the engine and attached transmission
by loosening the engine support bolts and
C The hydraulic transmission is attached to adding or removing shims to raise or cer
the engine in the following manner either end of the engine If necessary
move the engine sideways to adjust the
1 Insert two 312 studs in opposite runout or to align the coupling flange
transmission mounting holes in the faces laterally Tighten the engine SUflport
engine adapter plate bolts and recheck the alignment of the
coupling before bolting the coupling flanges
2 Place the transmission against the tuds together Connect the coupling flanges with
so that the studs go through two f the bolts lockwashers and nuts
matching holes in the E Connect the oil cooler lines to the trans
housing flange
mission
3 Slide the transmission along the studs F Connect the shift control cable froni the
toward the engine so that the spline on cockpit control station to the transmission
the shaft at the front ofthe transmission control valve lever shown in Figure on
enters the matching splined hole in the page 5 Place the transmission control
engine vibration dampener valve lever in the neutral pOSition and
adjust the shaft control cable length until or reverse position and should return
the cockpit control station hand lever is exactly to the neutral position when the
in the neutral position Move the cockpit hand lever is in the neutral position
control hand lever to forward and reverse
positions several times while observing the G Remove the oil dipstick shown in Figure
transmission control valve lever motion on page 5 and fill the transmission with
The transmission control valve lever should Type A transmission fluid to the mark on
move fully into forward or reverse position the dipstick Replace the dipstick in the
when the hand lever is moved into forward transmission OPERATION Starting Procedure
1 Always start the engine with the trans
Principle of Operation mission in NEUTRAL to avoid moving the
boat suddenly forward or back
The transmission forwud and reverse drives
2 When the engine is first started allow it
a re operated by transmission oil under pres
to idle for a few moments Stop the engine
sure An interned gear type oil pump delivers
and check the transmiSSion oil level Add
the transmission oil under pressure to the
oil if necessary to bring the oil level up
external oil cooler The transmission oil is
to the mark on the transmission dipstick
returned still under pressure to the oil
riistrihution tube and relief valve The relief
NOTE
valve maintains the oil pressure by remaining
closed until the oil pressure reaches 60 PSI ON SUBSEQUENT STARTUPS THE
When the lntro lever is shiUe to the TRANSMISSION OIL LEVEL MAYBE
forward position oi I under pressure is de CHECKED BEFORE RUNNING THE
livered to the multiple disc clutch piston ENGINE WHEN ENGINE OIL IS
which moves to clnnp the clutch discs and CHECKED
planeta ry reverse gca r case together The 3 Start the engine again with the transmission
ctiscs md case then revolve as a solid cou in NEUTRAL and allow the engine towarm
pling in the direction of engine rotation The up to operating temperature
reverse drive is engaged by shifting the
control lever to thE reVErse posItion so that 4 Shift the transmission into FORWARD or
oil under pressure is delivered to the reverse REVERSE as desired If the engine should
piston The reverse piston moves to clamp stall when the transmission is shifted to
the reverse hand lround the planetary gear FORWAHD or REVERSE place the trans
case preventing the planetary gear case mission in NEUTRAL before restarting the
Irom moving but allowing the plwetary gears engine
to revolve to drive the output or propeller It is recommended that shifting be done at
shaft in a di rection opposite to the rotation speeds below 1000 RPM and preferably in
of the engine With the control lever in the the 800 RPM or idle engine range to pro
neutral positioll pressurized oil is prevented long the life of the engine from entering the clutch pston or reverse and boat EMERG
ENCY shifts may be at
band piston lnd the propeller shaft remains higher engine speeds but this is not a
5 tt ti on1 ry recommended MAINTENANCE are full If necessary
refill to the mark
on the dipstick to ensure proper operation
Lubricltion of the transmiSSion The transmiSSion oil
level should be checked each ti me the engine
The llodels P200 P300 and P400 trans oil level is checked before running the
missions are units indepen engine
dent of the engine lubricating systems
The units are lubricated by pressure and by The oil in the transmission should be
splash from its own oil The type of oil changed every 100 hours or each season
recommended is Transmission Fluid under normal conditions However the
Type commonly used for automatic number of hours that can be run between
transmissions in automobiles oil changes varies with the operating condi
tions Drain plugs are located at the
The quantity of oil depends upon the angle bottom of the reverse gear housing and the
of installation as well as the reduction reduction gear housing
model The level must be mnintained at
the mark on the dipstick clOd should be
checked periodically to ensure satisfac B Adjustments
tory operation
No adjustment is necessary for the FOR
When tilling for the first time or refilling WARD drive multiple disc clutches and the
after nn oil chnnge check the level after reverse band is self adjusting to compen
running for a few minutes to make certain sate for lining wear so that no external
thn the oil cooler and the various passages reverse band adjustment is OIL
DIPSTICK
BREATHER
COOLER
RETURN
OIL TO COOLER
COUPLING
FLANGE
C Trouble Shooting Chart S33
PROBLEM POSSIBLE CAUSES AND METHODS OF INOPERATIVE
Drive Shaft does not operate
with selector valve in forward 1 Low Oil Pressure a Low oil supply Add oil refer to
or reverse b Faulty oil gauge
Replace gauge
Oil gauge slow to register air or
obstruction in oil gauge line Clean
and bleed oil gauge line
c Plugged oil lines 01 passages
Clean lines or passages
d Oil pressure relief valve scored
and sticking Remove relief valve
Clean valve and valve bore in
control valve housing with crocus
cloth to free valve or replace
e Defective pistons and oil distributor
seal rings Replace seal rings
f Defective oil pump Check for wear
and replace if necessary
2 High Oil Temperature a Low oil supply Add oil refer to
b Low water level in cooling system
Add vater and check for leaks
c Plugged raw water inlet screen
Clean screen
d Collapsed or disintegrated water
inlet hose Replace hose
e Air leak in cooling water suction
line Heplace suction line
f Raw water pump impeller worn or
damaged Replace impeller
g Clogged or dirty 011 cooler element
Remove and clean
3 Reverse Band not
engaging Planetary a Reverse band lining worn out
Gear Cage Replace lining
b Defective reverse piston 0 ring
Heplace 0 ring
4 Failure of Planetary Remove gear case assembly and check
Assembly for defective or damaged parts Replace
defective or damaged parts
5 Failure of Reduction Hemove reduction gear assembly and
Gear check for defective or bmaged parts
I Heplace defective or Jamaged parts I
PROBLEM POSSIBLE CAUSES AND METHODS OF DRAGGING
Drive Shaft rotates either
forward or reverse with Forward clutch plates warped and
Selector Valve in neutral 1 Defective forward sticking Remove clutch plates and
pOSition Clutch Plates replace
2 Defective forward Forward clutch piston release spring
Clutch Piston Release broken or weak Replace spring
Spring
3 Binding in Planetary a Bearings and gears worn excessively
Assembly in gear case Replace necessary
parts
b Input shaft bearings worn excessively
causing misalignment of input shaft
Replace necessary parts
GEAR SLIPPING OR SLOW TO
ENGAGE
With Selector Valve in forward
or reverse pOSition 1 Low Oil Pressure See Gear 1
2 Worn forward Clutch Remove forward clutch plates and check
Plates for wear excessively replace clutch
plates
3 Reverse Band not See Gear Inoperative 3
engaging Gear AND 1 Water in Lubricating a Hole in oil cooler element permitting
Oil water to seep into oil compartment
Replace oil cooler element
b Oil cooler gaskets Check gaskets
and replace
2 Excessive Oil in
Engine Crankcase or Defective front end plate oil seal
Flywheel Housing Replace oil seal
3 Oil on Exterior of
Marine Gear a Oil seeping from breather Check
for too high oil level
b Defective rear end oil seal Replace
oil seal
4 Loss of Oil from
Transmission a Check for defective gaskets and
seal
WARNER CRIPTION be shifted to the point where it covers
VVesterbeke Four107 the letter F on the case casting and
Engines are also furnished with VVarner is located in its proper position by the
hydraulic direct drive and reduction poppet ball The VVarranty is assemblies if the shift lever poppet spring and
ball is permanently removed or if the
The direct drive transmission consists control lever is changed in any manner
of a planetary gear set a forward or repositioned or if linkage a reverse clutch an oil pump remote control and transmission shift
and a pressure regulator and rotary lever does not have sufficient travel in
control valve All of these are con both directions This does not apply to
tained in a cast iron housing along with transmissions equipped with shafts and connectors to Gear electrical shift forward reverse and
A direct drive ratio is used all forward operation In reverse
The properties of the oil used in the
the speed of the output shaft is equal to
input shaft speed but in the opposite transmis sion are extremely Helical gearing is used to to the proper function of the quieter
operation than can be system Therefore it is extremely
important that the recommended oil
obtained with spur gearing
automatic transmission fluid A TF
Oil pressure is provided by the cres Type A be used
cent type pump the drive gear of
which is keyed to the drive shaft and PROCEDURE FOR at transmission input speed TRANSMISSION WITH OIL
to provide screened oil to the pressure
VVhen filling the transmission should be added until it reaches the
From the regulator valve the oil is full mark on the dipstick The through the proper circuits tity of oil depends upon the angle of
to the bushings and antifriction bear the installation The unit should be
ings requiring lubrication A flow of turned over at engine idle speed for a
lubricant is present at the required short time in order to fill all whenever the front pump is turn including the cooler and cooler
piping
ing and it should be noted that supply
is positive in forward neutral and PROCEDURE FOR CHECKING OIL
reverse conditions LEVEL
The unit has seals to prevent escape The oil level should be checked im
of oil mediately after shutting off engine and
sufficient oil added to again bring the
Both the input and output shafts are
transmission oil level to the full mark
coaxial with the input shaft splined
on the dipstick assembly The dipstick
for the installation of a drive damper
assembly need not be threaded into the
and the output shaft provided with a
case to determine the oil level It
flange for connecting to the propeller
need only be inserted into the case
shaft until the cap or plug rests on the sur
face surrounding the oil filler hole
CONTROL LEVER POSITION The transmission should be checked
The position of the control lever on periodically to assure proper oil when in forward should and oil should he added if CHANGING
It is recommended that the transmis
sion oil be changed once each season
After draining oil from the unit the
removable oil screen should be
thoroughly cleaned before refilling
the transmission with the recom
mended oil A TF Type A
REDUCTION GEAR BOX
The reduction gear box operates in
conjunction with the direct drive unit
The reduction gear box consists of a
planetary gear set which reduces the
input revolutions to a fixed ratio
It is recommended that all installa
tions using a reduction gear have a
suitable locking device or brake to
prevent rotation of the propeller shaft
when the boat is not under direct pro
pulsion If the marine gear is not in
operation and the forward motion of
the boat causes the propeller shaft to
rotate lubricating oil will not be cir
culated through the gear because the
oil pump is not in operation Over
heating and damage to the marine gear
may result unless rotation of the pro
peller shaft is prevented
Except in an emergency shift from
forward to reverse drive through
neutral at engine speeds below
1000 rpm to prevent damage to the
engine or marine gear
SHORT PROFILE SAILING GEAR
1 Brief description
The Short Profile Sailing Gears are equipped with a positively
driven mechanically operated helical gearing system The
multipledisc clutch requires only minimum
effort for gear changing making the transmission suitable
for singlelever remote control via a rod linkage Morse or
Bowden cable
The torque transmission capacity of the clutch is exactly rated
preventing shock loads from exceeding a predetermined value and
thus ensuring maximum protection of the engine
The transmission units are characterized by low weight and small
overall dimensions The gearbox castings are made of a high
strength aluminum alloy chromized for
improved sea water resistance and optimum adhesion of paint
The transmissions are Maintenance is
restricted to oil level checks see AIR VENT HOLE
12 Gear casing
The rotating parts of the HBW transmission are accomodated in an oiltight casing
divided into two halves in the plane of the vertical axis Amply dimensioned cool
ing ribs ensure good heat dissipation and mechanical rigidity
An oil filler screw with dipstick and an oil drain plug are screwed into the gear
casing The filler screw is provided with a breather hole
The shaft for actuating the mUltipledisc clutch extends through a cover on the
side of the gear casing
13 Gear sets
The transmission is equipped with shaved casehardeneo helical gears made of
forged lowcarbon alloy steel The multispline driving shaft connecting the trans
mission with the engine is hardened as well
The driven shaft propeller side of the transmission is fitted with a forged coupling
flange
14 Multipledisc clutch including operation power train
The engine torque is applied to the input shaft 36 in the specified direction of
rotation and in shifting position A see item 12 via gear 44 the frictionally
engaged clutch discs 51 and 52 to the external disc carrier 57 and from there
via the guide sleeve 59 to the output shaft 66
I n shifting position B see item 12 the torque is transm itted from the input
shaft 36 via intermediate gear 26 gear 65 clutch discs 51 and 52 to the
external disc carrier 57 the guide sleeve 59 and the output shaft 66
Function
The transmission uses a positively driven mechanically operated clutch system mounted on the output shaft
The thrust force required for obtaining positive frictional engagement between the
clutch discs is provided by a servo system This essentially comprises a number of
balls which by the rotary movement of the external disc carrier are urged against
inclined surfaces provided in pockets between the guide sleeve and the external
disc carrier and in this manner exert axial pressure The thrust force and as a
result the transmittable friction torque are thus proportional to the input torque
applied Due to the cup springs 48 supporting the clutch disc stack and a limita
tion of the range of axial travel of the external disc carrier 57 the thrust force
cannot exceed a predetermined value so that the torque transmission capacity of
the clutch is limited
The actuating sleeve 60 is held in the middle position by springloaded pins To
initiate the shifting operation the actuating sleeve 60 need merely be displaced
axially by a shifting fork until the arresting force has been overcome Then the
actuating sleeve 60 is moved automatically by the springloaded pins while the
external disc carrier which follows this movement is rotated by the frictional
forces exerted by the clutch discs and the shifting operation is completed as de
scribed above
Input
Output
15 Shaft bearings
Both the input and the output shafts are carried in amply dimensioned taper roller
bearings
The intermediate gear and the movable gears are carried in sturdy needle roller
1 6 Shaft seals
External sealing of the input and output shafts is provided by radial sealing rings
The running surfaces on the shafts are 17 Lubrication
The transmissions are The bearings are generously supplied
with splash oil and oil mist
2 Delivery condition
For safety reasons the gearbox is NOT filled with oil for
shipment The actuating lever is mounted on the actuating
shaft
Before leaving the factory each transm ission is subjected to a test run with the
prescribed ATF oil The residual oil remaining in the transmission after draining
acts as a preservative and provides reliable protection against corrosion for at least
1 year if the units are properly stored
22 Painting the gearbox
Before painting the gearbox take care to remove any oil films by means of suit
able agents eg HST safety cleansing fluid
Always cover the running surfaces and sealing lips of the radial sealing rings on
both shafts before painting Make certain that the breather hole on the oil filler
screw is not closed by the paint Indicating plates should remain clearly Connection of gearbox with engine
A damping plate between the engine and the
transmission is to compensate for minor alignment errors
and to protect the input shaft from external forces and
loads Radial play should be at least OSmm
24 Suspension of assembly in the boat
To protect the gearbox from detrimental stresses and loads provision should be
made for elastic suspension of the assembly in the boat or craft
The oil drain plug of the gearbox should be conveniently Position of gearbox in the boat
The inclination of the gearbox unit in the direction of the shafts should not per
manently exceed an angle of 20 degrees see The gearbox can also be mounted with the output shaft in the upward position
I nterchange the oil dipstick and the oil drain plug in this case
26 Operation of gearbox
Gear changing requires only minimum effort The gearbox is suitable for single
lever remote control Upon loosening the retaining screw the actuating lever see
illustration can be moved to any position required for the control elements cable
or rod linkage Make certain that the lever does not contact the actuating lever
cover plate 9 the minimum distance between lever and cover should be 05 mm
The control cable or rod should be arranged at right angles to the actuating lever
in the neutral position of the lever
The shifting travel as measured at the pivot point of the actuating lever between
the neutral position and end positions A and B should be at least 35 mm for the
outer and 30 mm for the inner pivot point
A larger amount of lever travel is in no way detrimetal
However if the lever travel is shorter proper gear engagement might be impeded
which in turn would mean premature wear excessive heat generation and result
ing damage
Minimum shifting movement
35 35
for Bowden cable
Clamping screw to be
tightened to torque
of 18 Nm
Oil drain plug
Oil dipstick and
oil filler screw
17 mm width across flats
Min distance of
actuating lever 05 mm
The position of the cover plate underneath the actuating lever is to ensure equal lever travel from neutral position to A and B
When installing the gearbox make certain that shifting is not impeded eg by
restricted movability of the Bowden cable or rod linkage by unsuitably positioned
guide sheaves too small bending radius etc
27 compartment
Care should be taken that the compartment is properly I nitial operation
Fill the gearbox with oil of the recommended grade see items 41 and 42 The
oil level should be the index mark on the dipstick see Casi ng su rface
Dipstick
Correct readings up to Oil level
20 0 inclination in
direction of shafts
Dexron II
To check the oil level just insert the dipstick do not screw in Retighten the
hex screw with the dipstick after the oil level check
32 Operating temperature
The max permissible temperature of the transmission oil is 130 0C
33 Operation of gearbox
Shifting is initiated by a cable or rod linkage via the actuating lever and an actuat
ing cam The completion of the gear changing operation is automatic and cannot
be influenced by external control The actuating lever is mounted on an actuating
shaft and fixed by means of a retaining screw
Gear changing should be smooth not too slow and continuous without inter
ruption The multipledisc clutch permits gear changing at high engine rpm in
cluding sudden reversing at top speeds in the event of danger
34 Operation without load
Rotation of the propeller without load eg while the boat is sailing being towed
or anchored in a river as well as idling of the engine with the propeller stopped
will have no detrimental effects on the gearbox
Locking of the propeller shaft by an additional brake is not required since lock
ing is possible by engaging the reverse gear
35 Layup periods
If the transmission is not used for periods of more than 1 year it should be com
pletely filled with oil of the same grade to prevent corrosion Protect the input
shaft and the output flange by means of an anticorrosive coating if required
36 Preparation for reuse
Drain the transmission of all oil and refill to the proper
level with the prescribed oil
4 Transmission oil
To ensure troublefree operation of the clutch only use oil of the recommended
type
Under no circumstances should the oil contain any additives such as molybdenum
sulphite
We recommend commercial Automatic Transmission Fluid ATF Type A
or Dexron II
42 Oil quantity
HBW 5 approx 04 Itr
HBW 10 approx 06 Itr
H BW 20 approx 08 Itr
Use the index mark on the dipstick as a Oil level checks
Check the oil level in the transmission daily Correct
oil level is the index mark on the dipstick see item 31
Always use the same oil grade when topping up
44 Oil change
Change the oil for the first time after about 25 hours of operation then at inter
vals of at least 1 year
45 Checking the Bowden cable or rod linkage
The Bowden cable or rod linkage should be checked at shorter time intervals
The minimum lever travel from the neutral position to operating positions
OA OB should be 35 mm for the outer and 30 mm for the inner pivot point
Make certain that these minimum values are safely reached Check the cable or
rod linkage for easy movability see item 29
46 OlERHAUL
Disassembly of the transmission in the field is not recom
mended If an overhaul or repair is needed the work should
be done by Westerbeke or an authorized Westerbeke service
center
SECTION T
GENERATOR Manual Starter Disconnect Toggle
Switches T12
Manual Starter Disconnect Rotary Switch T2
Starter Disconnect
By two Air Switches and one Time Delay Relay T8
By two Air Switches and two Time Delay Relays Tll
By Air Switches or Alternator T14
By Alternator Output On 1y T 17
By DC Battery Charge Generator T20
By Centrifugal Speed Switch Charging and Cranking 14indings
T25
Type JC Generator Revolving Field T29
Dynamomi tor T 40
Type YO Generator T 45
MANUAL STARTER DISCONNECT TOGGLE SCHEMATIC
DIAGRAM
1
1PD Tr
WI RI NG DIAGRAM
SEE NOTE
FUEL SOL
tl PREHEATER
REHEAT SOL
PUR 12
01 L PRESSURE
SWITCH
REMOTE CONTROL PANELIUAR VIEW
MANUAL STARTER DISCONNECT TOGGLE manually controlled series of Westerbeke marine diesel generators
is equipped with toggle switches on the engine control panel at remote panels The following instructions and methods
of correcting minor problems apply only to such toggle switch controls
All three switches are momentary contact type and serve the 1 Preheat The toggle switch is a double pole
single throw switch The switch serves two purposes pre
heating the engine for easy starting and defeating or by
passing the engine protective oil pressure switch The
defeat function turns on the fuel solenoid instrument power
and alternator excitation
2 Start The STARTDEFEAT toggle switch is a double pole
single throw switch The switch also serves two purposes
starting the engine and defeating or bypassing the oil
pressure switch The latter pole serves the same function
as in the preheat switch
3 Stop The STOP toggle switch is a single pole single throw
normally closed switch This switch provides power to the
fuel solenoid instrument cluster and alternator excitation
after the oil pressure switch has closed upon starting
Opening of this switch opens the power circuit to the fuel
solenoid thus stopping the flow of fuel to the engine and
stopping the OPERATION
1 Preheat Depress the PREHEAT switch The voltmeter panel
lights gauges and meters and fuel solenoid will activate
The PREHEAT switch should be depressed for twenty seconds in
conjunction with thermostarts installed in intake manifold
and forty to sixty seconds in conjunction with glowplugs
Start While still depressing the PREHEAT switch depress
the START switch This will engage the start solenoid
Panel power and the fuel solenoid will be activated Upon
engine firing release the start switch Do not release the
PREHEAT switch until oil pressure reaches 15 psi Then as
long as the high water temperature and low oil pressure pro
tective circuit does not activate the set will remain
energized and continue to run
3 Depress the STOP switch to stop the engine This
opens the power feed to the fuel solenoid stopping the fuel
flow to the engine It must be depressed until the generator
stops REMOTE ENGINE 6PERATION
For remote operation of the generator system the same three switches
are used The PREHEAT START switches are connected in parallel
with the local panel switches and serve the same functions as in the
the local panel The STOP switch is in series with the local panel
STOP switch and serves the same functions as in the local panel
The generator may be stopped from local or remote positions
AC GENERATORS
Once the diesel generator sets have been placed in operation there
is little or no control adjustment required by the AC Generator
When starting the generator it is always a good plan to switch off
all AC loads especially large motors until the engine has come
up to speed and in cold climates starts to warm up These precautions
will prevent damage by unanticipated operation of AC machinery and
prevent a cold engine from being stalled
OVERSPEED If equipped with this option
If the engine governor loses control and the engine speed accelerates
a relay is actuated that deenergizes the fuel solenoid and stops
the engine A red light on the panel illuminates and remains lighted
To extinguish the light reset the overspeed relay by depressing the
engine STOP switch When the reason for the overs peed shutdown is
corrected the engine is ready to be restarted
TROUBLESHOOTI NG
MANUAL STARTER DISCONNECT TOGGLE engine control system is protected by a 20 Amp manual reset located on the engine as close as possible to the
power source
An additional circuit breaker is located at the fuel solenoid PIN 23041
when this solenoid is used This solenoid is not used on WTO as injec
tion pump has solenoid control toggle switch of Trouble Probable Cause Preheat depressed a Battery switch 1
Check switch andlor
no panel indications or power not on battery solenoid not b 20 AMP circuit 1 Reset breaker if
breaker tripped again check preheat
solenoid circuit and
run circuit for
shorts to ground
2 Start depressed a Battery switch 1 Check switch andlor
no panel indications or power not on battery solenoid Start b 20 amp circuit 1 Reset breaker If open
solenoid not engaged breaker tripped again check start solen
oid circuit and run
circuit for shorts to
ground
3 Start a Fuel solenoid 1 Check mechanical OK Start PIN 23041 circuit tioning of fuel OK Fuel solen breaker tripped
for plunger bottoming
oid not functioning 2 Reset breaker and repeat
start cycle
3 If repeated tripping
check for defective
breaker fuel solenoid
4 No a Faulty fueling 1 Check for fuel to
doesnt start Fuel system generator energized 2 Check for air in fuel
system bleed system
3 Fuel lift pump failure
5 Failure to stop a Fuel solenoid 1 Stop engine by freeing
PIN 23041 fuel pump lever That
return spring failing shut off fuel
check fuel solenoid link
age and repair for free
movement
b Stop switch 1 Disconnect power leads
fail ure thru stop switch Test
switch for proper opera
tion by continuity test
c Fuel injection 1 Stop engine with fuel
pump failure line shut off
6 Engine stops a Low oil pressure 1 Check oil fresh water
or overheated and sea water cooling
b Low oil pressure 1 Check for satisfactory
swi tch fails to operation with switch
close bypassed
c High water tempera 1 Same as above
ture switch open at
too low a temperature
d Switch and wiring 1 Inspect all wiring for
loose connections and
short circuits
7 Not charging a Alternator drive 1 Check drivebelt and its
battery tension Be sure alter
nator turns freely
Check for loose connec
tions
b Regular unit and 1 With engine running
alternator momentarily connect B
CMA series only to field A good alterna
tor will produce a high
charge 50 amps If no
res pons rep 1ace alternator
Check for shorting of al
ternator output connections
to ground
8 Battery runs down a Oil pressure switch 1 Observe if gauges and panel
light are on when engine is
not running Test the nor
mally open oil pressure
switch by disconnecting one
lead If lights go out re
place oil pressure switch
b High resistance leak 1 Check wiring Insert sen
to ground sitive 025 amp meter
in battery lines Do not
start engine Remove con
nections and replace until
short is located
c Low resistance leak 1 Check all wires for tem
to ground perature rise to locate
fault
d Alternator 1 Disconnect alternator at
output after a good bat
tery charging If leakage
stops replace alternator
protective diode plate
That failing replace alter
nator
T2 Generator Set Controls
MANUAL STARTER DISCONNECT ROTARY SWITCH
1020 KW
SATTERY 12VDC BATTERY RETURN
STARTER MOTOR
START SOL RELAY 1 eJ
FUSE lOA
ALTERNATOR
SLOW BLOW WITH
PANEL
AMP CROUND
o MANUAL SWITCH
OPs
VZ 91 I
I RUN Z
I LI GHT h HOUR
METER 2
I 33JtIW
I I
I I
I I
I I
I I
I I
I I 5
I I 3
SUPPRESION
I I I DIODE
I I
I I
I I START SOL RELAY
I I
I I 8
OPSW
PREHEAT RELAY
I I
L J
REMOTE STATION OPTIONAL Drawing 15123
MANUAL CONTROL The Manual Control series of Westerbeke marine diesel generators
is equipped with a bar handle rotary control switch on the engine panel
and optionally at a remote panel The following instructions and methods
of correcting minor problems apply to the following manual control REFERENCE DIAGRAMS
WPDS 100 Four107JC 15123 15687
WPDS 125 Four107JC 15123 15687
WPDS 150 Four107JC 15123 15687
WPDS 200 Four154JC 15123 15687
WPDS 300 Four230UR 15227 15555
WPDS 450 Six346UR 15227 15555
The five rotary switch positions on the panel and on the remote panel are
marked to indicate the functional state of the control circuit
1 SAFETY The 12 volt DC power to control circuit is interrupted when
either the panel or remote switch is in the SAFETY position Its purpose
is to positively shut down the set from either station A running engine will
stop and cannot be restarted when either switc is in SAFETY Turn panel switch
to SAFETY when servicing engine to prevent an attempted startup at the OFF The normal stopping position is OFF When a remote panel is the usual
station from which the generator is operated the engine panel switch is left
in the OFF position which allows full control by the remote switch
3 RUN The normal operating position When the set is running a red diode LED is illuminated above the RUN position on the remote panel
This s a warning to operators not to engage the starter on a running engine
4 DP CIRCUIT DEFEAT momemtary spring return When the set is not running
the low oil pressure shutdown switch is open preventing the fuel solenoid The DEFEAT position provides direct energization of the fuel solenoid
at full battery voltage by bypassing the oil pressure switch In addition the instrument panel independently of the oil pressure switch an oil
pressure switch provides power to the panel when the engine is running gauge may be checked without starting the engine by use of this At the remote
panel the LED is illuminated when either panel or remote
switch is positioned to DEFEAT This checks the RUN light and more that there is sufficient charge in the batteries to crank the engine
s START momentary spring return This position energizes the cranking motor
through a solenoid relay The bypass and LED connections activated by the are maintained in the START position When ignition occurs the is disengaged
by releasing the switch from the START position At the the LED is extinguished by the drop in system voltage as the crank motor
is engaged Relighting of the LED signifies that ignition has ENGINE OPERATION
1 STARTING AT THE ENGINE PANEL Installations with remote stations must set
the remote switch to OFF
A Turn switch to DEFEAT and pause to allow the fuel solenoid to operate
Check panel lights and instruments for appropriate indications and the
hour meter blinking The ammeter shows a momentary large discharge
and a small sustained discharge depending on the use of preheaters
Preheat twenty seconds in the DEFEAJ position on Model IPDS 20
B Turn the switch from DEFEAT to START and hold there while the engine
cranks When engine ignition occurs allow the switch to return to
DEFEAT and hold until the oil pressure indicator rises Then release
to the RUN position
2 STARTING AT THE REMOTE PANEL Check that the LED is not illuminated due
to the engine already running
A The egine mounted switch must be on OFF
B Turn the switch to DEFEAT and hold Verify that LED illuminates
Hod briefly for fuel solenoid engagement to occur On Model WPDS 20
which is preheated hold DEFEAT twenty sonds
C Turn the switch to START Observe that LED extinguishes momentarily
When LED again flares up brightly ignition has occurred Release to
DEFEAT holding there sufficiently long for the oil pressure to rise
Then release the switch to RUN
3 SHUT OFF To shut the engine off simply turn the switch to OFF or
SAFETY When there is a remote panel shut off requires that both
switches be in the OFF position or either switch be placed in the
SAFETY position
AC GENERATORS Once the diesel generator sets have been placed in operation
there is little or no control adjustment required by the AC Generator
When starting the generator it is always a good plan to switch off all AC
loads esoecially large motors until the engine has come up to speed and in
cold climaes starts to warm up These precautions will prevent damage by
unanticipated operatio of AC machinery and prevent a cold engine from being
s tall ed
SPECIAL CONTROLS ON WPDS 30 AND WPDS 45
The engine panels on these generators have four additional features
1 OVERSPEED If the engine governor loses control and the engine speed ac
celerates a relay is actuated that deenergizes the fuel solenoid and stops
the engine A red light on the panel illuminates and remains lighted To
extinguish the light reset the overspeed relay switch to the OFF or SAFETY
condition When the reason for the overspeed shutdown is corrected the
engine is ready to be restarted
2 FIELD BREAKER The generator automatically monitors its power output A
sustained overload or short circuit in the output lines causes the FIELD
BREAKER to open This removes the generator excitation and the output
ceases The engine will continue to run with no AC output After de
termining and correcting the cause of overload the FIELD BREAKER can be
reset with the engine still running
3 C VOLTAGE ADJUSTMENT This rheostat allows the output voltage to be
adjusted a few percent in relative value A second adjustment can be
made using a potentiometer mounted on the printed circuit voltage regu
lator in the cabinet
4 lOA SLOW BLOW This fuses principle function is the protection of the
fuel solenoid which rapidly overheats if its ability to complete its
stroke and bottom is impeded A second function is general protection
of the 12 volt control wiring against inadvertant overload The set
shuts off and gives no indication of panel power in the DEFEAT and
START position when the fuse blows Replace only with slow blow
5 ampere fuses The slow blow feature allows the initial solenoid
surge currents to pass Permanent damage to the fuel solenoid can
result from MANUAL CONTROL TROUBLE SHOOTING HINTS
Nature of trouble Probable cause No panel A Remote or engine switch 1 Visual check
indications or on SAFETY
switch response
B Engine panel fuse 1 Check replace 5 amp slow blow
2 Repeated blowingcheck for short
circuits and fuel solenoid
bottoming
C Battery 1 Check connections and disconnect
switch
2 Jump B to start solenoid coil
If cranks battery is OK
D Continuity grounding 1 Check voltage point by point
or shorted circuits from battery through ammeter
Tighten loose connections and
locate ny faults
2 Doesnt crank A Start solenoid 1 Bypass solenoid with heavy wire
panels and If cranks OK start solenoid or
voltages are OK coil input at fault
B Crank by engine switch 1 Remote cable wire too small for
but not hy remote panel length of run Open C Starter jammed 1 Voltage drops and starter motor
heats Remove motor Check pinion
ring gear and engagement mechan
ism Replace as required
D Starter engagement 1 Apply voltage to B and S on
solenoid and switch starter No response Check
starter motor return lines R
Both connected to battery
3 No ignition A Fuel solenoid 1 Check 12V on terminals at DEFEAT
cranks doesnt position Check for free mechani
start fueled and cal action Adjust spring and link
primed ages Replace solenoid if weak
overheating or dead
2 No Voltage Test with bypassed oil
pressure switch then bypassed tem
perature switch If no voltage
check wiring
B Overspeed relay 1 Check solenoid return circuit
30 and 45 KW through relay Check relay move
ment and contacts
2 A faulty overs peed circuit will
hold relay closed Reset with
switch and isolate cause
C Faulty fueling system 1 See engine maintenance section
D Preheat not working 1 Check preheat solenoid relay
20 KW and glowplugs
2 Glowplugs burned out Replace
and check pressure switch shut
off operati on
4 Failure to shut A Fuel solenoid return 1 Stop engine by freeing fuel pump
Ym spring lever That failing shut off
fuel Check fuel solenoid linkage
and repair for free movement
B Control circuit or 1 Stop engine by removing fuse
sw itch fa i 1ure Locate malfunction by voltage
test after removing wire from
the start solenoid relay and
replacing fuse
C Fuel injection pump 1 Stop engine with fuel line shut
failure off Repair or replace oump
D Major engine fault 1 Stop engine with fuel line cutoff
That failing plug air inlet with
rags Put maximum load on genera
tor to attempt to stall engine
Engi ne stops A Low oil pressure or 1 Check oil fresh water and sea
in RUN overheated water cooling
B Low oi 1 pressure switch 1 Check for satisfactory operation
fails to close with switch bypassed
C High water temperature 1 Same as above
switch open at too low
a temperature
O Switch and wiring 1 Inspect all wlrlng for loose con
nections and short circuits
6 Not charging A Alternator drive 1 Check drivebelt and its tension
battery Be sure alternator turns freely
Check for loose connections
B Regulator unit and 1 With engine running momentarily
alternator connect B to field A good alter
nator will produce a high charge
50 amps If no response replace
alternator Check for shorting of
alternator output connections to
ground
7 Battery runs A Oil pressure switch 1 Observe if gauges and panel light
down are on when engine is not running
Test the normally open oil pressure
switch by disconnecting one lead
If lights go out replace oil pres
sure switch
B High resistance leak 1 Check wiring Insert sensitive
to ground 025 amp meter in battery lines
Do not start engine Remove con
nections and replace until short is
located
C Low resistance leak 1 Check all wires for temperature
to ground rise to locate fault
O Alternator 1 Oisconnect alternator at output
after a good battery charging If
leakage stops replace alternator
protective diode plate That fail
ing replace B BATT B
RETE SWI
0 0 ON N5T LAMPS
AUTO
GENERATOR CONTROL
Tilting Panel
Start disconnect by
two air switches
Single glass enclosed
time delay relay
DRAWING NO 16619
START DISCONNECT BY TWO AIR SWITCHES
Single Glass Enclosed Time Delay Relay T0 start generator from the local position throw switch 6 to ON To
start it from the remote position throw switch 7 to ON Switch 6 must
then be in the AUTO Dosition This applies B Pas to the instruments
the time delay coil TO through CRl NC the start solenoid coil through
CRl NC and then the tWIJ air slflitches in series normally closed contacts
to B Neg return the time delay coil TO through CRlNC and the fuel
solenoid through CR2NC
2 To stop return switch 6 to OFF or open 7 if control is AUTO Always
leave a nonrunning set with switch in the OFF SET STARTS
1 hen the set starts and runs both air switches operate immediately discon
necting the start solenoid even if only one operates the solenoid would
disconnect
Aftrr 2pxiately 20 seconds after either switch 6 or 7 is closed TO
imes out 6nd closes energizing relay CR which locks itself up through
contacts CRlNO When CR operates the fuel solenoid then gets holding
current through resistor Rl the oil pressure and water temperature 5witch2S
the norally open contacts of both air switched which are closed hile the
set is and through contacts CR2NO An oil rsssure sr waJ
temerature failure will shut down the set and it will not restart since
CRlNC and CR2NC are locked To restart from an oil pressure or wasr
tmperature shut down throw switch 6 or 7 to the OFF position momentar
ily which releases relay CR and then back to the ON After apJroximatly 30 seconds TO ties out as before and closes ener
gizing and locking up relay CR as above CRlNC opens immediately drop
ino out the start solenoid Sinc the air switched have not closed the
uet solenoid is deenergized by the ooening of contact CR2NC To
restart the generator after it has been shut down by the cranking limited
turn switch 6 or 7 momentarily to the OFF position thereby dropping out
relay CR Tventy seconds or less after last cranking has stopped TO Jill
cool sufficiently to allow a restart attempt by putting switch 6 or 7 in
the ON position
TROUBLE SHOOTING HINTS
16619
NATURE OF TROUBLE PROBABLE CAUSE CORRECTIVE ACTION
1 ENGINE ONIT CRANK DEFECTIVE START SOLE PLACE 12 VOLTS ON COIL OF SOL
NOlO ENOID IF ENGINE CRANKS TROUBLE
IS IN CONTROL PANEL IF IT IJON1T
CRANK PUT B POS ON CONTACT THAT
LEADS INTO STARTER IF ENGINE
CRANKS TROUBLE IS IN START SOL
ENOl D I F ENGINE DOES NOT CRANK
STARTER IS DEFECTIVE CR RELAY CHECK CRl NC CONTACTS FOR OPEN
CIRCUIT
DEFECTIVE AIR SWITCH CHECK AIR SWITCHES FOR OPEN IN
THE NC POSITION
2 SET RUNS FOR LESS CR2 NO DOESNT CLOSE CHECK TO SEE IF CONTACT CLOSES
THAN 30 SECOrj OS AIR StITCHES DEFEC CHECK BOTH TO SEE IF THEY CLOSE
AND SHUTS DmN TIVE
In SIiITCH DEFECTI VE CHECK FOR OPEN
OP SWITCH DEFECTIVE CHECK FOR OPEN
RESISTOR Rl DEFECTIVE CHECK RESISTCE 4 OHMS
3 SET SHUTS DOJN SAME AS STEP 2 OR CHECK SPRING TENSION
INTERMITTENTL Y FUEL SOLENOID DEFECT CHECK ALIGNMENT
CHECK SOLENOID
llLTERNATOR INT DEFECTIVE REGULATOR lITH GEN OFF CHECK FOR VOLTAGE
CHARGE DEFECTIVE ALTERNATOR AT AUXILIARY TERML TO GROUND
IF YOU HAVE VOLTAGE THE ISOLATION
DIODES ARE SHORTED REPLACE
PLACE JUMPER FROM FIELD TERML
TO AUX IF JUMPER PROVIDES COR
RECT OUTPUT REG IS DEFECTIVE
IF NOT BRUSHES OR ROTOR CIRCUIT
DEFECTIVE
ItJITH ENGINE RUNNING AT FAST IDLE
CONNECT VOLTMETER FROM AUX TO
GROUND WITH READING OF 150 TO
15 7 VOLTS rOVE VOL TMETE R POS
LEAD TO OUTPUT THIS SHOULD BE 8
TO 12 VOLTS LOWER THAN VOLTAGE
NOTED AT THE AUX TERML
5 jTG DEFECTIVE GAUGE ANDOR SENDER CHECK GAUGE AGAINST A TEST THERMO
METER IN SURGE TANK GAUGE SHOULD
BE SAME TO 10 F HIGHER
CHECK SENDER
OPG DEFECTIVE SAME CHECK OP HTH TEST GAUGE AT SENDER
7 FUEL SOLENOID TO DEFECTIVE CHECK FOR SHUT DOWN WITH WIRE
OVERHEATS REMOVED FROM OP OR WT
SWITCH IF NO SHUT DOWN REPLACE
TO AND CHECK ITS WIRING FOR
BREAKS
CR DEFECTIVE CHECK FOR OPEN COIL AND LOW
RESISTANCE OF NO CONTACTS
lJHEN CLOSED
T 11
B BATT B
II 551
I GRN
FU I I RED
I I
I I YEL
REMOTE
ON SWI
ON INST LAMPS
0 SW2 OFF
o AUTO
OP5
GENERATOR CONTROL
T i 1 tin 9 Pan e 1 disconnect by
two open delay relays a 1
RI
OP WT
CR2 CR2
DRAWING NO l33l3E
10
TTD2
CRI
OPERATION
1 To start generator from the local posi
tion throw switch 6 to On To start
it from the remote position throw switch
7 to On Switch 6 must then be in
the Auto position This applies B
Pos to the instruments the time
delay coil TD through CRl NC the
Start Solenoid coil through CRl NC
the air switches in series normally
closed and also the Fuel Solenoid
through CR2 NC
ASSUME SET STARTS
1 When the set starts and runs both air
switches operate immediately discon
necting the start solenoid even if only
one operates the solenoid would dis
connect
2 After 30 seconds cranking limiter TD
times out and closes energizing relay
CR which locks itself up thrugh con
tacts CRl NO fuen CR operates the
fuel solenoid then gets holding current
through resistor Rl the oil pressure
and water temperature switches the
normally open contacts of both air
switches which are closed while the set
is operating and through contacts CR2
NO An oil pressure or water temper
ature failure will shut the set down
and it will not restart since CR is
locked up To restart set throw
switch 6 or In to the Off position
momentarily which releases relay CR and
then back to the On position
ASSUME SET DOES NOT START
1 After 30 seconds cranking limiter TD
times out and closes energizing and
locking up relay CR as above CRl NC
opens immediately dropping out the
start solenoid Since the air switches
have not closed the fuel solenoid is
deenergized by the opening of contact
CR2 NC To restart the generator
after it has been shut down by the
cranking limiter turn switch 6 momen
tarily to the Off position thereby
dropping out relay CR and then back to
the On position
TROUBLE SHOOTING HINTS OF TROUBLE PROBABLE CAUSE CORRECTIVE ACTION
1 ENGINE WONT CRANK DEFECTIVE START SOL PLACE 12 VOLTS ON COIL OR SOL
ENOID ENOID IF ENGINE CRANKS TROUBLE
IS IN CONTROL PANEL IF IT WONT
CRANK PUT BPOS ON CONTACT THAT
LEADS INTO STARTER IF ENGINE
CRANKS TROUBLE IS IN START SOL
ENOID IF ENGINE DOES NOT CRANK
STARTER IS DEFECTIVE
DEFECTIVE CR RELAY CHECK CRI NC CONTACTS FOR OPEN
CIRCUIT
DEFECTIVE AIR SWITCH CHECK AIR SWITCHES FOR OPEN CIR
CUITS
TTD2 NC OPEN CIRCUIT CHECK FOR OPEN
2 SET RUNS FOR TWO CR DEFECTIVE CHECK FOR OPEN COIL OR SHORTED
MINUTES AND SHUTS CONTACT CR2NC
DOWN
TTDl DEFECTIVE CHECK TTDI
3 SET RUNS FOR 30 SECS CR2 NO DOESNT CLOSE CHECK TO SEE IF CONTACT CLOSES
THEN STOPS AIR SWITCHES DEFECT CHECK BOTH TO SEE IF THEY CLOSE
WT SWITCH DEFECTIVE CHECK FOR OPEN
OP SWITCH DEFECTIVE CHECK FOR OPEN
RESISTOR Rl DEFECTIVE CHECK RESISTANCE 4 OHMS
4 SET SHUTS DOWN IN SAME AS STEP 3 OR CHECK SPRING TENSION
TERMITTENTLY FUEL SOLENOID DEFECT CHECK ALIGNMENT
CHECK SOLENOID
5 ALTERNATOR WONT DEFECTIVE REGULATOR WITH GEN OFF CHECK FOR VOLTAGE
CHARGE DEFECTIVE ALTERNATOR AT AUXILIARY TERMINAL TO GROUND
IF YOU HAVE VOLTAGE THE ISOLATION
DIODES ARE SHORTED REPLACE
PLACE JUMPER FROM FIELD TERMINAL
TO AUX IF JUMPER PROVIDES COR
RECT OUTPUT REG IS DEFECTIVE
IF NOT BRUSHES OR ROTOR CIRCUIT
DEFECTIVE
WITH ENGINE RUNNING AT FAST IDLE
CONNECT VOLTMETER FROM AUX TO
GROUND WITH READING OF 150 TO
157 VOLTS MOVE VOLTMETER POS
LEAD TO OUTPUT THIS SHOULD BE
8 TO 12 VOLTS LOWER THAN VOLT
AGE NOTED AT THE AUX TERMINAL
6 WTG DEFECTIVE GAUGE CHECK GAUGE
SENDER CHECK SENDER
7 OPG DEFECTIVE SAME AS STEP B
CR2 502
CRI R2
4n NOTECD ope
ON SWI PR2 CLl
I AUTO
REMOTE ON
SW2 PR
PRI WT
AS
NOTE CD R2 WAS 10 OHMS WITH OLD
FUEL SOLENOID
1015 KW WPDS GENERATOR WITH STARTER DISCONNECTED BY AIR SWITCH
OR ALTERNATOR OUTPUT
DRAWING NO 12868C
12868
SBlUBNCE OF THROW CONrROL SWITCH TO RUN
2 CR CR2 NO CLOSES FS AND SS ARE STARTER S IS ENGINE STARTS
6 AIR SWITCH CLOSES AT APPROXIMATELY 400rpm
A IF ALTERNATOR VOLTAGE AT AUX TERMINAL BUILDS UP BEFORE
AIR SWITCH CLOSES SO AND TD ARE ENERGIZED VIA ALT AUX OUTPUT
B IF AIR SWITCH CLOSES BEFORE ALT VOLTAGE BUILDS UP SO AND TD ARE
BNERGIZED BY BPOS THRU AIR SWITCH
7 SD1 N 0 OPENS NOW FS IS HELD IN AT REDUCED CURRENr VIA RESISTOR R2
SO2 NC OPENS DEENERGIZING SS AND DISENGAGING STARTER
8 OIL PRESSURE BUILDS UP AND OP OPENS
9 TD HEATS AND TD1 CLOSES PR CANNOT DEBNERGIZE CR SO ENGINE CONrlNUES
TO RUN
10 IF ENGINE FAILS TO START IN APPROXIMATELY 40 SECONDS CRANKING LIMIT HEATS
AND CONrACTS OPEN THUS DEENERGIZING CR CR1N0 OPENS AND FUEL SOLBNOID
DROPS OOT STOPPING ENGINE RESET CL AFTER APPROX ONE MINUTE IF DESIRED
11 LOW OIL PRESSURB OR HIGH WATER TEMP AFTER TD ACroATES APPROX 15 SECONDS
ENERGIZES PR THUS DRCPPING OUT CR AND STOPPING TROUBLE SHOOTING HINTS 12868
NATURE CF TROOBLE PROBABLE CAUSE CORRECTIVE ACTION
1 ENGINE WONT CRANK DEFECTIVE START SOLENOID PLACE 12VOLTS ON COIL IF
DEFECTIVE REPLACE
2 ENGINE WONT CRANK AIR SWITCH DEFECTIVE DISCONNECT BATTERY AND MAKE
BUT SD RELAY PULLS CONrINUITY TEST ACROSS SWITm
aJTPUT TERM AT ALTER CHECK TWO OUTPUT DIODES FOR
NATOR SHORTED TO AUX SHORT
PRIMARY RELAY SHORTED mECK PRNO FOR SHORT
CRANKING LIMITER POPPED PUSH RESET
OPEN
CRANKING LIMITER DEFECT CHECK FOR OPEN CIRCUIT
CRANKING RELAY DEFECT CHECK COIL
3 ENGINE CRANKS BUT FUEL SOLENOID DEFECTIVE CHECK LINKAGE FOR PROPER ALIGN
WONT START MENT THROW SWITCH TO ON AND
SEE IF PLUNGER PULLS IN IF NOT
CHECK SDl FOR OPEN CHECK FUEL
SYSTEM
AFTER 30 SECS CL POPS RESET AFTER 1 MIN
4 STARTER KICKS IN AND AIR SWITCH NOT PULLING mECK VANE
OUT IN
START DI SCONNECT RELAY CHECK RSLA Y
IS DEFECTIVE
5 ENGINE RUNS FOR 15 PROTECTIVE CIRCUIT ENGAG CHECK FOR LOW OIL
SEC APPROX THEN ING ENGINE WATER TEMPTOO HIGH
SHUTS DOWN DEFECTIVE WATER TEMP SWITCH
DEFECTIVE OIL SWITCH
PRl RELAY CONTACTS SHORTED
CHECK FOR LOW WATER
6 ENGINE RUNS STOPS DEFECTIVE FUEL SOLENOID MAY CHECK 0000 BUT WONT BUILD
FOR UP ENOOGH MAGNETISM
NO APPARENr REASON
THEN ENGINE RESTARTS DEFECTIVE 400M RESIS CHECK RESISTAJICE
ITSELF TOR
CRANKING RELAY CHECK CONTACT CRINO
7 AMMETER NOT CHARGING DEFECTIVE ALT OR REG CHBCK OUTPUT AT AUXTERML
ULATOR PLACE JUMPER FROM AUXTERM L
TO FI ELD TERMINAL
A IF THERE IS AN OOTPUT SHUT
SET DOWN RESTART AND IF STILL
CHARGI NG IT I S ALRIGHT IF
NOT REGULATOR IS DEFECTIVE
B IF THERE IS NO OUTPUT ALTER
NATOR IS PROBABLY DEFECTIVE
T 17
8 B
PRI WT
BL K REG
1015 KW WPDS GENERATOR WITH STARTER DISCONNECTED
BY ALTERNATOR OUTPUT ONL Y
DRAWINGNO 13795B
SEQUENCE OF 1 Control SW to ON
2 CR energizes
3 CR2 NO closes FS and 55 are energized cranking limiter is energized
Alternator field is energized thru the 75 OHM resistor
4 Starter is energized
s Engine starts
6 SO and TO are energized via Alternator auxiliary output
7 501 NC opens Now FS is held in at reduced current via 10 OHM resistor
502 NC opens deenergizing 55 and disengaging the starter
8 Oil pressure builds up and OP opens
9 TO heats and TONO closes PR cannot deenergize CR so engine continues to
10 If engine fails to start in approx 40 seconds cranking limiter heats and
contacts open thus deenergizing CR CRlNO opens and fuel solenoid drops
out stopping engine Reset CL after approx 1 minute if desired
11 Low oil pressure or high water temp after TO actuates approx 15 sees
energizes PR thus dropping out CR and stopping engine
T 19
TROUBLE SHOOTING HINTS
NATURE OF TROUBLE PROBABLE CAUSE CORRECTIVE ACTION
1 ENGINE RUNS FOR APPROX PROTECTIVE CIRCUIT A CHECK FOR LOW OIL
15 SECS THEN SHUTS ENGAGING B ENGINE WATER TEMP TOO
DOWN HIGH
C DEFECTIVE WATER TEMP
SWITCH
D DEFECTIVE OIL SWITCH
E TIME DELAY RELAY SHORTED
2 ENGINE RUNS STOPS IN DEFECTIVE FUEL SOLEN MAY CHECK GOOD BUT UNT
TERMITTENTLY FOR NO AP OlD BUILD UP ENOUGI RESIDUAL
PARENT REASON THEN RE MAGNETISM
STARTS ITSELF
DEFECTIVE 10 EM RE CHECK RESISTANCE
SISTOR
CRANKING RELAY CHECK CONTACT CRlNO
3 AMMET ER NOT CHARGING DEFECTIVE ALTERNATOR CHECK OUTPUT AT AUXILIARY
OR REGULATOR PLACE JUMPER FROM AUXILIARY
TERMINAL TO FIELD TBRML
A IF THERE IS AN OUTPUT
SHUT SET DOWN RESTART
AND IF STILL CHARGING ITS
ALRIGHT IF NOT DEFECTIVE
REGULATOR
B IF THERE IS NO OUTPUT YOU
PROBABLY HAVE A DEFECTIVE
B B
CD G
CR2 5D2 CL RI
AMP SOl
CR I
PRo CL
SW2 ON
REMOTE
G AUTO
PREHEAT
REG
1015 KW WPDS GENERATOR WITH STARTER BY DC BATTERY CHARGING GENERATOR
DRAWING NO 13742
13742
SEQUENCE OF Control SW to ON
2 CR CR2NO closes FS and 55 are energized CL is Starter is Epqine starts
6 SD and TD are energized via DC generators output
7 SD1NC opens Now FS is held in at reduced current via 10 OHM resistor
SD2NC opens deenergizing 55 and disengaging the starter
8 Oil pressure builds up and OP opens
9 TD heats and TDNO closes PR cannot deenergize CR so engine continues to
10 If engine fails to start in approx 40 seconds cranking limiter heats and
contacts open thus deenergizing CR CR1NO opens and fuel solenoid drops
out stopping engine Reset CR after approx 1 minute if Low oil pressure or high water temp after TD actuates approxo 15 sees
energizes PR thus dropping out CR and stopping TROUBLE SHOOTING HINTS
NATURE OF TROOBLE PROBABLE CAUSE CORRECTIVE ACTION
1 ENGINE RUNS FOR APPROXo PROrBCTIVE CIRCUIT A CHECK FOR LOW OIL
15 SECS THEN SHUTS ENGAGING B ENGINE WATER TEMP TOO
DOWN HIGH
C DEFECTIVE WATER TEMP
SWITCH
D DEFECTIVE OIL SWITCH
E TIME DELAY RELAY SHORTED
2 ENGINE RUNS STOPS IN DEFECTIVE FUEL SLEN MAY CHECK GOOD BUT NT
TERMITTENfLY FOR NO AP 010 BUILD UP ENOOGH RESlLUAL
PARENT REASON THBN RE MAGNETISM
STARTS ITSELF
DBFBTIVE 10 JM RE CHECK RESISTANCE
SISTOR
CRANKING RELAY CHECK CONfACT CR1NO
3 AMMETER NOT CHARGING DEFECTIVE GENERATOR OR CHECK OOTPUT AT AI
REGULATOR
A IF THERE IS AN OUTPUT
REGULATOR IS PROBABLY
DEFECTIVE
B IF THERE IS NO OUTPUT
YOO PROBABLY HAVE A
DEFECTIVE GENERATOR
B B
0
CR 2 S02 CL RI
N O N C
CD I CD
01 R3
CRt R2
NO IOn
SWI TO
SW2
REMOTE
G ON
AUTO
PRI CLI
NC NC
1015 KW WPDS GENERATOR WITH AUXILIARY CHARGING
WINDING AND STARTER DISCONNECTED BY
CENTRIFUGAL SPEED SWITCH
DRAWING NO 13743
13743
SEQUENCE OF OPERATION
1 SWl switch to on position CR energizes
2 SS and FS energize cranking limiter is energized Starter is en
ergized Voltage is fed to meters
3 Engine starts
4 At 400 rpm overspeed switch SW3 closes energizing SD and TD SD2
opens removing voltage from cranking limiter and start solenoid Start
er drops out SD1 opens putting a 10ohm resistor in series with the
fuel solenoid
5 Generator builds up voltage and charging current is taken from auxiliary
winding AI thru diode Dl
6 The TD relay is energized after 15 seconds by which time the oil pres
sure has built up opening the low oil pressure switch If oil pres
sure becomes low or the water temp too hi the respective switches
will close thereby placing a ground on PR which opens PRl removing
voltage from CR which opens CR1 CR2 removing voltage from FS
PR2 gives PR a permanent ground for shutdown
7 To restart turn control switch to off and start engine If problem has
not beea corrected engine will shut off again in 15 seconds
e If engine fails to start in approx 40 seconds cranking limiter heats
up and contacts open thus deenergizing CR CR1 NO opens and fuel
solenoid drops out stopping engine Reset CL after approx one min
ute if desired
TROUBLE SHOOTING HINTS
NATURE OF TROUBLE PROBABLE CAUSE CORRECTIVE ACTION
1 ENGINE WONT CRANK DEFECTIVE STARTER OR PLACE 12 VOLTS ON COIL OF
START SOLENOID SSG IF SOLENOID ENERGIZES
STARTER IS DEFECTIVE IF
SOLENOID DOES NOT ENERGIZE
SOLENOID IS ENGINE WONT START DEFECTIVE FS CHECK FUEL SOLENOID LINKAGE
DEFECTIVE SD RELAY CHECK SD1 NC
3 ENGINE STARTS BY IT CR2 NO DEFECTIVE CHECK CR2 NO FOR SHORT
SELF
4 ENG IN E CRANKS START DISCONNECT RELAY CHECK COIL OR SDNC
STARTS BUT STARTER DEFECTIVE
DOES NOT DISENGAGE SPEED SWITCH DEFECTIVE SEE IF IT CLOSES liEN ENGINE
STARTS
5 ENGINE CRANKS CR1 NO DEFECTIVE CHECK CnACT
STARtS BUT STOPS 10 OHM RESISTOR DEFECT MEASURE RESISTANCE
AND RESTARTS IT IVE
SBLF
FUEL SOLENOID TOO WEAK CHECK SPRING TENSION ON SOL
TO PULL ITSELF IN ENOID ARM
6 ENGINE RUNS SHUTS PROTECTIVE CIRCUIT ENER CHECK FOR LOW OIL OR HIGH
DOWN AFTER 15 SECS GIZED WATER TElIP
OIL PRESSURE SWITCH REPLACE
SHORTED
WATER TEMP SWITCH REPLACE
SHORTED
PROTECTION RELAY DE CHECK CONTACT PR2 NO
FECTIVE
7 BATTERY RUNS DOWN IN D1 SHORTED REPLACE
A DAY BUT TAKING
GOOD Bt 5
12 VDC
0 J
SWI 204 SD
CL Iii
AUTOL TO
wtfe
Mo7e Pi
5W2 C51
SI I
1015 KW WPD GENERATOR WITH AUXILIARY CHARGING
AND CRANKING WINDINGS
DRAWING NO 12970
SUEICE OF WITH SWITCH IN ON POSITION THE FUEL SOLE1iOID AND START SOLENOID ARE ENER
GIZED PUTTING BATTERY VOLTAGE TO THE GENERATOR STARTER
2 ENGINE STARTS
3 WHEN THE VOLTAGE BUILDS UP ITS TAPPED OFF AT TERMINAL A AND ENERGIZES
THE RELAY
4 SD1 OPENS PUTTING A 10 OHM RESISTOR IN SERIES WITH THE FUa SOLENOID SD2
OPENS REMOVING VOLTAGE FROM THE START SOLENOID WHICH DISCONNECTS THE STARTER
AND CRANKING LIMITER
5 IN TIiE EVENT THE ENGINE WONT START FOR SOME MECHANICAL REASON VOLTAGE IS
APPLIED TO THE HEATING ELEMENT OF THE CRANKING LIMITER AND IF NOT REMOVED BY
S02 WInUN 30 SECONDS WILL OPEN CONTACT CL SHUTTING DOWN THE SET UNTIL THE
RESET IS PUSHED
6 THE TD RELAY IS ENERGIZED AFTER 15 SECONDS BY WHICH TIME THE OIL PRESSURE
HAS BUILT UP OPENING mE LOW OIL SWITCH IF OIL BECOMES LOW OR THE WATER
TEMP TOO HIGH THE RESPOCTIVE SWITCHES WILL CLOSE THEREBY PLACING A GRlJND
ON PR WHICH OPENS CONTACT PR2 REMOVING VOLTAGE FROM THE FUEL SOLENOID AND
CLOSING PR1 THUS GIVING PR A PERMANENT GROUND FOR SHUT DOWN
12970
TROUBLE SHOOTING HINTS
NATURE OF TROUBLE PROBABLE CAUSE CORRBCTIVE ACTION
1 ENGINE FAILS TO CRANK CRANKING LIMITER OPEN PRESS RESET
SD2 DEFECTIVE CHECK FOR AN OPEN
PR2 DEFECTIVE CHECK FOR AN OPEN
START SOLENOID DE PLACE 12 VOLTS ON COIL OF
FECTIVE START SOLENOID IF SOL
ENOID ENERGIZES STARTER
STARTER DEFECTIVE DEFECTIVE IF IT DOESNT
ENERGIZE SOLENOID DE
FECTIVE
REVERSE CURRENT RELAY CHECK FOR SHORT
DEFECTIVE
2 ENGINE CRANKS SD1 IC CHECK FOR AN OPEN
WONT START
3 ENGINE STARTS BUT SD RELAY CHOCK COIL CHBK CcfTACTS
STARTER STAYS ENGAGED
CHARGING RESISTOR R4 CHECK FOR OPEN
4 ENGINE STARTS RUNS FUEL SOLENOID DEFECTIVE CHECK LINKAGE SPRINGPOS
THEN STOPS ITSELF SIBLY SOLENOID TOO WEAK
THEN RESTARTS
10 CIIM RESI STOR MEASURE 5 ENGINE RUNS AND SHUTS PROTECTIVE CIRCUIT EN CHECK LOW OIL HIGH WATER
DOWN AFTER 15 SECSo ERGIZED TEMP SWITCHES
OIL PRESSURE SWITCH REPLACE
SHORTED WHEN YOU HAVE
PRESSURE
WATER TEMP SWITCH REPLACE
SHORTED
PROTECTIVE RELAY CHECK CONTACT PR1 NO
GENERATOR TYPE JC REVOLVING FIELD
Iagneciter is the trade name of OKANS
These WPDS generating plants use a 4pole static exciter system As the name implies it has
revolving field generator with static exciter no IilOving parts but uses magnetic amplifiers to excite the field and regulate the
rectifiers to supply direct current to the ac output tors revolving field and regulate the ac
output
The generator is mounted to the engine crank Because it is a relatively new deelopment a
case through the adapter brief description of the operation is
The rotor is directly connected by flexible disc given here to aid understanding and repair
to the engine flywheel A ball bearing housed in
the generator end bell supports the outboard The 1 agneciter functions as a power supply ring end of the rotor The end bell is
the revolving field and a voltage regulator By
in turn supported by studs through the stator regulating the amount of current to the to the adapter Because of it construc
it controls the ac output of the generator Here is
tion the generator cant be removed from the how it works
engine as a complete unit
SlAlOR i OUlPUT
The generators ac output is drawn from the
stator windings which also supply 120 volts to the
static exciter supply
RESIDUAL MAGNElISM
I OOR STARS
ROCESS
I MAGJECIlER I
I EXCIlER
lAND VOLlAGE I
REGULAlOR1
To aid servlcmg and repair all output leads
from the generator and connections to the exciter
are marked with metal tags The lead and ter
minal markings are noted on the plant See this section Fig 4A Schematic Alternator and Exciter
BRUSH
HOLDER
ADAPTER
MAGNECITER
KEYS COVER
BEARING
HOUSING
COLLECTOR RI NGS
Fig 4B Revolving Field Generator Cross Section
1 30
current flow in the gate winding Therefore the
control regulates the current in the generators
field which controls the generators output
RECTIFIERS
More current in the control
120 V AC FIELD winding less current in the gate winding and
TERMINALS generator field and a lower output voltage
WIAlOIN
CTERS Next we must introduce a regulator so that the
current in the control windings will depend on the
voltage output of the generator The regulator
must allow little or no current flow up to a certain
output voltage and a large flow above that vol
Fig 4C Power Supply tage That is the purpose of the circuit shown in
Fig 4 E This circuit uses rectifiers to allow
The circuit shown in Fig 4C is the power the current to flow in only one direction and a
supply Its a full wave rectifier made up of 2 control reactor The control reactor is the vol
half wave rectifiers and supplies direct current to tage sellsitive control of the regulator Its char
the field In order to regulate the generator acteristics are shown in Fig4 F Below the proper
output voltage some form of control over the
current flowing in the field is necessary Two
gate reactors provide this control Fig 4D
120 v AC
CONTROL
AC REAC7OR
TERM
INALS
Fig 4E Contrul Circuit
FIELO RECTIFIERS
WINOING
Fig 4D Power Supply with Gate Reactors
Each gate reactor is a metal doughnut shaped
core with 2 windings an output or gate winding
and a control winding The amount of current o 50 100
GENERATOR OUTPUT VT4G
the reactor allows to flow in the gate winding is
dependent on the amount of magnetism in the
core The current flow increases the gate Fig 4F Control Reactor opens when there is more magnetism in the
ore until finally when the core is saturated the oltage little lllrent flows through the reactor so
gate is all the way open the reactor then does not little eurrent flows in the control indings This
oppose ell rren t flO Since the rectifiers allow allOn full eurrent to the field windings When
current in the gate winding to flow in only direc thE reuetor saturates magnetically it suddenly
tion it can ad only to magnetize the core If allos a lot of curren t to flow through the control
the magnetism in the eore were decreased this winding redueing the current to the field ind
yoldd reduce the current flow through the gate ings This reduees the generators output voltage
winding That i the purpose of the control which in turn reduces the current through the
winding control reactor and control windings back to the
set requirements The regulator then holds
When current flows in the control windings it voltage at a preset level determined by the con
dcercases the magnetism in the core reducing the trol reactor
L 31
2 RACr01f
STABILIZING I
RSISTOR
c Cz
r
iI I I
L J l
fNPUr
62 Cl 5
L
FILD
fcALIBRAfEO
SHUNT J
CAMPING RESIS TOR
ILD
Fig 4G Typical Magneciter Circuit
This is the basic circuit but some refinements Replace the brushes when they wear to about
have been added Compound windings on each 516 long Dont use a substitute brush that
large reactor help to retain voltage control may look identical It might have entirely diff
through changes in load and an output voltage eren t electrical resistor allows adjustment of the by
changing the voltage across the Fig 4 G
41 AdjustDlents
OUTPUT VOLTAGE Its possible by
means of controls in the magneciter to make
small changes in the generator output voltage HOL
DONT use these controls to increase above the rated voltage ie 120 V 240 V
On the 06SX Magneciter an adjustable controls the voltage output It is
adjustable over a range of about 5 percent with
the highest voltage when the tap is moved to the L
top of the resistor
Fig 4H Removing Brushes
42 The generator normally needs little care other 422 Generator Bearing The genera
than periodic inspection of the exciter ball bear tor bearing is for life and sealed
ing collector rings and brushes every 1000 hours It requires no servicing
421 Brushes To examine the brushes 423 Exciter The exciter contains no
brush springs and slip rings remove the exciter moving parts Periodically blowout any dust
cover at the rear end of the generator Note that and make certain that all components and connec
the exciter mounts on a hinged plate Remove tions are secure
the screws from the right side of the plate and
swing the assembly outwara To remove the 424 Collector Rings The holders unscrew the 4 machine
screws on rings must be clean and free of end bell near the ballbearing
burrs and marks If necessary use No 00 paper to clean the surface Never use emery voltage output with the battery
connected to
cloth or other conducting abrasives Fl and F2 trouble is in the alternator see Sect
432 for testing and repair
43 Testing and Repair
If repair work is necessary on the generator it 4312 UnderVoltage Condition Either
should be performed by a competent electrician the alternator or Magneciter could be defective
who is familiar with operation of electric gener But the defect is probably in the Magneciter so
ating equipment check it first using Sect 433 and the Magne
citeI chart
431 In the event
of abnormal generator output voltage observe 43 1 3 OverVoltage or Fluctuating Vol
the following procedures tage If the engine is operating at the correct
speed trouble is most likely in the 4311 No Voltage Build Up First re See Sect 433 and the Magnectier trouble
move the exciter cover and with the plant running shooting chart
operate the residual reset button on the Magne
citeI 432 Alternator Testing M0 st
alternator testing can be performed without dis
If output voltage wont build up after pushing assembling the generator
the reset button flash the field Connect a
voltmeter across the ac output Then run the 4321 Rotor Continuity Tests Remove
plant and touch the leads of a 12 volt battery in the brushes so none touches the collector rings
series with an 810 ohm current limiting resistor
to the leads positive to 1 Using an ohmmeter test for grounding be
Fl and negative to F2 If the resistor tween each slip ring and the rotor shaft
werent used battery current could destroy the
Magneciter rectifiers Watch the voltmeter If 2 Test for short or open circuit in rotor winding
voltage builds up to normal the trouble was due by measuring resistance of winding I t should
to lost residual in the field If the voltmeter measure between 2 5 and 3 ohms at 70F
indicates a low voltage the Magneciter is prob If an accurate ohmmeter isnt available check
ably defective see Sect 433 and the Magneciter the rotor for open circuit or grounding with a
chart for repair If there is no dc test lamp Fig 4J
Fig 41 Flashing the Field See Sect 4311
3 Replace the rotor if it is grounded or has If any windings are shorted or
an open circuit or short grounded replace the stator assembly Before
replacing the assembly check the leads for
4322 Stator Continuity Tests Discon broken wires or insulation and replace any defec
nect the generator output leads in the control box tive lead If this does not correct the fault re
Use the wiring diagrams in Sect 10 to determine place the assembly It isnt practical to attempt
the output lead coding to rewind a defective stator except in a competent
1 U sing either the test lamp or an ohmmeter rewinding shop
check each winding of the stator for grounding
to the laminations or frame 4323 Battery Charging Winding Tests
NOTE Some generators have ground con Remove the lead from the battery polarity re
nections to the frame Check the wiring dia connection block to ammeter at the ammeter
grams Install a dc voltmeter between the lead and
ground At governed engine speed the average
dc output should be 7 to 9 volts If the output
is defective test for open circuit or grounding in
the leads and windings If leads are defective
replace them If the winding is defective re
place the stator
4324 Collector Rings If the collector
rings are grooved outofround pitted or
rough so that good brush seating cant he main
tained remove the rotor Sect 44 and refinish
the rings in a lathe Remove or shield the ball
bearing during refinishing
TEST LAMP
FOR TESTING FOR OPEN CIRCUITS AND GROUNDS 4325 Ballbearing If the ball bearing
USE A 3 OR 4 CANDLEPOWER BULB
becomes noisy worn or otherwise defective re
place it Remove the old ballbearing with a
Fig 4J Continuity Test Lamp gear puller and drive or press a new one into
place
2 Using an accurate ohmmeter test the resis
tance of each stator winding Compare the 433 Magneciter Testing and Repair
resistances obtained All windings of equal If generating failure is traced to the NIagnecitcl
output voltage should indicate about the see the llagneciter chart
same resistance An unusually low reading Perform tests on the components with either an
indicates a short a high reading an open cir ohmmeter or a 115 volt test lamp Fig 4 K
cuit
Always isolate the component being tested by
If the ohmmeter required for this test isnt removing its leads Before testing make certain
available check for open circuits with the test that no part of the Magneoiter is grounded Use
lamp the tests in the following sections to i v L
25 W4TT
SLr r BULB
L
WITH CLIIMPS
SEP4R4TE PKIM4RY 4NO
SELON04 Rv I f FOR SIIFETY
Fig 4K 115V Continuity Test Lamp Use for testing whether the components are functioning prop 5 Connect one test lead
to the control winding
erly Replace any components found defective lead and the other test leads to one of the
gate winding leads and observe the bulb
433 1 Reactors Test the control reactor
with an ohmmeter using the resistance values in RESULTS
the Table of Resistances Fig 4 L Use the 1 Reactor is serviceable if bulb is dark for
following method to test each gate reactor steps 3 and 5 but bright for step 4
COTROL LARGE REACTOR
fODEL OF REACTOR BUILDUP
MAGNECITER C to 31 C to 1 CI to C2 GI to G2 RELAY COIL
OGSX1NlB 12 oj 55 66 None
Fig 4L Table of Resistances Magneciter
1 Make certain that no part of the Magneciter 2 Reactor is defective if bulb lights with low
is grounded intensity for step 3 indicating presence of a
short in either gate winding or control wind
2 Isolate the gate winding Gl G2 by discon ing If bulb lights at all during step 5 the
necting one lead from its point of connection control and gate winding are shorted to
and the con trol winding by disconnecting both gether If bulb fails to light in step 4 there is
leads Cl C2 from their points of connection very likely an open circuit in either the gate
CAUTION The accuracy and reliability of winding or control winding
resistance values depends on the accuracy
of the ohmmeter used Reliable readings If any reactor is defective replace it
such as found between Gl and G2 cant be 4332 Rectifiers Test each rectifier be
accurately read with a multimeter lieved to be defective by isolating it and measuring
the resistance first in one direction then in the
3 Connect one test lead to Gland the other to other If the rectifier is operating properly one
G2 and observe the light bulb reading will be much higher than the other If
the 115 volt test lamp is used first touch the
4 With the test leads still connected to the gate tester probes together and observe the brightness
winding leads short across leads C 1 and C 2 and of the bulb Then touch them across the
again observe the bulb retifier If the bulb lights brightly or not at all
Fig 4M Testing Field Rectifier
the rectifier is defective If it lights dimly this 14 Pull the end bell off the Alternator
indicates that the rectifier is passing current in
only one direction and is functioning properly
Replace any rectifier found defective 15 Slide the Stator assembly off of its studs being
careful not to drag it heavily along the rotor
4 4 Disassembl y Genera tor Keep the weight supported do not let it rest
on rotor which IS now unsupported at bearing
1 Disconnect the battery so the plant wont
accidently start
2 Remove the exciter cover and open exciter
This reveals the Hex head of the speed gover
nor mechanism and the starter disconnect
speed switch
3 Disconnect leads El E2 Fl and F2
4 Remove three 1420 screws that fasten
magneciter hinge to end bell and lift magne
citer away being careful not to damage speed
switch or governor mechanism
5 Remove micro switch from its bracket and
disconnect two leads These may be un Fig 4N Removing Rotor
soldered from their tabs or the tabs may be
unscrewed from the svitch itself 16 Remove eight screws that hold Blower Fan
drive disc and rotor to Flywheel Lift out
6 Remove speed switch Mount rotor
ing Bracket from end bell to avoid possibility
of damaging it while performing further dis 15 Assembly Generator
assembly 1 Reverse procedure for 44
7 Remove speed governor by unscrewing hex 2 CAUTIO When assembling Governor
end of its shaft mechanism on armature through stud set
up to 25 foot pounds torque and rotate
engine Tap the Hex end of Governor
8 Remove four machine screws on the end bell
shft until it runs true If allowed to run
near the ball bearing and lift out the brush
out appreciably the entire assembly may
holders Fig 4 H
malfunction causing starter motor over
speed Starter overspeed may result in
9 Remove lead from the tapped adjustable
destruction of the starter motor
resistor in the Flywheel housing blower open
10 Remove load wires and generator leads from
Terminal block
11 Remove screws from control box mounting
brackets and lay control box forward out of
the way
12 Remove top half of Alternator saddle lift
Alternator end free of lower half saddle and
block under Flywheel Housing
13 Remove Hex nuts from the rim of the end
bell Fig 40 Speed to WPDS sets built before serial numbers ending in A68 or before those
WPDS sets built
with Battery Charging installing or reconnecting after service 2wire or 240volt 2wire power source Fig 4P
work be sure all battery connections are securely Use the connection for two wire service Observe correct Battery Connection
one load exceeds the rated capacity See Yiring Diagram on pages 15 16 the load when connected for
threewire Selection on Reconnectible Single Load Connections Refer to the figure 4P
Phase Generators New plants are supplied which illustrates the load connection for the
as ordered but all WPDS plants may be recon output shown on your plants nameplate See
nected for use as 120240volt 3wire 120volt switchboard instructions here when a switch
board is used
TIT3 01 UNGROUNDED LOADT3
WIRE BLACK jIIN 0
1111
t WIRE BLACK
120 V 01 240 TI T4
ww V
z JIjIN
GROUNDEDLOAD w GROUNDED LOAD
WIRE WHITE n T4 WIRE BLACK
JOIN AND ROUND
UNGROUNDED LOAD WIRE BLACK 01
t f1 0
r 120 V 0
t GROUNDED LOAD WIRE WHITE
240 V T2 T3 01
t 0 Ww
120 V
t UNGROUNDED LOAD WIRE BLACK
I Phase Reconnecti ble Genrator
60cycle moa1 has code 3 gives 2wire or 3wire service
Fig4P
i vvwl RES CHARGE BOX
r FF2 r lT
A C T
STATOR
STATIC n T2
IIECITER 9 U T3
1 I Ea
L i r4
CHARGING
WINONG
Revolving Field3R Reconnectible for 120 240 or 120240 Volt Single Phase
Fig 4QInternal Generating Diagram
TROUBLE SHOOTING CHART 8 REVOLVING FIELD GENERATOR
TROUBLE PROBABLE CAUSE REMEDY
Engine runs but voltage wont Residual magnetism gone See Sect 431 for trouble
build up shooting
Dead short in load Inspect load and correct
Magneciter defective See 9 Magneciter
Open circuit ground or short Test as per Sect 432 Re
in revolving field place if necessary
Open circuit ground or short Test as per Sect 432 Re
in stator place if unsteady but engine Loose connection Clean and tighten not fluctuating
Poor brush contact Reseat or replace brushes
Clean slip drops under heavy Low engine power See Chart 1
load Engine
Poor governor adjustment Adjust engine governor Sect
Voltage drops under heavy Defective magneciter See Chart 9
load little frequency change wont deliver rated Unbalanced load on lines Adjust
Defective magneciter See Chart 9
Magneciter
Defective field windings Test and replace if overheats Overloaded Reduce load
Partial short in load Correct short
Poor ventilation Increase ventilation
TROUBLE PROBABLE CAUSE output voltage Incorrect adjustment of out See Section 4 1
put control resistor
Engine governor set wrong Check engine speed adjust
speed governor
Defective Magneciter See Chart 9
in generator Defective bearing Replace
Collector rings out of round Turn down in lathe
T 38
TROUBLE SHOOTING CHART 9
Troubles are listed in advancing order from no output voltage to a rated but fluctuating output
voltage The relationship between trouble and cause is not always consistent from model to model so
the following information must be used as a guide not an absolute rule
Before proceeding be sure that connections are in accordance with Figure 4Q
NATURE OF TROUBLE PROBABLE CAUSE CORRECTIVE ACTION
Generator will not build up Circuit breaker in off or Reset and close breaker
voltage tripped position
Open in circuit breaker Stop plant and check breaker
continuity
No AC power to Magneciter Check AC voltage at EIEz
with the plant operating
Voltage should be five per
cent of the rated voltage If
check continuity from EIEz
back to the generator
Partial loss of residual in With plant operating place
Rotor a jumper across GIGZ until
voltage begins to buildup
then remove
Pair of Field Rectifiers either Test rectifiers and replace if
1 4 or 2 3 open defective
Both Field Rectifiers 2 and 3 Test rectifiers and replace if
shorted defective
Output voltage slow to build Either Field Rectifier 2 or 3 Test rectifiers and replace if
up Circuit breaker opens in shorted defective
about five seconds
Output voltage slow to build Either Field Rectifier 1 or 4 Test Rectifier and replace if
up and five per cent below shorted defective
rated voltage after build up
Voltage regulation poor
Be cautious when on an operating plant
TROUBLE SHOOTING CHART 9 NATURE OF TROUBLE PROBABLE CAUSE CORRECTIVE ACTION
Output voltage slow to build Open circuit in one or more Test rectifier and replace if
up and higher than rated vol Control Rectifier if after build up
Check soldered connections to
voltage slow to build Open in one Field Rectifier Test rectifiers and replace if
up and ten to twenty per cent if rated voltage after build
Open circuit in Gate winding If Field Rectifiers 1 and 2
GIG2 of Recactor A or B check okay check continui
ties of Gate windings GIG2
Output voltage builds up nor Shorted winding of Control Test Control Reactor and
mally but less than rated volt Reactor if after build up
Output voltage builds up nor Compound winding SIS2 in Check wiring diagram for
mally with slightly less than stalled backward or has open polarity of Compound wind
rated voltage at no load and circuit ings through Reactors A and
low voltage at full load B and test for voltage builds up nor Compound windings SS in Check
wiring diagram for
mally but 20 per cent above stalled backward through one polarity of Compound winding
rated voltage after build up Reactor A or B through Reactor A or B
Voltage regulation poor
Output voltage builds up nor Open circuit in Control Check continuity from the
mally but is twentyfive per Rectifier bridge junction of Control above rated voltage after
1 and 2 to the junction of
build up Control Rectifiers 3 and 4
Output voltage builds up nor Shorted turn in gate winding Test Reactors A and B for
mally but 125 to 150 per cent GIG2 of Reactor A or B shorted turns and replace if
above rated voltage after up
Output voltage builds up nor Control winding CIC2 of Rec Check circuit connections of
mally but 100 to 200 per cent actor A or B polarized incor both Reactors A and B
above rated voltage after build rectly
up No regulation possible
Shorted turn in Control wind Test Reactors A and B for
ing CIG2 of Reactor A or B shorted turn and replace if
defective
Open in Control Circuit Check continuity from El to
E2 through Control Circuit
PICTORIAL
SCHEMATIC I
CONTROL
WINDING
250 II I I
11 120 VAC
60 CY
l 5iIil
I Y it I
It 1
11 1 13775 No 16 wire
f flf27Cf
r is f3j
N0 T4wre reset
J3 H 7 4 14268

6 l r426I
5 2
e ROS
4 1 114271 CALI BRATE 0
14265 t ccnfro 1
114263 EF A TURN SHUNT 4
POLARITY DOT
Item Qty Part No Description
CONTROL
WINDING
TOLERANCES J H WESTEREKE CORP
GATE
EXCIPT AI NOTED
BOSTON MASS 02122
WHEN MOUNTED ON I WINDING I DIECIMAL
SCALIE DRAWN BV 13 S
GEN THE
NONE BV F V
WILL BE ON TOP OF
AROVIED
REACTOR
RACTIONAL STAT 1C ExcrTER WPDS 10
TITLIE
TH ROUGII WPD5 20 4107 4IS4
ANIIULAR DATIE I DRAWINII NUMBIER
6 2G73 15687
DYNAMONITOR OPERATION
OMS 210 125 15 13797 Rev B
1 With generator control switch to AUTO position and demand control switch to
AUTO apply a load greater than 60 watts across linel to neutral This com
pletes the DC circuit by actuating relay Kl through resistor Rl and R2
thereby connecting the load to ground
2 Kl actuates Kl2NO closes reducing series resistance in Kl coil path
holding Kl closed when cranking reduces B plus voltage The closing of
KllNO puts B plus on remote R which starts the generator
3 The generator builds up voltage and activates K3 K33NC opens the DC
circuit K3lNO and K32NO close completing the AC circuit The gener
ator output is through transformer Tl back to the load K2 energizes
K21NC opens removing B minus from the AC circuit and K2NO closes com
pleting the control circuit keeping Kl energized and a constant B plus on
the remote terminal
OMS 310 125 15
1 With generator switched to AUTO position and demand control switch to AUTO
apply a load greater than 60 watts across the output Ll to neutral or L2 to
neutral 120 VAC This completes the DC circuit actuating relay Kl
through resistors Rl and R2 and the load is thereby connected to ground
2 Kl actuates Kl2NO closes reducing series resistance in Kl coil path
holding Kl closed when cranking reduces B plus voltage The closing of
KllNO puts B plus on remote R which starts the generator
3 The generator builds up voltage and K3 actuates closing contacts K31NO
and K32NO also K33NC and K34NC open separating the AC and DC
lines
A If load is across Ll to neutral the path through Tl is complete and K21
actuates K2NC opens removing B minus from AC line K2NO closes
putting B minus to Kl which keeps B plus on remote R
B If load is across L2 to neutral the path through T2 is complete ana K22
actuates K2NC opens removing B minus from AC line K2NO closes
putting B minus to Kl which keeps B plus on remote R
NOTE Rl is a sensitivity resistor which determines the voltage applied to Kl
which starts the generator If the variable resistor is set low any
insignificant load including stray leakage due to moisture may start
the set If the resistor is set too high it may take a larger load than
desirable to start the generator We recommend the setting be to such
that a 60 watt lamp will start the generator whereas a 25 watt lamp will
DMS2
0 TI
AUTO ON
270fL 2001
K II
3rOFICD
GI IZOV KZNO R
rtl LOAD I
11 7
12OV
K3Z K34
TZOo i
DMS3 Drwg 137978
o IF AC SYSTEM
NEGATIVE GROUND THE
HAS THE NEUTRAL
GROUNDED
GROUNDED IN COMMON
AC L1NEi7 MUST BE
WITH HE
CONNECTED A5
SHOWN
DYNAMONITOR DM2 AND DM3 1015 KW
AUTOMATIC DEMAND CONTROL
DRAWING NO 13797 B
TROUBLE SHOOTING HINTS
NATURE OF tROUBLE PROBABLE CAUSE CORRECTIVE ACTION
1 ENGINE FAILS TO CRANK CRANKING LIMITER OPEN PRESS RESET
SD2 DEFECTIVE CHECK FOR AN OPEN
PR2 DEFECTIVE CHECK FOR AN OPEN
START SOLENOID DE PLACE 12 VOLTS ON COIL OF
FECTIVE START SOLENOID IF SOL
ENOID ENERGIZES STARTER
STARTER DEFECTIVE DEFECTIVE IF IT OOESNT
ENERGIZE SOLENOID DE
FECTIVE
REVERSE CURRENT RELAY CHECK FOR SHORT
DEFECTIVE
2 ENGINE CRANKS SDl OC CHECK FOR AN OPEN
WONT START
3 ENGINE STARTS BUT SD RELAY CHOCK COIL CHOCK CtwrACTS
STARTER STAYS ENGAGED
CHARGING RESISTOR R4 CHECK FOR OPEN
4 ENGINE STARTS RUNS FUEL SOLENOID DEFECTIVE CHECK LINKAGE SPRINGPOS
THEN STOPS ITSELF SIBLY SOLENOID TOO WEAK
THEN RESTARTS
10 EM RESI STOR MEASURE RESISTAOCE
5 ENGINE RUNS AND SHUTS PROTECTIVE CIRCUIT EN CHECK LOW OIL HIGH WATER
DOWN AFTER 15 SECS ERGIZED TEMP SWITCHES
OIL PRESSURE SWITCH REPLACE
SHORTED WHEN YOU HAVE
PRESSURE
WATER TEMP SWITCH REPLACE
SHORTED
PROTECTIVE RELAY CHECK CONTACT PRl NO
T 45
YO GENERATORS
OVERALL LENGTH
BLOWER
TORQUE TO
130 TO 150
FT LBs
RO TOR
ORING
SEAL
ROTATING
RECTIFIER
ASSEMBLIES
ENGINEGENE RATOR
ADAPTER
ROTOR
FIGURE 1 GENERATOR SECTIONAL VIEW
AC GENERATOR YO generators beginning with Spec AA Figure 1
are fourpole revolving field brushless models of dripproof design includes both single and three F and FL are from the exciter field
winding and are
phase 60 and 50 hertz type generators The connects directly to the eng ine crankshaft with a
tapered shaft and key The generator is fastened to
the engine by the which the rotor shaft it has a nut on the outside of
the end bell A centrifugal blower on the front end of 43E SINGLE
the rotor shaft circulates the generator cooling air T2
53C PHASE
which is drawn in through the end bell cover through an outlet at the blower end
A ball bearing in the end bell supports the outer end of 1 Y1I1
the rotor shaft The end bell and generator are attached by which rn 18
THREE
9X THREE PHASE T2
pass through the stator assembly to the engine I T3 518 adapter The brushless
exciter stator TO
mounts in the end bell while the exciter rotor and its
rotating rectifier assemblies mount on the generator FIGURE 2 SINGLE AND THREE PHASE shaft
SCHEMATIC COMPOSITE
to the output terminals of the Leads 1 and 2 are connected to the and provide reference voltage and input
power to the voltage regulator These five leads are
connected at the 2 is a composite illustration showing four output leads units 12 output leads for 3phase broad range units
and four output leads for code 9X 3phase 347600 volt generators RESIDUAL
MAGNETISM
IN ROTOR
OPERATION PROCESS
The basic operation of the generator and voltage BRUSH involves the stator voltage regulator
citer field and armature a full wave bridge the generator rotor Figure 3 Residual
EXCITER
in the generator rotor and a permanent embedded in one exciter field pole begin the REFERENCE
BRUSH LESS
EXCITER
buildup process as the generator set starts Singlephase AC voltage taken from one of
the stator windings is fed to the voltage regulator as a
reference voltage for maintaining the generator out VOLTAGE
put voltage The AC reference voltage is converted to 6198 REGULATOR
DC by a silicon controlled rectifier bridge on the
voltage regulator printed circuit board and fed into FIGURE 3 EXCITATION BLOCK DIAGRAM
the exciter field windings The exciter threephase AC voltage that is converted to
DC by the rotating rectifier assembly The resultant
DC voltage excites the generator rotor winding to INSTALLATION AND the stator output voltage for the AC load
generator rotor also produces AC voltage in the YO generators have the capability of being winding of the stator
which is converted to in a number of different voltage connections and at
direct current for battery charging different voltages in a single connection The connec
tions and voltages which can be obtained from a given
generator are defined by the generator voltage code
on the nameplate and listed in Figure 6
To prevent generator damage do not attempt
to operate a generator with a given REGULATOR code in any connection or at any voltage not listed
for that voltage
code
The linevoltage regulator VR22 or VR23 on the
Spec AA JSeries generator sets is an all solid state NOTE 1 When connecting the generator output leads for a new or
device that is no relays or tubes are needed Basic different connection or when the operating voltage of a of the voltage regulator
are voltage connection is to be changed be sure that jumper wire W1 0
on VR is properly connected from terminal V to V V2 or V as
listed in Figure 6 to provide the correct reference voltage
Printed circuit board VR21
Voltage reference transformer T21 NOTE 2 Connect the wire from to terminal VR
Commutating reactor CMR21 for code 53C and 518 50 Hertz generators Connect TX to
VR216 for code 3C 18 and 9X 60 Hertz generators Connect the
Field circuit breaker CB21 rest of the wires on the voltage regulator assembly according to the
Voltage adjust rheostat R22 Optional wiring diagram and wiring tabulation chart which applies to your
generator set
Figure 4 shows the above components and wiring diagrams for typical control boxes on Generator sets without a control panel or
electric generating sets The electrical schematic and switchboard containing AC instruments such as
printed circuit board are shown in Figure 5 voltmeters ammeters running time meter frequency
meters and line circuit breakers are shipped from the
The voltage adjust rheostat Rn is optional on either factory with the AC output leads separated in the
VRn or VR23 voltage regulator assembly When Rn is output box On generator sets with it is connected between VR2 and VR23
containing AC instruments the AC output leads are
Figure 5 and the jumper between VR2 and VR22 wired as specified on the customers purchase order
Figure 4 is removed to deliver only the voltage specified
I CR6
I R1 R8
CMR2Ir
lI 2500nd
I VOLTAGE C8
I ADJUST
RHEOSTAT
I RI9
jl 2 l
RI8 R9 H 8
I COM Ii4 4r DC OUTPUT
150Hz 5 CRI5 VO L T AGE TO
I I L 60H
I z RI C5
EXCITER
I I I
I I I C2
eMRlil
I I
L REGULATOR SCHEMATIC
DES DESCRIPTION
ICI Integrated Circuit
01 Trans istorN PN
TIl Transformer Reference Voltage
CMR21 Commutating Reactor
R27 Potentiometer WW 8KOhm
R26 Potentiometer WW25KOhm
R25 ResistorFilm 422KOhm 14W
R24 ResistorFilm 464KOhm 14W
R23 Res i stor IOOhm 12W
R22 Resistor 8200hm 2W
R21 ResistorFilm 267K 14W
R20 ResistorFilm 153K 14W
RI9 ResistorFilm 309K 14W
RI8 ResistorFilm 280K 14W
RI6 Resistor 82KOhm 12W
R1517 Res istor 180KOhm 12W
RI4 Resistor 27000hm 12W
RI3 ResistorFilm 12IKOhm 14W
RII12 ResistorWire Wound 4K 5W
R9 Resistor I MEG Ohm 12W
R8IO Resistor lOOKOhm 14W
R7 Resistor 270KOhm 12W
R6 ResistorFilm 174KOhm 14W
R5 Resistor 2 MEG Ohm 12W
R4 Resistor 3KOhm 12W
R3 Res i stor 330KOhm 12W
R2 Resistor 220KOhm 12W NOTE The 2500 ohm externa I voltage adjust potentIo
RI Resistor 33KOhm II2W meter connects between pin I and pin 3 See regulator
CRI7 Trans istorUn i juncti on schematic If your set does not have an external
CR1316 Control voltage adjust pin I is jumpered to
CR 12 14 15 pin 2 See Figure 4
CR5 DiodeZener 18V
CR34611 400MA 400V
CR2 DiodeZener 20V
CRI DiodeZener 56V
CIO Capacitor 47MFD 400V
C9 Capacitor 39MFD IOOV
C8 Capacitor I MFD IOOV
C4 C5 Capac itor IMFD 200V
C3 C7 Capacitor 22MFD 200V
C2 C6 Capac i tor 47MF D IOOV
CI Capac itorE lectrolytic IOOMF D IOV
FIGURE 5 VOLTAGE REGULATOR PRINTED CIRCUIT I
0
41
LOAD TO
l GENERATOR CONNECTION GENERATOR CONNECTION
J SCHEMATIC DIAGRAM
WIRING DIAGRAM
o
4
CONNECT XI TO VR21S FOR
41
50HERTZ CONNECT XI TO
JI VR216 FOR 60 HERTZ
Ji G EN ERATORS
A B C A B
C
3C 1201240 I 60 VI
LI L2 LI L2 LI LO L2
53C 120240
I 151230
1101220
V3 FT4
T3 TI
ir4 T2
TI T2
A A A 1 A1
n T TI T3 T2 T TI T2 T3 T
LO LI L2 L3
18 1201208 3 60 VI LI L2
w TI T8
1271220 3 60 V2
1391240 3 60 V4
oJ T5
518 110190 3 SO VI oJ T6
C 12 LO
1151200 3 SO V2 II T3
C 9
1201208 3 SO V3 CL
T4 T5 T6TI0 Til TI2 TI T7 T2 T8 T3 T9
1271220 3 SO V4
LI LO LI L2 L3
18 240416 3 60 VI L2
254440 3 60 V2 w T4 T5
2771480 3 60 V4
518 2201380 3 50 VI II JT9
230400 3 SO V2
240416 3 SO V3 Tr
TIO Til TI2 TI T T7 T2 TS T8 T3 T6 T9
254440 3 SO V4 L3
LI LO L2 L3 LI
A A A A A
18 120240 3 60 VI
t Tl
w T4
518 1101220 3 SO VI 0
w Til TP
I 151230 3 50 V2 II T8T TIO
III T2
TI T 12
1201240 3 50 V3
T T7 T2 TIO T5 T8 T3 111 T6 T9
LO LI L2
18 1201240 I 60 VI C
A AAA A
t T3 TI
0 TS T2 T
518 1101220 I SO VI w LO
III T9 TI2 T7
115230 I SO V2
Til TIO
1201240 I 50 V3
8 T8 L2 T2 T T7 TI2 TI T6 T3 TS
T8 TIO T9 Til
LI LI L2
18 120 I 60 VI t
oJ T
0 T9
518 110 I 50 VI oJ
w Til
oJ T TIO
I 50 V2 oJ
115 C T 12 iTS
C TI T7 T6 TI2 T3 T9 TS Til
T TIO T2 T8
120 I SO V3 CL L2
LI L2 L3 LO
9X 3471600 3 60 LI
n TI T2 T3 TO
112oc L3
FIGURE 6 GENERATOR WIRING AND RECONNECTION DIAGRAMS
RECONNECTION WITH OP
TIONAL optional AC instruments on the control panel
such as voltmeters ammeters transformers and
running time meters are intended for use with
specific nameplate voltages Control have to be changed to match new current ratings
when field reconnection for other voltage codes or
voltages are no circumstances shall the generator be connected in any
other manner than shown in Figure 6
Severe damage will result if leads are incorrectly connected or
improperly insulated Use extreme care In checking leads to assure
proper TSO
ADJUSTMENTS AND adjustment and test procedures herein in the generator tables
pages 1820 The following information is needed by VOLTAGE REGULATOR to effectively service or repair beginning with Spec AA
The solid state voltage regulators VR21 can be
checked out on the bench for proper operation or
location of faulty components The following test
A equipment oneeach is required for a proper
CALIBRATION ADJUSTMENT TEST EQUIPMENT
REF calibration adjustment is made using an accurate S Switch
AC voltmeter to observe generator output voltage and CMR21 Reactor
to set the correct no load voltage If voltage regulator
F Fuse S Amps
VR21 printed circuit board has been replaced it may
be necessary to make a calibration adjustment To T1 Transformer Variable 2 Amp 01S0V
obtai n the correct output voltage proceed as follows V2 Voltmeter DC 2 of Full Scale 3
Scale OSO and 01S0V and 010V
1 If set has a voltage adjust potentiometer R22 on
the meter panel set pointer halfway between V1 Voltmeter AC 2 10VAC 1 1S0V
minimum and maximum positions R1 Resistor 1000hm 400 W
T21 Transformer Input 31S0386
2 With unit running at no load turn generator
voltage potentiometer R26 on VR21 Figure 4
clockwise to increase output voltage turn R26
to decrease output voltage
Bench Check
1 Remove voltage regulator from unit according to
8 procedure given for voltage regulator replace
ment
2 Referring to Figure 7 and Table 1 connect test
VOLTAGE STABILITY ADJUSTMENT equipment to the printed circuit board VR21
Voltage stability is set at the factory but if printed terminals as board VR21 has been replaced or if R27 has been unnecessarily adjusted
may be necessary to reset stability Set stability as
follows
1 With generator set running at no load turn
potentiometer R27 Figure 4 to a position where
voltage tends to be unstable or hunt
2 Turn R27 clockwise slowly until voltage first
stabilizes This setting will result in stable voltage
under all conditions in maximum voltage
regulator response time
CONNECT FROM TO E
Jumper VR21V1 VR21V4
Jumper VR211 VR212 FLASHING THE FIELD
Lead CMR211 VR2110 The following procedure is used for momentarily
Lead CMR214 VR219
Lead T21X1
flashing the exciter field with a low voltage which
VR216
Lead T21X2 VR214 restores the residual magnetism in the alternator
AC Voltmeter Across T21H1 H2 rotor Flashing the field is usually necessary when
DC Voltmeter Across CR217 8 installing a new brush less exciter stator wound
VARIAC Across T21H1 fused assembly but seldom is necessary under other
and H2 Always check generator residual
voltage at terminals 1 and 2 to be certain whether or
3 Open switch in 120 VAC supply to VARIAC not flashing the field is necessary Generator residual
4 Plug VARIAC into 120 VAC source voltage should be at least 20 VAC at rated speed If
5 Proceed with checkout according to steps in residual is too low and the output voltage will not
Table 1 build up flash the field as follows
1 Locate terminals 7 and 8 on voltage
TABLE 1 VOLTAGE REGULATOR CHECKOUT
Y1 AC 1NPUT VOL UGE
LESS THAN Y2 OC OUTPUT VOL UGE MORE THAN
STEP
TES r NAIIE PROCEDURE REQU 1RElENTS
1 BUILO UP SET Y TO 25 VAC Y2 SHALL BE 12 YOC
SET PDT R26 TO HOLO
2 CA 1I BRAT I ON SET Y TO 120 VAC
Y2 BETIEEN 5070 YDC
3 RANGE
A SET Y TO 123 VAC Y2 SHALL BE 3D YOC
B SET Y TO 125 VAC Y2 SHALL BE 10 YOC
4 RANGE
A SET Y TO 115 VAC V2 SHALL BE 15 VDC
B SET V TO 117 VAC V2 SHALL BE 10 VOC
va LUGE
SET V TO 150 V V2 10 VOLTS
SET V SO Vz I S NEAR lAX I lUll Va SHOULD DROP TO 50 VOLTS
6 DAIPING
RAPIDLY TURN POT R27 FRUII FULL THEN RISE TO ORIGINAL VALUE
COUNTER CLOCKIISE POSITION TO FULL
VR21
rO I
JUMPER
XI I I
INCREASE
WIOJUMPER
vcjJ
COMM
DAMPING
RI IZ
DC OUTPUT
VOLTMETER
REACTORCOM L 1
FIGURE 7 VOLTAGE REGULATOR CHECKOUT TEST EQUIPMENT CONNECTIONS
12 AMP DC
300 VOLT DIODE
6VOLT
DRY CELL
BATTERY
FIGURE 8 FLASHING THE FIELD
regulator printed circuit board VR2 other lead to CR1 CR2 and CR3 in turn record
2 Use a six volt dry cell battery with two clip leads a resistance value of each rectifier
12 amp DC 300 volt avalanche diode and a 10 3 Connect one lead to F2 stud and connect other
ohm resistor as shown in Figure 8 If a six volt lead to CR3 CR4 and CRs in turn record
battery is not available a 12 volt automotive resistance value of each rectifier
battery can be used by increasing the 10ohm 4 Reverse ohmmeter leads from step 2 and record
resistance to 20ohms or a 24 volt automotive resistance value of each rectifier F to CR CR2
battery can be used by increasing the resistance and CR3 and FL to CR4 CRs and CR6
to 40ohms
5 All three resistance readings should be high in
one test and low in the other test If any reading is
A series resitor MUST be used to protect the
meter Polarity must be observed high or low in both tests rectifier assembly is
defective
3 After starting engine touch positive battery 6 Replace defective rectifier assembly with new
lead to VR2U and negative lead to VR27 identical part
contact terminals just long enough until voltage
starts to build up ordamage regulator system Use 24Ibsln torque when replacing nuts on F and F CR CR
CR CR CRs and CR
WARNING Be cautious when working on a
generator that Is running to ayold elec
trical of the following tests can be performed of the generator as shown in the herein Use the following test testing generator components in
conjunction with
the tables
TESTING ROTATING different rectifier assemblies make up the
rotating rectifier bridge assembly Figure 9 Using an
accurate ohmmeter test each CR using negative and
positive polarities Test rectifiers as follows
1 Disconnect all leads from assembly to be tested
2 Connect one test lead to F stud and connect FIGURE 9 TESTING ROTATING RECTIFIERS
T 53
10 AC
OHMMETER
LEAD
FIGURE 11 TESTING DIODES
AC as shown in Figure 12 The resistance reading
should be one megohm or greater Reverse
9 ohmmeter leads to anode and cathode resistance
should again be one megohm or greater
FIGURE 10 SILICON CONTROLLED
RECTIFIER BRIDGE
3 Using a 6volt dry cell battery and a 200ohm
series resistor observe correct polarity and con
nect battery leads to anode and cathode as shown
G in Figure 13 Observe polarity and connect a DC
voltmeter across the 200 ohm resistor The
voltmeter should now read zero Jumper anode to
TESTING OUTPUT BRIDGE DIODES gate voltmeter should now read 6volts Remove
The output bridge rectifier diodes Figure 10 CR12 jumper voltmeter should still read 6volts
CR14 and CR1S are located on the voltage regulator because the SCR remains turned on until circuit board Using an accurate ohmmeter
is removed from anode to cathode
test diodes CR12 CR14 and CR1S as follows
1 Disconnect at least one lead of diode
2 Connect one lead to each end of diode and
observe resistance reading Figure 11 OHMMETER
3 Reverse ohmmeter leads and again observe
resistance readings
A good diode has a higher reading in one direction than the
other If both readings are high or low diode is defective
4 Replace defective diodes with new identical
parts
TESTING SeRS
Two identical silicon controlled rectifiers SCRS
CR13 and CR16 control the DC output voltage to the
exciter field These SCRS are mounted in heat sinks
on the voltage regulator and are tested as follows
1 Unsolder leads from CR13 and CR16
2 Using high scale on ohmmeter connect
ohmmeter leads to anode and cathode of the SCR FIGURE 12 SCR RESISTANCE TEST
T 54
TESTING REFERENCE TRANSFORMER
The transformer T2 has four leads marked H H2 X
and X2 HH2 are the primary leads XX2 are the
secondary leads
VOLTS H1 lAA H2
DRY CELL X1 VVl X2
BATTERY
1 Resistance between HH2 should be 122 to 150
ohms
2 Resistance between XX2 should be 157 to 192
ohms
3 Resistance between HX HX2 H2X and H2X2
should be infinity
4 Resistance from any terminal to transformer
frame should be infinity
5 If any of the above conditions are not met install a
new reference 8212 K
TESTING BRUSHLESS EXCITER STATOR
FIGURE 13 SCR VOLTAGE TEST Like the generator the brushless exciter stator
Figure 14 can be tested for open or shorted
windings and grounds
because the SCR remains turned on until voltage
is removed from anode to cathode Testing for Open or Shorted Windings
4 If the SCR does not pass either test it is defective Disconnect F and FL exciter field leads from
Replace defective SCR with a new identical part terminal block in generator end bell The resistance
between field leads should be 122 10 at 20 C 68
I F
Testing for REACTOR Connect ohmmeter between either field lead and
The reactor assembly CMR2 leads are marked 1 2 3 exciter stator laminations Use ohmmeter set at RX
and 4 Wires 12 and 34 are wound on the same iron 100 scale An ohmmeter reading of Jess than
oc indicates defective ground insulation
1 2
CMR21
3 4
1 Resistance between 12 and 34 should be about
04ohms
2 Resistance between 1323 14 or 24 should be OHMMETER RESISTANCE BETWEEN
infinity 00 F1 AND F2 SHOULD BE
122 OHMS 10
3 Resistance from any terminal to reactor frame
should be infinity
4 If any of the above conditions are not met install a
new reactor FIGURE 14 TESTING EXCITER FIELD
4 Replace grounded rotor with new identical part
OHMMETE
CONTACT ONE PROD TO EACH OF THE FIELD
LEADS AND OTHER PROD TO ROTOR SHAFT
IF ROTOR IS GOOD THERE WILL BE NO
8215 READING ON OHMMETER
FIGURE 15 TESTING EXCITER ARMATURE
FIGURE 16 TESTING ROTOR FOR GROUNDS
TESTING BRUSHLESS EXCITER ROTOR Testing for Open or Shorted All resistance
values should be within 10 of
The brushless exciter rotor Figure 15 can be tested values specified in Table 2 at 20 C 68 F Perform
for open or shorted windings or grounds tests as follows
1 Remove rotor leads F and FL from rotating
rectifier for Open or Shorted Windings
2 Using ohmmeter check resistance between F
Use a Wheatstone Bridge for this test Disconnect and F2 leads Figure 17 See Table 2 for proper
main rotor field leads which connect to rotating resistance assemblies at F and P Disconnect lead
wires from diodes CR1 CR2 CR3 CR4 CRs and CR6 If resistance is low there are shorted turns If resistance is
Test between exciter lead pairs TP PP and TP high rotor winding is open In either case rotor must be
should be 05 to 06 ohms at 20 C 68 F
3 Replace defective rotor with new identical part
Testing for leads of ohmmeter between each CR lead
and exciter rotor laminations use RX 100 scale on
ohmmeter An ohmmeter reading less than infinity
NO indicates defective ground insulation OHMMETER
TESTING GENERATOR ROTOR
For these tests use an ohmmeter on RX 100 for Grounds
On brushless type generators check for each rotor lead and the rotor shaft Figure
16 Perform tests as follows
CONTACT ONE PROD TO ONE FIELD LEAD AND
1 Remove rotor leads F and FL from rotating OTHER PROD TO OTHER FIELD LEAD
8213 RESISTANCE VALUES ARE GIVEN IN TABLE 2
rectifier assemblies
2 Connect ohmmeter leads between F and rotor
shaft and between FL and rotor shaft Meter
should not register
FIGURE 17 TESTING ROTOR FOR AN OPEN CIRCUIT
3 If meter registers rotor is grounded
TABLE 2 RESISTANCE VALUES FOR ROTORS
FROM
KELVIN
BRIDGE
Resistance in Ohms at 25C 77F
THREE PHASE MODELS
TEST BETWEEN WIRE PAIRS
10 KW 60 HZ 205209 TIT4 T7TIO T3T6
T9T 12 T2TS T8T II
15 KW 60 HZ 250255
SINGLE PHASE MODELS
TEST BETWEEN WIRE PAIRS
TIT2 T3T4
FIGURE 18 TESTING STATOR WINDINGS
accurate instrument for this test such as a Kelvin
N Bridge The proper resistance values are given in
Table 3 according to KW ratings and voltage GENERATOR STATOR All resistances should be 10 of value shown at
Using proper test equipment check the stator for 20C opens and shorts in the windings
If any windings are shorted open or for Grounds replace the stator assembly Before replacing the
assembly check the leads for broken wires or insula
Some generators have ground connections to the frame Check tion
wiring an ohmmeter set at RX 100 test each stator 0
winding for shorts to laminations A reading less than
one megohm indicates a ground WIRING HARNESS CHECK
Carefully check wiring harnesses as for Open or Shorted Windings 1 Inspect all wires for breaks loose between coil leads
shown in Figure and reversed connections Refer to all pairs should have equal resistance Use an wiring diagram
TABLE 3 RESISTANCE VALUES FOR STATORS
10 KW 60 HZ 1 PH 172
10 KW 60 HZ 3 PH 340
15 KH 60 HZ 1 PH 087
15 KW 60 HZ 3 PH 220
T 57
2 Remove wires from terminals at each end and
using an ohmmeter check each wire end to end
for continuity or opens
3 Using an ohmmeter check each wire against
each of the other wires for possible shorts or
insulation breaks under areas covered by wrap REMOVE JUMPER WHEN VOLTAGE
ping material ADJUST R22 IS USED FOR REFERENCE
VOLTAGE Reconnect or replace wires according to
applicable wiring diagram
VR21 REPLACEMENT
VR22
Use the following procedu re for replacing the PC board
1 Stop engine VR21
2 Disconnect and if necessary label the following
wires 3 4 5 or 6 7 8 9 and 10
3 Remove four screws at corners
4 Remove used PC board
5 Install new PC board secure with four screws
6 Reconnect wires removed in step 2 at the proper
terminals
7 Place jumper W10 at proper terminals for your
particular voltage code and voltage connection
See Figure 6 NOTE FIELD
BREAKER IS
8 Perform voltage calibration and stability adjust MOUNTED ON
ment procedures to obtain the correct generator REFERENCE PANEL
VOLTAGE COMMUTATING
output voltage and stability with new PC board in TRANSFORMER REACTOR
T 58
GENERATOR battery to prevent accidental starting After disassembly all parts should be wiped clean
of engine and visually end bell cover to reveal rotorth rough
SuPpORr ROTOR
stud nut WITH HOST AND
S LING TO AVOID
BENDING nuts end bell and assembly Figure 20 Screwdriver slots in
adapter provide a means for prying stator loose INSERT PRY BEHIND
01 C R VdE L THROUGH
Be careful not to let stator touch or drag on rotor AI R CiUTLET baffle ring from adapter Turn nut to end of stud While pulling
rotor outward with one hand strike nut a sharp
TURN NUT OUT TO
blow Support rotor with hoist and sling to avoid END OF Figure 21 Use a THROUGHSTuD
STRIKE WITH SOFT
heavy soft faced hammer to loosen the rotor from AMMER NHILE
its tapered shaft fit If rotor does not come loose PRYING
strike it a sharp downward blow in center of
lamination stack Rotate rotor and repeat until it
comes loose Be careful not to hit bearing or FIGURE 21 ROTOR HOUSING
BRUSH LESS
EXCITER
BLOWER ROTOR ROTOR
L I
STATOR
ROTOR
THROUGHSTUD
COVER
FIGURE 20 GENERATOR ASSEMBLY Install stator throughstuds in adapter
Clean and inspect all mating surfaces Install stator and end bell Torque nuts on
throughstuds to 35 to 38 ftIbs
Coat mating area between generator bearing and
end bell bearing hole with a thin film of Molykote Torque down nut 5560 ft
or equal lb The rotor and stator are automatically align
Install in engine crankshaft ed because stator and bearing support were
Install key in the crankshaft tightened in step 8
Tap end bell to align at horizontal and verti
Slide rotor over throughstud and onto
plane use a lead hammer to relieve stresses
crankshaft Be careful not to let weight of rotor
rest on or bend the throughstud components recheck torque
Install end cover
Install baffle ring
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
either YES or NO Then refer to the step number in the
1 Check all repairs replacements
answer column and proceed to that step next
performed since last satisfactory operation of set
to be sure that connection of generator leads are Letters A through P in the Test Procedure column
correct A loose wire connection overlooked refer to detailed procedures in the Adjustments and
when installing a replacement part could cause Tests section pages 815
problems An incorrect connection an opened
circuit breaker or a loose plugin printed circuit
board are all potential malfunction areas to be
eliminated by a visual check
TABLE A No Build Up of AC
Output Voltage j Yes I No Test
Proc
2 Unless absolutely sure that panel instruments are 1 Is Field Brea ker CB21
accurate use portable test meters for on control panel ON 2 3
3 Visually inspect components on VR2 Look for 2 Connect jumper wire across
dirt dust or moisture and cracks in the printed terminals of Field Breaker
solder conductors Burned resistors arcing CB21 Does AC output
tracks are all identifiable Do not mark on printed voltage build up 4
circuit boards with a pencil Graphite lines are If voltage builds up
conductive and can cause short circuits between REPLACE FIELD BREAKER
question and answer guide
3 Push to reset Field Breaker
Does AC output voltage
which follows gives a stepbystep procedure for
build up 4
checking the generator components Refer to Figure
If voltage builds up but
22 for an electrical schematic of the generator and
voltage regulator connections
is high low unstable or
causes tripping of Field
Breaker refer to Tables
B C or information is divided into
4 Disconnect alternator A B C and D as follows
leads 1 2 from TB211 and
A No build up of AC output voltage 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
EXCITER
F2 W9 OUTPUT CRIS AND CRI6
FIELD FI
VOLTAGE ARE ON VR21
fr7 VOLT REG
B Pe BOARD
BRUSHLESS VR21
EXCITER
CRS CMR21 T21
ROTATING
RECTIFIER
CB21
D 0
ASSEMBLIES REFERENCE VOLTAGE
T I THROUGH VOLTAGE REGULATOR
T40RTI2 ASSEMBLY
FIGURE 22 ELECTRICAL SCHEMATIC
TABLE A continued Yes No Test
Proc
TABLE B AC Output Voltage
Builds UP But Is
Yes No Test
Proc
Unstable
5 Is exciter field voltage across
F1 and F2 on end bell 1 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
3 Does adjustment of Damping
7 Are diodes CRlCR2 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 VR21 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
11 Is commutating reactor 1 Is set running at correct RPM
CMR21 OK 12 I See appropriate engine
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 Are diodes CR12 CR14 PC board VR21 P
and CR15 OK 18 G
18 Replace voltage regulator
PC board VR21 P toeated and
corrected to avoid damage to new PC board
T 61
TABLE D AC Output Voltage Yes No Test
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
2 Are there any loose or LIST
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
OK 11 L
11 Are generator stator
windings OK 6 N
SECTION CRANKING
U U 4
SERVICE U 6
Hydraulic U 6
Hydraulic Hand U 10
SERVICE SAFETY SEAL SYSTEM LIFE U21
Hydraulic Cranking System below pro E Accumul ator a th i ck wall piston type
vides positive instant starting for internal com cyl inder where fluid energy is engines regardless of temperature ex under
pressure to actuate the adverse weather or long shut downs motor Various capacities are avail of energy sources such as batter
depending upon application this self containing hydraulic cranking ed with nitrogen which
system is well adapted to operations requiring it maintains precautions against fire or explosions
F Unloading Valve a ball check valve
The principal components of the hydraulic which bypasses the hydraulic system are as follows back
into the reservoir atfer system
reaches required operating pressure
A Reservoir contains supply of hydraulic
fluid for system at atmospheric pressure G Filter keeps fluid in system free from
contaminants
B H and Pump recharges the system in hand
pump installations and for emergency re H Engine Pump Life Sphere a power
charging in engine pump systems Also pump which automatically recharges the
provides slow cranking for timing and system for subsequent starts thereafter
engine tuneup diverts fluid back into Control Val ve controls I Pressure Gauge indi cates
accumul ator
i c fl ui d for sys tem at atmosph eri c press pressure
ure to cranking motor Integral with
Model CM2 and CMC cranking motors J Star Val ve prevents hydrau Ii c CIIccumu
lator from energizing system when in
D Cranking Motor a positive displace closed position
ment high torque hydraulic motor
Rotor is splined to output shaft which
carries drive pinion and an overrunning
cI utch
AIR INTAKE MANIFOLD
AIR BLEED PETCOCK
lIFESPHERE STARBOARD AND PORT VIEWS
WATER FILL CAP
DIPSTICK AND SUMP
PETCOCK SUCTION TUBE
OIL FILL CAP
LUBE OIL FILTER
LIFEBOAT STARBOARD AND PORT VIEWS
U6 SERVICE INSTRUCTIONS FOR
HYDRAULIC CRANKING MOTOR
Clamp motor housing 2 in a vise Remove pinion gear housing 25 and mounting flange 29 which are
fastened to motor housing 2 by four screws 27
2 Remove inspection plate 22 and its two fastening screws with lockwashers 23 23A With a screwdriver
move anchor plate of starting drive 26 toward the pinion gear to uncover set screw locking drive assembly
26 on motor shaft 9 Back set screw out of shaft 9 and slide starting drive assembly 26 off shaft
Remove key or keys 26A from shaft
3 Before removing port plate 3 put indexing mark between port plate and motor housing 2 to enable proper
positioning of port plate at reassembly Remove eight cap screws 5 that hold port plate 3 to housing 2
4 Remove barrel assembly 13 from motor shaft 9 Take pistons 14 out of barrel 13
5 To remove shaft 9 from housing 2 remove seal holder retaming ring 21 Press shaft out of housing from
port plate end Shaft bearing 16 and seal holder 20 will come out on shaft 9
6 To remove thrust bearing 15 apply even heat to motor housing 2 Bearing will fall out when housing is
jarred against wooden block or bench CAUTION DO NOT APPLY EXCESSIVE HEAT Do not
remove thrust bearing 15 unless it is to be replaced
EXAMINATION OF PARTS
Pinion Gear Housing 25 Visually check housing for cracks or other damage Check needle bearing 24
for damage or wear Replace if necessary
Starting Drive Assembly 26 Examine pinion gear to be sure that teeth are not worn excessively or chipped
from interference with ring gear Check anchor plate that holds the starting drive spring to be sure it has not
split or spread where spring anchors
Port Plate 3 The port plate face where barrel rides must be smooth and free of scoring Slight scuff marks
can be removed by lapping on surface plate Check needle bearing 8 for wear or damage Replace if
necessary To remove bearing 8 apply even heat to port plate 3 CAUTION DO NOT APPLY EXCES
SIVE HEAT Bearing will fall out when port plate 3 is jarred against wooden block or bench Do not
remove bearing 8 unless it is to be replaced Check threads on inlet and outlet ports
Motor Barrel 13 and Pistons 14 Examine ported face of barrel for scratching or scoring Slight scuff
marks can be removed by lapping on surfac1la teo Bores in barrel 13 as well as diameters of pistons 14
should be smooth and free of scoring Closed ends of pistons may show brinnelling where they contact thrust
bearing 15 but no burrs or flat spots on surface
10tor Shaft 9 Check ends of shaft for wear or scoring
Check bearing 16 Replace if necessary
Motor Housing 2 Visually check housing for cracks or other damage Be sure that thrust bearing 15 rolls
free and smooth Inspect tapped holes for thread damage
Seal Holder 20 and 0 Rings 18 19 Examine holder for cracks or damage Replace 0 rings with
new ones
Be sure all parts are clean and free of burrs before starting Install ball bearing 16 and retaining ring 17 on shaft 9 Press shaft 9 am ball bearing
16 into
housing 2 Install seal holder 20 and 0 rings 18 19 on shaft 9 The recessed side of seal holder
20 should be next to ball bearing 16 Install retaining ring 21
3 With pistons 14 in barrel 13 line up splines and install barrel 13 on shaft 9 Using pinion gear housing
25 to help position shaft put port plate 3 on being sure to line up indexing marks There should be slight
of spring 12 with port plate 3 against barrel 13 If not replace spring 12 Tighten
cap screws 5 alternately and pull port plate 3 down evenly Torque to 150 in Ilbs
TEST PROCEDURE
1 Mount hydrotor in suitable holding fixture and connect all hoses to appropriate fittings as illustrated in
System Schematic Section
2 Remove pinion gear housing 25 Open control valve Start engine pump to circulate oil through com
plete system with control valve remaining open thus purging system of air Examine hydrotor and all fittings
for possible leaks before releasing control alve
Allow system pressure to build up to 3000 psi at which pressure the unloading valve bypasses oil back into
reservoir Again examine for leaks in system Should pressure fail to rise instantly to 1500 psi and then build
up gradually to 3000 psi it would indicate system was not purged completely Purge again if necessary
Note If at any time leaking occurs externally the unit must be disassembled to correct leakage before
proceeding vith test CAUTION ALWAYS RELEASE ALL HYDRACLIC PRESSURE BEFORE
DISCONNECTING ANY LINES
4 After it has been determined that unit is not leaking open control valve Permit unit to operate until
accumulator hydraulic charge has been exhausted Release control valve The system will now recharge to
3000 psi
5 ltach TSE 8606 Lock Testing Tool see Service Tool Section to motor housing 2 at same location as
proided for pinion gear housing previously removed in step two Align keyway in TSE 8606 with key 26A
in shaft 9 Fasten TSE 8606 to motor housing 2 by inserting two pinion gear housing fastening screws
hand tight 180 apart
6 rOe control valve slowly to full open position Hold open for approximately 3 to 4 seconds before closing
hik control alve is in full open position the pressure drop from 3000 psi to 2500 psi must not occur in less
rlll1 3 seconds
7 Proceed to test each of the pistons inside hydrotor in like manner as described above by rotating lock test tool
in increments as provided until all seven pistons have been tested Should pressure drop faster than specified
when testing one particular piston it will of course indicate internal leakage This could be a piston which
would require replacement Note Turn lock test tool and shaft one full turn and retest before replacing any
one particular piston A Pfllfc drop at all positions indicate that port plate fastening screws 5 are not
proper y torqued or that there is imufficient spring tension to keep motor cylinder 13 against port plate 3
It may be necessary to lap port plate 3 and motor cylinder 13 on a lapping plate or replace spring 12 tC
eliminate leakage if they do not seal properly
8 Mter preceding test is completed sLop engine pump Remove lock testing tool Grease motor shaft 9
Install key or keys 26A and starting drive assembly 26 on shaft 9 Tighten set screw into shaft 9 by
holding anchor plate out of the way with screwdriver Install pinion gear housing 25 and tighten fastening
screws 27 Torque to 175 in fIbs
9 Move control valve to full open position Allow system to discharge completely Hydraulic pressure auge
should now read 0 psi CAUTION DO NOT DISCONNECT ANY LINES UNTIL HYDRAULIC
PRESSURE IS COMPLETELY Remove hydrotor from test circuit Drain remaining quantity of oil from hydrotor and close all openings
with a suitable plug to prevent entrance of foreign matter during storage or SERVICE INSTRUCTIONS FOR HYDRAULIC HAND PUMP
A438
DISASSEMBLY
1 Disconnect operating lever 30 from pump hous 3 Remove discharge check valve seat 12 from end
ing 1 and plunger 22 Remove retaining ring 23 of plunger 22 Discharge check valve 16 and
and clevis pin 24 before removing link assembly 27 spring 17 will drop out of plunger
2 Remove plunger gland retaining ring 28 from 4 Remove oil inlet fitting 6 from end of pump
pump housing 1 Gland 29 will come out on housing Inlet check valve 10 and spring 11 will
plunger 22 when plunger is pulled from housing 1 drop out of housing 1
Remove gland 29 from plunger
5 Back out bleeder screw 4 and remove ball 2
EXAMINATION OF PARTS
Pump Housing 1 Check for cracks and other visible plunger gland 29 A wear pattern may be Bore of Clindcr must be smooth with no but
no scores or scratches should be present or scoring All threads should be checked seals 1315 and backup ring H with npw ones
It is not necessary to remove plug 7 unless there has Examine discharge check valve 16 spring 17 and
been leakage at threads Bleed ball valve 2 and its check valve seat 12 Replace any damaged parts
seat in housing must be checked Replace ball valve
2 if damaged Replace 0 ring 3 on bleed
screw with new one Operating Lever 30 Check roller chain link 27
for wear or damage Replace if Fitting 6 Examine internal and Inspect inlet check valve seat for nicks or Plunger Gland 29 With 0 ring 20 and
Replace 0 rings 5 9 and backup up ring 21 removed check gland on plunger shank
ring 8 with new ones Examine inlet check valve to be sure it does not bind 0 rings 18 20
ball 10 and spring 11 Replace if damaged and backup rings 19 21 should be replaced with
Plunger 22 Check plunger for scoring on large new and on plunger shank where it rides in
Make sure that all parts are clean before as 3 Imert plunger 22 into housing bottoming
5embling To facilitate asocmbly use light plunger in pump bore Install plunger gland 29
011 or grcac on 0 rings and backup rings being sure that external 0 ring 18 is closest to
leading edge Press gland 29 in until groove for
I Install inlet check valve spring 11 and ball 10 retaining ring is uncovered then insert ring 28
into housing 1 With 0 rings 5 9 and back
up ring 8 on inlet fitting 6 install fitting into 4 Drop bleed ball valve 2 into place and with
housing Tighten fitting securely being sure that 0 ring 3 in position insert bleed screw 4
inlet check valve 10 seats properly in end of inlet Tighten bleed screw 6 5 Install link assembly
27 to plunger 22 and
2 Install discharge check valve spring 17 and ball operating lever 30 Place operating lever 30 in
16 into plunger 22 With 0 ring 13 in place position and insert clevis pin 24 and retaining ring
thread valve seat 12 into plunger and tighten 23 Put other side of link on and secure with
TEST PROCEDURE
1 nt hand pump in suitable holding fixture and in prenure gauge all hoses to appropriate fittings as Test Circuit Schematic leaving discharge
connec 5 Move plunger in the full extent of its travel until
tion loose Slowly operate hand pump until all air plunger bottoms in housing Disconnect inlet line
is expelled Retighten connection This operation from pump Holding plunger in this position pres
will also assure that plunger is free in housing With sure in pump chamber at 3000 psi cautiously trip
high pressure valve open operate hand pump long inlet check valve ball with probe Phenol or to sufficiently purge system
rna terial to be used as probe A steady pressure
reading of 3000 psi indicates that discharge check
2 Close high pressure vahe start engine pump and valve plunger 0 rings and bleed valve are system to approximately 2800 psi While system
properly If leakage occurs at this point it will be
is being charged inspect for leakage If a leak is necessary to correct and retest as stop engine pump and correct leak with test
6 Open high pressure valve slowly and release pres
sure to 0 psi CAUTION DO NOT DISCON
3 Operate hand pump to charge system to 3000 psi NECT ANY HIGH PRESSURE LINES UNTIL
Observe pressure gauge closely to determine that unit HYDRAULIC PRESSURE IS COMPLETELY EX
is pumping on each stroke Pump is double acting HAUSTED
Locate pump plunger in midposition and release 7 Remove hand pump from test circuit handle Any movement of handle indicates
remaining quantity of oil from hand pump and close
leabge past inlet check valve or 0 rings on inlet all openings with a suitable plug to prevent There should not be any perceptable drop
of foreign matter during shipment or SERVICE INSTRUCTIONS FOR HYDRAULIC PUMP
TYPE Fixed Displacement Piston Type
ROTATlON Clockwise or SPEED 600 RPM to 3600 RPM
UNLOADING VALVE Integral and Pressure Adjustable
PRESSURE ADJUSTMENT RANGE 15003000 PSI
NORMAL PRESSURE CUTOUT 3000 PSI
NORlv1AL PRESSURE CUTIN 2500 PSI
SELF PRIMING AND SELF BLEEDING
MAXIMUM SUCTION HEAD 3 Ft
HOUSING Cast Aluminum
WEIGHT 512 lbs
DRIVE TORQUE 9 in lbs OPSI
28 in lbs 3000 PSI
Operation at speeds above 3600 RPM may result in
pump damage Consult the factory on high speed
a pplica tions
INSTALLATION INFORMATION
The pump may be mounted radially in any position how
ever the return port located in the flange portion of the
pump must be located above the horizontal centerline to
insure adequate internal lubrication Failure to do so
may result in serious damage to the pump
If unusual interference problems are encountered it is
permissable to rotate the flange 180 0 Caution is re
commended not to separate the two parts more than 14
Further separation will cause camshaft seal damage when
RECOMMENDED PULLEY
4000 Diameter for A or B Size Belt 625 Bore
7 t t j t 11 11
FtI Ii 1tJc 111 11
6 41 t TC rift7
tQOO
L j
a 4
1 t t
4 tt
5 200 2 10 301
UMP S D RPM
H 250 MfTT
2501 4 HDLS IZa
l
l Ltr
ot81
WOODRUff
1188
3312
6188
fDnmJ
4906
3250
J NPTT NUT
RE5IIWIR
rr 11LJ I t2J
UMLDADlPfG y
PRLSSUR SCMW
14250
IROTtt TIOM CI
SK 200815 UOUHTING BRACKET
DRDR l
1250
r 5688
1750
2500
J75R
41141 OIA
4 HOLES
HYDRAULIC PUMP
HYDRAULIC OIL
MILH5606 Hydraulic Oil for Use with
Hydraulic Cranking System
The use of this hydraulic oil wi16 afford 0stimum performance of the system
in the temperature range from 130 F to 40 F This oil has good viscosity
and temperature and contains no pour point depressant mater
ials The pour point is 65 0F and the flash point is 200 0F The weight is
725 pounds per gallon at 60 F It is compatable with Buna N Seals
The following brand name oils obtainable in most localities are also suit
able
Name Brand Supplier
UNIVIS J43 Code WS 2997 Esso Standard Oil Co
Mobile Oil HFA RL 102A SoconyMobile Oil Co Inc
RPM Aviation Hydraulic Oil No2 Standard Oil Of California
Aircraft Hydraulic Oil AA or A Texaco Inc
Brayco 756 Code P190 Bray Oil Co
Hydraulic Oil Code 566 Golden Bear Oil Co
Royco 756 Royal Lubricant Co
Aero Shell Fluid 4 ASF 4 She 11 Oil Co
If temperatures below 100F will not be encountered a reputable brand of
quality nondetergent SAE 5W engine oil may be utilized Texaco Regal Oil
A R and 0 is also acceptable
INSTRUCTIONS FOR
ACe SAFETY U 14
OISASSEMBL Y
1 Prior to any work the Ilitrogell gas must he hied frolll the accumillator Remove cap 118 and loosen
lock Ilut until gas escapes
2 Remove valve 11 Where accull1ulator includes a safety fuse holder 4 do not remove it unless the 0 ring 4A
or fuse holder 4 are to he replaced hecause of leakage
3 Secure cylinder 1 in a pipe vise and reillove screw 10 lockwasher 9 rctaining plate 8 Screw 1220 fitting
into air valve port and push end cap 7 away from ring segments 12 and 13 Remove ring segments and pull out
end cap 7 Leave fitting in cap for Repeat same procedure for removing the oil end cap 2 as for removing the air end cap 7 being sure
to use the
proper fitting for the oil port size Leave fitting in cap for With a wooden dowel push piston 6 out of cylinder 1
6 Remove the 0 rings 3 and teflon rings 5 from piston 6 and end caps 2 and 7
EXAMINATION OF 1 Use a drop light to examine the bore of the cylinder The bore must be smooth and free of scra tches
Check segment ring 2 and 7 Examine for damage check fitting threads valve threads and fuse holder thread if holder has been
6 Examine for scra tches or scoring on o d The piston must be checked in cylinder to be sure it moves
freely throughout the entire length of Valve 11 Examine threads and replace if damaged Check for damaged valve seat
Teflon Rings 5 Replace if damaged
0 Rings 3 Replace all 0 rings with new ones
REASSEMBLY
Thoroughly clean all parts before assembly dirt particles larger than 40 microns cannot be tolerated
1 Use oil or grease to lubricate the 0 rings 3 and install them and teflon rings 5 on piston 6 Install teflon rings
before installing 0 rings Refer to illustration for positioning of teflon rings
2 Coat JD of cylinder with light oil Use loading sleeve covering the split ring groove carefully insert the piston
6 including its 0 ring and teflon rings into the housing bore with the closed end first Observe that back up rings
are correctly installed and 0 rings are coated with BM 1546 grease 0 rings must not be twisted or otherwise
damaged Once piston has entered cylinder push it half way down in cylinder
3 Install 0 rings 3 and teflon rings 5 to cap ends 2 and 7 with 0 ring toward the fluid end Install teflon rings
before installing 0 rings Apply light grease to 0 rings 3 to insure that it remains in plale Using loading
sleeve slide end cap 2 into the housing beyond the normal position Be sure oil end cap is on the side with
the head of the piston 6
4 Install retainer ring segments 12 and 13 and hold in place Push piston 6 against oil end cap to position end cap
2 against the retainer plate 8 lockwasher and screw 9 and 10
5 Using loading sleeve slide end cap 7 into the housing beyond the normal position Install retaining rings 12 13
and hold in place Push end cap 7 into position same as gas end cap above by using a wooden dowel from the
oil end Release pressure and remove assembly fittings
6 Install valve 11 with 0 ring llA torque valve 11 to 4550 ft lbs DO NOT tighten the lock nut Where safety
fuse holder 4 with 0 ring 4A was removed install with new 0 ring 4A and torque to 2025 ft lbs
7 The accumulator is now ready to be charged with nitrogen gas Read instructions pgs 3 4 Continue to charge
accumulator until desired pressure is attained Close valve on nitrogen tank and tighten lock nut on air valve to
140160 in lbs Remove charging hose and install protection cap 118
U 15
INSTRUCTIONS FOR USE OF CHARGING AND GAGING
ASSEMBLY CGA PRECHARGE ADDING PRECHARGE
1 Before attaching chuck 9 to air valve VA 0093 1 Connect nut 8 to nitrogen tank and tighten
be sure valve 5 is in the doed WARNING DO NOT USE OX YGEN NOR SIMILAR Valve is dosed when
BusTIBLE TYPE GASES
handle is turned 90 degrees from
shown in 1llustra tion
See Note Valve 5 on the CGA assembly be in the open
poqtion beforc opening the nitrogen tank valve Valve
2 Hand tighten chllck 9 suffi fi is not designed to withstand pressure in the to compress gasket in order
Jirection of the arrow stamped on the body when in
to prevent gas leakage the closcd position
3 After completing step 2 above slowly open the
3 Place a 34 wrench on upper nitrogen tank valve to allow tank prcssure into the ac
nut of air valve and tmn in a cumulator closing it occasionally to allow needle on
counter clockwise direcrion until ga ge 1 to se nle in position If more pressure pressure on ga uge 1 is
desired is allowed to enter the accumulator close VA OOUl air
valve on the accumulator and nitrogen tank valve
and disconnect the CGA assembly from the nut on air valve will stop tllrnmg after tank Repeat the steps for reducing precharge
3 to 4 turns ollsly PRECHARGE CAUTION
NEVER DISCONNECT THE eGA ASSEM
1 With charging and gaging assembly connected to BLY FROM THE ACCUMULATOR AIR VALVE ANDOR
air valve per the above instructions carefully open and
close valve 5 until the desired precharge prcssure is NITROGEN TANK VALVE UNTIL EACH IS FULLY on gage 1 Lock upper nut and CGA
asscmbly E I IN THE OFF POSITION
NOTE Use this charging and gaging assembly with VA 200932 Valve MS 288891
Do not use with inner tube type needle valves
C Fl
3122 lINEr THREAD
QOH14 N0LH
I CGHA550
fLt A2588
o 6 0
U 16
TEST PROCEDURE FOR After the accumulator has been charged to the desired close the valve Allow pump to charge the accumu
preslure it should be immersed in a tank containing lator to 3000 PSI Open the hydraulic valve to allow
a noncorroaive liquid Stoddard solvents Varsol by stored oil in the aecumulator to flow back into the
EIIO etc and checked for proper sealingof the 0 reservoir Repeat this charge and discharge cycle
rings on accumulator piston The oil inlet port of the several times to insure the piston is not sticking or
accumulator must be left open during this teat Also binding
check for possible leaks of the Air Valve Assembly 11
cap 11B removed Air bubbles in the liquid indicate 6 During the CYCling test inspect for possible oil leaks
nitrogen leakage at caps and discharge fitting of Drain dry and allow the accumula tor to set
undisturbed 7 When the test cycle has been completed remove the
for a minimum period of one hour With Service Tool acclmula tor from the test circuit
CGA 300389 recheck the gas pressure in the accum
ulator See Note 1 CAUTION Always release all hydraulic pressure in
the system before disconnecting any lines
3 If the pressure is lower by more than 50 the accumu
lator must again be connected to Service Tool CGA Close the oil port with a suitable plug to prevent en
300389 and additional nitrogen added Repeat steps 1 trance of foreign matter during storage and shipping
and 2
NOTE 1 With Service Tool CGA300389 fastened securely
4 A CYCling test should be performed to assure that ac to the Air Valve Assembly 11 loosen nut on
cumulator is functioning properly The accumulator air valve The gauge will indicate the amount
may be connected to any simple test circuit consist of nitrogen gas pre charge pressure in the accu
ing of a reservoir pump accumulator and a valve mula tor Before removing gauge tighten lock
nuton air valve When using this tool the hy
5 The hydraulic valve should remain in the open position draulic pressure in the accumulator should be
until the pump has run a sufficient period to bleed all zero before attaching the gauge device to the
air from the line With the pump still operating
U 17
TROUBLE SHOOTING THE CRANKING Before serVlcmg any part of the Hydrator system the accumulator pressure must be released to
prevent possible injury to TROUBLE REMEDY
A NO SYSTEM PRESSURE
1 Air In Engine Driven Pump All RPA model pumps are self bleeding Check for dirt in
pum p piston bleed hole See that bleed hole is facing the inlet
port To assist pump in expelling air fill the pump with oil
through the return port
2 Hand Pump l3leed Valve Open Check to insure hand pump bleed screw located above the inlet
port is tight Sec B 2
3 Drive Belt Slipping Belt Driven Pump Adjust belt for proper tension
4 Drive Gear Loose Direct Driven Pump Secure gear to drive shaft
s Unlolding Valve ByPaSSing Oil to the Reser Oil will be passing through the return port indicating the unload
voir ing valve spindle in the RPA model pumps is stuck in the open
position or the pressure Idjusting screw is backed off Check
to insure the unloading vllve spindle is free Turn the Hljust
ing screw clockwise to move the spindle into the closed Suction Line Plugged Remove and clean Make sure the swivel
ends are correctly
LOW SYSTEM PRESSURE
1 Unloading Valve set too low Turn adjusting screw on all RPA model pumps clockwise to in
crease system pressure to desired level
2 Hand Pump Bleed Valve Leaking Remove bleed screw and ball Use ball to recoin seat
1 Engine Pump Valves Leaking Repllce inlet valve or recoin seats of the three ball checks
4 Low Oil Leve I Add oil to CRANKING SPEED TOO LOW
1 System Fluid Too Ieavy Check fluid in system USE MILIioOo Hydraulic Oil or
equivalent Oil must be com patible with Buna N seals
2 Engine Oil Too lleavy Replace oil with proper viscosity grade Refer to the Engine
Lubrication Oil Control Valve lot Fully Open Types VCA Valve body sticking in valve housing Replace
valve cage and valve assembly
4 Inlet Line Restricted Check plumbing from Accumulator to Hydrotor to insure hoses
a re not colla psed and are free of Excessive Internal Leakage in Hydrotor Examine Hydrotor internally for broken thrust bearing plate
scored port plate frozen piston or broken cylinder spring
Continued
TROUBLE REMEDY
C CRANKING SPEED TOO LOW CONTD
1 Line size too long andor too smlll Discharge line from the Hydrator to the reservoir causing high
back pressure Discharge hose should be at lea st one size
larger than inlet hose Eliminate elbows and reducers where
possible Insert I tee containing a gage in the Hydrator dis
charge port Attlch the dischlrge hose lnd measure back
pressure which should not exceed 75 pSi
D LOSS OF FLUID FROM RESERVOIR
1 External Leaks With pressure in system check all hoses and fittings for leaks
Tighten or replace fittings and any defective parts
2 Hydrator Shaft Seal Leaking Remove Hydrator inspection cover or welsh plug and look for
signs of Hydraulic oil on the Bendix drive the Hydrator shaft
and inside the pinion gear housing Replace shaft seal assem
3 Engine Pump Shaft Seal Lea king Replace shaft seal using proper tool to prevent seal damage
4 Hand Pump Seal Leaking Remove plunger gland and replace inner and outer 0 rings
E LOSS OF PRESSURE WHEN ENGINE IS NOT RUNNING
1 Ambient Temperature Decrease A small decrease in pressure is normal due to decrease in
temperature Pressure will decrease approximately 3 psi per
degree P temperature change
2 Engine Pump Check Valve Leaking Exanline unloading valve spool for damaged 0 rings Re
coin bll check seats in unloading valve portion of the engine
driven pump
3 Hand Pump Leaking Disconnect inlet line from reservoir Leakage from inlet
fitting means that either the relief valve alone or both the inlet
und outlet check vulves are defective Cleun ball seats in
pump body and replace balls and springs if necessary See
B 2 and D 4
4 Control Valve Leaking To test for leakage disconnect plumbing at inlet to Hydrator
If seepage is present replace 0 rings in type VA 2021 NO
valves or replace valve assembly in type VeA valves
i External Leakage In System Visua lly lac a te source of oil leakage 3nd tighten a pplicable con
nection Use of teflon tape on pipe threads is permissible if
properly applied
6 Loss of Accumulator PreCharge Nitrogen Test for precharge after opening bleed screw on hand pump
Inst311 a glge assenlbly on the accumulator air valve Open
valve and read nitrogen pressure Correct nitrogen pressure
appears on the accumulator name plate usually one half the
system operating pressure
F HAND PUMP FAILS TO RAISE SYSTEM PRESSURE
1 I3leed Valve Open or Leaking See A 2 and 13 2
2 Check Valves Leaking Hand Pump handle will not stay in neutral position but will move
to one end of the stroke Examine for broken ball check
springs or damaged check valve seats Recoin seats using
the ball checks Make sure there are no foreign particles in
the pump
TROUBLE REMEDY
F HAND PUMP FAILS TO RAISE SYSTEM PRESSURE CONTD
3 Suction Line Plugged Remove and clean
4 Fluid Level Low Add oil to reservoir
S Piston Seal Damaged See D 4
G HYDROTOR TURNS BUT ENGINE DOES NOT
1 Pinion lot Engaging Flywheel Ring Gear Incorrect flange to ring gear dimension Change pinion gear
housing and flange assembly
2 Bendix I rive Broken Replace Bendix drive Operator should disengage Hydrotor as
soon a s engine sta rts Prolonging the period during which
clutch overruns will reduce clutch life
Incorrect rive Hydrotor may be assembled for LH rotation but with a RH
drive Change to correct Hydrotor drive
H LOSS OF ACCUMULATOR PRECHARGE NITROGEN
1 Damaged Seal on Piston Overhaul the accumulator Caution Release all hydraulic
pressure before removing the accumulator from the system and
release all nitrogen pressure before disassembling the accum
ulator
2 Defective Air Valve Release pressure in system by opening bypass valve on hand
pump TIlen open air valve to release remaining precharge
before attempting to remove valve from accumulator Replace
air valve
3 Damlged Seal On End Cap Apply liquid sJap on accWllUlator end cap Bubbling of soap in
dicates a leak past end cap seal Release nitrogen precharge
before removing cap to replace seals
4 Defective Safety Fuse Replace safety fuse assembly after releasing all nitrogen pres
sure
I HIGH PRESSURE IN SYSTEM
1 Defective Gage Replace gage
2 Unloading Valve Not Operating Properly Clean and adjust to specified operating pressure Check that
the plunger is not binding or sticking There is a SOD lb dif
ferential between cutout and cutin
J FLUID EMERGES FROM THE RESERVOIR FILLER CAP WHEN ENGINE IS CRANKED
1 Filter Element in Filler Cap Loaded with Dirt epbce filler cap
2 Excess Fluid in Reservoir Check fluid level when the accumulator is empty The fluid
level should be approximately 212 from the top of the tank
K FLUID EMERGES AROUND PISTON ON HAND PUMP
1 Damaged Piston Seal See D 4
L CRANKING CYCLE TOO SHORT
1 Insufficient Accumulator Capacity Add more andor larger
Continued
TROUBLE REMEDY
L CRANKING CYCLE TOO SHORT CONTD
2 Faulty Pressure Gage If gage is reading higher than actua I system pressure oil
volume in the accumulator will be less Replace gage
3 Excessive Internal Leakage in Hydrator See C 5
4 Hydrator Too Small Check engine cubic inch displacement to determ ine that the
hydraulic cranking motor is the correct size
5 Accumulator Precharge Too High With the fuel shut off to prevent engine from starting crank the
engine until a 11 oil is used If the gage then registers zero
pressure install a gaging assembly on the air valve and drop
the precharge to 12S0 psi Repeat cranking cycle If gage
will still drop to zero 3t end of cr3nking cycle reduce pre
charge to 1000 pSi
6 Accumul3tor Precharge Too Low Open the bypass valve on the hond pump to disch3rge oil from
the accumulator Install a gaging assembly on the accumulator
air valve If precharge is less than 1 sOO psi add nitrogen
Make sure precharge holcls by testing for nitrogen leakage per
paragraph H
M IMPROPER DRIVE Insufficient Depth of Tooth Engagement Standard dimension from flange to ring gear is 200 Measure
with depth gage If greater than 200 depth of engagement
will not be adequate
2 Tooth Engagement Too Deep Bendix collar behind teeth will be marked by ring gear In
sert spacer between hydrator flange and ring gear housing
3 Improper Mesh of Drive and Ring Gear Use bluing or other marking fluid on Bendix pinion Install
Hydrator and crank engine one or two turns Remove Hydrator
and check contelet areas for proper mesh
ELECTRICAL SYSTEM Life Sphere
The Life Sphere engine configuration contains an electrical system which is prewired at the fac
tory and operates on a negative grounded 12 volt system Included in the Westerbeke is a 50ampere alternator voltage regulator instrument panel and
battery cables
The panel contains a builtin tachometer with hour meter oil pressure gauge water and an ammeter
Each instrument is gasketed at the panel and the panel is backlighted All electrical wires from
the instrument panel are terminated at an amphenol connector whi ch is mounted to a at the rear of the alternator All other electrical wires from the
alternator voltage reg
ulator sensors and the number 6 gauge wire from the positive battery terminal are terminated to
a mating amphenol connector The tachometer drive shaft with outer cable housing is supplied
with loose equipment shipped with the engine One end of the tachometer drive cable is install
ed in the panel tachometer receptacle and secured with its outer cable housing nut The other
end of the drive cable is installed in the engine block drive shaft receptacle located above the
engine dipstick and secured with its outer cable housing nut The engine block tachometer drive
shaft receptacle is protected by a threaded cap before cable TO LOAD
AMP I
wT SENDER fALT I
fleo IOPSW IVOLT REd
I I
OP SENDER
BATTERY
r2VDc 60At1
L YOUR NOTES
SECTION V
SERVICE BULLETINS
The following Bulletins contain supplementary and up
dated information about various components and service pro
cedures which are important to the proper functioning of
your engine and its support systems
You should familiarize yourself with the subjects and
make sure that you consult the appropriate your engine requires service or overhaul
SERVICE September 17 1976 BULLETIN NUMBER 10
MODEL Westerbeke 40 and WPDS Sea Water Pump Clearance and Al ignment
Clearance
Adequate longitudinal clearance between the sea water pump shaft and the
driving shaft is established by the use of multiple pump gaskets The number
of gaskets required can vary from 1 to 4 Enough gaskets must be used so
that the shaft ends do not mate See figure 1
WATER PUMP GAKn5 DRI VE SHAFT DRI VER
NOTE
puMP SHAFT
DRIVEN
The application of liquid
or paste type Prussian
blue at points indicated
by arrows will give
positive indications of
pump drive contact which
will require the use of
additional gaskets
If the proper clearance is not maintained the sea water pump shaft will
force the fuel pump drive hub against its bushirg The bushing will seize
to the drive hub and rotate in its housing Bushing wear and loss of oil
pressure will result
When replacing the sea water pump be sure that the same number of gaskets
is replaced and there is the required clearance
Alignment
Alignment is just as critical as clearance The latest 12 pump
intentionally has no pilot because the location of the timing cover itself
is not precise To assure that the pump shaft is axial with the driving
shaft install the pump with the four nuts just snugged WITH THE FUEL
STOPLEVER OFF crank the engine for a few seconds If the nuts have not
been the drive tang will cause the pump to align itself
It is best to deliberately offset the pump against its studs so you can
visually verify movement of the pump as it centers itself during cranking
The nuts should then be tightened This procedure must be repeated anytime
the pump is J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 617 5887700
CABLE WESTCORP AVON TELEX 16742
SERVICE BULLETIN
DATE April 23 1968 BULLETIN NUMBER 11
MODEL Westerbeke 40 and WPDS 1015
SUBJECT Instructi ons for Repl aci ng Injecti on Pump Dri ve Hub Bushi ng Remove cis Pulleys
2 Remove water pump
3 Remove timing cover
4 Mark idler gear and fuel pump gears before removing fuel pump
gear This is very important in order to retain proper relation
of gears and eliminate retiming of engine
5 If fuel pump hub bushing is worn as suspected gear and bushing
will pull right out of block
6 Remove quill shaft from injection pump splined pump drive shaft
7 Remove gear from drive hub
8 Remove hub bushing retaining circlip
9 If bushing is frozen on hub tighten forward end of bushing in
vise and drive hub of bushing with brass drive taking care
not to damage female splines in hub
10 Place hub flange on top of vise and with small brass punch
knock out drive key from hub
11 Clean hub shaft with crocus cloth or similar material pre
oil and fit new bushing Check that bushing rotates freely
Replace circlip
12 Clean bushing hole in block
13 With plastic or similar soft headed mallet drive newly assembled
bushing in place hitting squarely on center until it has
definitely bottomed out against block
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 tS17 5887700
CABLE WESTCORP AVON TELEX 112
WESTERBEKE SERVICE BULLETIN 11 14 After bushing is in place recheck for free rotation of hub
making sure no binding is evident
15 Line up master spline of drive hub with master spline of
fuel pump drive
16 Replace fuel pump drive shaft by passing it through drive
hub until it enters into pump drive When shaft comes up
against fuel pump drive it may be necessary to hold a
slight finger pressure against drive shaft and rotate
slightly left and right until shaft enters pump drive
NOTE On drive shaft longer portion mates in drive hub
17 After shaft is in place uaing a brass or similar hammer
drive the water pump drive key into hub
18 Reinstall pump drive gear making sure gear teeth are
matched same as on removal
19 Line up corresponding scribe marks on drive hub and drive
gear then insall and tighten 3 drive gear bolts
NOTE If scribe marks are not properly aligned timing
ill be off
20 Reinstall timing cover
21 Reinstall pulleys
22 When installing Sherwood pump refer to attached bulletin
Service bulletin 10
42368
SERVICE September 3 1968 BULLETIN NUMBER 16
MODEL Model SA Transmi ssi ons
SUBJECT Reduction Gear Rati 0 Identi fi cation
To identify the reduction gear ratio on SA 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 15 1
R020 21
R025 251
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 1617 5BB7700
CABLE WESTCORP AVON TELEX 112
SERVICE 61569 BULLETIN NUMBER 20
MODEL All Connecting Pressure Sensing Devices to Oil Galleries
Oil pressure sensing devices such as senders and switches must
never be connected directly to any oil gallery of an engine The
reason is simply that continued engine vibration causes fatigue of
the fittings used to make such a connection If these fittings fail
the engine loses its oil pressure and very quickly seizes
Such pressure sensing devices must be bulkhead mounted and
connected to the oil gallery using an appropriate grade of lubricating
oil hose Any fittings used to connect the hose to the gallery must
be of steel or malleable iron Brass must not be used for this
purpose
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 fSf71 5887700
CABLE WESTCORP AVON TELEX 11967
SERVICE June 15 1969 BULLETIN NUMBER 21
MODEL Westerbeke 40
SUBJECT Repl aci ng Injection Pump Dri ve Hub Part Number 12632
NOTE When replacing the drive hub the new hub will have no
timing mark scribed on it For this reason the ollowing
procedure must be adhered to step by step When the pro
cedure is completed and beore replacing the timing cover
a new mark is to be punched on the drive hub to coincide
with the existing scribe mark on the uel pump drive gear
1 Remove the small cover on side o injection pump
2 Turn engine in direction o rotation clockwise looking aIt
Use a socket and long bar on crankshaIt nut and turn by hand
3 While turning shaIt look into opening in injection pump It
will be noted that pump rotor has a series o letters on it
with a scribe mark beneath each letter It will also be noted
that there is a large snap ring visible through the opening
4 Rotate the shat until the scribe mark or the letter c lines
up with the edge ot the lower end ot the snap ring There is
also a letter G on the rotor do not comuse it with C
5 At this point 1 piston is at 22 0 beore top dead center
6 Remove crank shat pulleys when removing the crankshaIt nut
i the shat is moved beore removing the pulley reset the
letter C with the snap ring in the pump
7 Remove water pump
8 Remove timing cover
9 Mark the idler gear and uel pump gearThis is very important
in order to retain proper relation o gears and eliminate
complete engine retiming
10 Remove uel pump gear rom drive hub
11 Obtain three 3 516 ine threaded bolts about 3 long
threaded all the way These are to be threaded into the
holes on the drive hub and turned in against the ront plate
to pull the hub and bronze bushing out ot the block as an
assembly Note Tighten bolt equally in sequence to pre
vent galling the bronze bushing in the block
Continued
J H WESTERBEKE CORP
AllaN INOUSTRIAL PARK AllaN MASS 02322 617 5887700
CABLE WESTCORP AllaN TELEX 92 SERVICE BULLETIN 21 Contiuued
REPLACING INJECTION PUMP DRIVE HUB
12 When the hub and bushing are removed pullout the pump
splined drive shaft which will now be visibleo
13 Remove circlip rrom old hub and transrer bushing to new
hub using new circlip
14 With plastic or similar soft headed mallet drive assembly back
into block hitting squarely on center until it has definitely
bottomed out against block
15 After bushing is in place recheck for rree rotation of hub
making sure no binding is evident
16 Line up master spline of hub with master spline of fuel
pump drive
17 Replace fuel pump drive shaft by passing it through drive hub
until it enters into pump drive When the shaft comes up
against fuel pump drive it may be necessary to hold a slight
finger pressure against the drive shaft and rotate slightly
lert or right until shaft enters pump drive
NOTE ON DRIVE SHAFT LONGER SPLINED END MATES INTO DRIVE HUB
18 Rotate hub until letter C is back on scribe mark
19 Reinstall drive gear making sure letter C is lined up
before securing boltso
20 Remark hub to correspond with mark on gear
21 Using soft headed hammer insert water pump drive key into hub
until it bottoms out
22 Install timing gear cover pulley and water pump
23 Put cover back on injection pump and bleed pump using
procedure in manual
61569
Form A967
SERVICE BULLETIN V9
DATE June 1969 BULLETIN NUMBER 29
MODEL Westerbeke 40
SUBJECT Injection Pump Hi story
1 First Pumps
Marine DPA 3243880 Spring 7123898J
Code Generator DPA 3248700 Spring 7l23898T
Code NOTE ABOVE PUMPS CAN BB USED ON EInIER APPLICATIONS BY CHANGING GOVBRNOR
SPRING AND CHANGING Second Pumps Fitted from Engine No 107U6037 These pumps cannot be
changed for previous pumps owing to a timing mark change 3 0 pump 60 engine
Marine OPA 3248830
Code PH 3050083190 Spring 7123898J
Generator DPA 3249050
Code Spring 7l23898T
NOrE THESB PUMPS CAN BE USED ON BITHBR APPLICATIONS BY CHANGING GOVERNOR
SPRING AND CHANGING Third Pumps Notetwo marine numbers
Marine DPA 3249030
Code Spring 7l2394J
Marine DPA 3249020
Code Spring 7123898H
Generator DPA 3248990
Code PH 3050091880 Spring 71238900
NOTE THESE PUMPS CAN BB USED ON BITHBR APPLICATIONS BY CHANGING GOVBRNOR
SPRING AND CHANGING NAMEPLATE Pallps lited in N3 can be changed
completely for pumps listed in N2 as the timing remains the N1 pumps for engines earlier than 107U6037
2 and 3 pumps for engines later than 107U6037
J H WESTERBEKE CORP
AVON INDUSTRIAL PARI AVON MASS 02322 6f7 5887700
CABLE WESTCORP AVON TELEX 82 10
LEvER LiN
No
Code GovArm Hole Throttle Lever
1101
1 1 1
2 1 2
3 1 3
4 2 1
5 2 2
6 2 3
7 3 1
8 3 2
9 3 3 ONiRoL ARM
0 Indicates hydrau11cally governed
PH 3050083190 GOVBRNOR MAIN SPRING POSITIONS
l code for spring
osition
GOVBRNOR LINK SETTING This is measured between the inside of the metering valve
lever pin and the inside of the governor control cover stud The should be made with the vernier caliper held with the rule parallel to the axis
of the pump A few applications require the link setting to be set using the
Visual Cutoff Tool 7144601 such information being specified on relevant test
data sheets
The link length is specified to satisfy two main factors for governor 1 Fuel cutoff at maximum speed
2 with fuel delivery at maximum fuel
Whilst most governors will operate with the nominal link length
some units fail for the above reasons and can be corrected by an alteration to the
link length The following procedure should therefore be adopted
1 Set to nominal link length before commencing test
2 If unit fails for no cutoff at maximum governed speed reduce link length
3 If unit fails for maximum fuel interference increase link length
Note however that incorrectly machined worn or wrongly assembled parts can
produce the same faults and alteration to link length which may be correct will
not necessarily effect a solution Should adjustment to the link setting fail to
correct the fault then this should be reset to the nominal lenQth and the trouble
looked for elsewhere
Where adjustment to the governor link length has been made the sequence of the
governor setting tests must be repeated and the test requirements satisfied
Adjustment must NOT be made beyond the specified tolerance
GOVBRNOR CONlRCL SPRING The sketch above indicates clearly the hole numbers in
the governor control arm and the throttle shaft link in which the main governor
spring is assembled
DEVICES A number of variations of this device are now in produc
and great care must be taken when testing and adjusting Details of permissibl
adjustments are given on the test plans concerned and it is important that
1 The maximum amount of shimming allowed is not exceeded
2 Where an unhardened spring cap is used a 05mm shim is fitted over
the pip inside the cap The unhardened cap can be identified by
the thickness of the Smm against 3mm for the hardened
cap formerly used
3 Tests are carried out strictly in the order specified on the relevant
test plan
VACUUM TEST
It will sometimes be found that due to the flexible pipe connecting the vacuum
gauge to the pump being partially filled with air an incorrect reading will
result To correct this slacken the pipe connection at the gauge end with the
fuel supply turned on Wait until fuel flows from this pipe then retighten union
FOR DPA TET PLANS
The governor setting speed quoted in the test plan is for tst purposes only
The maximum governed speed must be finally set on the engine according to following test data is not given in the test plan for coded pumps and must
be obtained from the setting code on the pump Maximum fuel setting c Governor checking speeds
d Governor spring Maximum fuel setting speed
governed of setting code I
Note S
See Note
indicates pump tested with BDN12SD12 nozzles Not required for The letter A will normally be used to indicate that the pump is tested
with BDN12SD12 nozzles but in the case of Perkins engines different prefix letters
will be used These will indicate BDN12SD12 nozzles as before but in addition will
also indicate the engine type to which the pUllp is fitted
NOTE 2max fuel setting The maximum fuel setting code is given in mm 3 stroke
and must be divided by 5 to obtain the setting value in cc200 3max fuel setting speed The figure given in the code indicates pump rpm
which must be used for setting the maximum fuel above
NOTE 4governor spring position The numbers 1 to 9 will be used to indicate the
various spring positions as shown in the guide on page 2 Hydraulically will have the figure 0 in this part of the code
E 5 Maximum noload speedengine RPM
SERVICE BULLETIN
DATE November 27 1972 BULLETIN NUMBER 49
MODEL Westerbeke 40
SUBJECT B1 eedi ng and Primi ng Fuel System
1 Ensure fuel shut offvalve is open should be tumed with starter motor one com
plete revolution
2 Position shift lever to neutral
5 Loosen bleed screw B Operate priming le
3 Position fuel stoprun and throttel control le ver E as in step 4 above then tighten screw
vers to maximum open positions
6 Loosen bleed screw C Operate priming le
4 Loosen bleed plug A Operate priming le ver E as in step 4 above then tighten screw
ver E When fuel free of air bubbles
issues from bleed plug tighten plug 7 Loosen the four union nuts D Operate the
starter motor when fuel free of air bubbles
NOTE If the engine camshaft cam driving issues from un ion nuts tighten nuts
the fuel lift pump is on maximum lift it will
not be possible to obtain a full pumping stroke 8 Start engine in full throttle for maximum fuel
with the priming lever E and the engine Immediately return throttle to idle speed when
engine starts
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 617 5887700
CABLE WESTCORP AVON TELEX 512
PIN 15140
SERVICE BULLETIN V13
DATE April 2 1973 BULLETIN NUMBER 52
MODEL WPOS 1015
SUBJECT Test Procedure for OMS2 and OMS3 3 WI RE 120 240 VOLT 2 WIRE IOVOLT
I I TI N N LI
TO I
GEN TI GEN TI
0 J
1 Connect DM Tl T2 and N to generator junction box as shown
above if not already done
2 Connect OM to generator as follows if not already done
OynaMoni tor Generator
1 10
2 11
3 6 ground
3 Connect a nO watt load between Ll and neutral
Turn generator control and DM to remote
5 Arljust 20n ohm potentiometer slowly until generator just starts
Turn off DM Generator should shut down
7 Disconnect the 60 watt load and connect a 25 watt load between Ll and neutral
R Switch DM to remote Generator should not start If it does repeat steps
3 through 8
C Wi th the 200 ohm potenti ometer adjusted correctly swi tch DM to ON
Generator should start If not a malfunction s indicated
10 Remove any extraneous connections which may have been used for this test
Return both DM and generator control to their normal mode of operation
Secure J H WESTERBEKE CORP
AVON INOUSTRIAL PARK AVON MASS 02322 8fT 5887700
CABLE WEBTCORP AVON TELEX e2
PIN 15269
SERVICE February 1974 BULLETIN NUMBER 68
MODEL Servi ce Repl acement of Pi ston Ri ng Sets
Replacement piston ring sets have been made available for service use on
Fourl07 engines should it become apparent after an appropriate period
of service that piston ring andor cylinder bore wear may have taken place
These ring sets may only be used where the existing liners are not renewed
The following instructions are advised for guidance and should be strictly
adhered to when undertaking to fit new piston rings to a Fourl07 engine
a After removal of the piston discard the rings
b Thoroughly clean the piston not forgetting the ring grooves
c Examine the piston for signs of scoring wear or damage of any
kind paying special attention to the ring grooves
THE MAXIMUM PERMISSIBLE WORN DIMENSIONS OF THE PISTON RING GROOVE WIIJIH
ARE AS FOLLOWS THE GROOVES BEING NUMBERED FROM THE CROWN DOWNWARDS
PISTON GROOVE MAXIMUM WORN DIMENSION WIIJIH
1st 084 inch
2nd 3rd 0695 inch
4th 5th 195 inch
d If necessary replace with a new piston
e Fit new piston ring set part number 12906 to engines rated up
to 3000 RPM and 12337 to engines rated in excess of 3000 RPM
The difference being only in the ring fitted to the 4th piston
groove see below
1st Tapered Compression Ring
2nd 3rd Internally Stepped
Compression Ring
o o 0
r0O
4th Spring loaded laminated
Scraper Ring
Slotted Scraper
Piston Ring Arrangement Shown Fourl07 Engines Rated up to 3000 RPM
RING SET PARI NUMBER 12906
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 6f7 5887700
CABLE WESTCORP AVON TELEX 19055
Service Bulletin 68 Page 2
NOTE Ring set part number 12337 is identical to 12906 with the exception
of the ring supplied for the 4th groove For this groove the microland
slotted scraper ring is supplied as in the 5th groove of both ring sets
Each ring set provides sufficient rings for one piston only For a complete
engine therefore four will be required
FITTING OF PISTON RINGS
hth the exception of the laminated ring fitted in the 4th groove of
applications rated up to 3000 RPH the correct method of fitting will be
apparent from the diagram overleaf Detailed instructions in respect to
this type ring are contained below
IMPORrANT
a Before refitting the pistons the glaze should be removed
from the working surface of the liners by means of a medium
grade emery cloth applied in a semirotary movement
b Care must be taken however to ensure that no abrasive matter
is allowed to fall onto the crankshaft journals and bearings
Also all traces of abrasive matter must be removed from the
engine before Below are part numbers and pertinent information to ensure ordering proper
ring sets As you will note the rings used vary with engine rated RPH
and whether new or original liners are used
PARr NO RING SET REMARKS
12738 Ring Set 1 New Liner 3000 RPM 499 To Ser 7034969
12819 Ring Set 1 New Liner 3000 RPM4107 From Ser7034969
12958 Ring Set 1 WORN Liner 3000 RPM 499 From Ser7007685
12840 Ring Set 1 New Liner 3000 RPM 499 From Ser7007685
12898 Ring Set 1 vmRN Liner 4000 RPM 499 From Ser7007685
12905 Ring Set 1 New Liner 3000 RPM4107
12906 Ring Set 1 WORN Liner 3000 RPM4107
12907 Ring Set 1 New Liner 4000 RPM4107
12337 Ring Set 1 IvORN Line r 4000 c
PIN 19055
SERVICE 5674 BULLETIN NUMBER 69
MODEL All marine generators and marine Exhaust system failures
When engine sea water is fed into an exhaust system so that the full
stream strikes a surface erosion may cause premature failures
Proper design of either a water jacketed or a water injected wet
exhaust system to prevent this problem requires that the sea water
inlet be positioned so that the entering stream of sea water does not
strike a surface directly Also the velocity of the entering sea
water stream should be as low as possible which is achieved by having
inlet fittings as big in diameter as possible
In addition to the above design it s 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
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 817 5887700
CABLE WESTCORP AVON TELEX 19149
SERVICE May 29 1974 BULLETIN NUMBER 72
MODEL All
SUBJECT ity 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 VOO FARIA NOVOX
2 OrA CASE 2 38 OIA CASE 2 OIA 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
stall 2 dia gauge in and and and
2 38 dia panel S8 44 AM P S8 44 S8 44
cutout
GND B SND LAMP
Jiring diagram
SNDB
LAMP
SNDB
Also see GND
S8 36
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 617 5887700
CABLE WESTCORP AVON TELE 112 4444
PIN 19190
SERVICE June 19 1974 BULLETIN NUMBER 73
MODEL Lube Oi 1 Sump Di psti ck
There have been some reports that a very few Four107
engines have been shipped with an incorrect oil sump
dipstick To insure that you have the correct dipstick
place yours alongside the drawing If it is not iden
tical regarding the part number stamped and the II max ll
IIminll marks shown report it to Service Dept at the JH
Westerbeke Corp for immediate replacement No Charge
If you prefer you may remrk your present dipstick to
correspond with the marks on the drawing
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON fIIASS 02322 CABLE WESTCORP AVON TELEX 112 19200
SERVICE BULLETIN
DATE March 15 1975 BULLETIN NUMBER 80
MODEL Westerbeke 40LB 40LS LB49
SUBJECT Westerbeke Westerbeke Lubce1 improves diesel engine cold starting and perfonnance starts at 20 F within 5 seconds in conjunction
with hydraulic starting sys
tems It delivers a quantity of lubricating oil at a directly above the engines intake valves during cranking and when the engine
has started reloads itself from the engine oil to deliver this oil is taken from the hydraulic starter return line Lub
cel is designed for use with American Bosch hydraulic Pressure
Due to the high flow rate in the Bosch hydraulic system the return line builds up
between 50 and 100 PSI Close to the starter this pressure is used to energise the
Lubce 1
Engine Oil Pressure
The Lubce1 requires 2030 seconds to reload at 30 PSI lube oil pressure The engine
should never be run for less than a minute or two if the Lubce1 is to be kept fully
charged 11 th oi 1
SERVICE
1 Engi ne Oil
The Lubce1 unit is not sensitive to tYres of oil used With Hesterbeke 20 and LB49 cold starting in be1Q111 freezing temperatures it is imperative to
use a good brand of SAE 5W20 oil
2 lIydrau 1i c F1 ui d
le use Esso EP9 hydraulic fluid in our tests but any good grade equivalent hyd
raulic or te1emotor oil may be used In no case should oils be mixed
3 Repai r and Overhaul
All Lubce1 units should be overhauled every two years A Factory exchange program is
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 617 5887700
CA8LE WESTCORP AVON TELEX 92 4444
PIN 19473
Service Bulletin 80 Con to facilitate this Spare parts are available thru our parts Bleeding air from Lubcel
Ii til engine running and oi 1 pressure more than 30 PSI Back off the two top screws
in tile diaphram housing to expel air Vlhen oil is seen secure the bilo screws Bring
engi ne to idle If the engine shows a short burst of power when idled there is more ai r
in the diaphram housing Repeat step 9 To flood delivery lines start and stop engine
about 4 or 5 times Engine should be run at least 30 seconds each time
TROUBLE SHOOTING CHART
Fault Cause Remedy
lo oil delivery Failure to reload Check engine oil pressure
must be over 30 PSI
Check piston action
Should require less than 25 PSI
to house
Needle valve closed Open valve see table below
r1ode1 Turns from closed position
Pilot 20 2 12
4107LB 2 12
4 lOlLS 2 12
LB49 4
Engine will not shut down Piston 0 rings damaged Close needle valve to stop oil
flow
Check for rough or worn bore and
replace 0 rings
Engine speeds up briefly Air in diaphram Bleed air from Lubce1 see SERVICE
1 second when fluid discolored Diaphram ruptured Replace diaphram and change
or contaminated by motor oil hydraulic and lubricating oil leaks Hydrau1ic or engine Pressures
should not be above 100 PSI
oi 1 pressure too hi gh Refer to workshop manual for lube
oil system and hydraulic starting
system 19473 conlt Page 2 311 75
WESTERBEKE lUB eEL
LUBRICATING
01 L SYSTEM
LUBCEL
DELIVERY RATE
I ADJUSTING SCREW
FACTORY SET DO
NOT ADJUST
6 ENGI NE
HYDRAULIC SYSTEM
HYDRAULIC FLUID
TANK
OUTLET STARTER
HYDRAULIC
PUMP
STARTER
VALVE
DRWG 19457
PI 19473 con It Page 3 WESTERBEKE P NAME REMARKS
QUAN
19371 HOUSING Diaphragm Hyd Side
2 19268 DIAPHRAGM
3 lCl274 HOUSING Diaohragm Piston Side
4 19279 GASKET
5 19278 ANIFOlD
6 19280 PISTIN
7 19342 ORING 2
8 15618 BAll
9 19352 SPRING
1 19313 SCRE1 Assy
14 19428 PLATE
15 19429 PLATE 4
17 19315 NAMEPUHE
18 1 19331 LINE Delivery Assy Pil ot20lB
182 19453 LIE De 1i very As s y 3 19290 LINE Delivery Assy lB49
191 19470 KIT Field Installation 19471 KIT Field Installation JJ19473 cant Page 4
31175
SERVICE BULLETIN V23
DATE October 3 1975 BULLETIN NUMBER 81
MODEL All
SUBJECT HydroHush Muffler 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
angle of heel or pitch
Muffler remains approximately 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 passes above the waterline to break the
vacuum which would encourage siphoning through the sea water circuit
upon engine shutdown Such siphoning would fill the engine with sea
water through its exhaust Pipe the air vent with approximately 316
copper tubing to discourage water flow through it when the engine is
running If water flows through the air vent when the engine is running
pipe it over the side or into the transom 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 engine manual
for specifics regarding run lengths and sizes greater than indicated
The installation tips given are to be used as a guide only We cannot
be responsible in any way for muffler installation We presume basic
understanding of good marine practice on the part of the J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 l17 5887700
CABLE WESTCORP AVONTElEJC 112 HYDROHUSH BELOW ENGINE
AIR VENT
EHUST
PNIJI704
HYDRO HUlH
AIR VENT i
6 IN 1
iMIN
ZlD HOSE IN I
lr I
Ji L
I 33 AlI
SEE WTER PUP I EHAUST
II 3111
OUTLET
II
II
rr I II
r 1 l I NSUL TlON
trl IlJ J
I i r
vrrr
7 01
PN 13174
f IIh
AIR VENT MUST E
INST LLED AT HIGHEST
J r r
J l L
AfTER ENGINE SHUT DOWN PREVENTING
POINT AND ASOVE WTER LINE
IN WTER CIRCUIT TO 8RE K VACUUM
L
I
SIPHONING Of SI WTIR INTO INI
Drwg 15294 HYDROHUSH ABOVE ENGINE
Page 22
SERVICE May 19 1980 BULLETIN NUMBER 82
MODEL All
SUBJECT Battery BATTERY MODEL BATTERY AMPERE HOURS
VOLTAGE
W7 WPD4 6090 12 VDC
W13 44 KW 90125 12 VDC
W21 77 KW 90125 12 VDC
W27 11 KW 90125 12 VDC
W33 90125 12 VDC
W30 125150 12 VDC
W40 WPD1015 KW 125150 12 VDC
W50 125150 12 VDC
W58 WTO20 KW 125150 12 VDC
W60 WBO20 KW 150170 12 VDC
W80 30KW 170200 12 VDC
120 45 KW 200 minimum 12 VDC
The ampere hour range shown is minimum There is nn real maximum
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 617 5887700
CABLE WESTCORP AVON TELEX 20442
SERVICE BULLETIN
DATE September 4 1975 BULLETIN NUMBER 84
MODEL All
SUBJECT Heat Exchanger Rubber End Cap
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
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 tJ7J 5887700
CA8LE WESTCORP AVON TELEX 20684
SERVICE BULLETIN V27
DATE September 18 1975 BULLETIN NUMBER 87
MODEL All Marine Alternator Output Spl itter
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 Charging rates are in proportion to the batteries voltage state
of discharge This method precludes the necessity and even the desira
bility 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 splitter 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 appropriate to the output of the associated
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 battery s
5 Connect the other splitter side terminal to the other batterys
6 When the splitter is installed both batteries will see a charging
voltage 810 volts less than usual This voltage drop can be regained
if desired by connecting the regulator wire directly to the alternator
output terminal instead of the regulator terminal
TEST INFORMATION When the engine is not running the side splitter ter
minals should read the voltage of the respective battery The center
splitter should read zero voltage
With the engine running and alternator charging the side splitter ter
minals should read the same voltage which should be the voltage of the
regulator or somewhat less The center splitter terminal should read 82
volts higher than the readings of the side Conti nued
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 fJ17 5887700
CA8LE WESTCORP AVON TELEJC 112
PIN 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 voltaqe state of charge
SPLITTER STARTER
ALTERNATOR 1
STARTING
BATTERY 5
FUSE
PNZ0654 5HI P5
SERVICE
B LOADS
Z 0 0 5 E RV ICE
BATTERYS
POWER
DISCONNECT
DRWG 20701 SWITCH
SERVICE Apri 1 28 1976 BULLETIN NUMBER 92
MODEL All
SUBJECT Water Temperature and Oil Pressure Gauges
Given a presumably faulty gauge indication with the instrument panel ener
gized the first step is to check for 12 VDC between the ign 8 and
neg 8 terminals of the gauge
Assuming there is 12 volts as required leave the instrument panel ener
gized 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 gauge tests are positive the gauge is undoubtedly
OK and the problem lies either with the conductor from the sender to
the gauge or with the sender
If either of the above gauge tests is negative the gauge is probably
defective and should be replaced
Assuming the gauge is OK preoceed 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 J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MAS5 02322 CABLE WE5TCORP AVON TELEX 21616
SERVICE June 22 1976 BULLETIN NUMBER 93
MODEL All
SUBJECT Adjusting Paragon P200 Series Reverse Band
If the boat moves forward when the gear is in neutral at proper idle
speed the reverse band may be out of adjustment When adjusting
be very careful not to get reverse band too tight or it will burn out
If the boat goes backwards when in neutral it may be too tight
The following adjustment procedure should only be carried out when it
is not possible to obtain the service of an authorized Paragon trans
mission service dealer
To Adjust
On the outside left side of the gear there is a bolt in the mounting
pad Under its head arel to 3 washers Remove one washer This
should stop forward boat movement But under NO circumstances use
fewer than one washer nor more than three
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON IIfASS 02322 tJ17 5887700
CABLE WESTCORP AVON TELEX 112 21683
SERVICE September 9 1976 BULLETIN All
SUBJECT Fuel Pressure Switch Insta 11 ati on
Overleaf is a parts list and an illustration showing the proper
installation of the fuel pressure switch used on most of our
engine J H WESTERBEKE CORP
AVON INDUSTRIAL PARI AVON MASS OZ3ZZ CABLE WESTCORP AVON TELE 9Z 21564
RlVISIOH RKCOD UTH lOR I eM
FUEL I NJECTION PUMP
ON ENGI NE
3 I 19187 I flEr H SCREW
8 9442 cLlT WASHER I
7 e 320 0 RlrlG If OD I
111383 I FUEL PReSSURe SWITCH
5 IIGIS I PLUG
4 9321 0 RING 9t 0 D
3 9185 ADAPTER I
2 926 COPPER W4SHR I
I Ig204 SCREW ASsy BiccO
DESCRIPTiON QTf
ORAWV B J S
ALL ENG I N ES IyONE DWG FUEL PRES
swITCH TO A FUEL I NJECTION PUMP
EJ7 21743
MAOK IN USA
tE ID
SERVICE BULLETIN V33
DATE 7 July 80 Rei ssued BULLETIN NUMBER 95
MODEL All
SUBJECT Domesti c Hot Water Heaters
PRINCIPLE
The heater is connected in series with the engines freshwater circuit This
allows full water flow for maximum heat transfer to the heater The series
installation also avoids several potential pitfalls of installations in which
the heater is in parallel with either the engines bypass or its internal
freshwater circuit
The only potential disadvantage of a series installation is flow restriction
due either to a restrictive heater design a large engine water flow such
as models W58 W80 W120 or a combination of both
Installation
The shorter the length of plplng to and from the heater the better The
elevation of the heater should assure that the top of its internal coil is
no higher than the engine pressure cap If the heater must be higher than
this at any heel angle then the optional remote fill tank must be installed
to be the highest point of the circuit
Piping between the engine and heater should rise continuously from the heater
to the engine so that trapped air will rise automatically from the heater to
the engine If trapped air can rise to the heater then a petcock or other
convenient method of bleeding that air is a necessity
Study the attached sketches A convenient place to interrupt the engine cool
ing circuit is between the thermostat housing outlet and the exhaust manifold
inlet This is also the hottest water available CAUTION While most owners
want the hottest water available it is possible for scalding water or even
steam to come from the faucets
Since the heater is in series with the engine cooling water any other conven
ient point of the circuit can also be interrupted for heater Some engi neheater combinations requi re that a bypass ni ppl e be ins ta 11 ed
in parallel with the heater This is required to maintain an adequate fresh
water flow for cooling capability The table below shows the minimum diameter
of bypass nipples in these situations
HEATER
MODEL SENDURE ALLCRAFT RARITAN
38 NPT
W 30
W40 38 NPT
W 50 12 NPT
158 12 NPT 12 NPT 34 NPT
180 1j 2 1PL 12 NPT 3t NPT
W1W fJPT 12 NPT 34 JPT
Please see sketches on overleaf
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 tJf7 5887700
CA8LE WESTCORP AVONTELEX 112
PIN 21814
ENGI NE
THERMOSTAT
HOUSING
DUAL PASS MANIFOLD
LTERNATE p A
CES TO
ONNECTIRUrT AN D
IN HEATER
SERIES ENGINE
THERMOSTAT
HOUSING
PR SINGLE PA
ESSURE CAP M MANIFOLD So
PRESSURE THAUTENGINE
BE HIGHER
fiLL
WATER
ALTERN HEATER
AlE IN
HIGHER ST
THEN If HE ATER
ENGINE COIL IS
PRESSURE CAP
BYPASS NIPPLE
OPTIONAL COOLANT
SERVICE BULLETIN V35
DATE May 1 1980 BULLETIN NUMBER 107
MODEL All Model s
SUBJECT Beginning approximately May 1980 thermostats supplied by the
factory have a bypass hole sufficient to allow adequate water
flow through the exhaust manifold head and block during engine
warmup
This flow is mandatory especially in the case of marine engines
and generator sets which have significant load applied soon
after startup
We strongly recommend that only genuine WESTERBEKE thermostats
be used in WESTERBEKE products to assure proper design in this
regard
J H WESTERBEKE CORP
AVON INOUSTRIAl PARI AVON MASS 02322 6111 588 7700
CASlE WESTCORP AVON TElE 92 44014
PiN 24707
SERVICE May 5 1980 BULLETIN NUMBER 108
MODEL ALL
SUBJECT Circuitry Change for Marine Propulsion Engines
With the W58 we introduce a new electrical circui which will eventually be used
on most models
Some features of the new circuit are as follows
1 A voltmeter is substituted for an ammeter Naturally
an ammeter can still be installed separately
2 All wires between the engine and the instrument panel
need not be heavier than 14 AWG
3 The panel contains controls for preheating and starting
the engine eliminating the necessity for a separate
control panel Of course the controls can be installed
remotely from the panel by the builder if desired
4 The circuit allows commonization of the instrument panel
across the broadest possible range of engine models
simplifying the distribution of spare parts
5 The circuit allows commonization of engine wiring harnesses
across the broadest range of engine models simplifying
the distribution of spare parts
The same connectors and color coding of the connector poles are used on both new
and old harnesses and cables Functional color codesare not necessarily the same
in new and old circuits The new panel will not operate with an older engine and
new engines will not operate with an older panel Because the connectors are the
same a physical mating of old and new components is possible but neither the
panel nor the engine will operate and no harm can be done by accidental Please
see diagram on J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 CABLE WESTCORP AVONTELEX 24720
SCHEMATIC OIAGFlAM
WIRING DIAGPAM
e 50l Wo ONLY
PREHAT SOL
SERVICE May 5 1980 BULLETIN NUMBER 109
MODEL W58
SUBJECT Two Pass Manifold
The W58 employs a two pass manifold It is a key feature of a new cooling
system first appearing on the W58 The system s vented by the pressure cap
at the return side of the fresh water circulating pump the point of the
lowest pressure within the system This has the advantage of increasing
cooling capacity by preventing cavitation at the fresh Idater pump under higher
temperature conditions
This system will ultimately be incorporated on most models
The schematic on the overleaf shows the water flow Operation of the circuit
is as follows
1 The thermostat has a permanent bypass port of 06 square inches
to assure water flow through the manifold while the engine is
warming up Replacement thermostats must have this permanent
bypass port
2 Hot water leaving the engine thermostat housing passes through
the inside half of the water jacketed exhaust manifold to the
heat exclanger inlet
3 Water leaving the heat exchanger enters a fresh water cooled
oil cooler if used
4 Water leaving the oil cooler or heat exchanger enters the outside
half of the water jacketed manifold
5 The outside half of the manifold is comprised of two sections
a cooling path adjacent to the exhaust passage and an air removal
path which allows entrained air to rise to the top of the manifold
6 The pressure cap is located at the top of the air removal path
From the manifold coolant returns to the suction side of the
fresh water pump
The system is designed to accept an optional coolant recovery tank This
useful accessory offers several advantages including
1 A remote fill point for the circuit in which case it should
be located slightly higher than the engines pressure cap
Conti nued
J H WESTERBEKE CORP
AVON INDUSTRIAl PARI AVON MASS 02322 617 588 7700
CABIE WESTCORP AVON TEIEX 924444
24721
2 A means of conveniently observing the water level in the
ci rcuit
3 A means of assuring that the circuit is always completely
full of cooling water
4 The coolant recovery system operates without diverting
engine cooling water It is a oneway connection to the
system which provides a place for expanding water to go
while the engine is warming up and conversely a source
of water to refill the system as the engine cools down
TO EXHAUST
SySTEM
Ef6INE
FRfH
a OIL
SA WATER
PUMP
SERVICE May 20 1980 BULLETIN NUMBER 110
MODEL All
SUBJECT Ammeter vJi re Si zes
Ammeters may be installed in conjunction with any 4esterbeke marine diesel
engine or diesel generator set The range of the ammeter must be appropriate
for the maximum output of the alternator
Additionally the wire size for the alternator output circuit including the
ammeter varies with the total length of that circuit The table below shows
the maximum current that can be carried various total distances by various
wire sizes to and from source to load
HIRE SIZE TABLE
Total Length MAXIMUM System of wire in I
Volts feet 35 40 55 60 70 85 120
12 to 5 12 12 12 8 8 8 6
12 5 to 10 10 10 8 6 6 6 4
12 10 to 20 6 6 6 6 3 2 1
12 20 to 30 6 4 4 2
12 30 to 40 4 2 2 1 0 0
24 to 5 14 14 12 12 10 10 8
24 5 to 10 12 12 10 10 8 8 6
24 10 to 20 10 8 3 6 6 4 4
24 20 to 30 8 6 6 4 4 4 2
24 30 to 40 6 6 4 4 2 2 0
32 to 5 14 14 12 12 10 10 8
32 5 to 10 12 12 10 10 8 8 6
32 10 to 20 10 8 8 6 6 4 4
32 20 to 30 8 6 6 4 4 4 2
32 30 to 40 6 6 4 4 2 2 0
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 617 5887700
CA8LE WESTCORP AVON TELEX 24737

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