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Westerbeke Diesel W 50 Parts Manual




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TECHNICAL MANUAL
WESTERBEKE 50
Marine Diesel Engine
Publication 23156
Edition Two
January WESTERBEKE
MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD TAUNTON MA 027807319
TECHNICAL MANUAL
WESTERBEKE 50
Marine Diesel Engine
Publication 23156
Edition Two
January WESTERBEKE
MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD TAUNTON MA 027807319
INTRODUCTION
IMPORTANT
THIS MANUAL IS A DETAILED GUIDE TO THE STARTUP OPERATION AND MAINTENANCE OF YOUR WESTERBEKE MARINE
DIESEL ENGINE THE INFORMATION IT CONTAINS IS VITAL TO THE
ENGINES DEPENDABLE LONG TERM OPERATION
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
The diesel engine closely resembles the gasoline engine inasmuch
as the mechanism is essentially the same Its cylinders are its closed crankcase its crankshaft is of the same general type
as that of a gasoline engine it has the same sort of pistons connecting rods lubricating system and reverse and
reduction gear
Therefore it follows to a great extent that a diesel the same preventative maintenance as that which any intelli
gent operator would give to a gasoline engine The most are proper maintenance of the fuel lubricating and Replacement of fuel and
lubricating filter elements at the
time periods specified is a must and frequent checking for ie water in the fuel system is Another important factor is the use of the same brand
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 carburetor and
ignition systems are done away with and in their place is a the Fuel Injection Pump which performs the function of
both
Unremi tting care and attention at the factory have resulted in a
Westerbeke engine capable of many thousands of hours of What the manufacturer cannot control however is the treat
ment it receives in service This part rests with PARTS
Whenever replacement parts are needed always include the complete
part description and part number see separate Parts List furnished
if not part of this publication Be sure to include the and serial number Also be sure to insist upon Westerbeke fac
tory packaged parts because will fit parts are frequently not made
to the same as original equipment
GENERATOR SETS
Westerbeke diesels are used for both the propulsion of boats and
for generating electrical power For generator set applications all
details of this Manual apply except in regard to certain portions of
the Installation Operation and Maintenance sections is provided in the section titled Generator Sets
Section T
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
eng ine installers on the generally well understood and well
developed procedures for installation of eng ines 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
eng ine 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 cbndi tions
for the engine and correct procedure for its OF EQUIPMENT
The engine is shipped from the factory mounted securely and pro
perly crated Accessory equipment is shipped in a separate small box
usually packed with the engine crate
Before accepting shipment from the company the
crate should be opened and an inspection made for concealed damage
If either visible or concealed damage is noted you should require agent to sign nReceived in damaged condition n Also of the shipment against the
packing list and make sure note
is made of any This is your protection against loss or
damage Claims for loss or damage must be made to thecarrier not to
J H Westerbeke AND LIFTING
The engine is fitted with lifting rings
Rope or chain slings should be attached to the rings and the
engine lifted by means of tackle attached to this sling The lifting
rings have been designed to carry the full weight of the auxiliary slings re not required or desired
CAUTION Slings must not be so short as to place the eyes in significant sheer stress Strain on the eyes must not be in excess of 10 from
the vertical A spacer
bar must be placed between the two lifting eyes if supported by valve
cover studs
The general rule in moving engines is to see that all is amply strong and firmly fixed in place Move the engine a
little at a time and see that it is firmly supported of accidents by avoiding haste Do not lift from the pro
peller coupling or pry against this with crowbar as you may distort
the coupling
In some cases it may be necessary to lift the engine in other than
the regular horizontal position It may be that the engine must be
lowered endwise through a small hatchway which cannot be made larger
If the opening is extremely restricted it is possible to reduce to
some extent the outside clearances such as generator cooling piping
water tank filters mounting lugs etc be removed by a competent mechanic and special care should be
taken to avoid damage to any exposed parts and to avoid dirt The parts which have been removed should be returned to
position as soon as the restriction has been passed
In case it is necessary to hoist the eng ine either front end
upwards or reverse gear end upwards the attachment of slings must be
done very carefully to avoid the possibility of damage to the parts on
which the weight may bear It is best if special rigging work be done
by someone experienced and competent in the handling of heavy BOLTS
It is recommended that bronze hanger bolts of appropriate size be
used through the engine flexible mounts Lag screws are less pre
ferred because their hold on the wood is weakened every time they are
moved whereas the lag bolt stays in position and the nut on top is
used to tighten the engine down or is removed to permit the engine to
be lifted The bolt itself stays in position at all times as a stud
and the bond between the bolt and the wood is not weakened by FOR ENGINE
A good engine bed contributes much toward the satisfactory opera
tion of the engine The engine bed
must be of rigid construction and
neither deflect nor twist when sub
jected to the engine weight or the
position the boat may have to take
under the effects of rough seas GOOD
The bed must keep the engine within
one or two thousandths of an inch
of this position at all times It
has to withstand the forward push A
of the propeller which is applied
to the propeller shaft to the
thrust washer bearing in the engine
and finally to the engine bolts and
engine bed
In fiberglas hulls we recom
mend that similar wooden stringers BAD
as in wooden hulls be formed and
fitted then glassed to the This allows hanger bolts
to be installed firmly in wood
thus reducing noise and transmitted B
vibration
The temptation to install the
engine on a pair of irons should be resisted Such construction will allow to pass through to the hull Flexible mounts require a
firm foundation against which to react if they are to do their job
When possible follow bed design A and avoid bed design COUPLING
Each Westerbeke Diesel engine is regularly fitted with a connecting the propeller shaft to the engine
The coupling must not only transmit the power of the engine to
turn the shaft but must also transmit the thrust either ahead or
astern from the shaft to the thrust bear ing which is built into the
reduction gear housing of the engine This coupling is very for accurate fit
For all engine models a propeller bored to shaft
size for the specific order is supplied The coupling either has a
keyway with set screws or is of the clamping type
The forward end of the propeller shaft has a long straight keyway
Any burrs should be removed from the shaft end The coupling should
be a light drive fit on the shaft and the shaft should not have to be
scraped down or filed in order to get a fit It is important that
the key be properly fitted both to the shaft and the coupling The
key should fit the side of the keyway very closely but should not
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 boiling water The
face of the propeller coupling must be exactly perpendicular to or axis of the propeller 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 is desirable to use a propeller which will permit the engine to
reach its full rated speed at full throttle under normal OF ENGINE
The engine must be properly and exactly aligned with the 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 alignment at frequent intervals and to correct any errors
when they may appear
Misalignment between the engine and the propeller shaft is the
cause of troubles which are blamed often on other causes It will
create excessive bearing wear rapid shaft wear and will in many
cases reduce the life of the hull by loosening the hull fastenings
A bent propeller shaft will have exactly the same effect and it is
therefore necessary that the propeller shaft itself be One particularly annoying result of misalignment may be leakage oil through the rear oil
seal Check to make sure is within the limits prescribed
The engine should be moved around on the bed and supported on or shims until the two halves of the couplings can be
brought together without using force and so that the flanges meet
evenly all around It is best not to drill the foundation for bolts until the approximate alignment has been Never attempt a final alignment
with the boat on land The boat
should be in the water and have had an opportunity to assume its final
water form It is best to do the alignment with the fuel and water
tanks about half full and all the usual equipment on board and after
the main mast has been stepped and final rigging has been
Take pLenty of time in making this alignment and do not be
satisfied with anything less than perfect results
The alignment is correct when the shaft
can be slipped backward and forward into the
counter bore very easily and when a feeler
gauge indicates that the flanges come at all points The two halves of
the propeller coupling should be 0002 inches A
In making the final check for eng ine half coupling should be held in
one position and the alignment with the pro
peller coupling tested with the in each of four positions rotated
90 between each position This test will also check whether the pro
peller half coupling is in exact alignment on its shaft Then
keeping the propeller coupling in one position the alignment should
be checked rotating the engine half coupling to full position each 90
from the next one
The engine alignment should be rechecked after the boat has been
in service for one to three weeks and if necessary the It will usually be found that the engine is no longer in
alignment This is not because the work was improperly done at
first but because the boat has taken some time to take its final
shape and the engine bed and engine stringers have probably absorbed
some moisture It may even be necessary to realign at a The coupling should always be opened up and the bolts removed whe
never the boat is hauled out or moved from the land to the water and
during storage in a cradle The flexibility of the boat often puts a
very severe strain on the shaft or the coupling or both when it is
being moved In some cases the shaft has actually been bent by This does not apply to small boats that are hauled out of
the water when not in use unless they are dry for a SYSTEM
Exhaust line installations vary considerably and each must be
designed for the particular job The general requirements are to pro
vide an outlet line with a minimum of restrictions and arranged so
that sea water rain water or condensation cannot get back into the
engine There 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 Avoid any depression 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 of salt water and diesel exhaust gas will cause Galvanized iron fittings and
galvanized iron pipe for the exhaust line The exhaust line must be at least
as large as the engine exhaust manifold flange and be increased in
size if there is an especially long run andor many elbows It should
be increased by 12 in ID for every 10 feet beyond the first
10 feet
Most exhaust systems today use a water lift type muffler such as
the Westerbeke HydroHush In most installations there is a high loop after the engine manifold and before the muffler
to prevent water flowing backwards into the engine during cranking
It is essential not to hang too much weight in the form of components rigidly from the engine manifold Generally it to directly connect a pipe
nipple and a water elbow which two components weigh about 8 pounds 4 kg If
there are more components to be rigidly connected to each other than
will weigh 8 pounds then a flexible exhaust section must be the manifold outlet and the exhaust system
WAT WATEA Llrr OIAUST YSTEM
WI TH HYOtlOU 13 00
3 oo 112
4UFFLER PH SYSTEM WITH WATER JACKETED WATER LIFT EXHAUST SYSTEM WITH
STANDPIPE HYDROHUSH MUFFLER
The exhaust system must be supported or suspended independently of
the engine manifold usually using simple metal hangers secured to All dry portions of the exhaust system should be wrapped in
suitable insulation material to keep surface temperatures as low as
possible
Many installations use flexible rubber exhaust hose for the water
cooled section of the exhaust line because of the ease of flexibility Provide adequate support for the rubber hose to pre
vent sagging bending and formation of water pockets
Always arrange the rubber hose section so that water flow back into the engine Also make sure that entering sea
water cannot spray directly against the inside of the exhaust excessive erosion will EXHAUST GAS BACK PRESSURE
Back pressure must be measured on a straight section of the
exhaust line and as near as possible to the engine exhaust manifold
The engine should be run at maximum load during the Setup should be as shown below
1 For normally asperated engines
Pressure Test Mercury Test Water Column
112 Max PSI 3 Mercury 39
2 For turbocharged engines
Pressure Test Mercury Test Water Column
075 Max PSI 112 Mercury 1912
Checking The Back Pressure
1 Exhaust pipe flange
2 Exhaust line
3 Transparent plastic hose
partly filled with A may not exceed 39
for normally asperated engines and
195 for turbocharged CONNECTIONS
Seacocks and strainers should be of the full flow type at least
one size greater than the inlet thread of the sea water pump The
strainer should be of the type which may be withdrawn for the vessel is at sea
Water lines can be copper tubing or wirewound reinforced rubber
hose In any case use a section of flexible hose that will not
collapse under suction between the hull inlet and engine and between
the outlet and the exhaust system This takes up vibration and per
mits the engine to be moved slightly when it is being rea1igned Do
not use street elbows in suction piping All pipe and fittings should
be of bronze Use sealing compound at all connections to prevent air
leaks The neoprene impeller in the sea raw water pump should never
be run dry
FUEL TANK AND FILTERS
Fuel tanks may be of fiberglas monel aluminum plain steel or
terne plate If made of fiberglas be certain that the interior is
gel coated to prevent fibers from contaminating the fuel or galvanized fuel tanks should not be used It is not
necessary to mount the tank above the eng ine level as the fuel lift
pump provided will raise the fuel from the tank The amount of lift
should be kept minimum 6 feet being maximum If a tank is above the engine level it can be utilized in this care should be taken to ensure that
the fuel system is so that air10cks are eliminated and precautions taken
against dirt and water entering the fuel
A primary fuel filter of the water collecting type should be
installed between the fuel tank and the fuel lift pump A is available from the list of accessor ies The secondary fuel
filter is fitted on the engine between the fuel lift pump and the
injection pump and has a replaceable element
As the fuel lift pump has a capacity in excess of that required by
the injection pump the overflow is piped to the fuel tank and should
be connected to the top of the tank or as near the top as possible
To insure satisfactory operation a diesel engine must have a
dependable supply of clean diesel fuel For this reason care are especially important at the time when the fuel tank is
installed because dirt left anywhere in the fuel lines or tank cause fouling of the injector nozzles when the engine is
started for the first time
FUEL PIPING
We recommend copper tubing together with suitable fittings both
for the supply line and the return line Run the tubing in the
longest pieces obtainable to avoid the use of unnecessary fittings The shut off valve in the line between the fuel tank and
eng ine should be of the fuel oil type and it is important that all
joints be free of pressure leaks
Keep fuel lines as far as possible from exhaust pipe for to eliminate vapor locks
The fuel piping leading from the tank to the eng ine always be securely anchored to prevent chafing Usually the
copper tubing is secured by means of copper straps
The final connection to the eng ine should be through PANEL
The Westerbeke allelectric panel utilizes an electronic tacho
meter wi th a builtin hourmeter Tachometer cables are no except for the Skipper mechanical panel Mounted on the
panel are a voltmeter water temperature gauge and il pressure gauge
Each instrument is lighted The allelectric panel is isolated from
ground and may be mounted where visible It is normally EQUIPMENT
Most Westebeke eng ines are supplied prewired and wi th Never make or break connections while the engine is
running Carefully follow all instructions on the wiring especially those relating to fusecircuit breaker Starter batteries should be located
as close to the engine as
possible to avoid voltage drop through long leads It is bad practice
to use the starter batteries for other services unless they require
low amperage or are intermittent In cases where there are substan
tial loads from lights radios depth sounders etc
it is essential to have a complete separate system and to current for this by means of a second alternator output splitter
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 Plan installation so the battery is close to the engine and
use the following cable sizes
1 for distances up to 8 feet
10 for distances up to 10 feet
20 for distances up to 13 feet
30 for distances up to 16 CONTROLS
The recommended practice is to have the stoprun lever loaded to
the run posi tion and controlled by a sheathed cable to a 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 sta
tion by a flexible 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 control with one lever and throttle control with the other
Any bends in the control cables should be gradual End sections
at engine and transmission must be securely mounted After linkages
are completed check the installation for full travel making sure
that when the transmission control lever at the pilot station is in
forward neutral and reverse the control lever on the on the respective detent Check the throttle control lever and the
stoprun lever on the fuel injection pump for full travel
Some models do not require a stop cable because they have either a
fuel solenoid or an electric fuel pump Examples of such models are
the W58 and the W52
FOR FIRST START
The engine is shipped dry with lubricating oil drained from
the crankcase and fluid from the transmission Therefore be sure to
fOllow these recommended procedures carefully before starting the
engine for the first time
1 Remove oil filler cap and fill oil sump with heavy duty
diesel lubricating oil to the highest mark on the dipstick See table
under Maintenance for an approved lubricating oil Do not an approved grade from the listing and continue to use it
2 Fill the reverse gear to the highest mark on the dipstick with
TYPE A transmission fluid Do not overfill Refer to Section of this manual for details
Engine oil is not recommended because it can foam and it can con
tain additives harmful to some If the engine is equipped with a Vdrive fill to the full mark on
the dipstick with the recommended lubricant specified on the data tag
on the Vdrive housing
3 Fill fresh water cooling system with a 5050 antifreeze solu
tion only after opening all petcocks and plugs until all entrapped air
is expelled
Fill 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 level may have dropped If so refill tank to within one
inch of top and replace filler cap
4 Ensure battery water level is at least 38 above the and battery is fully charged so that it is capable of the extra
effort that may be required on the first start
5 Fill fuel tank with clean diesel fuel oil No 2 diesel fuel
oil is recommended The use of No 1 is permissible but No 2 is pre
ferred because of its higher lubricant content
NOTE I f there is no filter in the filler of the fuel tank procedure is to pour the fuel through a funnel of 200 mesh
wire screen
6 Fill grease cup on the sea water pump if present with a good
grade of water pump grease
FUEL SYSTEM
The fuel injection system of a compression ignition engine depends
upon very high fuel pressure during the injection stroke to Relatively tiny movements of the pumping plungers produce
this pressure and if any air is present inside the high then this air acts as a cushion and prevents the and therefore fuel injection from being
achieved
In consequence it is essential that all air is bled from the
system whenever any part of the system has been opened for repair 13
BLEEDING PROCEDURES BY MODEL
1 Initial Engine Startup Engine stoppage due to lack of fuel
a Insure that the fuel tank s is filled with the proper
grade of diesel fuel
b Fill any large primary filterwater separator with clean
diesel fuel that is installed between the fuel tank and
engine To attempt to fill any large primary filter using
the manual priming lever on the engine mounted fuel lift pump
may prove futile or require a considerable amount of priming
c Turn the fuel selector valve to On Systems with more
than one tank insure that fuel returning is going to the
tanks being used
The above procedures are basic for all initial engine startups or engines stopping due to lack of W7 AND WPD4 GENERATOR 3600 RPM Figure 1
1 with the use of a 516 box wrench or common screw driver open the
bleed screw one or two turns on the outgoing side of the engine
mounted secondary fuel filter Bleed point A with firm strokes
on the lift pump priming lever bleed until fuel free of air
bubbles flows from this point Stop pr iming and gently tighten
the bleed screw
2 With a 58 open end wrench loosen one to two turns the nut
securing the injector line to the injector Bleed point B
Decompress the eng ine with the lever on the top of the cylinder
head Crank the eng ine over with the starter W7 ensure that
the engine stop lever is in the run position and the throttle is
full open 4KW use the defeat position while cranking Crank
the engine until fuel spurts by the nut and line Stop cranking
and tighten the 58 nut and proceed with normal starting proce
W30 Figure 2 W40 WPOlO l2 15 Figure 3 W50
WEO 15 Figure 4 W80 BR 30 Figure 5 W120 BR 45 Figure 5
1 Open the banjo bolt on top of the engine mounted secondary fuel
fil ter 12 turns Bleed Point A Wi th 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
2 On the fuel inj ection pump body is a 516 bleed screw Bleed
Point B This may be mounted on a manifold with a pressure
switch Open this one or two turns do not remove it and with
the pr iming lever bleed until fuel free of air bubbles flows
Stop priming and tighten the bleed screw
3 On the control cover of the inj ection pump Bleed Point C is a
516 bleed screw Open this screw one to two turns and proceed as
in Step 2 Note Bypass this bleed point on the W30 inj ection
pump
4 W50 injection pump only Open the 516 bleed screw Bleed
Point D on the injector line banjo bolt one or two turns and
with the throttle full open and the engine stop lever in the run
position crank the engine over with the starter until clear fuel
free of air flows from this point Stop cranking and tighten this
bleed screw
5 with a 58 wrench loosen one to two turns the injector line
attaching nuts at the base of each injector and with the throttle
full open and the engine stop control in the run position crank
the engine over with the starter until fuel spurts by the nuts and
injector line at each injector Stop cranking and tighten the nut
and proceed with normal starting W13 44KW W21 77KW W27 11lKW W33 125KW Figure 6
These units are Turn the ignition to the ON position and wait 1520 seconds
2 Start the engine following normal starting 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 hand
oper ated pr iming pump Wi th 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 incorporates a feed pump which keeps the fuel
system primed when the eng ine is running thus no external lift
pump is required
3 Loosen the four injector line attaching nuts at the base of each
inj ector Bleed Point B one to two turns with a 16mm open end
wrench Place the throttle in the full open position and crank
the engine over with the 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 Figure 1 Figure 2
Figure 3 Figure 6
Figure 4 Figure 7
Figure 5 Typical Mechanical Fuel
16 Lift FOR STARTING
1 Check water level in expansion tank It should be l to 2 in
below the top of the tank when cold
2 Check the engine sump oil level
3 Check the transmission fluid level
4 See that there is fuel in the tank and the fuel shutoff is open
5 Check to see that the starting battery is fully charged all
electrical connections are properly made all circui ts in order
and turn on the power at the battery Check the seacock and ensure that it is THE ENGINE COLD
Most Westerbeke marine diesel engines are equipped with a cold
starting aid to ease in the starting of your engine when cold
1 Check to see that the stop lever if installed is in the run
position
2 place the throttle in the fully open position
3 Press the Preheat button in and hold for 15 to 20 seconds
4 While holding the Preheat button in turn the keyswitch to the
ON or Run position This activates the panel gauges lights
and fuel solenoid or electric fuel pump if so equipped Continue
to turn the keyswitch to the Start position and hold for no more
than 20 seconds Some units may be equipped with a pushbutton to
start rather that the keyswitch and in these cases the electrical
system is activated by fuel pressure
5 If the engine fails to start in 20 seconds release start switch
and preheat for an additional 15 to 20 seconds then repeat
step 4
6 As soon as the eng ine starts release the start switch and the
preheat button and return the throttle to the idle position
Do not crank the engine more than 20 seconds when trying to
start Allow a rest period of at least twice the cranking period bet
ween the start cycles Starter damage may occur by overworking the
starter motor and the backfilling of the exhaust system is THE ENGINE WARM
I f the eng ine is warm and has only been stopped for a short time
place the throttle in the partially open position and engage the
starter as above eliminating the preheat step
NOTE Always be sure that the starter plnlon has stopped again reengaging the starter otherwise the flywheel ring
gear or starter pinion may be damaged
Ensure that the electr ical connection to the cold starting aid use of the cold starting aid beyond the time periods stated
should be avoided to prevent damage to the aid
NEVER under any circumstances use or allow anyone to use ether to
start your engine If your engine will not start then have a
qualified mechanic check your engine
WHEN ENGINE STARTS
1 Check for normal oil presure immediately upon engine starting Do
not continue to run engine if oil pressure is not present within
IS seconds of starting the engine
2 Check Sea Water Flow Look for water at exhaust outlet Do this
iwthout delay
3 Recheck Crankcase Oil After the engine has run 3 or 4 minutes
subsequent to an oil change or new installation stop the engine
and check the crankcase oil level This is important as it may be
necessary to add oil to compensate for the oil that is required to
fill the engines internal oil passages and oil filter Add oil
as necessary Check oil level each day of operation
4 Recheck Transmission Fluid level This applies only subsequent
to a fluid change or new In such a case stop the
engine after running for several minutes at 800 RPM with one shift
into forward and one into reverse then add fluid as necessary
Check fluid level each day of operation
S Recheck Expans ion Tank Water Level if engine is fresh water
cooled This applies after cooling system has been drained or
filled for the first time Stop engine after it has reached
operating temperature of l7SF and add water to within one inch of
top of The system is pressurized when overheated and the pressure
must be released gradually if the filler cap is to be removed It is
advisable to protect the hands against escaping steam and turn the cap
slowly until the resistance of the safety stops is
felt Leave the cap in this position until all pressure is the cap downward against the spring to clear the safety stops
and continue turning until it can be lifted off
6 Warmup Instructions As soon as possible get the boat underway
but at reduced speed until water temperature gauge indicates
l30lS0F If necessary engine can be warmed up with the
transmission in neutral at 1000 RPM Warming up with the
transmission in neutral takes longer and tends to overheat the
7 Reverse Operation Always reduce engine to idle speed when
shifting gears However when the transmission is engaged it
will carry full engine load
NOTE The SAO transmission requires that when backing down the shift
lever must be held in the reverse position since it has no locking THE ENGINE
1 position shift lever in neutral
2 Idle the engine for 2 to 4 minutes to avoid boiling and to dissi
pate some of the heat
3 If equipped with a stop lever pull the knob and hold in this
position until the engine stops This stops the flow of fuel at
the injection pump After the engine stops return the control to
the run position to avoid difficulty when restarting the engine
4 Turn off the keyswitch Some models do not use the stop lever as
they are equipped with a fuel solenoid or electric fuel pump which
shuts off the fuel supply when the keyswitch is turned to the OFF
position
5 Close the seacock
6 Disconnect power to system with battery Never run eng ine for extended per iods when excessive overheating
occurs as extensive internal damage can be caused
2 DO NOT put cold water in an overheated engine It can crack the
cylinder head block or manifold
3 Keep intake silencer free from lint etc
4 Do not run engine at high RPM without clutch engaged
5 Never Race a Cold Engine as internal damage can occur due to ina
dequate oil Keep the engine and accessories clean
7 Keep the fuel clean Handle it wi th extreme care because water
and dirt in fuel cause more trouble and service 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 necessar ily
signal alarm against restarting If there is no functional dif
ficulty temperatures will quickly return to normal when engine is
TEN MUST IMPORTANT IMPORTANT
for your safety and your engines
1 Keep this Manual handy and read it whenever in doubt
2 Use only filtered fuel oil and check lube oil level daily
3 Check cooling water temperature frequently to make sure it is
190 or less
4 Close all drain cocks and refill with water before starting
5 Investigate any oil leaks
6 Race the engine in neutral
7 Run the engine unless the gauge shows proper oil pressure
8 Break the fuel pump seals
9 Use cotton waste or fluffy cloth for cleaning or store fuel
in a galvanized container
10 Subject the engine to prolonged overloading or continue to
run it if black smoke comes from the 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 Note Transmissions generally require fluid change after the
first 25 to 30 hours of operation Refer to the Transmission section
of this manual for HOUR CHECKOUT INITIAL
Do the following
1 Retorque the cylinder Retorque the rocker bracket
nuts and adjust valve Check and adjust if forward drum assembly and the
reverse band on manual SAO and Change engine lubricating oil
and oil filter
s Check for fuel and lubr icating
oil leaks Correct if necessary
6 Check cooling system for leaks
and inspect water level
7 Check for loose connections nuts bolts
vee belt tensions etc Pay par
ticular attention to loose
engine mounts engine mount fit
tings These could cause CHECKOUT
Do the following
1 Check the sea water strainer if one has been installed
2 Check water level in cooling system
3 Check lubricating oil level in sump Fill to highest mark Turn down grease cup on water pump if used one full turn
5 Check fluid level in transmission Fill to highest mark on
dipstick with proper CHECKOUT MORE OFTEN IF POSSIBLE
Do the following
1 Check gener ator alternator and sea water pump V belts for
proper tension
2 Check water level in battery
3 Change oil in sump See Note
4 Replace lubricating oil filter Figure 2 See Note
5 Fill sump with diesel lubricating oil to highest mark on to Specification page for proper quantity of oil Do Not
Overfill See Note
CAUTION The use of different brands of lubricating oils during oil
changes has been known to cause extensive oil sludging and may in cause complete oil Start engine and run for 3 or 4 minutes Stop engine and
check
oil filter gasket for leaks Check oil sump level This is important
as it may be necessary to add oil to compensate for the oil that is
required to fill the eng ine s internal oil passages and oil filter
Add oil as necessary See NOTE
IT IS MANDATORY THAT THE CHECKS 3 4 5 AND 6 BE ATTENDED TO WHEN
TOTAL OPERATING TIME REACHES 150 HOURS IN SOME INSTANCES THIS TOTAL
IS REACHED BEFORE END OF SEASON
7 Clean Air Filter if supplied Most models have an air silencer
that does not require cleaning The time per iod for replacing the
air filter depends on operating conditions therefore under conditions the seasonal frequency should be increased The
correct time periods for replacing the filter will greatly assist in
reducing bore wear thereby extending the life of the engine
8 Check engine for loose bolts nuts etc
9 Check sea water pump for leaks
10 Wash primary filter bowl and screen If filter bowl or sediment filter bowl and secondary oil fuel filter need be
cleaned more Replace secondary fuel filter element
12 Replace air filter
13 Change the fluid in the transmission Refer to the of this manual for details
END OF SEASON SERVICE
1 Drain fresh water cooling system by removing the surge tank
pressure cap and opening all water system petcocks
2 Remove zinc rod usually located in heat exchanger and see if it
needs replacing The zinc rod will take care of any electrolysis that
may occur between dissimilar metals Insert new zinc if necessary
3 Fill fresh water cooling system with antifreeze of a Refer to Cold Weather Start engine When temperature gauge indicates l7SF shut engine
down and drain lubricating oil Remove and replace filter Fill sump
with High Detergent Lubricating Oil
5 Carefully seal air intake opening with waterproofed adhesive tape
or some other suitable medium
6 Seal the exhaust outlet at the most accessible location as close
to the engine as possible
7 Remove injectors and spray oil into cylinders
8 Replace injectors with new sealing washer under each engine slowly over Top off fuel tank completely so that no air space remains water
formation by Leave fuel system full of fuel
11 Change fuel filters before putting the engine back in service
12 Wipe engine with a coat of oil or grease
13 Change fluid in transmission Refer to the Transmission Section
of this manual for details
14 Disconnect battery and store in fully charged condition Before
storing the battery the battery terminals and cable connectors should
be treated to prevent corrosion Recharge battery every 30 days
15 Check 24
LUBRICATING oils are available for Westerbeke Diesel engines which
offer an improved standard of performance to meet the requirements of
modern operating conditions such as sustained high speeds and oils meet the requirements of the U S MILL2l04B API Service CC Any
other oils which
also conform to these but are not listed here are of
course also suitable
SAE DESIGNATION
COMPANY BRAND 04SF 4S80F OVER Oil Co American Supermil
Motor Oil lOW 20W20 30
BP Canada Ltd BP Vanellus lOW 20W20 30
BP Vanellus 10W30 10W30 Oil Co RPM DELO Multi
service Oil lOW 20W20 30
Cities Service Oil
Co CITGO Extra Range lOW 20W20 Oil
Co CONOCO TRACON OIL lOW 20W20 30
Gulf Oil Gulflube Motor XHD lOW 20W20 30
Mobil Oil Company Delvac 1200 Series 1210 1220 1230
Shell Oil Company Shell Rotella T Oil lOW 20W20 30
Sun Oil Company Subfleet MILB lOW 20W20 30
Texaco Inc Ursa Oil Extra Duty lOW 20W20 30
YOUR NOTES
ENGINE OVERHAUL
The following sections contain relating to the proper operat
ing of the major systems in the engine In
cluded are disassembly rework and reas
sembly instructions for the guidance of
suitably equipped and staffed marine and rebuilding facilities The
necessary procedures should be by such operating are
included in the Operation Section of replacements should be made only with
genuine Westerbeke parts
GENERAL SPECIFICATION DATA
ENGINE Diesel 18 litre
Type 18VD
Number of cylinders 4
Bore 316 in 8026 mm
Stroke 35 in 889 mm
Capacity 1098 in 3 1799 cm 3
Injection order 1342
Valve operation Overhead by pushrod
Compression ratio 2147 1
Torque gross 79lbf ft 1092 kgf m at 2400 revmin
Crankshaft
Main journal diameter 21262 to 21270 in 53992 to 54012 mm
Minimum regrind diameter 21162 to 21170 in 52742 to 53762 mm
Crankpin journal diameter 18759 to 18764 in 4764 to 4765 mm
Minimum regrind diameter 18659 to 18664 in 4739 to 4740 mm
Crankshaft endthrust Taken on thrust washers at centre main
bearing
Crankshaft endfloat 0001 to 00055 in 0025 to 0139 mm
Main bearings
Number and type 5 Steel backed lead indium
Length Front centre and rear 1120 to 1130 in 2845 to 2870 mm
Intermediate 0760 to 0770 in 1930 to 1955 mm
Diametrical clearance 0001 to 00027 in 003 to 007 mm
Undersizes 0010 in 025 mm
Connecting rods
Type Horizontally split bigend plain small end
Length between centres 6220 to 6222 in 1579 to 1580 mm
Bigend bearings
Type Steel backed lead indillm
Length 0775 to 0785 in 1968 to 1993 mm
Diametrical clearance 0001 to 00027 in 003 to 007 mm
Undersizes 0010 in 025 mm
Gudgeon pin
Type Fully floating with circ1ip location
Fit in piston 00001 to 00003 in 0002 to 0007 mm
clearance
Fit in connecting rod 00002 to 00009 in 002 to 004 mm
clearance
Diameter outer 09998 to 10000 in 2539 to 2540 mm
Pistons
Type Aluminium alloy solid skirt with open
combustion cavity
Clearances
Top land 00171 to 00211 in 043 to 057 mm
Bottom land 00137 to 00172 in 035 to 044 mm
Bottom of skirt 0004 to 0005 in 010 to 013 mm
Oversizes 0020 in and 0040 in 051 mm and 102
Piston rings
Compression
Type Top Chromefaced
Second Tapered cast iron alloy
Width 00771 to 00781 in 196 to 198 mm
Fitted gap Top 0012 to 0017 in 030 to 043 mm
Second 0009 to 0014 in 023 to 035 mm
Ring to groove clearance Top 00025 to 00045 in 006 to 011 mm
Second 00015 to 00035 in 004 to 009 mm
Oil control
Type Slotted scraper
Fitted gap 0012 to 0017 in 030 to 043 mm
Ring to groove clearance 00015 to 00035 in 004 to 009 mm
Camshaft
Journal diameteIS Front 178875 to 178925 in 4543 to 4544 mm
Centre 172875 to 172925 in 4391 to 4393 mm
Rear 162275 to 162325 in 4122 to 4123 mm
Bearing liner inside diameter reamed
after fitting
Front 179025 to 179075 in 4547 to 4548 mm
Centre 173025 to 173075 in 4395 to 4396 mm
Rear 162425 to 162475 in 4026 to 4027 mm
Diametrical clearance 0001 to 0002 in 002 to 005 mm
Endthrust Taken on locating plate
Endfloat 0003 to 0007 in 008 to 018 mm
Rocker gear
Rocker shaft diameter 0624 to 0625 in 1585 to 1587 mm
Rocker bush inside diameter reamed in
position 06255 to 06260 in 1589 to 1590 mm
Tappets
Type Bucket
Outside diameter 08125 in 2065 mm
Length 1495 to 1505 in 3797 to 3823 mm
Valves
Seat angle Inlet 45
Exhaust 45
Head diameter Inlet 1434 to 1439 in 3642 to 3655 mm
Exhaust 1207 to 1212 in 3064 to 3078 mm
Stem diameter Inlet 03428 to 03433 in 871 to 873 mm
Exhaust 03422 to 03427 in 869 to 870 mm
Stem to guide clearance Inlet 00008 to 00020 in 002 to 005 mm
Exhaust 00014 to 00026 in 003 to 006 mm
Valve lift Inlet and exhaust 0384 in 975 mm
Valve Stand down 00445 to 00505 in 113 to 128 mm
Valve guides
Length Inlet and exhaust 222 in 5639 mm
Outside diameter Inlet and exhaust 05635 to 05640 in 1431 to 1433 mm
Inside diameter reamed after fitting
Inlet and exhaust 03441 to 03448 in 874 to 876 mm
Fitted height above spring seat Inlet
and exhaust 055 to 056 in 139 to 142 mm
Interference fit in head Inlet and
exhaust 00005 to 000175 in 001 to 004 mm
Valve springs
Free length 192 in 4877 mm
Fitted length 144 in 3657 mm
Load at fitted length 821bf 3719 kgf 364 N
Load at top of lift 1421bf 644 kgf 631 N
Number of working coils 4Ya
Valve timing
Timing marks Dimples on timing wheels marks on
flywheel
Rocker clearance Running 0017 in 043 mm cold
Timing 0024 in 061 mm
Inlet valve Opens 8 BTDC
Closes 42 ABDC
Exhaust valve Opens 60 BBDC
Closes 12 System Wet sump pressure fed
System pressure Running Between idle and running speed the
pressure will vary from 4585 psi
Oil pump Rotor type
Oil filter Full flow disposable cartridge type
Oil pressure relief valve 50lbfin2 352 kgfcm 2
Relief valve springs Free length 3 in 76 mm
Fitted length 2156 in 5477 mm
Load at fitted length 155 to 1651bf 70 to 74 kgf 69 to 73 N
FUEL SYSTEM
Fuel injection pump CAV
Type DPA
Injection timing 18 BTDC
Fuel lift pump AC Mechanical
Fuel injectors CA V Pintaux
Nozzle type Nozzle holder type Opening pressure 135 Atm
Main fuel filter CAV
Type FS5836B130
Heater plugs
Champion AG32
TORQUE WRENCH SETTINGS
1bf ft kgfm Nm
Cylinder head nuts 75 104 102
Rocker bracket nuts 25 35 34
Manifold nuts 15 21 20
Bigend nuts 35 48 47
Main bearing set screws 75 104 102
Flywheel bolts 40 55 54
Timing cover bolts in 14 19 19
fe in 30 41 41
Rear plate bolts fe in 20 28 27
in 30 41 41
Camshaft nut 65 90 88
Crankshaft bolt 75 104 101
Idler gear hub bolt 30 41 41
Cylinder side cover set screws 4 05 5
Rocker cover nuts 4 05 5
Sump bolts 6 08 8
Oil filter adaptor 30 41 41
Oil pump nuts 16 22 22
Oil release valve domed nut 45 62 61
Starter motor bolts 35 48 47
Clutch to flywheel 25 35 34
Fuel lift pump nuts 12 17 16
Injector nozzle nut 50 69 68
Injection pump nuts 18 25 24
Injector nuts 12 17 16
Injection pump driving flange set screws 10 14 14
Water pump bolts 17 23 23
Water pump pulley set screws 18 25 24
Alternator pulley nut 27 37 36
Thermal transmitter 16 22 22
Type SAO Manual
Type SAOV with RVIOS Vee Drive
Short Profile Sailing Gear
Paragon Hydraulic
Warner Hydraulic
Propeller rotation is left hand except Warner 191 to 1
ENGINE MOUNTS
Type Flexible Adjustable
COOLING SYSTEM
Type Centrifugal Pump Thermostat
Thermostat Setting 82C 180F
Water Capacity Fresh 7 Quarts
FUEL INJECTION PUMP HUB OIL PUMP DRIVE SHAFT
Remove and refit 121026 3 Remove and refit 121030
Fuel injection pump gear I to 5 Oil pump 126026
and 12 to 18 121025 Removing
1 A
Removing 2 Drain the sump
1 Remove the timing chain see 3 Disconnect the oil cooler pipe from
126514 the LH side of the crankcase
2 Remove the injection pump see 4 Release the oil pipe clip from the
193007 gearbox mounting plate and move the
3 Remove the four bolts from the oil pipe aside
injection pump driving flange 5 Remove the sump
4 Withdraw the driving flange and 6 Remove the oil strainer and gasket
collect the two locating half plates 7 Remove the three oil pump securing
5 Withdraw the injection pump gear 9 nuts
6 Remove the injection pump drive oil 8 Withdraw the oil pump and its drive
feed pipe shaft
7 Remove the countersunk screw from 9 Withdraw the drive shaft from the oil
the injection pump hub pump
8 Remove the upper bolt from the chain 10 Remove the oil pump gasket
vibration damper
9 Remove the injection pump hub Refitting
10 Remove the hub gasket II Reverse the procedure in 1 to 10
11 Remove the oil pipe union from the tightening the oil pump securing nuts
hub to 161bf ft 22 kgf m 22 2 Reverse the procedure in 5 to II
13 Ensure that the circlip is correctly
located in its groove in the splined
bore of the injection pump driving 3 TAPPETS
flange z Remove and refit 122957
14 Fit one of the locating half plates to Camshaft 1 to 17 and 20 to 32 121302
its groove in the injection pump hub SHe 53
and position it by inserting a in 55 Service tool 18G 694
mm peg through the timing hole in
Removing
Lo Ii
the locating plate and into the timing
hole in the gear 1 NA
15 Fit the second locating half plate and 2 Drain the sump
3 NA
then fit the driving flange engaging
the driving flange timing hole with the
16 Fit and tighten the driving flange bolts
4 Remove the timing chain and the
camshaft gear see 126512
5 Remove the camshaft locating plate
6 Remove the fuel lift pump
0
to 10 Ibf ft 14 kgf m 14 Nm 18 0 J
ensure that the peg can be withdrawn 7 Remove the rocker cover and gasket
from the timing hole and lock the S Slacken evenly and remove the eight
bolts with their lock plates nuts retaining the rocker shaft
17 Fit the timing chain see 126514 brackets
WLI f
9 Remove the locking plate from the
18 Fit the injection pump see 193007 rocker shaft rear bracket
10 Remove the ocker shaft assembly and
the shim under each centre bracket
II Withdraw the pushrods and retain
their order for refitting 5NC30
I 2 Lay the engine on its side with the 2 5 12 17 Lift off the front mounting plate
IBGI24F
cylinder head slightly downwards complete with injection pump front
13 Withdraw the dipstick mounting brackets chain tensioner
14 Remove the sump stoppin and chain tensioner shoe
15 Remove the oil pump and its drive 18 Remove the fuel lift pump
shaft 19 Withdraw the dipstick
16 Rotate the camshaft to position all the 20 Release the dipstick tube from the
tappets away from their cams cylinder head nut and withdraw the
17 Withdraw the camshaft tube from the crankcase
18 Withdraw the tappets and retain their 21 Disconnect and remove No I heater
INC49BC
order for refitting plug
14 22 Remove the rocker cover and gasket
23 Remove the rocker shaft assembly
noting the locking plate on the bracket and the shim
under each
19 Fit the tappets with their open ends centre bracket
towards the cylinder head 24 Withdraw the pushrods retaining
20 Fit the camshaft their order for refitting
21 Fit the oil pump and its drive shaft 25 Remove the cylinder head nuts
tightening the retaining nuts to 16 Ibf CAMSHAFT BEARINGS 26 Lift off the cylinder head
ft 22 kgf m 22 Nm NOTE The combustion chamber
22 Fit the sump Remove and refit 121313
inserts may drop out of the cylinder
23 Fit the dipstick Service tools 18G 55 A 18G 123 A 18G head as it is lifted they MUST be
24 Place the engine in an upright 123 B 18G 123 E 18G 123 F 18G 123 L refitted in their original positions
position 18G 123 T 18G 123 AB 18G 123 AC 27 Remove the cylinder head gasket
25 Fit the pushrods 18G 123 AD 18G 124 A 18G 124 B 18G 28 Lay the engine on its side with the
26 Fit the rocker shaft assembly noting 124 C 18G 124 F 18G 124 H 18G 134 cylinder head face slightly downwards
a Ensure that the shim is fitted 18G 134 CQ 18G 284 18G 284 A 18G 29 Remove the sump
under both centre brackets 284 AC 18G 694 18G 1108 18G 1195 30 Remove the oil pump and its drive
b Fit the locking pia te to the rear shaft
bracket Removing 31 Remove the bigend bearing caps and
c Tighten the cylinder head nuts to I NA bearing halves
IBGI24B
75 Ibf ft l04 kgf m 102 Nm in 2 Drain the sump 32 Remove the main bearing caps and
the sequence shown using tool 3 NA bearing halves using tools 18G 284
18G 694 to reach the centre row 4 Remove the 18G 284 A and 18G 284 AC
d Tighten the rocker bracket nuts 5 Remove the flywheel 33 Lift out the crankshaft and remove
to 25 Ibf ft 35 kgf m 34 Nm 6 Remove the crankshaft rear oil seal the bearing and thrust washer halves
27 Fit the fuel lift pump retainer
34 Withdraw the connecting rod and
28 Fit the camshaft locating plate 7 Remove the bolts securing the gearbox piston Fit the camshaft gear timing chain
adaptor plate and pull the adaptor 35 Rotate the camshaft to position all the
and timing gear cover see126512 plate off its two locating dowels tappets away from their cams
INC497C
NOTE Do not leave the crankshaft 8 Remove the two adaptor plate gaskets 36 Withdraw the camshaft
pulley in position 9 Remove the alternator 37 Withdraw the tappets and retain their IBGI24C
IBGI24H
30 Adjust the valve rocker clearance see 10 Remove the highpressure pipes from order for refitting
122948 the injectors and pump 38 Remove the camshaft front bearing
31 Fit the rocker cover and its gasket II Remove the injection pump drive oil liner using tools 18G 124 A and 18G
32 NA feed pipe 124 F as shown
33 Run the engine for a minimum of 5 I2 Remove the timing chain and the 39 Remove the camshaft rear bearing
miles 8 km or I 5 mins and on return camshaft gear see 126512 liner using tools 18G 124 A and 18G
slacken the cylinder head nuts 13 Remove the camshaft locating plate I 24 B as shown
approximately 1 of a turn in the 14 Remove the chain vibration damper 40 Remove the camshaft centre bearing
sequence shown before retightening 15 Remove the bolt securing each front liner using tools 18G 124 A 18G 124
them to 75lbfft lO4kgfm 102 Nm mounting bracket to the crankcase C and 18G 124 H as shown
INC496E
in the sequence shown Check the 16 Remove the two bolts securing the
valve rocker clearances front mounting plate to the
When fitting each new bearing liner
ensure that its oil holes are lined up with
those in the crankcase
41 Fit a new camshaft front bearing liner
using tools I SG 124 A and ISG 124 F
as shown
42 Fit a new camshaft rear using tools 18G 124 A and 18G i 24 B
as shown INC495C
INC492E
43 Fit a new camshaft centre bearing 18G 123AD 18GI23F
18G 123T
liner using tools ISG 124 A ISG 124
C and ISG 124 H as shown
NOTE Lightly lubricate the arbor the cutters and pilots to it
Feed the reamers very slowly and keep the
cutters dry
Keep the cutter flutes clear of swarf
44 Ream the front and rear bearing liners
using tools ISG 123 A ISG 123 L
INC494
INC49tE
ISG 123 E in position 10 on the 18GI24C 18GI24H
arbor ISG 123 AB ISG 123 B in
position 6 on the arbor and ISG
123 AC as shown
45 Ream the centre bearing liner using 59 Position the front mounting plate
tools ISG 123 A 18G 123 T ISG assembly on the engine and locate it
123 F in position 9 on the arbor by fitting the camshaft locating plate
and ISG 123 AD as shown bolts and the chain tensioner retaining
46 Ensure that the oil holes of the screw
bearing liners are still lined up with INC493E
60 Fit the two bolts to secure the
those in the crankcase mounting plate to the crankcase
47 Thoroughly clean all swarf from the 61 Fit the two bolts to secure both front
cylinder block and crankcase mounting brackets to the crankcase
4S Fit the tappets with their open ends 62 Fit the chain vibration damper
towards the cylinder head 63 Fit the camshaft locating plate
49 Fit the camshaft 64 Fit the camshaft gear timing chain
50 Fit the connecting rod and piston and timing gear cover see 126512
assemblies with the combustion d Tighten the main bearing bolts to NOTE Do not leave the crankshaft e
Tighten the rocker bracket nuts
cavities on the RH side of the engine 75 Ibf ft l04 kgf m 102 Nm pulley in position to 25 Ibf ft
35 kgf m 34 Nm
using tool ISG 55 A 53 Check the crankshaft endfloat against 65 Reverse the procedure in 18 to 27 f Adjust
the valve rocker clearance
5 I Fit the crankshaft main bearings and the figure in DATA and fit alternative noting see
12294S
thrust washers grooved side towards thrust washers if necessary a Fit the cylinder head gasket with g Apply
Loctite to the bottom of
the crankshaft to the crankcase 54 Fit the bigend bearings and caps the face marked TOP the
dipstick tube
52 Fit the main bearing caps noting ensuring that the connecting rod and uppermost 66 Reverse
the procedure in 4 to II
a Caps Nos 2 and 4 are each cap markings are aligned b Ensure that the combustion noting
stamped with their number 55 Tighten the bigend nuts to 35 Ibf ft chamber inserts are fitted flush a Use tools
18G 134 and 18G 134
b Fit caps 2 3 and 4 with the cast 4S kgf m 47 Nm with the cylinder head face CQ to fit
the new rear oil seal
word FRONT towards the front 56 Fit the oil pump and its drive shaft c Leave the cylinder head nuts b Use tool 18G 11
OS to protect the
of the engine tightening the retaining nuts to 16 Ibf finger tight until the rocker shaft seal when
fitting the adaptor
c Using a align the ft 22 kgf m 22 Nm assembly has been fitted plate
front and rear bearing caps with 57 Soak the cork sealing strips in engine d Tighten the cylinder head nuts to c Tighten
the adaptor plate bolts to
the front and rear faces of the oil then fit them to the front and rear 75 Ibf ft 104 kgf m 102 Nm in 30 Ibf ft 42
kgf m 41 Nm
crankcase main bearing caps the sequence shown using tool NOTE Fit the
two longer bolts
58 Fit the sump 18G 694 to reach the centre row in the two top holes
d Tighten the oil seal retainer bolts 68 Run the engine for a minimum of Refitting
to 20 Ibf ft 28 kgf m 27 Nm I 5 mins and on return 13 Reverse the procedure in 8 to 12
e Tighten the flywheel bolts to 40 slacken the cylinder head nuts noting
Ibf ft 55 kgf m 54 Nm approximately t of a turn in the a Assemble the pistons to the
67 Fit the engine sequence shown before retightening connecting rods with the
them to 75 Ibf ft 104 kgf m 102 combustion cavities on the oil
Nm in the sequence shown Check hole side of the connecting rods
the valve rocker clearances b If new piston rings are being used
ensure that the ring gaps are
correct see 121710
c Use tool 18G 55 A to compress
the piston rings
d Fit the connecting rod and piston
DATA assemblies with the bearing inside
diameters reamed cavities on the RH side of the
in position engine
Front 179025 to 179075 in 4547 to 4548 mm 14 If the connecting rods or pistons
Centre 173025 to 173075 in 4395 to 4396 mm have been renewed rotate the
Rear 162425 to 162475 in 4026 to 4027 mm crankshaft and measure the endfloat 0001 to 00055
in 003 to 014 mm by which each piston stands proud of
Thrust washer thicknesses 00885 to 00905 in 225 to 230 mm the cylinder block face at TDC
0091 to 0093 in 231 to 236 mm and IS If piston standproud is outside the
00935 to 00955 in 237 to 243 mm limits given in DATA fit suitable
alternative pistons from the range
available
NOTE It is not necessary for the
12 13a pistons in an engine to be of the RODS AND
height grade
PISTONS 16 Tighten the bigend nuts to 35 Ibf ft
48 kgf m 47 Nm
Remove and refit 121701 17 Reverse the procedure in I to 7
Service tool 18G 55 A
Removing
I NA DATA
2 Drain the sump
3 Drain the cooling system Piston standproud 0013
to 0021 in 033 to 053 mm
4 Remove the cylinder head gasket see 13a
122902
5 Disconnect the oil cooler pipe from
the LH side of the crankcase
6 Release the oil cooler pipe clip from
the gearbox mounting plate and move
the oil pipe aside
7 Remove the sump
8 Remove the bigend nuts
9 Remove the bigend caps and bearing
halves
10 Withdraw the connecting rod and
piston Mark the pistons and connecting rods
for Remove the circlips and the gudgeon
pins and separate the pistons from the
connecting rods 4NC09lA
RODS AND CRANKSHAFT REAR OIL SEAL
PISTONS Remove and refit 122120
Overhaul 121710 Gearbox adaptor plate 125303
Connecting rods 1 to 5 and 10 to 12 Flywheel I to 8 and IS 125307
Pistons 1 to 9 and 12 Service tools ISG 134 ISG 134 CQ ISG
I NA IIOS
2 Drain the sump
3 Drain the cooling system Removing
4 Remove the cylinder head gasket see I NA
122902 2 Remove the gearbox
5 Remove and separate the connecting 3 Remove the dllllller
rods and pistons see 12170 I 4NCQ1 4 Remove the flywheel securing bolts
6 Remove the rings from the pistons 5 Lift off the flywheel
7 Check the jJiston ring gaps in an 6 Remove the oil seal retainer
unworn part of the cylinder bore 9 Check the piston ring groove clearance 7 Remove the bolts securing the
against the figures in DAT A If against the figures in DATA gearbox adaptor plate
necessary increase the gaps by filing 10 Check the gudgeon pin clearance in S Pull the adaptor plate off its two
the end of the rings the connecting rod bush see DATA locating dowels
S Fit the piston rings noting If the clearance is excessive renew the 9 Remove the two adaptor plate gaskets
a Fit the oil control ring expander bush noting 10 Remove the oil seal from the adaptor
spring first ensuring that the a Position the bush with its hole plate
latch pin enters both ends of the and oil grooves towards the top
spring b Finishream the bush to the Refitting
b Fit the oil control ring with its dimension given in DATA II Fit the new oil seal flush with the rear
gap ISO o from the expander latch II Ensure that the connecting rod face of the adaptor plate using tools SC 18A
pin alignment is within the figure given in ISG 134 and ISG 134 CQ
c Fit the second ring with the word DATA 12 Reverse the procedure in I to 10
TOP uppermost 12 Reverse the procedure in I to 5 noting
a Use tool ISG II OS to protect the
oil seal when fitting the adaptor
DATA rod alignment
b Tighten the adaptor plate bolts to
Maximum of bigend and 30lbfft 42 kgfm 41 Nm
littleend 0004 in per inch 0004 cm per cm NOTE Fit the two longer bolts
effective mandrel length in the two top holes
c Tighten the oil seal retainer rod bush to 20 Ibf
ft 2S kgf m 27 Nm
Clearance on gudgeonpin 00002 to 00009 in 002 to 004 mm d Tighten the flywheel bolts to 40
Inside diameter reamed after fitting 10002 to 10007 in 2541 to 2542 mm Ibf ft 55 kgf m 54 Nm
Piston rings
Fitted gap
Top compression 0012 to 0017 in 030 to 043 mm
Second compression 0009 to 0014 in 023 to 035 mm
Oil control 0012 to 0017 in 030 to 043 mm
Ring to groove clearance
Top compression 00025 to 00045 in 006 to 011 mm
Second compression 00015 to 00035 in 004 to 009 mm
Oil control 00015 to 00035 in 004 to 009 mm
CRANKSHAFT ENDFWAT
Check and adjust 122126
1 NA
2 Check the crankshaft endfloat using a
dial gauge against the crankshaft
pulley bolt If endfloat is outside the
limits given in DATA change the
thrust washers as described in the 33
following paragraphs
3 Drain the sump
4 Release thtl oil pipe clip from the
gearbox mounting plate and move the
oil pipe aside
5 Remove the sump
6 Remove the oil pump and its drive
shaft
7 Remove the two bolts from the centre
main bearing cap
8 Remove the centre main bearing cap
9 Remove the bottom halves of the
thrust washers from the cap or
Slide the upper halves of the thrust SNC4778
washers around the crank and remove
them
11 Select a set of thrust washers to give c Tighten the main bearing cap
the correct endfloat see DATA bolts to 75 Ibf ft lOA kgf m
12 Reverse the procedure in 3 to 10 102 Nm
noting d Ensure that the endfloat is
a Fit the thrust washers with their correct after tightening the main
grooved sides towards the bearing cap bolts
crankshaft e Tighten the oil pump securing
b Fit the main bearing cap with the nuts to 16 Ibf ft 22 kgf m 22
FRONT mark towards the front Nm
of the engine
9 Remove the alternator
CRANKSHAFT 10 Disconnect the highpressure pipes
DATA Remove and refit 122133 from the
endfloat 0001 to 00055 in 003 to 014 mm II Remove the injection pump drive oil
Service tools 18G 134 18G 134 CQ 18G feed pipe
Thrust washer thicknesses 00885 to 00905 in 225 to 230 mm 284 18G284AC 18G 1108 18G 1195
0091 to 0093 in 231 to 236 mm and 12 Remove the timing chain and the
00935 to 00955 in 237 to 243 mm camshaft gear see 126512
Removing 13 Remove the camshaft locating plate
1 NA 14 Remove the chain vibration damper
2 Drain the sump IS Remove the bolt securing each front
3 Remove the engine mounting bracket to the crankcase
4 Remove the daMper 16 Remove the two bolts securing the
5 Remove the flywheel front mounting plate to the crankcase
6 Remove the crankshaft rear oil seal 17 Lift off the front mounting plate
retainer complete with injection pump front
7 Remove the bolts securing the gearbox mounting brackets chain tensioner
adaptor plate and pull the adaptor stoppin and chain tensioner shoe
plate off its two locating dowels 18 Withdraw the dipstick
8 Remove the two adaptor plate gaskets 19 Remove the sump
20 Remove the oil pump and its drive 32 Fit the oil pump and its drive shaft OIL PUMP
shaft tightening the retaining nuts to 161bf Overhaul 126032
21 Remove the bigend bearing caps and ft 22 kgf m 22 Nm
bearing halves 33 Soak the cork sealing strips in engine Dismantling
NOTE If the crankshaft has to be oil then fit them to the front and rear I Remove the oil pump see 121030
rotated be careful not to apply any main bearing caps 2 Remove the cover from the pump
force which could cause damage if a 34 Fit the sump body
piston touches a valve 35 Fit the dipstick NOTE The cover is located by two
22 Remove the main bearing caps and 36 Position the front mounting plate dowels
bearing halves using tools 18G 284 assembly on the engine and locate it 3 Remove the rotors from the pump
and 18G 284 AC on the front and rear by fitting the camshaft locating plate body
caps if necessary bolts and the chain tensioner retaining
23 Lift out the crankshaft and remove screw
the bearing and thrust washer halves 37 Fit the two bolts to secure the front Inspection
24 Remove the crankshaft gear mountig plate to the crankcase 4 Clean the Remove the crankshaft keys and lift
38 Fit the two bolts to secure both front 5 Fit the rotors to the pump body with
off the shims mounting plate to the crankcase the chamfered end of the outer rotor
39 Fit the chain vibration damper at the closed end of the 40 Fit the camshaft locating
plate 6 Check the endfloat of the inner and
26 Fit the shims keys and gear to the 41 Fit the camshaft gear timing chain outer rotors
crankshaft and timing gear cover see 126512 7 Check the outer rotor to pump body
27 Fit the crankshaft main bearings and NOTE 00 not leave the crankshaft diametrical clearance
thrust washers grooved side towards pulley in position 8 Check the rotor lobe

the crankshaft to the crankcase 42 Reverse the procedure in 4 to II 9 Renew the pump assembly if the
28 Fit the main bearing caps noting noting clearances or endfloats in 6 to 8
a Caps Nos 2 and 4 are each a Use tools 18G 134 and 18G 134 exceed the figure given in OATA
stamped with their number CQ to fit the new rear oil seal
b Fit caps 2 3 and 4 with the cast b Use tool 18G 1108 to protect the Reassembling
word FRONT towards the front seal when fitting the adaptor 10 Lubricate all components with clean
of the engine plate engine oil
HC4MA
c Using a align the c Tighten the adaptor plate bolts to II Reverse the procedure in I to 3
ensuring that the outer rotor is fitted
lIIl
front and rear bearing caps with 30 Ibf ft 42 kgf m 41 Nm
the front and rear faces of the NOTE Fit the two longer bolts with its chamfer at the closed end of
crankcase in the two top holes the body
d Tighten the main bearing bolts to d Tighten the oil seal retainer bolts
751bfft l04 kgf m 102 Nm to 20 Ibf ft 28 kgf m 27 Nm
29 Check the crankshaft endfloat against e Tighten the flywheel bolts to 40
the figure in OAT A and fit alternative Ibf ft 55 kgf m 54 Nm
thrust washers if necessary
30 Fit the bigend bearings and caps
ensuring that the connecting rod and
cap markings are aligned
31 Tighten the bigend nuts to 35 Ibf ft
48 kgf m 47 journal diameter 21262 to 21270 in 5401 to 5403 mm
Crankpin diameter 18759 to 18764 in 4764 to 4766 mm in bearings Uournals and crank
Outer rotor endfloat 0005 in 013 mm
pin 0001 to 00027 in 003 to 007 mm Inner rotor endfloat 0005 in 013 Uournals and crankpins 0010 in
025 mm Outer rotor to pump body endfloat 0001 to 00055 in 003 to 014 mm clearance
0010 in 025 mm
Thrust washer thicknesses 00885 to 00905 in 225 to 230 mm Rotor lobe clearance 0006 in 015 mm
0091 to 0093 in 231 to 236 mm and
00935 to 00955 in 237 to 243 mm
18 Remove the front mounting plate
gasket
Refitting
19 Fit the front mounting plate gasket
20 Position the front mounting plate
assembly on the engine and locate it
by fitting the camshaft locating plate
bolts and the chain tensioner retaining M
screw
21 Reverse the procedure in I to 16
noting
a With the throttle cable connected JI f Q 4ft
ensure that the injection Pilots
pump throttle lever is operated Pressingout A 325 8 in
through its full range of pilot 8255 013 mm
movement by the throttle pedal 0000
b When the stop control cable is B 3 IS 7 0005 in
connected ensure that the stop 8019 gr mm
control has sufficient travel
C 175 in 4445 mm
22 Bleed the fuel system see 195007
D 075 in 19 mm
E 34 in BS W thread
Pressingin F 3625 in 9207 mm
pilot
0000
H 3133 0005 in
CYLINDER LINERS 7958 gr mm
16 16 Remove and refit 122526 J 125 in
3175 mm
NOTE If the condition of the cylinder
bores is such that they cannot be cleaned
up to accept oversize pistons dry cylinder L 0015 in 038 mm
ENGINE FRONT MOUNTING 10 Disconnect the throttle cable from the
injection pump liners can be fitted see DATA Pilot extension M 1450 in 3683 em
PLATE GASKET lever Pilots should be made to the dimensions
N 0875 in 2222 mm
II Remove the injection pump drive oil given from steel and
Remove and refit 122510 feed pipe P 0625
in 1587 mm
12 Disconnect the highpressure pipes The pilot extension should be made Q 0625 in 1587 mm
Removing from the injectors from 55ton hardening and tempering steel
hardened in oil and then tempered at R Two flats I in 254
I Remove the timing chain and the 13 Remove the two bolts and washers
mm across
camshaft gear see 126512 securing the front moullting plate to 550C l020F
2 Remove the camshaft locating plate the crankcase
S 34 in BSW thread
3 Remove the chain vibration damper 14 Lift off the front mounting plate
T 125 in 3175 mm
complete with injection pump front DATA
4 Remove the alternator
5 Disconnect the thermal transmitter mountings chain tensioner stoppin Cylinder block
and move the wiring harness aside and chain tensioner shoe Bore Standard 31595 to 31606 in 8025 to 8028 mm
6 Disconnect the supply lead from the Oversize maximum without
heater plugs IS cylinder liner 0040 in 102 mm
7 Disconnect the fuel return pipe from To accept cylinder liner 32615 to
32620 in 8284 to 8286 mm
the injection pump 16 NA
8 Disconnect the fuel supply pipe from 17 Cylinder liners n
the injection pump Outside diameter 32645 to 32660 in 8292 to
8296 mm
9 Disconnect the stop control cable Bore Standard machined after fitting 31595 to 31606
in 8025 to 8028 mm
from the injection pump Oversize maximum 0020 in 051 mm
CYLINDER HEAD GASKET 5 12
Remove and refit 122902
Service tool 18G 694
Removing
I NA
2 Drain the cooling system
3 Disconnect the hoses from the water
outlet elbow
4 Disconnect the breather hose from the
cylinder side cover
6 NA
7 Disconnect the lead from the thermal
transmi tter
8 Disconnect the supply lead from the Refitting
heater plugs 21 Reverse the procedure in l to 20
4 9 Disconnect the spill rail and return noting
pipe from the injectors and lay the a Fit the cylinder head gasket with
spill rail aside the face marked TOP
10 Remove Nos 3 and 4 injector pipes uppermost
II Remove Nos I and 2 injector pipes b Ensure that the combustion
12 Remove the oil dipstick chamber inserts are fitted flush
C 15 I 13 Release the dipstick tube from the
cylinder head nut and withdraw the
with the cylinder head face
tube from the crankcase
c Leave the cylinder head nuts
finger tight until the rocker shaft
14 Disconnect and remove No I heater assembly has been fitted
plug d Tighten the cylinder head nuts to
15 Remove the rocker cover and gasket 75 Ibf ft 104 kgf m 102 Nm in
16 Remove the rocker shaft assembly the sequence shown using tool
noting the locking plate on the rear 18G 694 to reach the centre row
bracket and the shim under each e Tighten the rocker brackets nuts
centre bracket
to 25 Ibf ft 35 kgf In 34 Nm
17 Withdraw the pushrods f Adjust the valve rocker clearance
their order for refitting see 122948
18 Remove the cylinder head nuts g Bleed the fuel system see
19 Lift off the cylinder head 195005
NOTE The combustion chamber h Apply Loctite to the bottom of
inserts may drop out of the cylinder the dipstick tube
Ig head as it is lifted they MUST be 22 Run the engine for a minimum of
refitted in their original positions I 5 mins and on return
20 Remove the cylinder head gasket slacken the cylinder head nuts
approximately 1 of a turn in the
sequence shown before retightening
them to 75 Ibf ft 104 kgf m 102
Nm in the sequence shown Check
the valve rocker
CYLINDER HEAD g 18G 167 A Glaze breaker for
J exhaust seats
Overhaul 122919 h 18G 167 Cutter for exhaust tools 18G 27 18G
29 18G 45 18G 167 B Top narrowing cutter
18G 167 18G 167 A 18G 167 B 18G 167 for exhaust seats
C 18G 174 18G 1741 18G 174 B 18G k 18G 167 C Bottom narrowing
174 C 18G 174 D 18G 284 18G 284 P cutter for exhaust
seats
I Remove the cylinder head gasket see 19 Lap the valves onto their seats using
122902 tool 18G 29
2 Remove the three remaining heater 20 Check the valve standdown against
plugs from the cylinder head the figure in DATA If standdown is
3 Remove the injectors usinl tools 18G excessive even with a new va1ve fitted
284 and 18G 284 P renew the valve seat inserts and cut
4 Remove the two sealing washers from their seats
each injector position 21 Renew the valve springs if they are not
5 Remove the heater hose from the as specified in DATA
cylinder head 22 Renew the sealing washers for the
6 Remove the manifolds and gasket injectors
7 Mark the combustion chamber iriserts 23 Renew the sealing washers for the
for refitting jn their original positions injector heat shields
8 Remove the combustion chamber 24 Reverse the procedure in I to 12
inserts if necessary using a soft drift
through the injector holes
9 Push out the injector heat shields and DATA
their sealing washers
10 Remove the water outlet elbow and its Cylinder head
gasket Depth after refacing
316 in 8026 mm minimum
II Lift out the Remove the valves and their Valve guides
components using tool 18G 45 Inside diameter reamed after fitting 03441
to 03448 in 874 to 876 mm
NOTE Seals are fitted to the inlet Protrusion from bottom of
valve guides counterbore 0550 to 0560 in 1397
to 1422 mm
13 If the valve guides are worn see
DATA press them out in the Valves
direction of the valve seats Seat angle 45
14 To fit new valve guides press them in Standdown 00445 to 00505 in
113 to 128 mm
from the top of the cylinder head Stem diameter Inlet 03428 to 03422
in 871 to873 mm
until they protrude by the amount 17 If necessary reface the valves to the Exhaust 03422 to
03427 in 869 to 870 mm
stated in DATA Protrusion is angle given in DATA removing the
measured from the top of the valve minimum of material Valve springs
guide to the bottom of the counter 18 If necessary recut the valve seats in Free length approximate I it in 4875
bore for the valve spring the cylinder head using the following Load when compressed to 144 in
15 Ream new valve guides to the size tools 3658 mm 82 Ibf 37195 kgf
364N
given in DATA a 18G 27 Handle
16 Check the cylinder head face for b 18G 174 DPilot
flatness and if necessary reface the c 18G 174 A Glaze breaker for inlet
cylinder head without reducing its seats
depth below the figure given in d 18G 174 Cutter for inlet seats
DATA e 18G 174 B Top narrowing cutter
NOTE The combustion chamber for inlet seats
inserts must be faced level with the 18G 174 C Bottom narrowing
cylinder head o cutter for inlet seats
VALVE CLEARANCE Refitting
6 12
Check and adjust 122948 4 7 Reverse the procedure in I to 6
a Tighten the cylinder head nuts to
I Remove the rocker cover ana gasket 75 Ibfft 104 kgf m 102 Nm in
2 Check and if necessary adjust the 3 the sequence shown using tool
clearance between the rocker arms and 2 I bej ISG 694 to reach the centre row
valve stems against the figure in b Tighten the rocker bracket nuts
DATA working in the following to 251bf ft 35 kgf rn 34 Nm
order c Adjust the valve rocker clearance
Check see 12294S
No I valve with No8 valve fully open S Run the engine for a minimum of
3 6 4HC104A 115 mins and on return
5 4 Adjusting slacken the cylinder head nuts
2 7 3 Slacken the locknut approximately t of a turn in the 13b PM
6 WI1 MIt 13b
4 Rotate the adjusting screw to set the sequence shown before
IQ IQ I IQQII
S I them to 75 Ibf ft 104 kgf rn 102
6 3 clearance
4 5 5 Hold the adjusting screw against Nm in the sequence shown Check
7 2 rotation and tighten the locknut the valve rocker clearances
6 Fit the rocker cover and gasket
ROCKER SHAFf ASSEMBLY 2 4 2
Overhaul 122955
DATA Service tools ISG 226 ISG 226 A
Valve rocker clearance cold 0017 in 043 mm t
1
Dismantling
I Remove the rocker shaft see
6 INC
122954
2 Remove the split pin from each end of
the rocker shaft
3 Slide the components off the shaft
4 Remove the locating screw from the
rocker shaft rear bracket and remove
the bracket
5 Remove the adjuster screws
10311
Inspection
6 Clean the oilways of the rocker shaft
7 Examine the rocker to valve contact II Drill a hole in the bush through the
faces for wear and renew the hole in the top of the rocker SHAFf ASSEMBLY
rockers if necessary using a 195 mm drill
Remove and refit 122954 S Renew the rocker adjusting screws if I 2 Burnishream
the bush to the
they are worn or if the threads are dimension given in DATA
Service tool ISG 694 damaged 13 Reverse
the procedure in I to 5
9 Press out worn rocker bushes using tools ISG
226 and ISG 226 A
I NA a
The locating screw engages the
2 Drain the cooling system Reassembling
larger of the two Remove the rocker cover and gasket 10 Press in new rocker bushes using tools
opposite holes
4 Slacken evenly and remove the eight ISG 226 and ISG 226 A and ensuring b The
doublocoil spring washers
nuts retaining the rocker shaft that the bush joint and oil groove are are
fitted inside the plain washer
brackets in the positions shown at each
end of the shaft
5 Remove the locking plate from the DATA
rocker shaft rear bracket Rocker shaft diameter 0624 to 0625 in 15 S5 to 15S7
6 Remove the rocker shaft assembly and Rocker bush inside diameter reamed in
the shim under each centre bracket SNC 7
position 06255 to 06260 in l5S9 to 1590 mm
OIL PRESSURE RELIEF VALVE TIMING GEAR COVER OIL SEAL
Remove and refit
Service tool 18G 69
126056 Remove and refit 126505
Service tools 18G 98 A 18G 134 18G
134 BD J
1 INA Removing
2 Remove the valve cap washer from the I lNA
rear of the LH side of the crankcase 2 Slacken the alternator mounting boIts
3 Withdraw the spring from the and remove the fan belt
crankcase 3 Remove the water pump
4 Withdraw the valve plunser using tool pulley
18G 69 4 Remove the crankshaft pulley using
tool 18G 98 If the valve plunger is pitted or is not Qgiml 5 Remove the timing gear cover and
gasket
seating correctly lap the plunger onto 4 I INC oue 6 Remove the oil seal from the timing
its seating using tool 18G 69 If cover
lapping fails to correct the fault
renew the plunger and ensure that the Refitting
new plunger seats correctly 7 Fit the new oil seal to the timing gear
6 Renew the spring if it is not as cover using tools 18G 134 and 18G
specified in DATA 134 BD
7 Reverse the procedure in 1 to 4 8 Fit the timing gear cover and gasket
using the crankshaft pulley to TIMING CHAIN AND GEARS
centralize the oil seal on the Remove and refit 126512
crankshaft Timing chain 9
Fit the timing gear cover boIts in the
Relief valve spring following illustrated positions 1 to 14
16 to 19 34 to 40
Free length 3 in 76 mm and 43 to 47
126528
Load when compressed to 216 in Position Bolt size Timing
chain 1 to 14 16 to
5477 mm 155 to 1651bf 70 to 74 kgf 69 to 73 N A fa in x I in 445 mm long 2229 to 41 and 43 to 47 126514
B 1 in x 2 in 50 mm long Service tools 18G 98 A 18G 134 18G
llOTE An 0 ring is fitted on this 134 BD
bolt
C 1 in x 2 in 50 mm long Removing
D 1 in x 2Y in 57 mm long I NA
E Y in x 1 in 445 mm long 2 Drain the cooling system
F 3 Slacken the alternator mounting bolts
10 Reverse the procedure in I to 4 and remove the fan belt
tightening the crankshaft pulley boIt 4 Remove the water pump
to 751bf ft 104 kgf m 102 Nm pulley
5 Remove the crankshaft pulley using
tool 18G 98 A
6 Remove the timing gear cover and
gasket
7 Remove the crankshaft oil thrower
8 If the camshaft gear is to be removed
slacken the camshaft nut using tool
18G 98 A
9 Rotate the crankshaft until the timing
marks are positioned as shown
10 Hold the chain tensioner and chain
together by hand and remove the
tensioner retainer screw
11 Lift away the chain tensioner
12 If the chain tensioner shoe is to be 27 Fit the chain tensioner shoe and
renewed remove the circlip from the circlip to the pivot pin
pivot pin and lift off the shoe 28 Fit the spring pressure block and
13 Remove the idler gear bolt centre pin to the chain tensioner
14 Lift away the idler gear and its hub body Compress the ringand rotate
NOTE The idler gear hub is located the centre pin 180 to retain the
o by a rollpin dowel compressed position
15 Remove the timing chain 29 Fit the pressure lever to the chain
16 Remove the camshaft nut andgear tensioner with the lever legs forward
17 Remove the crankshaft gear of the tensioner body ie the
tensioner body will contact the engine
Refitting front plate when fitted
18 Fit the camshaft gear and secure it 30 Fit the retaining screw through the
with its nut pressure lever and tensioner body
I 9 Check the camshaft endfloat against 31 Fit the compressed chain tensioner
the figure in DATA If endfloat is and tighten its retaining screw
excessive remove the camshaft gear 32 Rotate the centre pin 1800 to release
and renew the camshaft locating plate the tensioner
20 Fit the camshaft gear and crankshaft 33 Ensure that the timing marks are still
gear to their shafts correctly positioned
21 Place a straightedge across the tooth 34 Remove the peg from the injection
face of the gears and check their pump gear
alignment the crankshaft gear face 35 Tighten the camshaft nut to 65 Ibf ft
should be rearward by the amount 9 kgf m 88 Nm
stated in DATA If necessary add or 36 Fit the crankshaft oil thrower with its
remove shims behind the crankshaft dished side towards the gear
gear to set the alignment as near as 37 Renew the timing gear cover oil seal
possible to the DATA figure using tool 18G 134 and 18G 134 BD
22 Position the injection pump gear with 38 Fit the timing gear cover and gasket
its timing hole at approximately 7
oclock and insert a in 55 mm peg
through the hole to engage the hole in
using the crankshaft pulley to
centralize the oil seal on the
crankshaft
the engine front plate
23 Position the camshaft gear and
crankshaft gear with their timing
39 Fit the timing cover bolts in the
following illustrated I marks in the positions shown
24 Fit the timing chain and place the
idler gear without its hub in position
on the chain
Position
Bolt size
A rw in x I in 445 mm long
B A in x 2 in 50 mm long
25 Adjust the position of the chain NOTE An 0 ring is fitted on this
without rotating the gears to permit bolt
29 the idler gear hub to be fitted without C in x 2 in 50 mm long
D in 2U in 57 mm long
chain slack between the idler and its
adjacent gears
NOTE The idler gear hub is located
E U in x I in 445 mm long
F
by a rollpin dowel 40 Reverse the procedure in I to 5
26 Fit the idler gear bolt and tighten it to tightening the crankshaft pulley bolt
30 lbf ft 41 kgf m 41 Nm to 75lbf ft 104 kgf m 102 Nm
DATA
SHe 56 A Camshaft endfloat 0003 to 0007 in 008 to 018 mm
Timing gear alignment Crankshaft gear 0005 in 013 mm rear
ward of camshaft gear
HYDRAULIC TYPE ONLY
INJECfION PUMP
Remove and refit 193007
TilliUg check and adjust
1 to 16 and 21 to 38 193001
Service tools AMK 9990 MS 67 A
Removing 24 Assemble the long scribing guide of
I Slacken the alternator mounting bolts tool MS 67A to the tool body set it
and removethe fan belt on the 2040 position and lock it with
2 Remove the alternator its knurled screw
3 Disconnect the fuel return pipe from 25 Insert the assembled tool into the
the injection pump injection pump position on the engine
4 Disconnect the fuel supply pipe from engaging the injection pump drive
the injection pump splines
5 Disconnect the stop control cable 26 Slide the body of the tool along its
from the injection pump centre bar until the body engages the
6 Disconnect the throttle cable from the injection pump drive gear hub Lock
injection pump SN46S
the centre bar with the knurled screw
7 lisconnect the lead from the fuel 27 Apply gentle clockwise viewed from
preSSIre ulte the rear pressure to the tool and
FUEL FILTER ELEMENT 8 Remove the injection pump stop lever check that
the scribed line timing
Remove and refit 192507 return spring mark on the
drive gear hub lines up
9 Remove Nos 3 and 4 injector pipes with the scribing guide of the tool If
Removing necessary
scribe a new mark
1 Support the filter base and unscrew 10 Remove Nos I and 2 injector pipes
II Remove the three nuts and washers 28 Remove tool MS 67A
the centre bolt in the filter head Refitting 29 Remove timing
pin AMK 9990
2 Detach the filter base securing the injection pump and
withdraw the injection pump from the 30 Fit the injection pump gasket to the
3 Remove the element using a twisting 21 Rotate the crankshaft until the master drive gear
motion engine
NOTE The lower nut also secures the spline in the injection pump drive is in 31 Fit the torsion bar in to the drive
4 Remove the seals from the filter base the 12 oclock position flange on
the engine
and filter head anchor bracket for the stop lever 22 Insert timing pin AMK 9990 into the
return spring 32 Position the injection pump drive
timing hole in the gearbox adaptor shaft so that its master spline lines up
Refitting 12 Withdraw the injection pump torsion plate The hole is situated below the
bar with that on the drive flange
5 Clean the filter base sump flange on the RH side 33 Fit the
injection pump drive shaft over
6 Reverse the procedure in I to 4 using 13 Remove the injection pump gasket 23 Maintain a light pressure on the timing the end of
the torsion bar and VERY
a new element and seals 14 20 IIA pin and rotate the crankshaft in the GENTLY engage
the drive shaft
7 Bleed the fuel system see 195007 normal direction of rotation until the splines with
the drive flange splines
timing pin engages the timing hole in 34 Push the injection pump as far into
the flywheel The master spline in the position as possible and fit the spring
injection pump drive should now be in anchor bracket washers and nuts
the 8 oclock position when viewed 35 Progressively tighten the three nuts to
from the rear pull the injection pump fully into
position ensuring that the timing
marks on the pump and drive flange
are aligned
36 Reverse the procedure in I to 10
37 Bleed the fuel system see PUMP
Remove and refit NA
2 Disconnect the two pipes from the lift
pump
3 Plug the supply pipe from the fuel
tank
4 Remove the securing nuts and
washers
5 Remove the lift pump and Reverse the proced ure in I to 5
7 Bleed the fuel system see PUMP
Overhaul Remove the lift pump see 194509
Scribe a reassembly mark across the
body joint flanges 17 3
ccCO
3 Remove the domed cover and sealing
ring 0
4 Remove the filter
5 Remove the securing screws and
separate the top and bottom halves of 4
the pump
6 If the valves require renewing lever
them out carefully
7 Remove the valve gaskets
8 Press the diaphragm downwards
rotate it through 90 and withdraw it 77
9 Lift out the diaphragm spring
10 If the diaphragm rod seal is to be
renewed carefully withdraw the seal
retainer
11 Lift out the seal
12 If the rocker arm pin or linkage is to
be renewed secure the rocker arm in a
vice and tap the face of the pump
mounting flange to dislodge the rocker
arm pin and its Renew any components which are
worn or damaged
14 Reverse the procedure in 1 to 12 b If the valves are renewed enSlre
noting that they are fitted to operate in
a If the diaphragm spring is the correct directions and staked
renewed ensure that the new in
spring is of the same colour as the NOTE The inlet port is indicated by
original an arrow on the pump body
FUEL SYSTEM
Bleeding After renewing the fuel filter element it will only
be necessary to bled the fuel filter as described in 1
and 2 provided that the engine has not been cranked while
the filter is Slacken the bleed screw at banjo fitting in the fuel
filter head Operate the lift pump by means of its
priming lever and when the fuel flowing from the
screw is free of air bubbles tighten the screw C 2K
2 Slacken the union nut at the injection pump end of
the fuel feed pipe Operate the lift pump and 2
when the fuel flowing from the union is free of
air bubbles tighten the nut C2
3 Slacken the air bleed screw on the fuel pressure
switch adapter Operate the lift pump and when
the fuel flowing from the bleed screw is free of
air bubbles tighten the screw
4 Slacken the air bleed screw on the injection pump
governor housing Operate the lift pump until the
fuel flowing from the bleed screw is free of air
bubbles leave the bleed screw slack
5 Slacken the air bleed screw on the injection pump
highpressure banjo bolt Operate the starter motor
with full throttle in the full run position and
when the fuel flowing from the highpressure bleed
screw is free of air bubbles tighten the bleed 777
screw
6 Continue cranking the engine with the starter motor
to expel any air trapped in the governor and when
the fuel flowing from the governor housing bleed 8 Start the engine and allow it to run until it is
screw is free of air bubbles tighten the bleed firing on all cylinders or repeat step 7 if necessary
screw 9 Note
7 Slacken the union nut at the injector end of any If difficulty in starting occurs the sea water in
two highpressure pipes Operate the starter motor take valve must be closed to prevent filling of the
with throttle in the full run position and when exhaust system with sea water Immediately when
the fuel flowing from both pipes is free of air the engine starts open the sea water intake valve
bubbles tighten both union nuts to prevent damage to the pump and engine
20 fiq 12 Renew the nozzle assembly if the
pintle clearance allows an angle of
more than 20 when checked as
shown
13 If necessary restore the nozzle and
valve seats to the angles given in
DATA
14 Check the needle lift against the figure
in DATA
I5 Reverse the procedure in 2 to 7
tightening the nozzle nut to 50 Ibf ft
69 kgf m 68 Nm
16 Test and set the injectors to the
I cu specification given in DATA using
tools 18G 109 A and 18G 109 B
17 Fit the injectors see 19600 I
INJECTORS
Remove and refit 196001 DATA
Service tools 18G 284 18G 284 P 7 Auxiliary hole diameter 02 mm
Needle lift 070 to 075 mm
Removing Nozzle seat angle 59 0
I INA Valve seat angie 60 0
2 Disconnect the spill rail from the
injectors
3 Disconnect the highpressure pipes Testing
5NC480
from the injectors
4 Remove the nuts and washers securing
the injectors TEST NOZZLE SET ADAPTOR
STROKES Withdraw the injectors using tools TO OPEN AT
18G 109 B PER
18G 284 and 18G 284 P if necessary SET TO OPEN AT
MINUTE
6 Remove the two sealing washers from INJECTORS
each injector position Auxiliary 135 Atm 220 Atm
60 Spray free of distortions
Overhaul 196008
Slight core Service tools 18G 109 A 18G 109 B 18G Spray
7 Fit two new sealing washers to each 1091 18G 210 18G 388 18G 487
injector position fitting the smaller Main 135 Atm 220 Atm
140 Spray free of distortions
I Remove the injectors see 19600 I Slight core permissible
washer as shown 2 Mount the injector in tool 18G 388
8 Reverse the procedure in I to 5 3 Remove the cap nut and sealing
tightening the injector securing nuts to washer Seat tightness 100 Atm
Dry nozzle after 10
121bfft 17 kgf m 16 Nm 4 Remove the spring cap and shim
seconds at 90 Atm pressure
9 If more than two injectors have been 5 Remove the spring
removed crank the engine with the 6 Lift out the spindle
starter motor and bleed at least two of Backleakage 160 to
Initial pressure 160 Atm
7 Remove the nozzle nut and nozzle 170 Atm Time for pressure drop
the highpressure pipes using tool 18G 210
from 150 to 100 Atm to
8 Renew the spring if it shows any sign be between 6 and 140
of weakness or distortion seconds
9 Renew the spindle if it is not perfectly
straight
10 Clean the nozzle and valve using kit Final setting 135 Atm
18G 487
II Reverseflush the nozzle using tools
18G 109 A and 18G 109 E Add 5 Atm when setting new injectors or after fitting new springs
SERVICE TOOLS
All Service Tools mentioned in this Manual
must be obtained direct from the
Messrs V L Churchill Co Ltd
PO Box No3 18G 123 B Cal1Llhaft Liner
Reamer
London Road Cutter
Daventry
Northants NNll 4NF
England
18G SSA Piston Ring Compressor
18G 109 A Injector Nozzle Testing
Machine
18G 123 E Cal1Llhaft Liner Reamer
Cutter
18G 27 Valve Seat Cutter and Pilot
Handle
18G 69 Oil Pump Release Valve
Grindingin Tool
18G 109 B IJijector Nozzle Testing 18G 123 F Camshaft Liner Reamer
Adaptor Cutter
18G 29
18G 29 Valve Grindingin Tool
18G 98 A Starting Nut Handle
18G 109 E
Injector Nozzle Reverse 18G 123 L Camshaft Liner Reamer
Flush Adaptor Pilot
18G99
18G 99 A Clutch Assembly Gauging 18G 123 A Camshaft Liner Reamer
18G4S Valve Spring Compressor Fixture Basic Tool
Gl JM
18G 124B
18G 123 T Camshaft Liner Reamer 18G 124 B Camshaft Lin e r
Pilot Remover Replacer
Adaptor 18G 167 C Valve Seat Narrowing
Cutter Bottom
t
18G 134 BD Timing Case Oil Seal
Replacer Adaptor
18G 123 AB Camshaft Liner Reamer
Pilot 18G 124 C Camshaft Lin e r
Rem over Replacer
Adaptor
18G 174 Valve Seat Finishing 123 AC Camshaft
Pilot
Liner Reamer
18G 124 F
Camshaft Liner
R e mover Replacer laG 174
Adaptor 18G 134 CQ Crankshaft Rear Oil Seal
Replacer Adaptor 18GI74A Valv Seat Glaze Breaker
18G 123 AD Camshaft Liner Reamer
Pilot
18G 124 H
18i 120tH
Camshaft Liner
Remover Replacer
Adaptor
18G 167
Valve Seat Finishing Cutter
18GI74B
Valve Seat
Cutter Top
Narrowing
18G 124 A Camshaft Liner
Basic 18G 134 Bearings and Oil Seal
lfiG 134
18G 167 B
laG 1618
Valve Seat Narrowing 18G 174 C
Valve Seat Narrowing
Tool Replacer Basic Tool Cutter Top Cutter Bottom
18G 284 A
laG 284A
Main Bearing Cap Remover
18G 636 Transfer Pressure Adaptor
18G 174 D Valve Seat Cutter Pilot 210
I njector Nozzle Nut
18G 284 P I nj ector
Adaptor
Remover
18G 487 Injector Nozzle Cleaning Kit
18G 637 Assembly Rod
Spanner
18G 284 AC Main Bearing Cap Remover
Adaptor
18G 633 A DPA Assembly Base
18G 638 B Automatic Advance Gauge
18G 226 l Valve Rocker Bush
18G 226 A f
18G 284 AAF Crankshaft Spigot
Remover Adaptor
Bush
18G 634 Assembly Box Spanner
18G 639
Head Locating
Protection Cap
284 Impulse Extractor
Tool
laG 284
Basic 18G 388
Injector
Fixture
lflG3AA
Dismantling 18G 635
Hydraulic Drive
Protection Cap
Shaft 18G 640
Automatic Advance
Protection Cap
Plug
18G 691 A
Pilot Guide
18G 1195
1 tID
Clutch Plate 641 Assembly Drive Plate 18G 651 Drive Shaft Holding Tool
643 A
Metering Valve
Protection Cap
Pinion 18G 653 A
Relief Valve
Adaptor
Timing
AKM 9990 Timing Pin
18G 694 A Cylinder Head Nut
Crowfoot Wrench Special
Alternative Tool 18G 694
18G 646 Torque Spanner Socket
18G 655 A Drive Plate Screw Torque
Adaptor
MS67A Injection Timing Gauge
186 1004
18G 1004 Circlip Pliers Small
18G 647 Assembly Cap
18G 656 Maximum Fuel Adjusting
Probe
18G 648 A Universal
Gauge
Flange Marking
18G 690
End Plate Adjuster
18G 1108 Crankshaft Rear Oil Seal
Protector Sleeve
OTHER OVERHAUL
CONTENTS SECTION PAGE
MARINE ENGINE ELECTRICAL Q
Activation by Keyswitch 1980 onwards Q2
Activation by Fuel Pressure Q4
Acti vati on by Lube Oi 1 Q 6
COOLING SYSTEM R
TRANSMI SS IONS S
Type SAO S 9
SAl and SAO Clutch Adjustments S21
SAl and SAO Reduction Units S23
Paragon P21 Series Hydraulic S29
Warner Hydrau1 i c S 35
Short Profile Sailing Gear Q
MARINE ENGINE ELECTRICAL SYSTEM
ACTIVATION BY KEY SWITCH
Thjs 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
position
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 KEYSWITCH SECTION Q
SCHEMATIC DIAGRAM
1 Z VDC BATTERY ATTERY MTU
PREICAT
WI RI NG DIAGRAM
NOT USED OC
5U NOT D
WT5ENDER ORN
WATtR TtMPT
ITH Olt PRSURe
RN
SWITCH ALTERNATOR
i I
L I
tt OflTIONAL
W ALARM
ALARM o P sw
I A
I
fUEL SOL wa ONLV
PREHEAT SOL
SEENOTEa
0P5ENDER I PUR 12
ON EE NOTEA
NOT USED OON
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
START 5w PANEL ASSEMBLY
ITART 5W PREH WI
1 1
I 1
L J
L
OPfiONA
ALARM
pji I
ED I
I I
I I
GP SNDE I 5TARTER I
I 111 t I
i u I
I I
I I
I i
ltJ1l CHART FOR STARTER MOTORS rC HEATERS
r r
oE i rE i 41
0 I
11 JIHQW LGS J I PLLC IL I
I I
I I I I
I
1 I
I
I
I 1
I
I
I
I I
I
1 I
I
I 6
I I TRTR
t STAR1 ER
I An
I I
I I
I I
I I
I
L J
I I
L JI
L J I
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 engin 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 START
WTCH CttoLE
f r t
1 3 4
1 7 JB2 8 I i
4 TO
r
1 f
ENrle
C P SENDER W T SENDER
IECTllIIC fOJi
FUEL SOL
FOUR60 FOUR 91 FOUR154
FOUR230 SIX346
e 10W
plur
NOT u5tO I
1 1 I 1
1
1 1 1 I
1
1 1 1
I
1 1
I

1 1 I 1
L J 1
1 I
L J 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
ater 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
water and fresh water never mix water flow is divided prior to enter
with the result that the cooling ing 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 WATER 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 pos1t1e dlsplacement It is a rotary
from the engine through a fresh water pump w1th a nonferrous housing and a
cooled exhaust manifold a heat ex neoprene impeller The impeller has
changer in most cases an oil cooler flexible vanes which wipe against a
and returns to the suction side of 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 dry There should always be a spare
a cold engine most of the external impeller 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 olowig instructions are begins to open up allowing and lnd1cat1ve 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 inpeller
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
impel1er blades 1980 onward have a 006 diameter
hole 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 The hole is critical and replacement
for sea water flow when starting thermostats must be equal in this
the engine The absence of flow design indicates that the pump may not
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 WATER 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 head 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
5YSTEv1
FRESH
SINGLE PASS MANIFOLD
Note Drawing is indicative only Specific models may vary in detail
SURGE EXHAUST
TANK MANIFOLD
ilER
BOARD
EXCHANGER
FRESH FROM
WATER I C cI Jl SEA
PUMP M COCK
WATtR
PUMP
FILTER
I
RAW WATER
FROM SEA
COCK FRESH WATER
ENGNE 01 L
lLtXP
HYDRAULIC GEAR
IUSED ON HYD
RAU L Ie GEAR
Q1b COOLER If ONLY
SECTION YOUR NOTES
PARAGON P21 SERIES HYDRAULIC
I A Description Chart
MODEL REDUCTION RATIO DIRECTION OF ROTATION
P21L DIRECT ALL LEFT HAND
P22L 1 5 1 AS VIEWED FROM
P23L 21 THE OUTPUT END
P24L 2 5 1 OF THE TRANS
P25L 31 MISSION
B Model and Serial Numbers
Each reverse gear has a model number and
a serial number These numbers are on
the name plate located on the housing
of the MODEL AND SERIAL NUMBER CHART
DIRECT DRIVE MODEL AND SERIAL NUMBERS
P21 L 5J1234
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
P2 Gear Si ze 2
3 Redu ction
Gear
1 5 1 t
2 0 1
Reduction
Gear
L Left Hand Rotation Unit
5J5678 Trans
mission
Seriol
Si ze 251 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
Transmissions have been designed for smooth train The transmission oil is circulated and
operation and dependability in marine use The cooled through a seprate 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 furnished
separated from engine lubricating oil systems with either direct drive or reduction gears
Gear reduction ratios and oil under pressure is used to model numbers are listed in
engage a forward or reverse drive The for Section I under III INSTALLATION 4 Install and tighten
four bolts with lock
washers through the transmission
A The installation instructions below are for housing flange into the engine adapter
use when the original 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 trans
is to be adapted as nonoriginal equip mission housing flange
ment to a marine engine
D The transmission and propeller shaft cou
B It is important that the engine and trans pling must be carefully aligned before the
mission rotations are matched The direc propeller shaft is connected to the trans
tion of rotation of an engine is defined in mission in order to avoid vibration and
this manual as the direction of rotation consequent damage to the of the engine crankshaft as viewed from the engine and
boat hull during operation
output end of the transmission A clock To align the coupling move the propeller
wise rotation of the engine is a right hand shaft with attached coupling flange toward
rotation and a rotation of the transmission so that the faces of the
the engine is a left hand rotation propeller shaft coupling flange and trans
mission shaft coupling flange are in con
A letter R or L appearing on the tact The coupling flange faces should be
transmission serial number plate illus in contact throughout their entire circum
trated in Section I SPECI FICA TIONS ference The total runout or gap between
indicates whether the transmission is for the faces should not exceed 002 at any
use with a right or left hand rotating pOint If the runout exceeds 002 repOSi
engine tion the engine and attached transmission
by loosening the engine support bolts and
C The hydraulic transmission is attached to adding or removing shims to raise or lower
the engine in the following manner either end of the engine If necessary
move the engine sideways to adjust the
1 Insert two 312 studs in opposite runout or to align the coupling flange
transmission mounting holes in the faces laterally Tighten the engine support
engine adapter plate bolts and recheck the alignment of the
coupling before bolting the coupling flanges
2 Place the transmission against the studs together Connect the coupling flanges with
so that the studs go through two of the bolts lockwashers and nuts
matching holes in the transmission
E Connect the oil cooler lines to the trans
housing flange
mission
3 Slide the transmission along the studs F Connect the shift control cable from the
toward the engine so that the spline on cockpit control station to the transmission
the shaft at the front of the transmission control valve lever shown in Figure on
enters the matching splined hole in the page 5 Place the transmission control
engine vibration dampener valve lever in the neutral position and
adjust the shaft control cable length until or reverse position and should return
the cockpit control station hand lever is exactly to the neutral position when the
in the neutral position Move the cockpit hand lever is in the neutral position
control hand lever to forward and reverse
positions several times while observing the G Remove the oil dipstick shown in Figure
transmission control valve lever motion on page 5 and fill the transmission with
The transmission control valve lever should Type A transmission fluid to the mark on
move fully into forward or reverse position the dipstick Replace the dipstick in the
when the hand lever is moved into forward transmission OPERATION Starting Procedure
1 Always start the engine with the trans
Principle of Operation miSSion in NEUTRAL to avoid moving the
boat suddenly forward or back
The transmission forward and reverse drives
2 When the engine is first started allow it
are operated by transmission oil under pres
to idle for a few moments Stop the engine
sure An internal 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
distribution tube and relief valve The relief
valve maintains the oil pressure by remaining NOTE
closed until the oil pressure reaches 60 PSI ON SUBSEQUENT STARTUPS THE
When the rontrol lever is shifte1 to the TRANSMISSION OIL LEVEL MAYBE
forward position oil under pressure is de CHECKED BEFORE RUNNING THE
li vered to the multiple disc clutch piston ENGINE WHEN ENGINE OIL IS
which moves to clamp the clutch discs and CHECKED
planetary reverse gear case together The 3 Start the engine again with the transmission
discs nnd case then revolve as a solid cou in NEUTROL and allow the enginetowarm
pling in the direction of engine rotation The up to operating temperature
reverse drive is engaged by shifting the
control lever to the reverse position so that 4 Shift the transmission into FORWARD or
oil under pressure is delivered to the reverse REVERSE as desired If the engine should
piston The reverse piston moves to clamp stall when the transmission is shifted to
the reverse band around the planetary gear FORWARD or REVERSE place the trans
case preventing the planetary gear case mission in NEUTRAL before restarting the
from moving but allowing the planetary gears engine
to revolve to drive the utput or propeller It is recommended that shifting be done at
shaft in a direction opposite to the rotation speeds below 1000 RPM and preferably in
of the engine With the control lever in the the 800 RPM or idle engine range to pro
neutral pOSition pressurized oil is prevented long the life of the engine from entering the clutch piston or reverse and boat
EMERGENCY shifts may be at
band piston md the propeller shaft remains higher engine speeds but this is not a
stationary recommended MAINTENANCE are full If necessary refill
to the mark
on the dipstick to ensure proper operation
A Lubrication of the transmisSion The transmission oil
level should be checked each time the engine
The Models P200 P300 and P400 trans oil level is checked before running the
missions are units indepen engine
dent of the engine lubricating systems
The units are lubricated by pressure and by The oil in the transmission should be
splash from its own oil The type of oil changed every 100 hours or each season
recommended is Transmission Fluid under normal conditions However the
Type A commonly used for automatic number of hours that can be run between
transmissions in automobHes oil changes varies with tions Drain plugs
are located at the
The quantity of oil depends upon the angle bottom of the reverse gear housing and the
of installation as well as the reduction reduction gear housing
model The level must be maintained at
the mark on the dipstick and should be
checked periodically to ensure satisfac B Adjustments
tory operation
No adjustment is necessary for the FOR
When filling for the first time or refilling WARD drive multiple disc clutches and the
after an oil change 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
that the oil cooler and the various passages reyerse band adjustment is
OIL TO COOLER
COUPLING
FLANGE
C Trouble Shooting Chart
PROBLEM POSSIBLE CAUSES AND METHODS OF INOPERATiVE
Drive Shaft does not operate
with selector valve in forward 1 Low Oll Pressure a Low oil supply Add oll refer to
or reverse b Faulty oil gauge
Replace gauge
Oil gauge slow to register air or
obstruction in oll gauge line Clean
and bleed oil gauge line
c Plugged oil lines or passages
Clean lines or passages
d Oil pressure relief valve scored
and sticking Remove relief valve
Clean valve and valve bore in
control 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 Replace suction line
f Raw watar pump impeller worn or
damaged Replace impeller
g Clogged or dirty oil cooler element
Remove and clean
3 Reverse Band not
engaging Planetary a Reverse band lining worn out
Gear Cage Replace lining
b Defective reverse piston 0 ring
Replace 0 ring
4 Failure of Planetary Remove gear case assembly and check
Assembly for defective or damaged parts Replace
defective or damaged parts
5 Failure of Reduction Remove reduction gear assembly and
Gear check for defective or damaged parts
Replace defective or damaged 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 Inoperative 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 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 pres sure regulator and rotary lever does not have sufficient travel in
control valve All of these are con both directions This does not apply to
tained in a cast iron housing along with transmissions equipped with shafts and connectors to Gear electrical shift forward reverse and
A direct drive ratio is used all forward operation In reverse
the speed of the output shaft is equal to The properties of the oil used in the
input shaft speed but in the opposite transmission are extremely Helical gearing is used to to the proper function of the quieter
operation than can be system Therefore it is extremely
important that the recommended oil
obtained with spur gearing automatic transmission fluid ATF
Oil pressure is provided by the cres Type A be used
cent type pump the drive gear of
which is keyed to the drive shaft and PROCEDURE FOR at transmission input speed TRANSMISSION VVITH 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 be 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 ATF 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
LEVER
NING SCREW
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 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
In shifting position B see item 12 the torque is transmitted 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 beari ngs
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
16 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 e gearbox is NOT filled with oil for
shipment The actuating lever is mounted on the actuating
shaft
Before leaving the factory each transmission 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
Interchange the oil dipstick and the oil drain plug in this 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
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 Initial 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
200 inclination in
direction of shafts
Type A
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 0e
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
H BW 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 OVERHAUL
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 V
SERVICE BULLETINS
The following Bulletins contain supplementary and
updated information about various components and
service procedures which are important to the
proper functioning of your eng ine and its should familiarize yourself with the subjects
and make sure that you consult the s whenever your eng ine requires service
or 127
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
J H WESTERBEKE CORP
AVO OIeA NIt AIIOII MAee o 17 7700
CA TCOIt AVO rIl
PIN 11967
SERVICE BULLETIN V3
DATE 5674 BULLETIN NUMBER 69
MODEL All marine generators and marine engines
SUBJECT 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 water injected lIwet1I
exhaust system to prevent this problem requires that the sea water
inlet be positioned so that the entering stream of sea water does not
strike a surface directly Also the velocity of the entering sea
water stream should be as low as possible which is achieved by having
inlet fittings as big in diameter as possible
In addition to the above design it is usually advan
tageous to divide the sea water flow at the point of entry to the
exhaust system so that only a portion of it enters the exhaust system
The remainder is normally piped directly over the side The proper
proportion of the sea water flow to pass through the exhaust system
can only be determined by trial and error The goal is to prevent
excessive exhaust temperatures with the least amount of sea water
J H WESTERBEKE CORP
AVON NDUTRAI AR AVON iliA 02322 8f71 5887700
CAI Mi TCOR AVON TI1C 24444
PIN 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 di fferent
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 OIA CASE 2 38 OIA CASE 2 OIA CASE 2 OIA 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
Ja ter temp sender 11543 11915 16552 19169
Adapter ri ng to i n 16023 LAMP 16023 16023
stall 2 dia gauge in and and and
2 38 dia panel S8 44 AMP S8 44 S8 44
cutout
GND B SND LAMP
diagram LAMP
SNDB GND
SN B
Also see ND
S8 36
J H WESTERBEKE CORP
AIION INDUSTRIAL PARK AIION MASS 02322 517 5887700
CABLE WESTCORP AIION TELEX 19190
SERVICE BULLETIN V5
DATE August 27 1975 BULLETIN NUMBER 76
MODEL Four9l W30 W50 If fitted with thi s type Proper bleeding procedure for hydraulically governed fuel injection
pumps incorporating an engine antistall device
An antistall device is incorporated on fuel injection pumps fitted to the This device is located on top of the fuel pump governor
housing just
beneath the air vent bleed screw In fact the bleed screw and antistall device
are a complete assembly incorporating parts 1 2 and 3 as shown on the antistall device has a spring loaded pin which comes in
direct contact
with the top end of the fuel injection pump metering valve preventing rapid
upward movement of the metering valve to the fuel cutoff position during rapid
engine deceleration Rapid deceleration or rapid retarding of the this device installed would normally cause engine stalling should be noted here
that under normal bleeding procedures it is only neces
sary to bleed the bleed screw 5 shown on the if excessive air entering the injection pump makes it necessary to
bleed screw 1 in the diagram during the fuel pump bleeding procedure or tightening the bleed screw 1 two wrenches should be used One
is to loosen the bleed screw and one is to hold the antistall device body 2
to prevent it from turning and upsetting the adjustments If during the bleed
ing procedure screw 2 shown in the diagram is inadvertently turned in or clock
wise during bleeding the result will be excessive engine RPM which cannot be
controlled by retarding the throttle
If the adjustment of the antistall device has been disturbed or when installing
a replacement pump the procedure for resetting it is as follows
1 Loosen the locknut 3 sufficiently to enable the antistall device
body 2 to be unscrewed two complete turns
2 Set engine idle speed with idling stop screw 4 to 800 RPM
3 Turn the antistall device body 2 clockwise until there is a barely
perceptible increase in the idling speed Now hold device body 2
with wrench and tighten locknut 3
4 Accelerate the engine to maximum no load RPM and return the throttle
rapidly to the idling position Should the period of return from
maximum RPM to idling RPM speed exceed three seconds this is an
indication that the device has been screwed in too far However
should engine stalling occur this is an indication that the device
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 CABLE WESTCORP AVON TELEX 112 19329
SERVICE BULLETIN 76 conlt
has not been screwed in far enough In either case should be made accordingly
CAUTION Use extreme caution when tighteniny the locknut or the bleed screw
because the threaded boss that the assembly is screwed into is pressed
into the governor housing It is not an integral part Therefore if it is
loosened or turned through replacement of the complete governor
housing may become necessary
On all prewired engines dating from early 1975 onwards bleed screw 5 has
been relocated to the opposite side of the fuel injection pump
PN19329 82774 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 WPDl015 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
W120 45 KW 200 minimum 12 VDC
The ampere hour range shown is minimum There is no real maximum
J H WESTERBEKE CORP
AIION INDUSTRIA PARK AIION IIfASS 02322 ts71 5887700
CASE WESTCORP 112
PIN 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 NDUsrRAL AR AVON MASS 02322 71 5 7700
CAL wsrCOR 24444
PIN 20684
SERVICE BULLETIN V9
DATE April 4 1983 BULLETIN NUMBER 87
MODEL All Marine Alternator Output Splitter
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 Continued
J H WESTERBEKE CORP
AION INDueTRIAL AR AION MAee 02322ef7 5 7700
CAL WtEeTCOR AION TL1C This unit is sealed for maximum life and is not repairable
BY PASSING SPLITTER In the event of fai1ure batteries may be charged directly
from alternator by connecting either splitter terminal l 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 voltage state
of charge
SLITTER sTARTER
POWER DISC SW
I 8
STARTING
BATTERYS
POWER DISCONNECT
ro A SWITCH
PN206S4 SHI Ps
SERVICE
2 0 8 LOADS
5ERVI CE
BATTERYS
o
SEE NOTE
DRWG Jl 20 70 I
NOTE On Alternators which have an isolation diode between their output
and regulator terminals such as the Motorola units used with most WESTERBEKE
engines the regulator wire should be removed from the REG terminal and
reconnected to the OUTPUT terminal as shown The diode in the splitter will
provide an equivalent voltage drop
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 INDIJSTRIAL PARI AVON MASS 02322 fS7 5887700
CABLE WESTCORP AVON TELEX 92 21616
SERVICE BULLETIN
DATE June 22 1976 BULLETIN NUMBER 93
MODEL All
SUBJECT Adjusting Paragon P200 Series Reverse Band
If the boat moves forward when the gear is in neutral at proper idle
speed the reverse band may be out of adjustment When adjusting
be very careful not to get reverse band too tight or it will burn out
If the boat goes backwards when in neutral it may be too tight
The following adjustment procedure should only be carried out when it
is not possible to obtain the service of an authorized Paragon trans
mission service dealer
To Adjust
On the outside left side of the gear there is a bolt in the mounting
pad Under its head are 1 to 3 washers Remove one washer This
should stop forward boat movement But under NO circumstances use
fewer than one washer nor more than three
J H WESTERBEKE CORP
AION NDuaTRAL PARIC AION Aa 02322 8171 5887700
CABLE WETCORP AIONTELEX 21683
SERVICE BULLETIN
DATE September 9 1976 BULLETIN NUMBER94
MODEL All
SUBJECT Fuel Pressure Switch 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 PARK AVON IfASS 01131111 8171 5887700
CABLE WESTCOP AVDN TELEX 11
PIN 21564
OAT 11 VISION COD rUTHID lete
FUEL INJECTION PUMP
ON ENINE
9 I 1987 I flEt HD SCREW
89442 tT WASHER I
7 320 ORlrIIt l1OD I
11383 FUEL PRESSURE SWITCH I
5 1I5 PLUG
4 9321 0 RINt 91 O D I
3 9185 ADAPTER I
2 1f261 COPPeR Wt4SHee I
I 19204 SCReW ASs BleCD I
ITEU PART NO DESCRiPTION aT
IJ H WESTERBEKE CORP
AVON MA 02322
OKelMAL
AHGULA
o 7 rUWNG NUMm 21 7 4 3
MAD IN U A
KE po
SERVICE BULLETIN V15
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 piping 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 crcuit
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 bleding 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 engineheater combinations require that a bypass nipple be installed
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
W40 38 NPT
W 50 12 NPT
0158 12 NPT 12 NPT 34 NPT
HaQ 12 lpL 12 NPT 3fNPT
lHm 12 IJPT 12 NPT 34 IPT
Please see sketches on overleaf
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS OZ3ZZ f7 21814 CABLE WESTCORP AVON TELE 1C 8Z
ENI NE
THERMOSTAT
HOUSING
DUAL PASS MANIFOLD
INTERRUPT
LTERNATE
ONNECTIRUT AND
I HEATER
N SERIES ENGINE
THERMOSTAT
HOUSING
BYPASS
NIPPLE
EURE
PR SINGLE PA
CAP MUST MANIFOLD 55
ESSURE TAN 8E HIGHER
REMOn ENGINE CAP
TANK FILL
WATER H
ALrERNATf EATER
HIGHER
INST
ENGINE
EN IF HEATf
ESSURE IS
R COIL CA
P foi I
BYPASS NIPPLE
OPTIONAL COOLANT
SERVICE BULLETIN V17
DATE January 22 1980 BULLETIN NUMBER 104
MODEL Westerbeke 30 and 50
SUBJECT Sea Water Pump Pulley Set Screw PN 11357
The sea water pump pulley on the Westerbeke 30 and 50 engines is keyed to the
sea water pump shaft and locked in position with a heat treated 532 Allen head set
screw Westerbeke PN 11357
Particular attention should be paid to this set screw at the time of commission
ing of the engine and during regular servicing of the engine Ensure that it is tight
If not remove the set screw and apply a good locking liquid to the set screw threads
and reinstall and tighten with the aid of a 532 Allen wrench
PULLEY SEA WATER
PUMP
S SCREW
N 11357
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 S17 5887700
CABLE WESTCORP AVON TELEX 92
PIN 24293
SERVICE May 1 1980 BULLETIN NUMBER 107
MODEL All 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 INDUSTRIAL PARK AVON IIIASS 01322 fl171 887700
CA8LE WESTCORP AVON TELE 1C 82 4444
PIN 24707
SERVICE BULLETIN V19
DATE May 5 1980 BULLETIN NUMBER 108
MODEL ALL
SUBJECT Circuitry Change for Marine Propulsion Engines
With the W58 we introduce a new electrical circuit 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 wit an older engine and
new engines will not operate wth 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 INOUSTRIAL PARI AVON MASS OZ3ZZ 8f7 5B87700
CABLE WESTCORP AVON TELEX SCHEMATIC DIAGRAM
WIRING DIAGRAM
SERVICE BULLETIN V21
DATE 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 is 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 water 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 exchanger inlet
3 Water leaing 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
7 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
Continued
J H WESTERBEKE CORP
AVON INDUSTRIAl ARIC AVON MASS 02322 fl17 5887700
CABIE WESTCOR AVONTEIEX 824444
24721
2 A means of conveniently observing the water level in the
circuit
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
SySTM
EtlGINE
SeA WATER
PUMP
SERVICE May 20 1980 BULLETIN NUMBER 110
MODEL All
SUBJECT Ammeter Wire Sizes
Ammeters may be installed in conjunction with any Westerbeke marine diesel
engine or diesel generator set The range of the ammeter must be appropriate
for the maximum output of the alternator
Additionally the wire size for the alternator output 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
WIRE SIZE TABLE
Total Length MAXIMUM System of wire in I
Vol ts feet 35 40 55 60 70 85 120
12 1 to 5 12 12 12 8 8 8 6
12 5 to 10 10 10 8 6 6 6 4
12 10 to 20 6 6 6 6 3 2 1
12 20 to 30 6 4 4 2 1 1 1
12 30 to 40 4 2 2 1 1 0 0
24 1 to 5 14 14 12 12 10 10 8
24 5 to 10 12 12 10 10 8 8 6
24 10 to 20 10 8 8 6 6 4 4
24 20 to 30 8 6 6 4 4 4 2
24 30 to 40 6 6 4 4 2 2 0
32 1 to 5 14 14 12 12 10 10 8
32 5 to 10 12 12 10 10 8 8 6
32 10 to 20 10 8 8 6 6 4 4
32 20 to 30 8 6 6 4 4 4 2
32 30 to 40 6 6 4 4 2 2 0
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 CABLE WESTCORP AVON TELEX 82 4444
PIN 24737
SERVICE BULLETIN
DATE December 8 1983
BULLETIN NUMBER 130
MODEL W50
SUBJECT On Engine Fuel System Bleed Procedure
REFER TO THE ILLUSTRATION WHEN FOLLOWING THE PROCEDURE BELOW
1 After air has been bled from that portion of the fuel system between the
fuel tank and engine the use of the manual primer on the fuel lift pump
can aid in accomplishing this proceed to bleed point 1 with a 58 box
wrench Loosen this banjo bolt 1 2 turns Do not remove the bolt
from the filter Work the manual priming lever on the fuel lift pump
and purge all air out of the secondary filter until fuel free of air
bubbles flows from around this banjo bolt Once fuel free of air flows
from around the bolt retighten the bolt
NOTE 1 You may want to place a small plastic garbage bag
around and under the secondary filter with a few
paper towels to catch the fuel
NOTE 2 When working the manual priming lever on the fuel lift
pump move it with long and deliberate strokes NOT
rapidly In some rare instances the lift pump may
internally be at or near the maximum pump stroke
and no pumping action will be achieved using the
manual external priming lever making it necessary
to turn the engine over slightly with the starter
to reposition the pump internally
2 With the aid of a 516 box wrench or socket 14 Drive open the
bleedscrew 2 on the side of the fuel injection pump 1 or 2 turns
DO NOT remove the screw Again work the manual priming lever on the
fuel lift pump purge all air from this area of the
fuel injection pump and when fuel free of air flows retighten the
bleedscrew 2
NOTE Models with pushbutton starting refer to the inset
for point 2A located on the fuel pressure switch
manifold mounted at bleed point 2 on the injection
pump Bleed 2A as above
3 With the aid of 516 box wrench or socket 14 Drive open the
bleedscrew 3 and bleed this portion of the injection pump as in
Step 2
NOTE Ensure that the throttle is full open and the engine
shutoff lever is in the RUN position when proceeding
to Step 4 over
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 CABLE WESTCORP AVON TELEX fl2
PIN 33547
4 With the aid of a 516 box wrench or socket 14 Drive open the
11 11
bleedscrew 4 located at the base of the high pressure line 1 to 2
turns
NOTE DO NOT remove this bleedscrew At the same time with a
58 openend wrench loosen all four high pressure
injector line nuts 5 at the base of each fuel injector
1 to 2 turns With the engine starter bleed Point 4
on the high pressure line by cranking the engine over
with the starter motor and when fuel free of air flows
from bleedscrew 4 stop cranking with the starter and
retighten bleedscrew 4
5 Again crank the engine over with the starter until fuel spurts between
the 58 nut and the high pressure injector line at the base of each
injector Bleed Point 5 When fuel spurts between the line and nut
at each of these four points stop cranking and resecure these nuts
with the 58 openend wrench
NOTE Extensive torque is not required on these nuts to properly
seat the high pressure injector lines to the base of the
The engine is now ready to start Leaving the throttle in the
FULL OPEN position and ensuring that the engine STOP lever is in
the RUN position and the transmission is in NEUTRAL proceed to start
the engine Preheat as required and crank the engine over with the
starter Once the engine fires return the throttle to IDLE position
and ensure that proper engine oil pressure is achieved and that
raw water is being discharged with the exaust
Allow the engine to run at 10001200 RPM for five minutes to be sure
that all air has been bled from the fuel system
NOTE When routine servicing of the onengine secondary fuel
filter is being accomplished bleed points 1 and 2
should only be bled to ensure that all air has been removed
from the system No other bleed points need be bled at this
time
Owners may find it advantageous to daub white paint onto
each of the bleed points so if an unexpected problem
arises requiring engine fuel system bleeding these points
will be readily V27
SERVICE December 5 1984 BULLETIN NUMBER 139
MODEL All Propulsion and Generator HydroHush Muffl er Install ations
The illustrations shown with this text should be used as a guide when making
an installation of a HydroHush Muffler
When used in conjunction with propulsion engine the HydroHush Muffler should
be mounted close to the foreaft center line of the boat When used with a
generator unit the muffler should be as close as possible to the generator
All installations should be such that the entry of water into the engine exhaust
manifold and cylinders is prevented while under sail and at various angles of
heel from following seas when backing down or any other condition
Units installed with the exhaust injected exhaust elbow at or
below the water line of the vessel must install a vent or syphon break in the
sea water supply line to the water injected exhaust elbow The seawater supply
line must be looped above the water line a minimum of six 6 inches with the
vent or syphon break installed at the top of this loop
The vented loop when used can be a mechanical syphon break as shown in the
illustration or a simple tee arrangement with a small hose or tube 31614
inch 10 routed to the transom exhaust discharge or to a separate thruhull
fitting located above the water line This hose or tube must be routed in such
a way that it will drain of water when the engine is shut down and allow air
into the sea water supply hose and injection elbow
The syphon break or vent is installed to break the vacuum in the sea water
cooling circuit and thereby discourage syphoning of sea water through this
circuit and subsequently filling of the exhaust and engine cylinders with
sea water When used syphon breaks should be checked periodically for proper
operation and should be installed in a location where should they leak sea
water it would not leak onto the engine or its accessories
The syphon break or vent must be located above the vessels water line high
enough so as to remain above the water line at2llangles of vessel heel and
pitch
The HydroHush Muffler remains approximately 30 full of water after engine
shutdown when there is a maximum of 48 inches of lift on the discharge side
The installation information given in this text is to be used as a guide only
Westerbeke cannot be responsible in any way for muffler Wester
beke presumes the installer to have a basic knowledge of marine installation
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 6f7J 5887700
CABLE WESTCORP AVON TELEX 924444
HydroHush Muffler Installations Page 2
Use as few right angle fittings as possible The use of wire reinforced
hose is recommended and the hose should be routed to produce the bends
needed
The use of 90 and 45 fittings contribute to the rise of engine exhaust
back pressure Refer to the Unit Technical Manual for back pressure
The exhaust hose diameters shown are minimums Exhaust hose diameter for
the discharge hose will have to be increased if the length of run from
the HydroHush Muffler to the thruhull discharge is excessive 25 to 30
depending on the number of bends
CAUTION
THE SEA WATER PUMP WILL CONTINUE TO FILL THE EXHAUST SYSTEM WITH
SEA WATER DURING CRANKING THE ENGINE EXHAUST PRESSURE DURING
CRANKING Y NOT BE STRONG ENOUGH TO EXPEL THE WATER FROM THE
MUFFLER AND PREVENT THE SYSTEM FROM FILLING UP WITH SEA WATER
AND ENTERING THE EXHAUST MANIFOLD AND CYLINDERS
IF ENGINE CRANKING EXCEEDS 3040 SECONDS CLOSE
THE SEA WATER THRU HULL AND OPEN IT IMMEDIATELY AFTER THE ENGINE
STARTS
Page 3 V29
ENGINE
Insulate t
ENCINE INSTALLATIONS WITH EXHAUST MANI
FOLDWATER INJECTED ELBOW AT OR BELOW
VESSEL WATER LINE
ENCINE INSTALLATIONS WITH EXHAUST MANI
12 INJECTED ELBOW MINIMUM OF 6
INCHES ABOVE VESSEL WATER LINE
V30 Page 4
GENERATOR
Raw Water
Pump
Raw Water
Generator Installations with Intake Thru
exhaust injected Hull Fitting
elbow at or below vessel water
line Generator Below Water Line
Raw Water
Pump
Raw Water
Generator Installations with Intake Thru
Hull Fitting
exhaust injected
elbow minimum of 6 inches above Generator Above Water Line
vessel water line
SERVICE BULLETIN V31
DATE 12385 BULLETIN NUMBER 148
MODEL ALL PROPULSION ENGINES
SUBJECT FIELD PN 11917
The used in propulsion engine instrument panels contains
two separate electrical circuits with a common ground One circuit operates
the hourmeter and the other the tachometer The hourmeter circuit operates
on 12 charging voltage supplied to the terminal on the
back of the instrument
The tachometer circuit operates on AC voltage 68 volts fed from one of the
diodes in the alternator and supplied to the tach inp1I terminal while the
engine is running and the alternator producing battery charging voltage
130148 volts DC
The following are procedures to follow when a fault in
either of the two circuits in the HOURMETER
FAULT CHECK
1 Inoperative 1 Check for proper DC voltage between and
terminals
A Voltage present meter defective repair
or replace
B Voltage not present trace and
electrical connections for fault Jump
12 Volts DC to meter terminal to
verify operation
TACHOMETER
FAULT CHECK
1 Inoperative 1 Check for proper AC voltage between Tach Inp1I
terminal and terminal with engine running
A Voltage present attempt adjusting meter
through calibration access hole No results
repair or replace meter
B AC voltage not present check for proper
alternator DC output voltage
C Check for AC voltage at tach terminal
on alternator to ground
D Check electrical connections from tach
Inp terminal to alternator J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 6f7 5BB7700
CABLE WESTCORP AVON TELEX 924444
PIN 34791
2 Sticking 1 Check for proper AC voltage between tach inp
terminal and terminal
2 Check for good ground connection between meter
Terminal and alternator
3 Check alternator is well grounded to engine
block at alternator pivot bolt
3 Inaccurate 1 With handheld tach on front crankshaft pulley
retaining nut or strobe type tach read front
crank shaft pulley RPM Set engine RPM
with hand or strobe tach at 15001800 RPM
2 Adjust tachometer with small Phillips type
screwdriver through calibration access hole
in rear of tachometer covered with translucent
plug Zero tach and bring to RPM set by
strobe or hand tach Verify RPM at idle
and at high speed 25003000 RPM Adjust
tach as needed
Tachometer Input
AC Voltage
Terminal
Battery VoltageDC
Page 3 SERVICE BULLETIN 148
LATE MODEL TACHOMETER
Replaces Earlier Model as Shown on Page 2 of this Bulletin
Access Hole for
Tachometer Ground
Tachometer Input
AC Voltage

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