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Westerbeke Diesel W 58 Parts Manual


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        WESTERBEKE 58
         Marine Diesel Engine

              20.0 YD - 60 Hz
             20.0 WTA - 60 Hz
             16.0 WTA - 50 Hz

        Marine Diesel Generators

                   Publication # 24331
                      Edition Three
                    November 1990

         150J,OHN HANCOCK ROAD, TAUNTON, MA 02780-7319

        WESTERBEKE 58
         Marine Diesel Engine

              20.0 YD - 60 Hz
             20.0 WTA - 60 Hz
             16.0 WTA - 50 Hz

        Marine Diesel Generators

                   Publication # 24331
                      Edition Three
                    November 1990

         150J,OHN HANCOCK ROAD, TAUNTON, MA 02780-7319
       Introduction   Operation
       Installation   Maintenance


       Marine Engine Electrical System
       Cooling System (External)




Product software of all kinds, such as brochures, drawings,
technical data, operator's and workshop manuals, parts lists
and parts pr ice lists, and other information, instructions
and   specifications   provided   from  sources   other  than
Westerbeke, is not wi thin Westerbeke' s control and, accor-
dingly, is provided to Westerbeke customers only as a cour-
For example, components and sub-assemblies incorporated in
Westerbeke's products and supplied by others (such as engine
blocks, fuel systems and components, transmissions, electri-
cal components, pumps and other products) are generally sup-
ported by their manufacturers with their own software, and
Westerbeke must depend on such software for the design of
Westerbeke's own product software. Such software may be out-
dated and no longer accurate.       Routine changes made by
Westerbeke's suppliers, of which Westerbeke rarely has notice
in advance, are frequently not reflected in the supplier's
software until after such changes take place.
Westerbeke customers should also keep in mind the time span
between pr intings of Westerbeke product software, and the
unavoidable existence of earlier, non-current Westerbeke
software   editions   in   the   field.     Additionally,   most
Westerbeke   products    include    customer-requested   special
features that frequently do not include complete documen-

In sum, product software provided with Westerbeke products,
whether from Westerbeke or other suppliers, must not and can-
not be relied upon exclusively as the definitive authority on
the respective product. It not only makes good sense, but is
imperative that appropriate representatives of Westerbeke or
the supplier in question be consulted to determine the
accuracy and currency of the product software being consulted
by the customer.

         READ IT

     The diesel engine closely resembles the gasoline engine inasmuch
as the mechanism is essentially the same.   Its cylinders are arranged
above its closed crankcase~ its crankshaft is of the same general type
as that of a gasoline engine~ it has the same sort of valves,
camshaft, pistons, connecting rods, lubricating system and reverse and
reduction gear.
    Therefore, it follows to a great extent that a diesel eng ine
requires the same preventative maintenance as that which any intelli-
gent operator would give to a gasoline engine.      The most important
factors are proper maintenance of the fuel, lubricating and cooling
systems.   Replacement of fuel and lubricating filter elements at the
time periods specified is a must, and frequent checking for con-
tamination (i.e. water, sediment,etc.) in the fuel system is also
essential.   Another important factor is the use of the same brand of
"high detergent" diesel lubricating oil designed specifically for
diesel engines.
     The diesel engine does differ from the gasoline engine, however,
in the method of handling and firing its fuel.      The carburetor and
igni tion systems are done away with and in their place is a single
component - the Fuel Injection pump - which performs the function of
     Unremitting care and attention at the factory have resulted in a
Westerbeke engine capable of many thousands of hours of dependable
service. What the manufacturer cannot' control, however, is the treat-
ment it receives in service. This part rests with you!

    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 engine's
model 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 specifications as original equipment.
    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.       Additional
information is provided in the section titled Generator Sets,
Section T.


         Since the boats in which these engines are used are many
    and varied, details of engine installation are equally so.
    It is not the purpose of this section to advise boatyards and
    engine installers on the generally well understood and well
    developed procedures for installation of engines.    However,
    the following outline of general procedure is included
    because it is valuable in explaining the functions of each
    component, the reasons why, the precautions to be watched and
    the relationship of the installation to the operation of the
    engine.   There are details of the· installation which should
    have a periodic check and of which the operator should have a
    thorough understanding to insure good operating conditions
    for the engine and correct procedure for its servicing.

    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 transportation company, the
crate should be opened and an inspection made for concealed damage.
If either visible or concealed damage is noted, you should require the
delivering agent to sign "Received in damaged condition". Also check
contents of the shipment against the packing list and make sure note
is made of any discrepancies. This is your protection against loss or
damage. Claims for loss or damage must be made to the carrier, not to
J. H. Westerbeke Corporation.
     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 engine;
therefore, auxiliary slings are not required or desired.
     CAUTION:   Slings must not be so short as to place the engine
lifting eyes in significant sheer stress.        Strain on the engine
lifting 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 equipment
used is amply strong and firmly fixed in place.      Move the engine a
Ii ttle at a time and see that it is firmly supported.        Eliminate
possibility 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.      This accessory equipment
should be removed by a competent mechanic and special care should be

taken to avoid damage to any exposed parts and to avoid dirt entering
openings.   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 machi-

    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 its

    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
posi tion the boat may have to take
under the effects of rough seas.
The bed must keep the engine within
one or two thousandths of an inch
of this position at all times.   It
has to wi thstand 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
as in wooden hulls be formed and
fitted, then glassed to the hull
securely. This allows hanger bolts
to be installed firmly in wood,
thus reducing noise and transmitted                          8
     The temptation to install the
engine on a pair of fiberglas
"angle irons" should be resisted. Such construction will allow engine
vibrations 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 "B".

    Each Westerbeke Diesel engine is regularly fitted with a suitable
coupling 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 carefully
machined for accurate fit.
    For all engine models, a propeller half-coupling, 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 the
centerline or axis of the propeller shaft.
    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 conditions,
it is desirable to use a propeller which will permit the engine to
reach its full rated speed at full throttle under normal load.

    The engine must be properly and exactly aligned with the propeller
shaft.    No matter what material is used to build a boat it will be
found to be flexible to some extent and the boat hull will change its
shape to a greater extent than is usually realized when it is launched
and operated in the water.     It is therefore very important to check
the engine 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 bear ing 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 perfectly
     One particularly annoying result of misalignment may be leakage of
transmission oil through the rear oil seal.     Check to make sure that
alignment is within the limits prescribed.
     The engine should be moved around on the bed and supported on the
screw-jacks 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 the
foundation bolts until the approximate alignment has been accurately
     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 exactly
together at all points.      The two halves of
the propeller coupling should be parallel
within 0.002 inches (A).
    In making the final check for alignment,
the engine half coupling should be held in
one position and the alignment with the pro-
peller coupling tested with the propeller
coupling 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 alignment
remade.    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 re-align at a further
    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 these
strains.    This does not apply to small boats that are hauled out of
the water when not in use, unless they are dry for a considerable
    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 restr ictions 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 gradual
slope.   Avoid any depression or trough to the line which would fill
with water and obstruct the flow of exhaust gas. Also avoid any sharp
    Brass or copper is not acceptable for wet exhaust systems, as the
combination of salt water and diesel exhaust gas will cause rapid
deterioration.   Galvanized iron fittings and galvanized iron pipe are
recommended 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 and/or many elbows. It should
be increased by 1/2" in I.D. for every 10 feet beyond the first

10 feet.
    Most exhaust systems today use a water lift type muffler such as
the Westerbeke "Hydro-Hush".    In most installations there is a dry,
insulated 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 exhaust
system components rigidly from the engine manifold. Generally, it is
permissable to directly connect a pipe nipple and a water jacketed
exhaust 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 installed
between the manifold outlet and the exhaust system.

                                         WA T (II 0 I SCIoIAClC(

                                                                                          WATEQ. Llf'T   ['II~AUST   SVSH'"


                                                                   1-3/"" 0,0,

            STANDPIPE                               "HYDRO-HUSH MUFFLER"
    The exhaust system must be supported or suspended independently of
the engine manifold, usually using simple metal hangers secured to the
    All dry portions of the exhaust system should be wrapped in
suitable insulation material to keep surface temperatures as low as
    Many installations use flexible rubber exhaust hose for the water
cooled section of the exhaust line because of the ease of installation
and flexibility. Provide adequate support for the rubber hose to pre-
vent sagging, bending and formation of water pockets.
    Always arrange the rubber hose section so that water cannot
possibly flow back into the engine. Also make sure that entering sea
water cannot spray directly against the inside of the exhaust piping.
Otherwise, excessive erosion will occur.

    Back pressure must be measured on a straight section of the
exhaust line and as near as possible to the engine exhaust manifold.
The engine should be run at maximum load during the measurement
period. Set-up should be as shown below.
1. For normally aspirated engines:
         Pressure Test       Mercury Test     Water Column
         1-1/2" Max PSI      3" Mercury         = 39"
2.   For turbo-charged engines:
          Pressure Test       Mercury Test                                       Water Column
          0.75 Max PSI        1-1/2" Mercury                                      = 19-1/2"
Checking The Back Pressure
1. Exhaust pipe flange
2. Exhaust line
3.     Transparent   plastic  hose,
partly filled with water.
Measurement "A" may not exceed 39"
for normally aspirated engines and
19.5" for turbo-charged engines.

     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
str ainer should be of the type which may be wi thdr awn for cleaning
while the vessel is at sea.
     Water lines can be copper tubing or wire-wound, 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 re-aligned. 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 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 system.
Copper or galvanized fuel tanks should not be used.          It is not
necessary to mount the tank above the engine 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 already
installed above the engine level, it can be utilized in this position.
Great care should be taken to ensure that the fuel system is correctly
installed so that airlocks are eliminated and precautions taken
against dirt and water entering the fuel.
     A pr imary fuel filter of the water collecting type should be
installed between the fuel tank and the fuel lift pump. A recommended
type is available from the list of accessor ies.     The secondary fuel
fil ter 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, cleanliness
and care are especially important at the time when the fuel tank is
installed, because dirt left anywhere in the fuel lines or tank will
certainly cause fouling of the injector nozzles when the engine is
started for the first time.

    We recommend copper tubing together wi th sui table 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 and
connectors. The shut off valve in the line between the fuel tank and
engine 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 minimum
temperature, to eliminate "vapor locks".
    The fuel piping leading from the tank to the eng ine compartment
should 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 flexible
rubber hoses.

    The Westerbeke all-electric panel utilizes an electronic tacho-
meter with a built-in hourmeter.     Tachometer cables are no longer
required, except for the Skipper mechanical panel.     Mounted on the
panel are a voltmeter, water temperature gauge and oil pressure gauge.
Each instrument is lighted.   The all-electric panel is isolated from
ground and may be mounted where visible. It is normally pre-wired.

    Most Westebeke eng ines are supplied pre-wired and with plug-in
connectors.    Never make or break connections while the engine is
running.    Carefully follow all instructions on the wiring diagram
supplied, especially those relating to fuse/circuit breaker require-
    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, refrigerators, radios, depth sounders, etc.),
it is essential to have a complete, separate system and to provide
charging current for this by means of a second alternator or
"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 wiring
diagrams. Plan installation so the battery is close to the engine and
use the following cable sizes:
         #1        for distances up to 8 feet
         #1/0      for distances up to 10 feet
         #2/0      for distances up to 13 feet
         #3/0      for distances up to 16 feet

    The recommended practice is to have the stop-run lever loaded to
the run position and controlled by a sheathed cable to a push-pull
knob at the pilot station. The throttle lever should be connected to
a Morse type lever at the pilot station by a sheathed cable.
    The transmission control lever may be connected to the pilot sta-
tion by a flexible, sheathed cable and controlled by a Morse type
lever.   The single-lever type gives clutch and throttle control with
full throttle range in neutral position. The two-lever type provides
clutch control with one lever and throttle control with the other.
    Any bends in the control cables should be gradual.    End sections

at engine 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 transmission
is on the respective detent. Check the throttle control lever and the
stop-run 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.

     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 overfill.
Select 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 the
Transmission Section of this manual for details.
    Engine oil is not recommended because it can foam, and it can con-
tain additives harmful to some transmissions.
    If the engine is equipped with a V-drive, fill to the full mark on
the dipstick with the recommended lubricant specified on the data tag
on the V-drive housing.

    3.  Fill fresh water cooling system with a 50-50 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 3/8" above the battery
plates 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:   If there is no filter in the filler of the fuel tank, the
recommended 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.

    The fuel injection system of a compression ignition engine depends
upon very high fuel pressure during the injection stroke to function
correctly.  Relatively tiny movements of the pumping plungers produce
this pressure and, if any air is present inside the high pressure
line, then this air acts as a cushion and prevents the correct
pressure, 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 or


     1.   Initial Engine Start-up (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 filter/water 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 start-ups or for
resta~ting engines stopping due to lack of fuel.


1.   with the use of a 5/16 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 priming and gently tighten
     the bleed screw.

2.   With a 5/8 open end wrench loosen one to two turns the          nut
     securing the injector line to the injector (Bleed point B).

     Decompress the eng ine wi th the lever on the top of the cylinder
     head.  Crank the engine 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 5/8 nut and proceed with normal starting proce-

WESTERBEKE 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 1-2 turns (Bleed Point A).  With firm stroke on the fuel
     lift pump priming lever, bleed until fuel free of air bubbles
     flows from this point. Stop priming and tighten the bolt.

2.   On the fuel inj ection pump body is a 5/16 bleed screw (Bleed
     Point B).   This may be mounted on a manifold with a pressure
     swi tch.  Open th is one or two tur ns (do not remove it) and wi th
     the priming lever bleed until fuel free of air bubbles flows.
     stop priming and tighten the bleed screw.

3.   On the control cover of the injection pump (Bleed Point C) is a
     5/16 bleed screw. Open this screw one to two turns and proceed as
     in Step 2.   (Note: Bypass this bleed point on the W30 injection
     pump. )

4.   WSO injection pump only.      Open the S/16 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.

S.   With a S/8 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 procedures.

WESTERBEKE W13, 4.4KW, W21, 7.7KW, W27, 11.lKW, W33, 12.SKW (Figure 6)

These units are self-bleeding.
1. Turn the ignition to the ON position and wait lS-20 seconds.
2. Start the engine following normal starting procedures.

WESTERBEKE WS8 & WTO 20 (Figure 7)

1.   Open the bleed screw on the top inboard side of the engine-mounted
     secondary fuel filter one to two turns using a 10mm box wrench
     (Bleed Point A).    This fuel filter is equipped with a hand-
     operated priming pump.    with the palm of your hand, pump this
     primer until fuel free of air flows from this point. Stop pumping
     and tighten the bleed screw.

2.   With bleed screw A tightened, pump the hand primer several more
     times.   This primes the inj ection pump which is self-bleeding.
     The injection pump incorporates a feed pump which keeps the fuel
     system primed when the engine is running; thus, no external lift
     pump is required.

3.   Loosen the four injector line attaching nuts at the base of each
     injector (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 procedure.

              Figure 1                            Figure 2
Figure 3               Figure 6

Figure 4               Figure 7

Figure 5        Typical Mechanical Fuel
           16          Lift pump
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 shut-off is open.
S.   Check to see that the starting battery is fully charged, all
     electrical connections are properly made, all circuits in order
     and turn on the power at the battery disconnect.
6.   Check the seacock and ensure that it is open.
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"
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 engine starts, release the start switch and the
     preheat button and return the throttle to the "idle" position
CAUTION: 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 possible.
If the engine 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 pinion has stopped revolving
before again re-engaging the starter; otherwise, the flywheel ring
gear or starter pinion may be damaged.

Ensure that   the electrical connection   to   the   cold starting   aid   is
Extended 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 Westerbeke marine mechanic check your engine.

1.   Check for normal oil presure immediately upon engine starting. Do
     not continue to run eng ine if oil pressure is not present wi thin
     15 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 engine's 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 installation.)   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.

5.   Recheck Expansion 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 17s·F and add water to within one inch of
     top of tank.

WARNING:  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 counter-clockwise until the resistance of the safety stops is
felt.  Leave the cap in this position until all pressure is released.
Press the cap downward against the spring to clear the safety stops
and continue turning until it can be lifted off.

6.   Warm-up Instructions. As soon as posSible, get the boat underway,
     but at reduced speed, until water temperature gauge indicates
     130-1s0·F.    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 positive
overcenter locking mechanism.


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

5.   Close the seacock.

6.   Disconnect power to system with battery switch.


1.   Never run engine for extended periods when excessive overheating
     occurs, as extensive internal damage can be caused.

2.   DO NOT put cold water in an overheated engine.    It can crack 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 circulation.

6.   Keep the engine and accessories clean.

7.   Keep the fuel clean.   Handle it with extreme care because water
     and dirt in fuel cause more trouble, and service life of the
     injection system is reduced.

8.   Do not allow fuel to run low, because fuel intake may be uncovered
     long enough to allow air to enter the injection system, resulting
     in engine stoppage requiring system bleeding.

9.   Do not be alarmed if temperature gauges show a high reading
     following a sudden stop after engine has been operating at full
     load.   This is caused by the release of residual heat from the
     heavy metal masses near the combustion chamber.     Prevention for
     this is to run engine at idle for a short period before stopping
     it.   High temperature reading after a stop does not necessarily
     signal alarm against restarting.   If there is no functional dif-
     ficulty, temperatures will quickly return to normal when engine is

                       TEN MUST RULES

IMPORTANT                       IMPORTANT                     IMPORTANT
··· for your safety and your engine's dependability.

    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 immediately.

    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.

    After you have taken delivery of your engine, it is important that
you make the following checks right after the first fifty hours of its
    Note:   Transmissions generally require fluid change after the
first 25 to 30 hours of operation. Refer to the Transmission Section
of this manual for details.
Do the following:
1.     Retorque the cylinder head
2.    Retorque the rocker bracket
nuts    and   adjust    valve     rocker
3. Check and adj ust, if necessary,
the forward drum assembly and the
reverse band on manual SAO and SA-l
4. Change engine lubricating oil
and oil filter.
5. Check for fuel and lubricating
oil leaks. Correct if necessary.
6. Check cooling system for leaks
and inspect water level.
7.   Check     for   loose    fittings,
clamps, connections, nuts, bolts,
vee belt tensions, etc.        Pay par-
ticular      attention     to      loose
engine mounts engine mount fit-
tings.      These could cause mis-

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 on
4. 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 fluid.

Do the following:
1.   Check gener at or , alternator and sea water pump nV" 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 dipstick.
Refer to Specification page for proper quantity of oil.
Overfill. See Note.                                            --
                                                              Do Not

CAUTION:   The use of different brands of lubricating oils during oil
changes has been known to cause extensive oil sludging and may in many
instances cause complete oil starvation.
6.   start eng ine and run for 3 or 4 minutes.   stop eng ine 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.


7.  Clean Air Filter if supplied.    (Most models have an air silencer
that does not require cleaning.)    The time period for replacing the
air filter depends on operating conditions; therefore, under extremely
dirty 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 contains
water or sediment, filter bowl and secondary oil fuel filter need be
cleaned more frequently.
11. Replace secondary fuel filter element.
12. Replace air filter.
13. Change the fluid in the transmission.    Refer to the Transmission
Section of this manual for details.

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 reputable
make.   (Refer to Cold Weather Precautions.)
4. Start engine. When temperature gauge indicates l7S·F, 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 inj ectors with new sealing washer under each inj ector.
Turn engine slowly over compression.
9. Top off fuel tank completely so that no air space remains, thereby
preventing water formation by condensation.
10. 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 alignment.

                           LUBRICATING OILS
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 tem-
These   oils   meet   the  requirements   of   the   U.  S.   Ordnance
Specifications MIL-L-2104B (API Service CC).     Any other oils which
also conform to these specifications, but are not listed here, are, of
course, also suitable.

                                                 S.A.E. DESIGNATION
       COMPANY              BRAND             0·/4S·F 4S·/80·F OVER 80·F

American Oil Co.     American Supermil
                     Motor Oil                  lOW    20W/20     30
BP Canada Ltd.       BP Vanellus                lOW    20W/20     30
                     BP Vanellus              10W/30   10W/30   10W/30
Chevron Oil Co.      RPM DELO Multi
                     service Oil                lOW    20W/20     30
Cities Service Oil
Co.                  CITGO Extra Range          lOW    20W/20     30
Continental Oil
Co.                  CONOCO TRACON OIL          lOW    20W/20     30
Gulf Oil             Gulflube Motor Oil
Corporation          X.H.D.                     lOW    20W/20     30
Mobil Oil Company    Delvac 1200 Series        1210     1220     1230
Shell Oil Company    Shell Rotella TOil         lOW    20W/20     30
Sun Oil Company      Subfleet MIL-B             lOW    20W/20     30
Texaco, Inc.         Ursa Oil Extra Duty        lOW    20W/20     30


The following sections contain detailed
information relating to the proper opera-
tion characteristics of the major com-
ponents and systems of the eng ine.
Included are disassembly, rework and
reassembly instructions for the guidance
of suitably equipped and staffed marine
engine service and rebuilding facilities.
The necessary procedures should be under-
taken only by such facilities.
Addi tional operating characteristics are
included in the Operation Section of this
Any replacements should be made only with
genuine Westerbeke parts.

                           ENGINE DISASSEMBLY

Take the following precautions:

A.   Clean the exterior of the engine of any deposits of dirt and oil.
B.   Be careful not to damage each disassembled component part.
C.   Arrange parts in the order of disassembly. Mark or label parts as
     needed to insure proper mating and reassembly. Keep parts clean.

1.   Mount the engine on a suitable engine stand for disassembly.

2.   Drain   the  engine oil       and
     coolant from the engine       and
     heat exchangers.

3.   Drain all lubricant from the transmission.

4.   Remove engine wiring harness in
     its entirety.   Label terminal
     connections to insure proper                                                          I            :_.;:~~
     reattachment.                                                                 I
                                                                                                   ':' /
                                                                                                        --.         I
                                                                               I               ....             I
                                                                          I ..::'                           I
                                                                          I ,-.                         /

                                                                           I                   I

                                                              "           I /

5.   (a)   Remove marine transmission and related hardware.

     (b)   Remove starter motor.

     (c)   Remove engine heat exchanger and engine oil cooler.      If
           possible, leave one end of each hose connection attached to
           the part being removed.

     (d)   Remove engine bellhousing.

     (e)   Remove transmission damper plate.

     (f)   Remove flywheel.

6.   Remove engine backing plate.

7.   Unbol t  elbows at  head   and
     remove the exhaust manifold in
     its entirety.

8.   Remove the engine alternator and sea water pump.

9.   Remove the engine mounted fuel filter and fuel line to injection
     pump.  (Note arrangement of sealing washers on banjo bolts at fuel
     filter and injection pump.)

10. Remove the thermostat cover and the thermostat.     Leave temperature
    sending unit in place.

11. Remove the fresh water circulating pump.

12. Remove the air intake silencer.

13. Remove all the high pressure injector lines from the injection
    pump to the injectors. Leave the two upper line clamps in place.

   Note: Cap ends of the lines and the connections at the injection
   pump and at the injectors to prevent entry of foreign material.

14. Remove the intake manifold.
15. (a) Remove the fuel return line from the top of the injectors and
    from the fuel injection pump.   (Note washer arrangement on fuel
    return line banjo bolts.   Cap all openings on fuel return line,
    injectors and injection pump.)

    (b) Remove the fuel injectors,      dust   seals and   sealing washers
    from the cylinder head.

    (c)   Remove the glow plugs.

16. Remove the crankcase breather hose and rocker arm cover.
17. Remove the cylinder head.
   Note: Loosen the cylinder head bolts equally and gradually in the
   order shown in the figure.

    (a) Remove the rocker arm assembly.
    (b) Remove the valve stem caps      so as not to lose them when
    removing the cylinder head.  Label each cap as to which valve it

    (c) Remove the push rods.   Label each rod as to which valve it
    (d) Lift the cylinder head off the engine.
18. Remove the oil filter assembly.
19. Removal of the injection pump:

    Note:   Scribe mating marks on
    pump body flange and the timing
    gear   case   before   removal.


    (a)   Remove the cover (1) and the lock nuts (2).

    (b) Loosen the two inj ection
    pump hold down nuts (3).     Do
    not remove entirely.   The hold
    down nut on the engine side of
    the pump can be gotten at by
    using a 1/4" universal socket
    and extension with ratchet.

    (c) Remove the nut (4) and lockwasher (5) from the injection pump

      Note:   Take care not to drop nut and washer into timing gear case.

      (d)   Place the keyway on the
      injection pump shaft in the
      12: 00 pos i tion wi th the aid of
      the    front    cr ankshaft  pulley
      bolt     before     attempting   to
      remove the injection pump.

      (e) With the use of extractor #49 SEOI 157 apply sufficient
      pressure to loosen the pump from the keyed gear.    The loose hold
      down nuts will prevent the pump from falling from the engine.

      Note:   If an extractor is not available, replace the nut on the
      injection pump shaft loosely and with a nylon dr ift and hammer
      gently tap the injection pump shaft to dislodge it from the keyed
      drive gear.

      (f) Once loosened, remove the
      hold down nuts (3) and washers
      and carefully withdraw the pump
      from the dr i ve gear and eng ine
      so as    to avoid losing      the
      injection pump drive key inside
      the timing case.

20. Remove the front crankshaft pulley attachment bolt with the aid of
    a 38 mm socket and draw the pulley off the front crankshaft.

21. Remove the front timing gear cover.

22. Remove the      injection     pump   drive     gear      (I)    and    the   oil   baffle
    plate (2).

23.    Remove    the   centr al    idler        gear   and         idler   gear    spindle.

24. With a suitable puller remove crankshaft gear and key.
25. Remove camshaft gear using a suitable puller.
26. Turn the engine over and remove the oil pan.
27. Loosen the set screw (1), then remove the oil pump assembly.
28. Remove the camshaft carefully.   Insure that all the pushrod tap-
    pets are seated into the engine block prior to attempting to
    remove the camshaft from the block.

29. Remove the timing gear case
    from the front of the engine
    block. Discard the old gasket.

30. Remove the rear oil seal.
31. Remove the connecting rod bearing caps.
32. Remove the piston and connecting rod assemblies from the top of
    the cylinder block.
33. Remove the main bearing caps.
   Note:   Mark bearing caps to insure proper reassembly.

          ,....:.....   ...;.....

34. Remove the crankshaft.

35. Remove each valve from      the cylinder head assembly.       Use
    appropriate valve spring compressor to aid in disassembly.
    Arrange or label valves so as to replace them in the cylinder and
    guide from which they were removed.

36. Disassemble                     the   rocker   arm

37. Disassemble the piston
    ( a)    Using the piston ring
    remover,     remove . the piston
    (b)  Remove the wrist pin snap
    (c)Using a nylon drift, drive
    the wr ist pin from the piston
    and rod.

    Note:   If the piston pin is
    tightly fitted, heat the piston
    head with the aid of a hot
    plate or similar device.

                     ENGINE INSPECTION AND REPAIR

Cylinder Head

1.   Visual inspection
     Check the cylinder head for cracks or any other damage and,                   if
     necessary, repair or replace it.

2.   Distortion inspection
     (a) Measure the cylinder head surface distortion with a straight
     edge and the thickness gauge. Take 6 measuring positions as shown
     in the figure.
     (b)  If the distortion exceeds permissible limit, replace the
     cylinder head.   (The head has no allowance for planing and must be
     replaced, not renewed.)

     Distortion limit:   1,2 ············ 0.10 mrn (0.004 in)
                         3,4,5,6 ········ 0.25 mrn (0.010 in)

3.   Insert "inspection
     Check for cracks or damage on the insert and, if detected, replace

4.   Insert replacement:
     (a) To    remove   the   insert,
     place a suitable drift into the
     injection nozzle hole, then tap
     the drift with a hammer.
     (b) To install, set the insert
     in position and      insert  the
     welch washer into the insert
     guide hole.   Secure the welch
     washer by tapping the raised
     center of the welch washer.


     (1) Use new welch washer.
     (2)   Insert the welch washer so
     that   its   convex surface   is                  ~:

     toward the cylinder head gasket
                                                       ~    ,Dl'ec(JmbustiQR
                                                       ,         c/!;mrber
     (3) After installation, check
     to see if the inser t is com-
     pletely fixed in place.

Valve Seat

Note:   Valve seat inserts cannot be fitted to this engine.

1.   Valve seat angle
     (a) Valve seat angle is 45·
     and 30· respectively for intake
     and exhaust sides.    The stan-
     dard contact width of valve
     seat is 2.0 mm (O.OS in) for
     both intake and exhaust sides.
     (b)  If the valve margin is
     less   than   the   permissible
     limit, replace the valve.                       intake   exHaust

     Valve margin limit:   1.35 rom (0.053 in)

2.   Stem wear inspection                 \"-- ...
     If the valve stem is bent or
     its diameter is less than the
     limit, replace the valve.

     Stem diameter limit:
     Intake ················· 7.SS0 rom (0.3102 in)
     Exhaust ················ 7.S67 mm (0.3097 in)

Valve Spring

1.   Free length check
     Measure the free length of the
     valve spring and if free length
     is less than the limit, replace


     Inner spring: 43.6mm (1.717 in)

     Outer spring: 52.9mm (2.083 in)

2.   Squareness check                                             squarelf8SS limit
     Check the squareness of the
     valve spring and, if it is more
     than the limit, replace the


     Inner spring: 1.25mm (0.049 in)

     Outer spring: 1.37mm (0.054 in)

3.   Fitting pressure check
     Check the valve spring fitting         valve spring tester
     pressure with a valve spring
     tester and, if the pressure is
     less than the limit, replace
     the spring.

     Note:    Measure   the fitting
     pressure after compressing the
     spring several times.

                             Inner spring           Outer spring

     Fitting length              37.8 mm (1.49 in)  40.3 mm (1.59 in)
     Fi tting pressure   limit    10.3 kg (22.7 lb)   14.5 kg (32.0 lb)

Valve Guide

1.   Inspecting   clear ance between
     valve and guide:
     Check the clearance between the
     valve stem and the valve guide.
     If the clearance is more than
     the limit, replace the valve or
     valve guide.

Limit:       0.127 rom (0.005 in)

2.   Valve guide replacement
     (a)  To remove the valve guide, press out the valve guide towards
     the combustion chamber side, using the valve guide installer.
     (b)   Using the valve guide installer, press in the valve guide
     into the cylinder head until the valve guide height reaches the
     indicated scale on the valve guide installer.

     Note:   Be sure to press in the valve guide so that the inside
     chamber on the valve guide end faces to combustion chamber side.

     Valve guide remover and installer tool #49 0636 l65A
                                            #49 0636 165

Rocker Arm

1.   Visual inspection
     (a) Check each component part of rocker arm assembly for cracks
     or other damage.
     (b) Check if oil passages of rocker arm and shaft are clogging
     and, if necessary, repair or replace it.

2.   Inspecting clearance between rocker arm and shaft
     Check the clearance between the rocker arm and shaft and,     if it
     exceeds the limit, replace the rocker arm bushing or shaft.

     Clearance:   Standard - 0.016-0.061 mm (0.0006-0.0024 in)
                  Limit    - 0.07 mm (0.003 in)

3.   Rocker arm bushing replacement
     (a) Using the suitable man-
     drel, press out the bushing.
     (b) Aligning the oil passages
     of the rocker arm and bushing,
     press  the bushing    into the
     rocker arm.
     (c) After the rocker arm bush-
     ing has been replaced, ream the
     bushing bore with a reamer so
     that the clearance between the
     bushing and shaft becomes equal
     to the standard clearance.


1.   Visual inspection
     (a) Check the tappet for cracks and other damage and, if damaged,
     replace the tappet.

     (b) Check for abnormal wear of                                    limit:
                                               -~"'-7I~I·"'---i~~- O.Q04"/O.!Omm
     portion of tappets that contact
     with cam, and if anyone is
     abnormally worn, replace the

2.   Inspecting clearance between tappet and tappet bore
     Check the clearance between the tappet and tappet bore and, if the
     clearance is greater than the limit, replace the tappet or
     cylinder block.

     Clearance Limit:   0.10 mm (0.004 in)

Cylinder Block

1.Visual inspection
    (a) Check the cylinder block                  remove /oC/1ting dowels
                                                 beloM q&ing striig/ft-edge
    for cracks and damage.       If
    necessary, repair or replace it
    (b) Check to see that oil or
    cooling water passages are not
    clogged and, if clogged, remove
    wi th compressed air or a wire

2.   Distortion inspection                                                                 2
     Check the gasket face distor-
     tion of the cylinder block and
     if it exceeds the limit, repair                                                           :3
     or replace it.

 Distortion limit:

     (1)   (2)    0.10 mm (0.004 in)

     (3)   (4 )   0.25 mm   0.010 in)
                                             1                                             Z

Cylinder Liner


1.   Wear inspection
     (a) Measure the liner bore at
     three   positions   of    upper,                                                 -H+--lt'
     middle and lower portions with
     cylinder gauge in X-X' and Y-Y'
     directions as shown in figure.
     (b)   If wearing   exceeds   the                                         "I'
     limit, replace the liner.                   X-X"6 file fllrtMI diret:titIn

 Cylinder liner bore:
    Standard    88.925-88.950 mm (3.5010-3.5020 in)
    Wear Limit 0.20 mm (0.008 in)

2. Cylinder liner replacement
    (Hydraulic press or similar device is needed)

     (a) Attach the cylinder liner puller and installer to the lower
     rim of the cylinder liner, then press out the liner.
     (b)  Check for scr atches on the cylinder block side and, if any,
     remove them by using extremely fine emery paper with engine oil.
     (c)  To install the liner, apply the engine oil on the cylinder
     block bore and the liner exter ior, then set the liner on the
     cylinder block.
     (d)  Using the cylinder liner puller and installer, press the
     liner into the cylinder block.

     Note:     1) Press in the liner straight.
               2) When press fitting the liner, keep the pressure within a
                  range of 1-3 tons (2,200-6,600 Ib).

     (e)     Measure the liner protrusion and correct it if necessary.

     Protrusion - 0.101-0.000 rom (0.0040-0.0000 in)

Piston and Piston Ring

1.   Visual inspection
     Check the sliding surface and           ring    groove       of      piston    for   wear,
     scratches or any other damage.

2.   Inspecting    clearance     between
     piston and cylinder liner
     (a)   Check the clearance be-
     tween    the   piston     and   the
     cylinder liner by measuring the
     cylinder     bore    and     piston
     diameter and, if the clearance                 measure         I
     exceeds the limit, replace the
     cylinder liner or piston.
                                                    here          tV'"
     (b)   To   measure    the    piston                          0.7/1
     diameter, measure 18 mm (0.7                                18mm
     in) above from the piston bot-
     tom at     right   angle to the
     piston pin.

     Piston and cylinder clearance                    0.044-0.070 rom
                                                      (0.0017-0.0028 in)
     Standard piston diameter      88.872-88.898 rom (3.479-3.500 in)

3.   Piston ring inspection
     Check the piston ring for breaks, seizure and wear and, if any of
     these conditions exist, replace the ring.

4.   Inspecting clearance between piston ring and ring groove
     Check the clearance between the piston ring and the ring groove
     and, if it exceeds the limit, replace the ring.

Clearance limit:      0.30 rom (0.0118 in)

5.   Inspecting piston ring end gap
     (a)  Position the piston ring          into     the     bottom of        the    cylinder

     (b) Measure the piston ring end gap and, if it exceeds the limit,
     replace the ring.

     Piston ring end gap limit:

          1.5 mm (0.591 in)

     Be sure to position the piston
     ring below the ring sliding
     surface of the cylinder liner.

Connecting Rod

1.   Visual inspection
     Check the connecting       rod   for    cracks   or   other   damage       and,      if
     necessary, replace it.
                                                                         twist t:h8tJle
2.   Bend inspection
     Using a connecting rod aligner,
     check the bend and twist of the
     connecting    rod    and,    if
     exceeding the limit, repair it
     with a press or replace it.

 Bend limit:

     0.05 mm (0.002 in)
     per 100 mm (3.9 in)

3.    Inspecting clearance between
the   piston   pin  and   small end
    Check the clearance between the                                         1
    piston pin and the small end                                             I
    bushing and, if it exceeds the                                           1
                                                                    (J.(J/2 -10.17.;'9"
    limi t, replace the piston pin                                  o.dd05,o.OO/7mm
    or small end bushing.                                                   1
    Standard:         0.012-0.039      mm
    (0.0005-0.0015 in)
    L im it:     0 · 05 mm ( 0 · 00 2 in)

4.   Small end bushing replacement
     (a) Using a press, press out
     the bushing.
     (b) Align the oil passages of
     the connecting rod and the
     small end bushing; press in the
     bushing to the connecting rod
     (c) After a small end bushing
     has been replaced, ream the
     bushing bore to obtain the spe-
     cified clearance between the
     small   end  bushing   and  the
     piston pin.

5.   Inspecting connecting rod side
     Check the connecting rod side
     play wi th the dial gauge and,
     if   it   exceeds  the   limit,
     replace the connecting rod and

Side play limit: 0.40 rom (0.016 in)
6.   Inspecting connecting rod bearing
     Check the connecting rod bearing for peeling and thermal damage.
     If it is severe, replace the bearing.

7.   Inspecting    connecting   rod
     bearing clearance
     Using the plastigauge, measure
     the oil clear ance of the con-
     necting rod bearing and, if it
     exceeds the limit, replace the
     connecting rod bearing.

Connecting rod cap
Tightening torque: 7.8-8.0 m-kg (56-58 ft-lb)

Oil Clearance
Standard: 0.0"12-0.031 rom (0.0005-0.0012 in)
Limit:   0.05 mm (0.002 in)

1.   Visual inspection
     (a) Check the crankshaft for cracks or other damage.        If
     necessary, replace the crankshaft.
     (b) Check for clogging of oil passages and, if clogged, remove
     with compressed air or wire.

2.   Runout inspection                                   t:1'IInkslm/t runout
     Check  the   cr ankshaft runout
     and, if it exceeds the limit,
     replace the crankshaft.
Runout limit: 0.05 mm
              (0.0012 in)

3.   Inspecting crank pin and jour-
     Measure the diameter of each
     cr ank pin and cr ankshaft main
     journal and, if the diameter is
     less than the 1imi t, ref inish
     the crank pin and main journal
     to size for the next undersize
     bearing.                                         R"O.I4O/0./~7N(.J, 'TI/J,99mm)

     Crank pin standard diameter            Wear limit
          57.112 - 57.125 mm)                 0.05 mm
          (2.2485 - 2.2491 in)              (0.002 in)
     Main journal standard diameter         Wear limit
           69.812 - 69.825 mm                 0.05 mm
          (2.7485 - 2.7491 in)              (0.002 in)

    (1) For the measurement on both crank pin and main journal,
    measure them at vertical and horizontal directions on front and
    rear places.
    (2) When refinishing the crankshaft, finish nR" portion as shown
    in the figure.
    (3) Refer to the table for refinishing dimensions of crankshaft
    where undersize bearing is used.

           Undersize bearing        Crank pin diameter
           0.254 mm (0.01 in)       56.868-56.871 mm (2.2389-2.2391 in)
           0.508 mm (0.02 in)       56.604-56.617 mm (2.2285-2.2312 in)
           0.762 mm (0.03 in)        56.350-56.363 mm (2.2185-2.2191 in)

           Undersize bearing        Main journal diameter
           0.254 mm (0.01 in)       69.558-69.571 mm (2.7385-2.7391 in)
           0.508 mm (0.02 in)       69.304-69.317 mm (2.7182-2.7291 in)
           0.762 mm (0.03 in)       69.050-69.063 mm (2.7185-2.7191 in)

4.   Inspecting crankshaft end play
     Check the end play of the crankshaft and, if the end play exceeds
     the limit, replace the thrustwasher with 0.178 mm (0.007 in) over-

     Standard:         0.14 - 0.39 mm (0.0055 - 0.0153 in)
     End play limit:   0.40 mm (0.0157 in)

5.   Inspecting main bearing
     Check the main bear ing for peeling,    seizure   or   fusion   and,    if
     necessary, replace the bearing.

6.   Inspecting main bearing
     Using the p1astigauge, measure
     the oil clearance and, if it
     exceeds the limit, replace the
     main bearing.

     Main bearing cap:
          Tightening torque:        11.0-11.7 m-kg (80-85 ft-lb)

     Oil clearance:
          Standard:                 0.059-0.090 mm (0.0020-0.0040           in)
          Limit:                    0.12 mm (0.005 in)


1.   Visual inspection
     Check the camshaft for cracks and damage.     If necessary, replace
     the camshaft.

2.   Inspecting cam height
     Measure the cam height and, if
     it is less than the limit,
     replace the camshaft.

     Cam height limit:

     42.478 mm (1.6724 in)

3.   Inspecting camshaft journal
     Check the camshaft journal      and,       if   wearing   exceeds   the   limi t,
     replace the camshaft.

               Diameter of Journal                         Wear Limit

     No. 1     51.910 - 51.940 mm
               (2.0437 - 2.0449 in)

     No. 2     51.660 - 51.690 rom
               (2.0339 - 2.0351 in)                        0.008 mm
                                                           (0.0003 in)
     No. 3     51.410 - 51.440 rom
               (2.0240 - 2.0252 in)

     No. 4     51.160 - 51.190 mm
               (2.0142 - 2.0154 in)

4.   Inspecting camshaft oil clearance
     Check the oil clearance of camshaft by measuring the camshaft bore
     in the cylinder block and camshaft journal diameter.    If the oil
     clearance is more than the limit, replace the camshaft or cylinder

     Oil clearance limit:    0.145 rom (0.0057 in)

5.   Inspecting camshaft runout
     Check the camshaft runout and,        if    it exceeds the limit,         replace
     the camshaft.

     Runout limit:   0.08 mm (0.003 in)

6.   Camshaft front bearing replacement
     (a) Mount the camshaft assembly in a vise equipped with copper or
     aluminum plate, then remove the bolt (1), lock plate (2), cam
     gear (3), thrust plate (4), bearing outer face (5) and key (6).
     (b)  Using a press, press out the bearing.
     (c) Check the removed parts for wear or other damage and replace
     the parts as necessary.
     (d)   Install the bearing onto the camshaft with a press.
     (e) Assemble the thrust plate and camshaft gear onto the

     Camshaft gear tightening torque:          6.4-9.5 m-kg (46-69 ft-lb)

7.   Inspecting camshaft end play
     Measure   the   end   play   of
     camshaft with     the thickness
     gauge and if the end play is
     more than the limit, replace
     the thrust plate.
     End play limit:

     0.3 rom (0.012 in)

Idler Gear and Idler Gear Spindle
1.   Visual inspection
     (a) Check the damage on bushing inner surface of idler gear and
     the spindle sliding surface and, if necessary, replace the idler
     gear or spindle.
     (b) Check the oil passage for clogging and, if necessary, clean
     the passage with compressed air or wire.

2.   Inspecting   clearance  between
     bushing and spindle
     Check the clearance between the
     idler gear    bushing and the
     spindle and, if it exceeds the
     limi t, replace the idler gear
     or spindle.

          Standard:   0.034-0.084 rom
                  (0.0013-0.0033 in)

          Limit:   0.15 rom (0.004 in)

1.   Visual inspection
     Check   each    gear    tooth       for     cracks    or   other   damage.

2.   Inspecting end play of idler
     Check the end play of the idler
     gear and, if it exceeds the
     limit, replace the thrust plate
     or idler gear.

     Thrust    plate    idler    gear
     tightening torque:
      2.3-3.2 m-kg (16.6-23.1 ft-lb)
     Standard end play:

     0.15-0.30 mm (0.0059-0.0118 in)
3.   Inspecting backlash between gears
     Check the backlash between each gear and, if it exceeds the limit,
     replace the gears.

     Note:   Before inspecting the backlash, check the end play of the
     idler gear and clearance between the idler gear bushing and
     Standard:         0.10 - 0.17 mm (0.004 - 0.007 in)
     Backlash limit:   0.30 mm (0.012 in)

Push Rod

1.   Visual inspection
     Check the push rod for     damage on both ends.   If it is severe,
     replace it.

2.   Bend inspection
     Check the push rod for bend
     and, if it exceeds the limit,
     replace it.
     Bend limit: 0.19 mm (0.0075 in)

Timing Gear Cover
1.   Inspecting timing gear cover
     Check the timing gear cover and oil seal         for   any damage.   If
     necessary, replace the cover or oil seal.

2.   Oil seal replacement
     (a) To remove the oil seal,
     use the oil seal puller and
     installer and pullout the oil
     (b) To    install,   apply   the
     engine   oil   on    the   outer
     periphery of the oil seal, then
     press in the oil seal with oil
     seal   puller   and   installer.

Rear Oil Seal

1.   Inspecting oil seal
     Check the oil seal lip for wear or other damage and, if necessary,
     replace it.
2.   Oil seal replacement
     (a) Upon inspection, finding
     the   existing    seal   worn   or
     frayed,     pick the old seal
     halves out of their grooves and
     thoroughly    clean    the   half-
     housings.                                                  housing bolt.
     (b) Wi th half-housing held in                            seBl nOr.Js;ng
     a soft-jawed vise and the seal                            cramp boft
     recess uppermost, settle one
     inch (25 rom) of the seal wick
     at each end into the groove.
     Make certain that each end of
     the seal projects 0.010/0.020
     inches   (0.25/0.51 rom) beyond
     the joining faces of the two-
     piece housing.
     (c) Press the remainder of the seal wick into the groove starting
     from the center and working outwards.
     (d) Using a suitable round bar, roll and press the seal into
     place in both half-housings.
     To refit the assembly:
     (a)   Thoroughly clean the butt joint between the half-housings.
     (b)   Lightly coat the butt joint faces with a liquid gasket com-

     pound similar to Dow Corning "Silastic 732 RTV" adhesive/sealant.
     Lubricate the exposed diameter of the wick seals with graphite
     (c) Oil the crankshaft at the oil return groove. Place the half-
     housings in position against the gasket and the engine block and
     locate all the bolts into the block and bear ing cap face finger
     tight only.
     (d) Tighten the clamping bolts to a temporary torque of 0.55 -
     0.83 kgf m (4 - 6 lbf ft).
     (e) Tighten the bolts in the block and cap to a torque of
     1.66 kgf m (12 lbf ft).
     (f) Finally, tighten the clamping bolts to a torque of 1.66 kgf m
     (12 lbf ft).

Oil Pump

1.   Checking
     Visually check the disassembled
     parts and replace faulty parts.
     Check the sliding surface of
     pump cover with special care
     and replace the cover if the
     surface has steps or excessive
     streaks.     {Minor steps and
     streaks may be repaired by
     rUbbing them with a compound on
     a surface plate.

2.   Clearance between pump body and shaft
     Measure the above clearance with a dial gauge and magnet base.

     Clearance limit:   0.1 mm (0.0039 in)

     When the clearance exceeds the limit, replace the pump drive shaft
     inner rotor, pump body and drive gear.

3.   Clearance between inner rotor
     and outer rotor
     Check the clearance between the
     lobes of the rotors with a
     feeler gauge. If the clearance
     exceeds the limit, replace both

     Clearance limit:

           0.3   rom    {0.012   in)

4.   Clearance between outer rotor and pump body
     Check the clearance between the outer rotor and pump body with a
     feeler gauge.   If the clearance exceeds the limit, replace the
     rotor or pump body.
     Clearance limit:      0.3 mm (0.012 in)

5.   Clear ance    between  rotor  and
     pump cover
     Check the end float of the
     rotors.     Place a straight edge
     across     the   pump   body  and.
     measure the clearance between
     the rotor and straight edge               I
     wi th a feeler gauge.      If the
     clearance exceeds the limit,
     replace the dr i ve gear, dr i ve
     shaft, inner rotor, outer rotor
     and pump body.

     Clearance limit:
           0.15 rnrn (0.006 in)

6.   Free length of plunger spring
     Check the relief valve for worn
     plunger and fatigued spring.

     Spring free limit:

           40 rnrn (1.61 in)


Assemble in     the   reverse   order   of

Note:   When installing the rotors
into the body, be sure that the
tally marks on the rotors are posi-
tioned toward the cover.

     Cover tightening torque:
     0.8 - 1.2 m-kg
     (5.8 - 8.7 ft-lb)


Install in the reverse order of removal.

Oil Pressure

1.   Remove the oil pressure sender,                           ~OIP./I"'Z
     then install a mechanical oil                             .3';kglcm2
     pressure gauge instead of the                             Z400rpm

2.   After warming up engine, set
     the eng ine speed to 2400 RPM,
     then   read  the oil pressure

     Oil pressure:   3.5 kg/cm 2 (50 Ib/in 2 ) or more at 2400 RPM

                            ENGINE ASSEMBLY

Take the following precautions:

A.   Be careful not to mix bolts and nuts. Metric and S.A.E. bolts are
     used on various engine assemblies.
B.    During assembly, recheck clearances and insure parts are being
     assembled in their proper order and facing in the correct direc-
     tion in relation to the engine block, e.g., pistons, piston rings,
     bearings and bearing caps.
C.   Apply 1ubr icating oil to moving parts dur ing assembly.    Insure
     that moving parts, when assembled on the engine, rotate or slide
     and are not subject to binding or excessive tension.
D.   If there are mating marks scribed during disassembly, reference
     them correctly for assembly.
E.   Use new gaskets, lockwashers, o-rings, etc.
F.   Tighten the bolts and nuts on important parts of engine to spe-
     cified torques using a reliable torque wrench.
G.   Use liquid sealants when required on nuts, bolts and gaskets.
     Refrain from using tape sealants.

1.   Install the valves in cylinder
     Using the valve spring lifter
     arm and pivot, assemble the
     valve, lower spr ing seat, oil
     deflector, inner valve spring,
     outer   valve   spring,   upper
     spring seat and taper sleeve in
     this order.
                                                   ~---   spring washer
     Note: The oil deflector should                 ~--~irclip

     be   installed on the   intake
     valve only.

2.   Assemble the rocker arm shaft, rocker shaft brackets and rocker
     arms.   Note that the front end of the rocker shaft is identified
     by a pin protruding from the top and a larger oil hole between the
     supply holes serving #1 and 2 rocker arms.    This pin fits a slot
     in the #1 rocker shaft support which prevents the shaft from
     turning and cutting off the lube oil to the rocker arms and

3.   Assemble the connecting rod,
     piston and piston rings.
     (a) Arrange the piston and the
     connecting rod as shown in the
     figure and, using the piston
     pin   installer,   insert  the                             ~   3rd
     piston pin through the piston
     and connecting rod until the
     piston pin circlips can be
     (b)      Fit  the   piston pin
     circlips to their respective

     (c)  Install the piston rings to ring grooves on the piston wi th
     the inscription mark on ring upward.

4.   Illstall the crankshaft.

     Note:   Do not apply oil to the backsides of main bearing shells.

     (a)  Fit the main bearings on the cylinder block and the bearing
     caps respectively.  Check that the oilways align perfectly wi th
     those in the block.

     (b)   Fit the thrustwashers to
     the cylinder block so that the
     oil grooves on thrustwashers
     face to crankshaft side.
     (c) Position the crankshaft to
     the cylinder block, being care-
     ful not to drop the thrust-
     washers   as   the   crankshaft
     settles into place.

     (d)   Fit the thrustwasher to
     the main bearing cap so that
     the oil grooves on thrustwasher
     face to crankshaft side.   Then
     install the main bearing cap to
     the cylinder block with arrow
     mark of the main bearing cap
     facing the crankshaft pulley

     Main bearing cap tightening torque:
          11.0-11.7 m-kg (80-85 ft-lb)
5.   Install the rear oil seal.   Apply engine oil to oil seal lip.
6.   Install the piston and connecting rod assembly.
     (a)   Place the piston rings so that the ring ends are properly
     spaced around the circumference of the piston as shown.
     (b)   Using a ring compressor,   fit the piston into the cylinder
     in the position as is shown in Figure

     (c)   Install the caps to the
     connecting rods, ensuring that
     the identification numbers on
     the cap and connecting rod are

     Cap tightening torque:
          8.2   9.0 m-kg
          (59 - 65 ft-lb)

7.   Install the idler gear spindle.    Align the oil passages of the
     idler gear spindle and cylinder block.

8.   Install the timing gear case.    Attach the straight edge on the
     cylinder block, then match the surfaces of the timing gear case
     end and that of the cylinder block.   If the gasket protrudes from
     the   mating  surface,  cut  away   the   excess  with   a  knife.

9.   Installation of the crankshaft
     (a) Insert the tappet into the
     cylinder block.
     (b)  Insert the camshaft into
     the cylinder block.
     (c) Install     the    camshaft
     thrust plate.
     Thrust plate tightening torque:
           1.6-2.4 m-kg
           (11.6-17.4 ft-lb)

10. Install each gear.
    (a) While aligning the timing mark of each gear, install the
    following gears on each position.
          (1) Timing gear
          (2) Cam gear
          (3) Idler gear
          (4) Injection pump drive gear
    (b)  Install the idler gear thrust plate, then tighten the nuts.

     Tightening torque:   2.3 - 3.2 m-kg (16.6 - 23.1 ft-lb)
     (c)   Tighten the camshaft gear attaching bolts.

     Tightening torque:   6.4 - 9.5 m-kg (45 - 51 ft-lb)

   (d)  Mount the injection pump on the gear case, then tighten the
   pump drive gear attaching nuts.

   Tightening torque:   4.0 - 7.0 m-kg (29 - 51 ft-lb)

   (e)   Install the oil deflector
   on the crankshaft.

11. Install the timing gear cover.
    (a)  Install the bearing housing cover on the timing gear cover.
    (b)  Install the injection pump drive gear cover on the timing
    gear cover.
    (c)  Install the timing gear cover and tighten the timing gear
    cover attaching nuts and bolts after the crankshaft pulley has
    been installed temporarily to center the seal.

   Timing gear cover tightening torque:   1.6-2.4 m-kg
                                          (11.6-17.4 ft-lb)

12. Install the crankshaft pulley, then temporarily tighten the pulley
    attaching bolt.
13. Mount the oil pump.    Apply the sealing agent on set screw thread
    and tighten the screw.

14. position the oil pan gasket
    (a) position the gasket ends
    (A) on the gaskets (B) and (e).
    (b) Apply the sealing agent on
    mating surfaces of gasket and
    that between the cylinder block
    and   the  timing  gear   case.               ©

15. Install the oil pan.

    Tightening torque:     1.60-2.30 m-kg (12-17 ft-lb)

16. Attach the backing plate.

    Tightening torque:

          3.3-4.8 m-kg
          (23.9-34.7 ft-lb)

17. Install the flywheel.
    (a)    Install the flywheel onto
    the rear end of the crankshaft.
    (b)    Install   the   tabwasher
    plate     (PN  31166)   and  the
    flywheel bolts and torque the
    bol ts ·   Bend the tabwasher to
    lock the bolts in place.

    Tightening torque:     80-85 ft-Ib

    (c)   Tighten the front crankshaft pulley bolt.

    Tightening torque:     35-40 m-kg (253-289 ft-Ib)

18. Install the two tubular dowels adjacent to cylinders 1 and 4 if
    they were removed earlier during disassembly. position the gasket
    on cylinder block. Do not use any liquid seal or cement.

19. position the cylinder head.

20. Insert the pushrod.   Check if push rod is securely set in the tap-
    pet concavity.


21. position the valve cap on the top of valve stem.

22. Install the rocker arm assembly onto the cylinder head.   Remember
    that the end of the rocker shaft having the pin occupying the slot
    in #1 rocker support points toward the front (fan pulley) end of
    the engine.

23. Tighten   the   cylinder   head
    bolts.   Tighten the cylinder
    head   bolts  evenly    in  the
    sequence shown in the figure.

   Tightening torque:

         11.8-12.5 m-kg
         (85-90 ft-lb)

24. Adjust valve clearance.
    (a) Set the piston of No. 1
    cylinder at TDC of compression
    stroke and adjust the valve
    clearances on 1, 2, 3 and 6
    (b) Set the piston of No. 4
    cylinder at TDC of compression
    stroke    and   adjust    valve
    clearances on 4, 5, 7 and 8.
   Note:     Valves are numbered
   1 - 8 from front of engine.
   Valve clearance (cold)
        Intake    .30 mm (0.12 in)
        Exhaust   .30 mm (0.12 in)

25. Install the thermostat and thermostat housing.
26. Install the fresh water pump assembly.
   Tightening torque:   1.6-2.3 m-kg (12-17 ft-lb)

                                                               ~ O.205~ 5,Z!mm
                                                               t    S.T.D.C.

27. Adjust the injection timing.

28. Mount the oil filter bracket and oil filter.       Install new filter

29. Mount the front engine mounting bracket.

   Tightening torque:   4.6-6.8 m-kg (33-49 ft-lb)

30. Install the intake manifold.

   Tightening torque:

         1. 6-2.4 m-kg
         (11.6-17.4 ft-lb)

31. Mount the fuel filter assembly.

32. Install the fuel inj ection nozzles and fuel over flow pipe.  Use
    new sealing washers throughout, in the same order as were the old

    Injection nozzle hold down nuts torque:       1.6-2.4 m-kg
                                                  (11.6-17.4 ft-lb)

33. Install the glow plugs and connectors.

   Glow plug tightening torque:      1.0-1.5 m-kg (7.2-10.8 ft-lb)

34. Mount the rocker arm cover and crankcase vent hose.

    Rocker arm cover tightening torque:     0.25-0.40 m-kg
                                            (1. 8-2.9 ft-lb)

35. Connect the fuel line to the engine mounted fuel filter               and the
    line to the injection pump. (Use new sealing washers.)

36. Connect the high pressure injector lines from the injection pump
    to injectors. Reinstall line clamp.

   Torque attaching nuts:      2.5-3.0 m-kg (18-22 ft-lb)

37. Install the bellhousing.

38. Install the air intake silencer.

39. Mount the engine heat      exchanger   and   engine    oil   cooler   on   the
    flywheel bellhousing.

40. Install the alternator and drive belt. Insure the belt is in
    proper alignment with the fresh water circulating pump pulley and
    crankshaft pulley. Check tension.

41. Install the raw water pump and drive belt.            Insure that it is in
    proper alignment with the crankshaft pulley.           Check tension.

42. Install oil and water senders
    and switches.  (See
    Figure    for locations).

43. Install starter motor.

44. Install breaker panel and preheat solenoid.

45. Reinstall engine electrical harness.

46. Mount complete exhaust manifold/expansion tank to cylinder head.

   Torque mounting bolts:    2.7-3.3m-kg (20-24 ft-Ib)

47. Install new hose connections and clamps for cooling system.

48. Reinstall the marine transmission and fill with proper lubricant.

49. Fill the engine cooling system with antifreeze mixture and     the
    engine oil sump with lube oil (A.P.I. spec. CC or better).

The engine should be test run under load prior to reinstalling.        At
this time readjust the valve clearances on the hot engine.

                          FRESH WATER CIRCULATING PUMP

    (a) Remove the pump pulley boss by using a support and press.
    (b)  Remove the bearing shaft from the impeller and bearing
    housing by using a support block and press.


    (c) Remove the snap ring with snap ring pliers and press out the
    water pump shaft from the bearings.

Assemble the water pump in the reverse order of dissassembly, taking
the following precautions:
    (a) Fill lithium grease (lithium base NLGI No.2) into the
    following positions.
         *Ball bearings
         *Approx. 1/3 space between both ball bearings
         *Space between the ball bearing and water baffle plate
    (b) Apply thinly engine oil to
    press fit surface of water seal
    and press the larger end into
    the proper aperture of the pump
    using a tubular mandrel.

    (c) After the water pump has
    been assembled, check if the
    pump shaft rotates smoothly.

                          FUEL INJECTION PUMP

For the disassembling, inspecting, reassembling and internal adjusting
of the injection pump, it is recommended that the pump be given to a
qualified injection service shop authorized to service Diesel KiKi
injection equipment.
The only adjustment the servicing mechanic should make to the injec-
tion pump is the adjustment for engine idle speed.

1.   Checking Idle Speed
     (a) Warm up the engine.
     (b) Remove any specks on the crankshaft pulley with a clean cloth
     and place a piece of sui table reflecting tape on the pulley to
     facilitate use of a photo-electric type tachometer.
     (c) Start and idle the engine.
     (d) Aim the light of the tachometer onto the reflecting tape to
     confirm the engine speed.
     (e) Adjust the idle speed if the engine speed is not within the
     specified value.
     Normal idle speed:   600-700 RPM

2.   To adjust engine idle speed,
     loosen the lock nut (3) of the      idle S'tJreIY
     idle adjustment bolt and turn       l(JCKllttt --~
     the bolt clockwise to increase
     idle    speed   and    counter-
     clockwise to reduce.
     Note:   Should engine RPM be in
     question,    verify   tachometer
     readings   as   shown    at  the
     instrument panel with a mecha-
     nical or strobe type tachometer
     at    the  engine    crankshaft.

3.   Inspecting and adjusting injection pump timing
     (a) Remove the air intake/silencer assembly.
     (b) Remove the 4 high pressure injector lines that connect be-
     tween the injection pump and injectors.
     (c) Remove the bolt and gasket installed on the distributor head
     of the injection pump.
     (d) Remove the valve rocker cover.
     (e) Rotate the crankshaft in normal direction of rotation (use
     front crankshaft pulley nut) and place No. 1 piston at TDC of its
     compression stroke.

     Note:   To verify, the rocker arms of No.           4 cylinder should be
     rocking (one opening, the other closing).

     (f) Remove the snap ring circlip from the end of the rocker shaft
     at cylinder No. 1 along with the retaining washer.
     (g) Loosen the rocker arm adjusting bolt so as to allow the arm
     to be removed from the push rod and slide it off the rocker shaft.
     (h) Press down on the valve and spring assembly and note that the
     valve is hitting the top of No. 1 piston.    Then remove the cap,
     keepers and valve springs from the No. 1 valve.

     Note:  Insure the valve moves freely in its guide.        Take care not
     to drop keepers down push rod hole.

     (i) position a dial indicator
     gauge on the valve stem and
     with    the   front  crankshaft
     pulley nut, rock the crankshaft
                                                   /( =====::::f
                                                                 0.205: 5,2!mm
     counter-clockwise and clockwise
     to locate exact TDC of the
     compression stroke for No. 1
     piston and then zero the dial
     indicator gauge to the valve
     stem.     (The gauge should be
     able to measure up to .300 inch
     of valve movement.)
     (j) Turn the crankshaft until
     the indicator shows the valve
     drop to be at .264 inch.    This
     is 30 degrees BTDC.
     (k)   Install    the   measuring
     device (Diesel Kiki #57828-3520) in the bolt hole of the injection
     pump distributor head.   (Refer to step c.) Insure that the feeler
     needle of the measur ing device is in contact with the plunger
     inside of the pump. Zero the measuring device scale.
     (1) Turn the crankshaft in the direction of normal rotation until
     the No. 1 piston is at TDC by referencing the indicator on the
     valve stem.
     (m) The measuring device indicator needle should move 1. 00 rom
     from the zero setting.

     Beginning of static injection:
          Cam lift 1.00 rom (0.0394 in)

     Note: If the measuring device shows movement at the plunger to be
     more or less than specified above, the injection pump must be
     adjusted to correct the movement.

5.   Adjusting the injection pump
     (a) Disconnect the fuel supply and return line connections from
     the pump.
     (b) Disconnect the support bracket at the back of the injection
     pump as it attaches to the lube oil filter adapter.
     (c) Loosen the two injection pump hold down nuts that secure the
     injection pump to the engine.
     (d) Rotate the injection pump either towards the engine or away
     from the engine to adjust the measuring device indicator to show
     1.0 rom of movement.
     (e) Secure the pump by tightening the two hold down nuts.

     (f) Remove the measuring device and replace the bolt and gasket
     and reattach all fuel lines using new sealing washer.
6.   Installing injection pump
     Install the injection pump in the reverse order of removal, noting
     the following points:
     (a) Tighten the lock nut of injection pump drive gear to the spe-
     cified torque.

     Tightening torque:   4.0-7.0m-kg (29-51 ft-lb)

     (b) After the injection pump has been installed, loosen the
     overflow valve, and bleed the air by operating the priming pump.

1.   Removing fuel injectors
      (a) Disconnect the high pressure lines from the injectors and
     loosen the lines at their attachment to the injection pump and
     move them out of the way of the inj ectors.      Avoid bending the
      (b) Remove the fuel return line in its entirety from the top of
     the injectors. Take care not to lose the two sealing washers and
     banjo bolt that attaches the fuel return line to each injector.
      (c) Remove the two nuts and washers that hold the injector on the
     cylinder head.
      (d) Lift the injector out of the cylinder head.

     Note:   Clean the area around the base of the inj ector pr ior to
     lifting it out of the cylinder head to help prevent any rust or
     debris from falling down into the injector hole.    If the injector
     will not lift out easily and is held in by carbon build up or the
     like, work the injector side to side with the aid of an adjustable
     or open end wrench to free it and then lift it out.

     (e) The injector seats in the cylinder head on a copper sealing
     washer.  This washer should be removed wi th the inj ector and
     replaced with a new washer when the injector is reinstalled.

2.   Injection testing
     (a)  The injector should be tested on an injector pipe tester for
     proper spray pattern and pressure setting.
     Injection start pressure:   135-140 kg/cm 2
                                 (1919.7-1990.8 Ib/in 2 )

3.   Inspecting and adjusting nozzle injection starting pressure
     Using the nozzle tester, check the spray pattern and injection
     starting pressure of nozzle and, if it exceeds the limit, adjust
     or replace the nozzle.

When using nozzle tester, take the following precautions:

1.   The spray injected from the nozzle is of such velocity that it may
     may penetrate deeply into the skin of fingers and hands,
     destroying tissue.
     If it enters the bloodstream, it may cause blood poisoning.
2.   If the diesel fuel of the nozzle tester is stained, replace it.
     At the same time, clean or replace the filter.
3.   Set the nozzle tester in a clean place where there is no dust or

     (a) Mount the nozzle and nozzle holder on the nozzle tester.
     (b) Operate the hand lever of nozzle tester several times to
     bleed the air in the nozzle line, then. move the hand lever at
     intervals of one stroke per second while reading the injection
     starting pressure.

     Start to injection:   135-140 kg/cm 2 (1920-1990 Ib/in 2 )

     (c)  If the injection starting pressure of the nozzle is not
     within the limit, loosen the cap nut on the nozzle holder, insert
     flat screwdriver through the bolt hole of cap nut, then turn the
     pressure adjusting screw to set the injection starting pressure to
     200 kg/cm 2 (2.844 Ib/in 2 ). Then, gradually decrease the pressure
     until the injection starting pressure is 135 kg/cm 2 (1920 Ib/in 2 ).
     (d) After the injection starting pressure has been adjusted, hold
     the pressure adjusting screw with flat screwdriver, then tighten
     the cap nut. Then check the injection starting pressure again if
     it does not change.

3.   Inspecting spray pattern
     (a) Operate the hand lever of the nozzle tester at intervals of
     one stroke per second to check if the fuel is injected correctly
     in its axial direction.
     A nozzle is defective if it injects fuel in an oblique direction
     or in several separate strips. Also, a spray in the form of par-
     ticles indicates a defect. These defects may sometimes be caused
     by clogging with dust and, therefore, all parts should be care-
     fully cleaned before reassembly.     (Care should be taken not to
     expose one's skin to this spray as it may penetrate the skin and
     cause infection.)
     (b) Apply the pressure of 115 kg/cm 2 (1635 Ib/in 2 ) to nozzle by
     operating the hand lever, and check the drips from the nozzle tip.
     If it drips or has a large accumulation of fuel on the bottom, it

     is considered defective and should be replaced.    A very small
     amount of fuel may sometimes remain on the tip of the nozzle;
     however, this does not indicate a defect.
     (c) Operate the tester handle at intervals of 4-6 strokes per
     second while checking if it injects uniformly.  If it does not,
     overhaul the nozzle or replace it.

4.   Disassembling and inspecting
     (a) Clamp the nozzle holder in a vise, then remove the cap nut.
     (b)  Remove the pressure adjusting screw, then pullout the upper
     seat, spring and the push rod.
     (c) Clamp the nozzle holder in a vise, remove the nozzle nut then
     pull the nozzle out.
     (d) Clean the disassembled parts with clean diesel fuel, then
     remove the carbon adhering on the nozzle.

     Note:   Do not use a metal tool to remove the carbon.

     (e) After cleaning, check to see if the needle valve comes down
     into the valve seat by its own weight when setting the nozzle body
     upright position and inserting needle valve.
     (f) Check that there is no flaw or other damage on mating sur-
     faces and sliding surfaces of nozzle body and needle valve and, if
     present, replace the nozzle assembly.

5.   Assembling
     Assemble in the reverse order of disassembly, noting the following
     (a) To assemble the nozzle and nozzle holder, first assemble the
     pressure adjusting nut side, and temporarily tighten the nut.
     Mount the nozzle and set the needle valve to proper position, then
     mount the nozzle nut.
     (b) After the nozzle and nozzle holder have been assembled, check
     the injection starting pressure and spray condition.

     Nozzle nut tightening torque:     8-10 m-kg (58-72 ft-lb)

     Cap nut tightening torque:   4-5 m-kg (29-36 ft-lb)

6.   Installing
     Install the nozzle and nozzle holder assembly in the reverse order
     of removal, noting the following points:
     (a)  When installing the nozzle and nozzle holder assembly, use a
     new copper washer.
     (b)   Tighten the nozzle and nozzle holder assembly to the spe-
     cified torque.   Switch back and forth between the nuts; do not
     tighten one completely with the other loose.

     Tightening torque:   1.6-2.4 m-kg (11.6-17.4 ft-lb)


1.   Removing injection nozzle
     Remove in the following order:

     (a)   Fuel injection lines.
     (b)   Fuel leak line attaching nuts.
     (c)   Fuel leak line (disconnect).
     (d)   Injection nozzles.
     (e)   Copper washers.

2.   Removing nozzle holder
     Remove in the following order:
     (a) Fuel leak line.
     (b)  Injection lines (disconnect).
     (c) Attaching nuts and nozzle holders.
     (d) Gasket and dust seal.

3.   Components of injection nozzle
     1.  Bolt
     2.  Gasket
     3.  Nut
     4.  Gasket
     5.  Screw
     6.  Nozzle spring upper seat
     7.  Spring
     8.  Push rod
     9.  Connector
     10. Washer
     11. Body
     12. Nozzle
     13. Nut


Test the injectors    using diesel fuel     at approximate   temperature of
20·C (68·F).

1.   Injection starting pressure
     (a) Set the injector on the injector pop.
     (b)   Air-bleed by pumping the injector pop tester handle several
     (c)    Slowly lower the injector pop tester handle and check the
     value shown on the pressure gauge when injection is started.

     Injection start pressure:   135-140 kg/cm 2
                                 (1919.7-1990.8 lb/in 2 )
     If the injection start pressure is not at the specified pressure,
     adjust it.

     Loosen the cap nut on the injector holder and adjust by turning
     the pressure adjusting screw with a screwdriver.
     (a)  Increase    the    injection starting   pressure  to   about
     200 kg/cm 2 (2844 lb/in 2 ) once.
     (b)  Gradually lower the injection starting pressure to the spe-
     cified pressure.
     (c) When the injection starting pressure has been adjusted, keep
     the pressure adjusting screw stationary with a screwdriver passed
     through the cap nut bolt hole and tighten the cap nut to 4-5 m-kg

     (8.82-11.02 lb).
     (d) Check the injection starting pressure again.

2.   Oil tightness of valve seat
     Apply pressure 20 kg/cm 2 lower than the specified       injection
     pressure, and see if the fuel leaks from the nozzle      injection
     If the fuel leaks, it is necessary to disassemble,       wash   and
     recheck the injector nozzle or replace it.

3.   Atomizing condition
     (a) Set the nozzle on the nozzle tester.
     (b) Air bleed by operating the nozzle tester handle several
     (c) Keeping the pressure gauge of the nozzle tester in the non-
     functioning condition, quickly lower the handle (lower the handle
     as quickly as possible so that a pulsating whistling sound can be
     heard.)   Repeat this operation several times and check the ato-
     mizing condition. Avoid the spray.
     *Make sure that the fuel is atomized uniformly and properly.
     *Make sure that the injection angle and direction are normal.
     (d)  If the atomizing condition is incorrect, it is necessary to
     disassemble, wash and recheck the nozzle or to replace it.


Assemble in the reverse order or disassembly.

     Note: After assembling the nozzle holder, test it.
     Tighten the nozzle nut and cap nut to the specified torque.

     Specified torques:
          Nozzle nut: 6-10 m-kg (43-72 ft-lb)
          Cap nut:      4-5 m-kg (29-36 ft-lb)

1.   Replacing fuel filter
     (a) Remove the fuel filter cartridge with suitable wrench.
     (b) Apply some fuel to the O-r ing on the new filter cartr idge,
     then tighten the filter cartridge fully by hand.     Do not use a
     (c) Loosen the bleeder screw on filter body, then bleed the air
     by pushing the priming pump on top of the filter housing.


           OTHER OVERHAUL

           CONTENTS                    SECTION    PAGE


  Activation by Keyswitch (1980onwards) ·······.·· 74


TRANSMISSIONS .···.·····.················ S

  Type HBW Short Profile Sailing Gear ············· 84

  Type BW Transrnission ···························· 93

  Warner Hydraulic ···.·.·························· 94

  Paragon Hydraulic .·..............·...··.·....... 99



                      ACTIVAT~ON   BY KEYSWITCH

This system is     supplied on most Westerbeke engines beginning
May, 1980.  Essentially, activation of the circuit is accomplished by
the ignition position of the keyswi tch.   No oil pressure switch is
required.   The engine is preheated by turning the keyswitch to the
ON position, then depressing the key.      The engine is cranked by
turning the keyswitch to the right-most momentary position.

Voltage is maintained to the instruments, fuel solenoid or fuel lift
pump, if supplied, and to other electrical devices via the ON position
of the keyswitch.

Models which have a fuel solenoid may be turned off via the keyswitch.
Models with mechanical fuel lift pumps or no fuel solenoid are stopped
by   pulling   a  stop   cable.     Some   models   have  a   combined
throttle/shut-off control.

The circuit is protected by a circuit breaker located on the engine.
Any time excessive current flows, the circuit breaker will trip. This
is a manual reset breaker which must be reset before the engine will
operate electrically again.

CAUTION:   The builder/owner 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 engine's electr ical system is
included on the wiring diagram shipped with the engine.   Be sure to
study this wiring diagram and all notes thereon.

                                                                                                SECTION Q

                                                          ACTIVATION BY KEYSWITCH

                                                                                            SCHEMATIC DIAGRAM

                                  WIRI NG       DIAGRAM

                                          @SEE NOTE- &

                                       W ";,,, SENDER

                    ;oUEL.   :50~. (W~! ONLY)

                                                                          PRE-HEAT   SO~.




                                                        SECTION R
                   COOLING SYSTEM (EXTERNAL)

Westerbeke marine diesel engines are equipped with fresh water
cooling.   Transfer of heat from engine fresh water to sea water is
accomplished by a heat exchanger, similar in function to an automotive
radiator.   Sea water flows through the tubes of the heat exchanger
while fresh water flows around the tubes.     The. sea water and fresh
water never mix with the result that the cooling water passages in the
engine stay clean.

Heat rejected during combustion, as well as heat developed by fric-
tion, is absorbed by the fresh water whose flow is created by a fresh
water circulating pump. The fresh water flows from the engine through
a fresh water cooled exhaust manifold, a heat exchanger, in most cases
an oil cooler, and returns to the suction side of the fresh water cir-
culating pump.   The flow is not necessarily in this order in every
model. When starting a cold engine, most of the external flow to the
heat exchanger is prevented by the closed thermostat. Some amount of
by-pass is maintained to prevent overheating in the exhaust manifold.
As the engine warms up, the thermostat begins to open up allowing full
flow of engine fresh water through the external cooling system.

The sea water flow is created by a positive displacement neoprene
impeller pump (gear pump in certain special cases). Normally the pump
draws sea water directly from the ocean via the sea cock and sea water
strainer.  Sometimes a transmission oil cooler, or perhaps a V-drive,
will be piped on the suction side of the sea water pump. Generally,
it is better to have as few devices on the suction side of the sea
water pump as possible to preclude priming difficulties. Usually sea
water flows directly from the discharge of the sea water pump to the
heat exchanger sea water inlet.    After passing through the tubes of
the heat exchanger, the sea water may enter a transmission oil cooler,
if present and if sea water cooled. Ultimately, the sea water enters
a water injected, wet exhaust system, the most popular type of exhaust
system in use.   In the case of larger engines the sea water flow is
divided prior to entering the exhaust systems so that a portion is
used to cool the exhaust system.    Full sea water flow would create
unnecessary exhaust back pressure.


The sea water pump is self pr~m~ng and positive displacement. It is a
rotary pump with a non-ferrous housing and a neoprene impeller.   The
impeller has flexible vanes which wipe against a curved cam plate
wi thin the impeller housing, producing the pumping action.     On no
account should this pump be run dry.   There should always be a spare
impeller and impeller cover gasket aboard.


The following instructions are general and indicative only. Specific
instructions where applicable may be packaged with your replacement

a.   Remove the. front cover gasket taking care to salvage the gasket.
b.   Remove the impeller by pulling str.aight outwards, parallel to the
     pump shaft.    This is best done with a pair of pliers applied to
     the impeller hub.
c.   Coat the replacement impeller and the chamber into which it mounts
     with grease.
d.   Carefully align the impeller key way, or other locking mechanism,
     wi th the shaft.   Take care that all the impeller blades bend in
     the same direction and trailing.
e.   Inspect the front cover for wear. A worn front cover should ulti-
     mately be replaced.    Sometimes it can be reversed as an emergency
     measure, but not when stamped markings would break the seal be-
     tween the cover and the impeller blades.
f.   Reinstall the end cover with a new gasket.
g.   Be doubly sure to check quickly for sea water flow when starting
     the engine.    The absence of flow indicates that the pump may not
     be priming itself properly.     This situation must be investigated
     immediately or damage to the new impeller will result from


It is preferable to fill your engine with a 50% antifreeze-water mix-
ture. This precludes the necessity of draining coolant in the winter.
Since most antifreezes contain preservative agents of one kind or
another, rusting within the engine is minimized. Also, the antifreeze
mixture boils at a higher temperature than water, giving cooling
system "head room".

When draining the engine, open the pressure cap first to relieve the
vacuum created by draining.


It is very important to completely fill the fresh water system before
starting the engine.    It is normal for air to become trapped in
var ious passages so all high points must be opened to atmosphere to
bleed entrapped air.    When an engine is started after filling with
coolant, the system may look deceptively full until the thermostat
opens.   At this time when water flows through the external cooling
circuit for the first time, pockets of air can be exposed and rise to
the fill point. Be sure to add coolant at this time.


Gener ally, thermostats are of two types.    One is simply     a choking
device which opens and closes as the engine temperature        rises and
falls.    The second type has a by-pass mechanism.  Usually    this is a
disc on the bottom of the thermostat which moves downward to    close off

an internal by-pass passage wi thin the head.     Both types of ther-
mostats, from 1980 onwards, have a hole punched through them to serve
as a by-pass while the engine is warming up.            This prevents
overheating   in  the   exhaust   manifold   during   engine warm-up.
Replacement thermostats must be equal in this design characteristic.

When replacing a thermostat, be sure that it is rotated so as to not
strike the thermostat housing, projections inside the head, tem-
perature senders or temperature switches which may be installed close
to the thermostat. Also insure the by-pass hole is not blocked by any
part of the housing.

A thermostat can be checked for proper operation by placing it in a
pan of cold water and then raising the temperature of the water to a
boil. The thermostat should open noticeably (with travel on the order
of 1/4" - 1/2") and be fully opened when the water is boiling.


Lubr icating oil carr ies heat away from the engine bear ings and other
friction surfaces. The oil circulates from the lube oil pump, through
the engine, through the engine oil cooler, and back to the oil pump.

The oil cooler may be cooled either by engine fresh water or by sea

Certain transmissions require oil cooling.       In these         cases,    the
transmission oil cooler is usually cooled by sea water.

Normally, sea water enters     this    cooler   after   exiting    the     heat
exchanger, but not always.


Removal of the exhaust manifold from the engine should be done as a
complete assembly in the following manner.
a. Drain the engine and cooling system of all coolant.
b. Remove the exhaust connection.
c. Loosen and remove all hose connections to the manifold.
d. Loosen and remove the nuts' or bolts attaching the manifold
    assembly to the cylinder head.
e. Remove the manifold from the cylinder head as a complete unit.

a. Remove the exhaust elbows from the lower surface of the manifold.
    Clean and inspect for cracks and defects. Replace as needed.
b. Remove exhaust nipples, elbows and plugs from the manifold.
c. Remove water connectors from the ends of the manifold and the end
    plates.   Be sure to note the proper location and arrangement of
    each for proper replacement.
d. Examine all parts for defects, corrosion and wear and replace as

a. If the manifold was removed as an assembly and left intact, it can
    be replaced on the cylinder head in the reverse order of removal.
    Do not reuse the gaskets; install new ones and torque the bolts or
    nuts to the proper specification (10-12 lb-ft).
b. If the manifold has been disassembled, follow the steps below.
    1.   Loosely attach the elbows to the cylinder head and the mani-
         fold using new gaskets. Do not use any gasket sealant.
    2.   Gradually tighten each fitting to make sure of proper align-
         ment of all the parts.   This should be done in three steps.
         Torque to 10-12 lb-ft.
    3.   Reassemble the end plates, connectors on the manifold.      Be
         sure to use new gaskets and coat the gasket surfaces with a
         suitable gasket cement such as "High Tack".    Torque the nuts
         to 8-10 lb-ft.
    4.   Reinstall the exhaust connections and plug into the manifold
         using "Locktite-Anti-Seize" on the threads.
    5.   Reconnect all hoses, replacing them as needed.
    6.   Refill the system with coolant as detailed above.
    7.   Pressure test system and check for leaks.

                          TWO PASS MANIFOLD

Note: Drawing is indicative only.     Specific models may vary in detail.


    ,, ,,
      ,, ,

                                                        - - + ",-NGIKEOlL
                                                        "",,",~.~8&1l WA-T'ER

                        SINGLE PASS MANIFOLD

Note: Drawing is indicative only.   Specific models may vary in detail.


                                                     c:I:IC::CO:~~~SEA IVA!rE/?


                SECTION S





The Type HBW Short Profile Sailing Gears are equipped with a positive-
ly driven, mechanically operated helical gearing system.    The servo-
operated multiple-disc clutch requires only minimum effort for gear
chang ing, making the transmission sui table for single-lever remote
control via a rod linkage, Morse or Bowden cable.

The torque transmission capacity of the clutch is exactly rated, pre-
venting 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,
corrosion-resistant aluminum alloy, chromized for improved sea water
resistance and optimum adhesion of paint.

The transmissions are immersion-lubricated.   Maintenance is restricted
to oil level checks (see "Maintenance").

                             AIR VENT HOLE


The rotating parts of the HBW transmission are accomodated in an oil-
tight casing divided into two halves in the plane of the vertical
axis. Amply dimensioned cooling 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
The shaft for actuating the multiple-disc clutch extends      through a
cover on the side of the gear casing.


The transmission is equipped with shaved, casehardened helical gears
made of forged low-carbon alloy steel. The multi-spline driving shaft
connecting the transmission with the engine is hardened as well.
The driven shaft (propeller side) of the transmission is fitted with a
forged coupling flange, except on the V-drive model.


The engine torque is applied to the input shaft (36) in the specified
direction of rotation and, IN SHIFTING POSITION A (forward), via
gear (44), the frictionally engaged clutch discs (51 and 52) to the
external disc carr ier (57) and from there via the guide sleeve (59)
to the output shaft (66).

IN SHIFTING POSITION B (reverse), 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).


The transmission uses a positively driven, mechanically       operated
multiple-disc 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 essen-
tially comprises a number of balls which, by the rotary movement of
the external disc carrier, are urged against inclined surfaces pro-
vided 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 propor-
tional to the input torque applied.   Due to the cup springs (48) sup-
porting the clutch disc stack and a limitation of the range of axial
travel of the external disc carrier (57), the thrust force cannot
exceed a predetermined value.
The actuating sleeve (60) is held in the middle position by spring-
loaded 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 spring-loaded pins, while the external
disc carrier, which follows this movement, is rotated by the fric-
tional forces exerted by the clutch discs, and the shifting operation
is completed as described above.

                                                 ..   A

                                             --..- B

Both the input and the output shafts are carried in amply dimensioned
taper roll bearings.

The intermediate gear and   the movable gears   are   carr ied   in sturdy
needle roller bearings.

External sealing of the input and output shafts is provided by radial
sealing rings. The running surface on the shafts is casehardened.


The  transmissions  are   immersion-lubricated.       The   bearings   are
generously supplied with splash oil and oil mist.


For safety reasons, the gearbox is NOT filled with oil for shipment.
The actuating lever is mounted on the actuating shaft.

Before leaving the factory, each transmission is subjected to a test
run with the prescr ibed 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.


breather hole on the oil filler screw is not closed by the paint.
Indicating plates should remain clearly legible.


A torsio-elastic 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
0.5 nun.


To protect the gearbox from detrimental stresses and loads, provision
should be made for elastic suspension of the engine-gearbox assembly
in the boat or craft.

The oil drain plug of the gearbox should be conveniently accessible.


The inclination of the gearbox unit in the direction of the shafts
should not permanently exceed an angle of 20 degrees (15 degrees for
the V-drive model).  (See illustration.)

The gearbox can also be mounted wi th the output shaft in the UPWARD
position. Interchange the oil dipstick and the oil drain plug in this


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 cer-
tain that the lever does not contact the actuating lever cover
plate (9): the minimum distance between lever and cover should be
0.5 mm.

The control cable or rod should be arranged at right angles to the
actuating lever in the neutral position of the lever.

A larger amount of lever travel is in no way detrimental.

However, if the lever travel is shorter, proper gear engagement might
be impeded which, in turn, would mean premature wear, excessive heat
generation and resulting damage.

                                         o        Minimum shifting movement
                                       35 35      for Bowden cable

            Clamping screw to be
            tightened to torque
            of 18 Nm

            Oil dipstick and                                   Oil drain
            oil filler screw
            17 mm width across flats



                                                       Min. distance of
                                                       actuating lever 0.5 mm

The position of the cover plate underneath the actuating lever is
factory-adjusted to ensure equal lever travel from neutral position to
A and B.     Therefore, do not loosen the capscrews mounting this
When installing the gearbox, make certain that shifting is not impeded
e.g. by restricted movability of the cable or rod linkage, by
unsuitably positioned guide sheaves, too small bending radius, etc.


Care should be taken that the engine-gearbox compartment is properly


Fill the gearbox with automatic transmission fluid.      The oil level
should be the index mark on the dipstick (see illustration).

                                                            Do not screw in for
                                                            oil level checks
                                 Casing surface


        Correct readings up to
                                      Oil level
        200 inclination in
        direction of shafts
        (150 for HBW150 V)
                                                       - - ATF, Type A

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.
Do not omit the o-ring seal.


The maximum permissible temperature of the transmission oil is 130·C.
I f this temperature is to be exceeded, an optional oil cooler is


The zero position of the operating lever on the control console must
coincide with the zero position of the actuating lever on the
transmission. Shifting is initiated by a cable or rod linkage via the
actuating lever and an actuating cam.     The completion of the gear
changing operation is servo-automatically controlled.

Gear changing should be smooth, not too slow, and continuous (without
interruption).    Direct changes from forward to reverse are per-
missible, since the multiple-disc clutch permits gear changing at high
RPM, including sudden reversing at top speeds in the event of danger.


Rotation of the propeller without load, e.g. 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 locking is possible by engaging the reverse gear.   Do not sail
while engaged in forward.

If the transmission is not used for periods of more than 1 year, it
should be COMPLETELY filled wi th oil of the same grade to prevent
corrosion.  Protect the input shaft and the output flange by means of
an anticorrosive coating if required.


Drain the transmission of all oil and refill to the proper level with
the prescribed oil.



To ensure trouble-free operation of    the clutch,   use only automatic
transmission fluid (ATF).

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.


HBW   5 approximately 0.4 liter
HBW   10 approximately 0.6 liter
HBW   20 approximately 0.8 liter
HBW   50 approximately 0.3 liter
HBW   100 approximately 0.35 liter
HBW   150 approximately 0.55 liter
HBW   l50V approximately 1.0 liter
HBW   220 approximately 0.75 liter
Use   the index mark on the dipstick as a reference.


Check the oil level in the transmission daily.  Correct oil level is
the index mark on the dipstick (see item 1 under OPERATION).  Always
use the same oil grade when topping up.


Change the oil for the first time after about 25 hours of operation,
then at intervals of at least onceaper year.


The cable or rod linkage should be checked at shorter time intervals.
Check the zero position of the operating lever (on the control
console) and of the actuating lever (on the gearbox) on this occasion.
The minimum lever travel from the neutral position to the operating
positions (~-A = O-B) 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 6 under INSTALLATION).

Disassembly of the transmission in the field is not recommended.    If
an overhaul or repair is needed, the work should be done by Westerbeke
or an authorized Westerbeke service center.

                          BW TRANSMISSIONS
                           (BW3, BW7, BW12)
These manual transmissions rotate opposite to the engine when in for-
ward gear. Shifting effort is very low. The input power on the BW3
is transmitted to the output shaft by helical spur gears when in for-
ward. In reverse this task is taken over by a high performance roller
chain. The unit also incorporates a servo cone-type clutch. The BW7
and BW12 transmit their power with casehardened helical gears and in
reverse there is an intermediate gear. The reversing process on these
is carried out by a servo double disc system.
1.   Fill the transmission with 20 to 40 SAE weight engine oil, the
     same as is used in the engine.
2.   Oil capacity
     BW3 approximately 0.35 liter
     BW7 approximately 1.0 liter
     BW12 approximately 1.0 liter
3.   Check the oil level daily with the engine stopped. The level must
     be between the upper and lower dipstick marks when the dipstick is
     completely screwed/inserted into the housing.
4.   Change the oil initially after the first 30 hours, thereafter
     every 250 hours, once per year minimum. The BW7 and BW12 have a
     drain plug for oil removal.    Oil may also be removed by suction
     through the dipstick tube, where oil is added.
5.   Operating oil temperature must not exceed l20·C (250·F).
1.   Normal shifting should be done below 1500 RPM.
2.   The BW3 may be locked in reverse when sailing or freewheeled in
3.   The BW7 and BW12 may be locked in either forward or reverse when
     sailing or freewheeled in neutral.
1.   Never loosen the shift lever cover screws, except in the course of
     qualified servicing, as this upsets a critical adjustment.
2.   Disassembly of the transmission in the field is not recommended.
     If an overhaul or repair is needed, the work should be done by
     Westerbeke or an authorized Westerbeke service cneter.

                          WARNER HYDRAULIC


Westerbeke engines are also furnished    wi th Warner   hydraulic direct
drive and reduction gear assemblies.

The direct drive transmission consists of a planetary gear set, a for-
ward clutch, a reverse clutch, an oil pump and a pressure regulator
and rotary control valve.   All of these are contained in a cast iron
housing along with necessary shafts and connectors, to provide for-
ward, reverse and neutral operation. A direct drive ratio is used for
all forward operation.   In reverse, the speed of the output shaft is
equal to the input shaft speed, but in the opposite direction.
Helical gear ing is used to provide quieter operation that can be
obtained with spur gearing.

Oil pressure is provided by the crescent type pump, the drive gear of
which is keyed to the drive shaft and operates at transmission input
speed to provide screened oil to the pressure regulator.

From the regulator valve the oil is directed through the proper cir-
cui ts to the bushings and anti-fr iction bear ings requir ing lubr ica-
tion.   A flow of lubricant is present at the required parts whenever
the front pump is turning and, it should be noted that supply is posi-
tive in forward, neutral and reverse conditions.

The unit has seals to prevent the escape of oil.
Both the input and output shafts are coaxial, with the input shaft
splined for the installation of a drive damper, and the output shaft
provided with a flange for connecting to the propeller shaft.

The posi tion of the control lever on transmission when ,in forward
should be shifted to the point where it covers the letter "F" on the
case casting, and is located in its proper position by the poppet
ball.   The Warranty is cancelled if the shift lever poppet spr ing
and/or ball is permanently removed, or if the the control lever is
changed in any manner, or repositioned, or if linkage between remote
control and transmission shift lever does not have sufficient travel
in both directions.    This does not apply to transmissions equipped
with Warner Gear electrical shift control.

The properties of the oil used in the transmission are extremely
important to the proper function of the hydraulic system. Therefore,
it is extremely important that the recommended oil, automatic
transmission fluid (ATF), Type A be used.

NOTE: Be sure the cooler is proper ly installed and the tr ansmission
contains oil before cranking or starting the engine.


The oil level should be maintained at the full mark on the dipstick.
Check oil level prior to starting engine.


Check daily before starting engine.    The hydraulic circui t includes
the transmission, oil cooler, cooler lines and any gauge lines con-
nected to the circuit.  The complete hydraulic circuit must be filled
when filling the transmission and this requires purging the system of
air before the oil level check can be made.    The air will be purged
from the system if the oil level is maintained above the pump suction
opening while the engine is running at approximately 1500 RPM.     The
presence of air bubbles on the dipstick indicates that the system has
not been purged of air.

New applications or a problem installation should be checked to insure
that the oil does not drain back into the transmission from the cooler
and cooler lines. Check the oil level for this drain back check only,
immediately after the engine has been shut off and again after the
engine has been stopped for more than one hour           (overnight is
excellent). A noticeable increase in the oil level after this waiting
period indicates that the oil is draining from the cooler and cooler
lines.   The external plumbing should be changed to prevent any drain


Place transmission selector in neutral before starting engine. Shifts
from any selector position to any other selector position may be made
at any time and in any order if the engine speed is below 1000 RPM;
however, it is recommended that all shifts be made at the lowest
feasible engine speed.


Move the shift lever to the center position where the spr ing-loaded
ball enters the chamfered hole in the side of the shift lever and pro-
perly locates lever in neutral position.    Wi th shift lever so posi-
tioned, flow of oil to clutches is blocked at the control valve. The
clutches are exhausted by a portion of the valve and complete
interruption of power transmission is insured.


Move the shift lever to the extreme forward position where the spring-
loaded ball enters the chamfered hole in the side of the shift lever
and properly locates lever in forward position.

Move transmission shift lever to the extreme rearward position where
the spring-loaded ball enters the chamfered hole in the side of the
shift lever and properly locates it in the reverse position.

Under sail with the propeller turning, or at trolling speeds with one
of two engines shut down, the design of the gear maintains adequate
cooling and lubrication.

Water passages inside of the cooler will sometimes become clogged, and
this will reduce cooling capacity and cause overpressur ing.      Back
flushing of the cooler will sometimes help to flush the foreign
mater io.l from the cooler passages.   The cooler and hose should be
thoroughly flushed or replaced in the event a failure has occurred.
Metallic particles from the failure tend to collect in the case of the
cooler and gradually flow back into the lube system.       Replace oil
cooler to prevent contamination of the new transmission.

Water hoses may collapse and reduce or completely shut off all flow to
the cooler. Collapsed hoses are usually caused by aging of the hoses
or improper hose installation. Hose installation should be made with
no sharp bends. Hoses should be routed so there is no possibility for
engine shifting to causes hoses to pull loose or become pinched.     A
visual inspection of hoses while under way will sometimes allow detec-
tion of faulty hoses.
Reduction or complete loss of water flow can be caused by a faulty
water pump.   A rubber water pump impeller will sometimes fail and
after such a failure the cooler passages may be restricted by the par-
ticles of rubber from the failed impeller. Water pump cavitation may
be caused by improper or faulty plumbing or an air leak on the inlet
side of the pump. The water pump may not prime itself or may lose its
prime when inlet plumbing is not properly installed.

It is possible for cross leaks to occur inside the cooler, permitting
oil to flow into the water or water flow into the oil.



1.  PROPELLER AND OUTPUT SHAFT ALIGNMENT:   This check should also be
made anytime the propeller strikes a heavy object and after any acci-
dent where the boat is stopped suddenly. Shaft alignment should also
be checked after the boat has been lifted by a hoist or moved on a
2.  SHIFT LEVER POSITIONING: The selector controls must position the
shift lever exactly in F, Nand R selection positions with the ball
poppet centered in the shift lever hole for each position.
3.   BOLT TORQUE:   Check all bolts for tightness.
4.  COOLER CONNECTIONS: Check water lines, oil lines and connections
for leakage.    Make sure lines are securely fastened to prevent

5.  CHANGING OIL:   A seasonal oil change is recommended in pleasure
boats.  Work boats require more frequent changes. Change oil anytime
the oil becomes contaminated, changes color or becomes rancid
6. TRANSMISSION FLUID: Automatic transmission fluids are recommended
for use in all transmissions.


1.   Check transmission oil level.
2.   Check for any signs of oil leakage in the bellhousing, at gasket
     sealing surfaces or at the output shaft oil seal.

3.   A quick visual check of the general condition of the equipment may
     cause faulty equipment to be detected.
4.   Listen for any unusual noises and     investigate to determine the
     cause of any such noises.


1.   Drain water from transmission oil cooler.   This will prevent
     freezing in cooler climates, and prevent harmful deposits from

1.   Check coupling alignment each time a transmission is replaced in
     the boat.

2.   Check shift linkage adjustment to insure that the transmission
     shift lever is positioned so that the spr ing loaded ball enters
     the chamfered hole in the side of the shift lever.
3.   Connect an oil cooler into the cooler circuit before cranking or
     starting the engine.   Various cooler circuits have been used and
     the correct cooler connections should be found from service
     literature prior to making the cooler installation.

4.   Use a cooler of sufficient size to insure proper cooling.

5.   Check engine rotation and transmission pump setting and the pro-
     peller rotation prior to assembling the transmission to engine.
6.   Check oil pressure and temperature    when   transmission    function
     indicates that a problem exists.
7.   Use the recommended fluid for filling the transmission.
8.   Fill the transmission prior to starting the engine.

9.   Check oil level immediately after the engine has been shut off.

10. Use a clean container for handling transmission fluid.

11. Replace cooler line after a transmission        failure,     prior   to
    installing a new or rebuilt transmission.
12. Check fluid level at operating temperature.

                          PARAGON HYDRAULIC


The installation instructions below are for use when the original
transmission has been removed for servicing and must be reinstalled,
or when the transmission unit is to be adapted as non-original equip-
ment to a marine engine.

It is important that the engine and transmission rotations are
matched.  The direction of rotation of an engine is defined in this
manual as the direction of rotation of the engine crankshaft as viewed
from the output end of the transmission. A clockwise rotation of the
engine is a right hand rotation and a counter-clockwise rotation of
the engine is a left hand rotation.

A letter "R" or "L" appearing on the transmission serial number plate
indicates whether the transmission is for use wi th a right or left
hand rotating engine.

The hydraulic transmission is attached to the engine in the following

A.   Insert two 3-1/2" studs in opposite transmission mounting holes in
     the flywheel housing.

B.   Place the transmission against the   studs so that the studs go
     through two of the matching holes    in the transmission housing

C.   Slide the transmission along the studs toward the engine so that
     the spline on the shaft at the front of the transmission enters
     the matching splined hole in the engine vibration dampener.

D.   Install and tighten four bolts with lockwashers through the
     transmission housing flange into the flywheel housing. Remove the
     3-1/2" studs.   Install and tighten the two remaining bolts with
     lockwashers through the transmission housing flange.

The transmission and propeller shaft coupling must be carefully
aligned before the propeller shaft is connected to the transmission,
in order to avoid vibration and consequent damage to the transmission,
engine and boat hull during operation.    To align the coupling, move
the propeller shaft; with attached coupling flange,        toward the
transmission so that the faces of the propeller shaft coupling flange
and transmission shaft coupling flange are in contact.    The coupling
flange faces should be in contact throughout their entire circum-
ference.   The total runout or gap between the faces should not exceed
.002" at any point.      If the runout exceeds .002", reposition the
engine and attached transmission by loosening the engine support bolts
and adding or removing shims to raise or lower either end of the
engine.   If necessary, move the engine sideways to adjust the runout
or to align the coupling flange faces laterally.    Tighten the engine

support bolts and recheck the alignment of the coupling before bolting
the coupling flanges together.     Connect the coupling flanges with
bolts, lockwashers and nuts.
Connect the oil cooler lines to the transmission.

Connect the shift control cable from the cockpit control station to
the transmission control valve lever.   Place the transmission control
valve lever in the neutral position and adjust the shaft control cable
length until the cockpit control station hand lever is in the neutral
position. Move the cockpit control hand lever to forward and reverse
positions several times while observing the transmission control valve
lever motion.   The transmission control valve lever should move fully
into forward or reverse position when the hand lever is moved into
forward or reverse position, and should return exactly to the neutral
position when the hand lever is in the neutral position.

Remove the oil dipstick and fill the transmission with Type A
transmission fluid to the mark on the dipstick. Replace the dipstick
in the transmission housing.

PRINCIPLE OF OPERATION:    The transmission forward and reverse drives
are operated by transmission oil under pressure.      An internal gear
type oil pump delivers the transmission oil, under pressure to the
external oil cooler.    The transmission oil is returned, still under
pressure, to the oil distribution tube and relief valve.    The relief
valve maintains the oil pressure by remaining closed until the oil
pressure reaches 60 PSI.    When the control lever is shifted to the
forward position, oil under pressure is delivered to the multiple disc
clutch piston, which moves to clamp the clutch discs and planetary
reverse gear case together.     The discs and case then revolve as a
solid coupling in the direction of engine rotation. The reverse drive
is engaged by shifting the control lever to the reverse position, so
that oil under pressure is delivered to the reverse piston.         The
reverse piston moves to clamp the reverse band around the planetary
gear case, preventing the planetary gear case from moving but allowing
the planetary gears to revolve to drive the output or propeller shaft
in a direction opposi te to the rotation of the engine.       Wi th the
control lever in the neutral position, pressurized oil is prevented
from enter ing the clutch piston or reverse band piston and the pro-
peller shaft remains stationary.


A.   Always start the engine with the tranmission in NEUTRAL to avoid
     moving the boat suddenly forward or back.

B.   When the engine is first started, allow it to idle for a few
     moments.   Stop the engine and check the transmission oil level.
     Add oil if necessary to bring the oil level up to the mark on the
     transmission dipstick.

     C.   Start the engine again, with the transmission in NEUTRAL,      and
.,        allow the engine to warm up to operating temperature.
     D.   Shift the transmission into FORWARD or REVERSE as desired. If the
          engine should stall when the transmission is shifted to FORWARD or
          REVERSE, place the transmission in neutral before restarting the
          It is recommended that shifting be done at speeds below 1000 RPM,
          and preferable in the 800 RPM or idle engine range, to prolong the
          life of the engine, transmission and boat. EMERGENCY shifts may
          be made at higher engine speeds, but this is not a recommended

     LUBRICATION: The transmissions are self-contained units, independent
     of the engine lubricating systems.      The units are lubricated by
     pressure and by splash from its own oil. The type of oil recommended
     is   "Transmission Fluid, Type A",    commonly used for automatic
     transmissions in automobiles.
     The quantity of oil depends upon the angle of installation as well as
     the reduction model. The level must be maintained at the mark on the
     dipstick and should be checked periodically to ensure satisfactory
     When filling for the first time or refilling after an oil change,
     check the level after running for a few minutes to make certain that
     the oil cooler and the -various passages are full.      If necessary,
     refill to the mark on the dipstick to ensure proper operation of the
     transmission. The transmission oil level should be checked each time
     the engine oil level is checked, before running the engine.
     The oil in the transmission should be changed every 100 hours, or each
     season under normal conditions. However, the number of hours that can
     be run between oil -changes varies with the operating conditions.
     Drain plugs are located at the bottom of the reverse gear housing and
     the reduction gear housing.
     ADJUSTMENTS: No adjustment is necessary for the FORWARD drive
     multiple disc clutches, and the reverse band is self-adjusting to com-
     pensate for lining wear, so that no external reverse band adjustment
     is necessary.

  Trouble Shooting Chart


 Drive Shaft does not operate
 with selector valve in forward   1.   Low on Pressure.       a.   Low oil supply. Add oil, refer to
 or reverse.                                                       lubrication.

                                                              b.   Faulty oil gauge. Replace gauge.
                                                                   on gauge slow to register, air or
                                                                   obstruction in on 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 ,,'ater, and check for leaks.

                                                              c.   Plugged raw water inlet screen.
                                                                   Clean screen.

                                                              d.   Collapsed or disintegrated water
                                                                   inlet hose. Replace hose.

                                                              e.   Air leak in cooling water suction
                                                                   line; Replace suction line.

                                                              f.   Raw water pump impeller worn or
                                                                   damaged. Replace impeller.

                                                              g.   Clogged or dirty oil cooler element.
                                                                   Remove and clean

                                  3.   Reverse Band not
                                       engaging Planetary     a.   Reverse 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 defec·tive or .damaged parts.
                                                              Replace defective or damaged parts.



 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.

                                  3.   Binding in Planetary   a.   Bearings and gears worn excessively
                                       Assembly.                   in gear case. Replace necessary

                                                              b.   Input shaft bearings worn excessively,
                                                                   causing misalignment of input shaft.
                                                                   Replace necessary parts.


 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

                                  3.   Reverse Band not       See "Gear Inoperative", (3).
                                       engaging Gear Case.

LEAKS                             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


                                                       SECTION T

                 GENERATOR SETS
CONTENTS                                                    PAGE


    Manual Starter Disconnect {Toggle Switches} ············ 106

Generator - 15 - 20KW - from September 1981 ················ 112

Generator - 15 - 20KW - YD Series to September 1981 ········ 123

                                               MANUAL STARTER DISCONNECT (TOGGLE SWITCHES)

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             f'UEL. SOL..    @                                                                                                                           I

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                                                                                                                                                                                                   @   R('uOTC   CONTRO:"   P."NEL..(~.)



This manually controlled series of Westerbeke marine diesel generators
is equipped wi th toggle swi tches on the engine control panel and,
optionally, at remote panels.   The following instructions and methods
of correcting minor problems apply only to such toggle switch

All three switches are momentary contact type and serve the following

    1.     Preheat:  The PREHEAT/DEFEAT toggle switch is a double pole,
           single throw switch.    The switch serves two purposes: pre-
           heating the engine for easy starting and defeating or
           bypassing the engine protective oil pressure swi tch.    The
           defeat function turns on the fuel solenoid, instrument power
           and alternator excitation.

    2.     Start:   The START/DEFEAT toggle switch is a double pole,
           single throw switch.   The swi tch also serves two purposes:
           starting the engine and defeating or bypassing the oil
           pressure switch. The latter pole serves the same function as
           in the preheat switch.

    3.     Stop: The STOP toggle switch is a single pole, single throw,
           normally closed switch.   This switch provides power to the
           fuel solenoid, instrument cluster and alternator excitation,
           after the oil pressure switch has closed upon starting.
           Opening of this switch opens the power circuit to the fuel
           solenoid, thus stopping the flow of fuel to the engine and
           stopping the engine.


    1.     Preheat:   Depress the PREHEAT switch.   The voltmeter, panel
           lights, gauges and meters and fuel solenoid will activate.
           The PREHEAT switch should be depressed for twenty seconds in
           conjunction with thermostarts (installed in intake manifold)
           and forty to sixty seconds in conjunction with glowplugs.

    2.     Start:   While still depressing the PREHEAT switch, depress
           the START switch.     This will engage the start solenoid.
           Panel power and the fuel solenoid will be activated.    Upon
           engine firing, release the start switch.  Do not release the
           PREHEAT switch until oil pressure reaches 15 psi.    Then as
           long as the high water temperature and low oil pressure pro-
           tective circuit does not activate, the set will remain
           energized and continue to run.

    3.     Stop:   Depress the STOP switch to stop the engine.     This
           opens the power feed to the fuel solenoid, stopping the fuel
           flow to the engine. It must be depressed until the generator
           stops rotating.

For remote operation of the generator system, the same three switches
are used.    The PREHEAT and START switches are connected in parallel
with the local panel switches and serve the same functions as in the
local panel.   The STOP switch is in series with the local panel STOP
swi tch, and serves the same functions as in the local panel. The
generator may be stopped from local or remote positions.

Once the diesel generator sets have been placed in operation, there is
little or no control adjustment required by the A.C. Generator. When
starting the generator, it is always a good plan to switch off all
A.C. loads, especially large motors, until the engine has come up to
speed and, in cold climates, starts to warm up.     These precautions
will prevent damage by unanticipated operation of A.C. machinery and
prevent a cold engine from being stalled.
OVERSPEED (If equipped with this option):

If the engine governor loses control and the engine speed accelerates,
a relay is actuated that de-energizes the fuel solenoid and stops the
engine. A red light on the panel illuminates and remains lighted. To
extinguish the light, reset the overspeed relay by depressing the
engine STOP switch.    When the reason for the overspeed shutdown is
corrected, the engine is ready to be restarted.

The engine control system is protected by a 20 amp manual reset cir-
cuit breaker located on the engine as close as possible to the power
source. An additional circuit breaker is located at the fuel solenoid
(P/N 23041) when this solenoid is used.   (This solenoid is not used on
models which have a solenoid built into the injection pump.)
Manual Control (toggle switch) troubleshooting.
Problem                  Probable Cause          Verification
'Preheat depressed,      Battery switch or       Check switch and/or bat-
 no panel indications,   power not on            tery connections.
 fuel solenoid not
 energized.              20 amp circuit          Reset breaker if opens
                         breaker tripped         again, check preheat
                                                 solenoid circuit and
                                                 "run" circuit for shorts
                                                 to ground.
Start depressed, no      Battery switch or       Check switch and/or bat-
panel indications,       power not on            tery connections.
fuel solenoid not
energized. Start         20 amp circuit          Reset breaker. If opens
solenoid not engaged.    breaker tripped         again check start sole-
                                                 noid circuit and "run"
                                                 circuit for shorts to
Start depressed,       Fuel solenoid             1. Check mechanical
panel indications O.K. (P/N 23041) circuit       positioning of fuel
Start solenoid O.K.    breaker tripped           solenoid for plunger
Fuel solenoid not                                bottoming.
functioning.                                     2. Reset breaker and
                                                 repeat start cycle.
                                                 3. If repeated trip-
                                                 ping, check for defec-
                                                 tive breaker or fuel
No ignition, cranks,     Faulty fueling system   1. Check for fuel to
does not start. Fuel                             generator system.
solenoid energized.                              2. Check for air in
                                                 fuel system (bleed
                                                 3. Fuel lift pump

Failure to stop.        Fuel solenoid           Stop engine by freeing
                        (PiN 23041) return      fuel pump lever. That
                        spring                  failing, shut off fuel.
                                                Check fuel solenoid
                                                linkage and repair for
                                                free movement.

                        Stop switch failure     Disconnect power leads
                                                thru stop switch. Test
                                                switch for proper oper-
                                                by continuity test.

                        Fuel injection pump     Stop engine with fuel
                        failure                 line shut off.
Engine stops.           Low oil pressure or     Check oil, fresh water
                        overheated              and sea water cooling.

                        Low oil pressure        Check for satisfactory
                        switch fails to close   operation with switch

                        High water tempera-     Same as above.
                        ture switch open at
                        too low a temperature

                        Switch and wiring       Inspect all wiring for
                                                loose connections and
                                                short circuits.

Not charging battery.   Alternator drive        Check drivebelt and its
                                                tension. Be sure alter-
                                                nator turns freely.
                                                Check for loose connec-

                        Regulator unit and      With engine running, mo-
                        alternator              mentarily connect B+ to
                        (liMA" ser ies only)    field. A good alternator
                                                will produce a high
                                                charge (50 amps). If no
                                                response, replace alter-
                                                nator. Check for short-
                                                ing of alternator output
                                                connections to ground.

Battery runs down       Oil pressure switch     Observe if gauges and
                                                light are on when engine
                                                is not running. Test the
                                                normally open oil
                                                pressure switch by dis-
                                                connecting one lead. If
                                                lights go out, replace
                                                oil   pressure    switch.

Battery runs down   High resistance leak   Check wiring. Insert
                    to ground              sensitive (0-.25 amp)
                                           meter in battery lines.
                                           (Do not start engine.)
                                           Remove connections and
                                           replace until short is

                    Low resistance leak    Check all wires for tem-
                    to ground              perature rise to locate

                    Alternator             Disconnect alternator at
                                           output, after a good
                                           battery charging. If
                                           leakage stops, replace
                                           alternator protective
                                           diode plate. That fail-
                                           ing, replace alternator.

                        OPERATING INSTRUCTIONS
                        SINGLE AND THREE PHASE

The solid state voltage regulated alternators described herein have
been built to give lasting and reliable maintenance free service in
their intended application(s) and are SCA certified.         Should a
situation arise where the alternator fails to operate properly and all
mechanical conditions are found to be satisfactory, refer to the
electrical section of this manual as an aid in analyzing the cause and
effecting a repair.


1.   The alternator intake and exhaust airways must be kept free of
     obstructions during operation of the alternator.    If the flow of
     cooling intake air or heated exhaust air is inhibited, eventual
     alternator overheating and subsequent failure of the alternator to
     operate may occur.
2.   Care should be execised during the electrical hookup to the alter-
     nator output, so as not to damage the voltage regulating circuits
     found within the control box. See figure 4 for alternator connec-
     tion diagram.


1.   Do not exceed the maximum alternator shaft speed of 2200 RPM as
     permanent alternator damage may result.
2.   If there are unusual noises from the alternator at any time during
     its operation, shut it down and check for internal mechanical wear
     and/or damage.

3.   For the protection of line frequency sensitive loads that may be
     connected to the alternator, only operate at an alternator shaft
     speed of 1800 RPM (60 Hz).

These alternators are classed drip proof. The air intake   and outlets
are covered with an expanded metal screen to protect       against the
ingestion of airborne litter.  These screens need not be   removed for
cleaning.   DO NOT operate the alternator without these     screens in

There are no set up adjustments for the alternator. However, if the
value of the output voltage is inconsistent with given specific
requirements, then it may be adjusted over a narrow + 5% range and
will not normally require readjustment.

To adjust the output voltage, remove the cover from the control box
and locate the voltage setting control per figure 1.    Using an insu-
lated tool, operate this control to obtain the desired output voltage.
Right hand rotation of this control increases the output voltage.

                                              CMIOO       oltage
                                           0- -cD-.
                                          1      r
                               Figure 1



The alternator is virtually maintenance free and is designed to give
5000 hours of trouble free service. Periodic inspection is suggested
to assure the alternator airways do not become obstructed.


The alternator can be dismantled from the engine using standard hand
tools. See figure 2 for dismantling information.
Some minor repairs and tests can be done without dismantling the
alternator. One example is the shaft mounted rectifier. See figure 3
for the checking and/or replacing procedure.

With heatsink compound (DC #340
or equivalent) tighten to maximum
torque of 30 inch pounds.


To clear alternator
housing if required.

Identifies rectifier
output terminal

Only this lead has twin solid magnet
wire and tan colored insulation sleeve
and will show a low electrical resistance
when measured to shaft.

    1.   Remove the hole cover   (item 10) on top anti-drive end of the

    2.   Crank engine until the rectifier comes into view and lock to
         prevent engine from turning the shaft.

    3.   Unsolder the four wires from the rectifier.

    4.   Remove the rectifier by unscrewing in counter-clockwise
         direction then follow testing and replacement procedures
         described under alternator disassembly above.

    5.   Replace or reinstall the rectifier reversing the above proce-



An understanding of the alternator I s principle of operation may be
useful before attempting to analyze an electrical failure; therefore a
brief description follows. See figure 4, Schematic Diagram.

The alternator    is   a    brushless,    self-excited   type   requiring   only
driving force.

One permanent magnet in the six pole exciter stator is responsible for
the self-exciting feature of the alternator.       Its magnetic field
causes a voltage to be induced into the associated exciter rotor coils
during rotation.   This AC voltage is full wave rectified and applied
to the main rotating field coil. The resulting electro-magnetic field
induces an alternating voltage into the associated main stator coils
and a resulting current will flow to the output terminals.

S imul taneously, an auxiliary coil on the main stator generates an AC
voltage which is full wave rectified and employed as a source of
supply for the remaining five electro-magnetic poles on the exci ter
stator.     The voltage regulator controls the current flow to these
poles, thereby effecting voltage regulation.


     SYMPTOM               PROBABLE CAUSE                REPAIR PROCEDURE

1. Mechanical    a) Defective bearing.            Replace bearing.

   Noise         b) Worn bearing.                 Replace bearing.

                 c) Loose or misaligned           Align and/or tighten.

                 d) Foreign objects within.       Remove and check further
                                                  for possible damage.

2. No Output     a) Short or open circuits        Contact Westerbeke if
                    in any stator or rotor        repair is beyond local
                    coil, or associated           facilities. Check ground-
                    leads.                        ing lead and terminal on
                                                  shaft behind main rotor
                 b) Defective bridge              Replace if faulty and
                    rectifier on shaft (see       check further for cause.
                    figure 3).
                 c) Faulty voltage regulating Repair or replace if
                    circuit.                  faulty and check further
                                              for cause.

3. High Output a) Misadjusted output vol-         Set output voltage to
   Voltage        tage control (see               desired value. CAUTION:
                  figure 1).                      SOME COMPONENTS CARRY LIVE
                                                  VOLTAGE AND THE USE OF
                                                  INSULATED TOOLS IS

                b) Wire T2 (120/240V) or T6 Clean and/or remake this
                    (120/208) or T12 (120/208 ground connection.
                   /416 - 120/240) unground.
                c) Faulty voltage regulating Repair or replace if
                   circuit                   faulty and check further
                                             for cause.
4. Low Output   a) Misadjusted output         Set output voltage to
   Voltage         voltage control (see       desired value. CAUTION:
                   figure 1).                 SOME COMPONENTS CARRY LIVE
                                              VOLTAGE AND THE USE OF
                                              INSULATED TOOLS IS
                b) High line loss if          Increase the size of the
                   voltage is low only at     wiring leading to the
                   load(s).                   load(s) as required. Load
                                              wires should not run hot
                                              at continuous full load if
                                              properly sized. Do not run
                                              a greater length of wire
                                              than required as losses
                                              increase with distance. If
                                              wire is correctly sized
                                                   "n is not too long,
                                              check for poor connections
                                              and/or partly broken wires
                                              that may be indicated by
                                              hotspots in the wire or
                                              at terminals of switches,
                c) partially shorted main     Contact Westerbeke if
                   rotor field coil.          repair is beyond local
                d) Electrical overload, and/ The total load at the pre-
                   or poor power factor      scribed power factor (see
                   connected to alternator   identification plate on
                                             alternator) should not be
                e) Alternator shaft RPM too   Check engine speed.
                f) Faulty voltage             Repair or replace if
                   regulating circuit.        faulty and check further
                                              for cause.

5. Unstable     a) Irregular engine speed.    Check engine and loads for
   Output                                     transient operation and/or
   Voltage                                    overloads.

                b) Loose electrical           Tighten connections as
                   connections.               required in load wiring
                                              and voltage regulating
                c) Faulty voltage             Repair or replace if
                   regulating circuit or      faulty and check further
                   connector                  for cause.
                d) Higher than required       Check speed is 1800 RPM.
                   engine speed.
6. Overheating a) Airways blocked.            Remove obstruction.
                b) High ambient temperature. Do not permit ambient tem-
                                             perature to exceed 40·C
                                             (104·F) and operate in a
                                             well ventilated and shaded
                                             area if necessary.
                c) Electrical overload andl   The total load at the pre-
                   or poor power factor       scribed power factor (see
                   connected to alternator.   identification plate on
                                              alternator) should not be
                d) Engine exhaust being       Redirect engine exhaust as
                   drawn into alternator      required to prevent this
                   air intake.                from happening.
7. Alternator   a) Static charge.             Properly ground frame of
   Housing                                                   alternator.
                b) Open circuit at ground     Ensure alternator neutral
                   bar in control box.        has continuity from stator
                                              to ground bar. CAUTION:
                                              SOME ELEMENTS WITHIN THE
                                              CONTROL BOX CARRY LIVE
                                              VOLTAGE WHEN ALTERNATOR
                                              IS RUNNING.

           DIODES MOUNTED                  fMAIN STATOR
                                                                                            BASIC           SCHEMATIC
           IN HOUSING              =i
                                                                                                            EXCITER ROTOR
                           .L---Y'L_~ I ,.-----------4~-------4 4
                               r---~:-'         £..      MAIN ROTOR
              TI   0-:....----+-----..: r--      -1          r- -+---;                                                I

                                       II                I   I                    I                                   I I
              T2   J:>--=-------.J I I                                                                                I I                   VR301
                                                                                                                                            ITEM 27
              T3   ~
                   *               ~   II
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     T2      Oc::         ~2     I~                >LZ I ~                           T2    0         >L2               T2                                   ~

     T3      a..:    I 1 :z,!-31   ~               ;J-3 1 ~"          I   I ~211 T3        0         >,-3              T3     -        I           _ L2     (')
     T4                            T4
                                                         T4                          T4                                T4                                   (')
     T5                                                  T5                         T5                                 T5
                                   ~                                                                                                                        0


~~                                 ~                      T6                               c/        ~N                T6
                                                                                    T6                                                             >N
                                                                                           "V fRAME
     T7                            IZ-.o-                T7
                                                                                                         --                                 --
                                                                                                SINGLE         PHASE        ALTERNATOR
     T8                            ~                     T8
                                                                                           120- 240 V                                      120 V





                                                                                                   >L 1                TI

                                                                                                                              ;? ~~I       ~l-fRAME
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                                                                                     T4    a         ~L2               T4
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                                                                                    --4WIR£ 3 'PHASE ALTERNATOR FRM.;~~N                     011
          · ....    fRAME                      fRAME                  fRAME                                                                                         73
                                                                                      FA( TORY [ONNECT£D FOR:        .            .+
                                                                                    120/208,OR 27714S0,oR~                    N             Lr       L2     L3
Figure 2


1    Stator Housing
2    Drip Shroud - Exhaust Air
3    Exhaust Air Screen (4)
4    Helical Lockwasher, 0.25 (3)
5    Round Head Screw,·0.25-20 x 0.5"   (3)
6    Eyebolt
7    Nut, 0.375-16 UNC
8    Main Stator
9    Excitor Stator
10   Snap Cover 2.25" Dia.
11   Snap Cover 3.00" Dia.
12   Belleville Washer
13   Retaining Ring
14   Cap Screw, 0.312-18 UNC x 1.25" (6)
15   Lockwasher Split, 0.313 (6)
16   Clamping Ring
17   Inlet Air Screen (4)
18   Drip Shroud - Inlet Air
19   Ball Bearing (Anti-drive End)
20   Bridge Rectifier
21   Complete Rotor/Shaft Assembly
22   Disc Drive (4) or (5)
23   Fan
24   Continuous Grommet
25   Steel Control Box (incl. Cover)
26   Neutral (Ground) Terminal Strip
27   Voltage Regulator
NOTE:     When ordering spare parts, please give reference number,
          description, model and serial number of both engine and

                                DETAIL A


                         YO GENERATORS
                                                   OVERALL LENGTH


                                                                                                      TORQUE TO
                                                                                                       130 TO ISO
                                                                                                        FT. LBS.




                                       FIGURE 1.   GENERATOR (SECTIONAL VIEW)

The YO generators beginning with Spec AA (Figure 1)
are four-pole, revolving field, brushless exciter,
reconnectible models of drip-proof construction.
Generator design includes both single and three-                 F' + and P- are from the exciter field winding and are
phase, 60 and 50 hertz type generators. The generator
rotor connects directly to the engine crankshaft with a
tapered shaft and key. The generator is fastened to
the engine by the rotor-through-stud which passes
through the rotor shaft; it has a nut on the outside of
the end bell. A centrifugal blower, on the front end of                                                       V~3~  SINGLE-
the rotor shaft, circulates the generator cooling air                                              Y"___-   _~ T253e PHASE
which is drawn in th rough the end bell cover and
discharged through an outlet at the blO'.ver end.

A ball bearing in the end bell supports the outer end of
the rotor shaft. The end bell and generator stator
housing are attached by four-through-studs which                                         rn
                                                                         9X THREE PHASE)\ T2
                                                                                                                1: THREE-
pass through the stator assembly to the engine-                                              T3                 51B PHASE
generator adapter. The brushless exciter stator                                          .   TO
mounts in the end bell while the exciter rotor and its
rotating rectifier assemblies mount on the generator                    FIGURE 2.   SINGLE AND THREE PHASE GENERATOR
rotor shaft.                                                                        SCHEMATIC     (COMPOSITE)

connected to the output terminals of the voltage
regulator. Leads 1 and 2 are connected to the stator
windings and provide reference voltage and input
power to the voltage regulator. These five leads are
connected at the factory.

Figure 2 is a composite illustration showing four output leads for
single-phase units, 12 output leads for 3-phase broad range units,
and four output leads for code 9X 3-phase 347/600 volt generators.            RESIDUAL
                                                                              IN ROTOR
GENERATOR OPERATION                                                           PROCESS
The basic operation of the generator and voltage
regulator involves the stator, voltage regulator, ex-
citer field and armature, a full wave bridge rectifier,
and the generator rotor, Figure 3. Residual

magnetism in the generator rotor and a permanent                           120-139 VAC
                                                                           REFERENCE                 BRUSH LESS 'n~~~~m
magnet embedded in one exciter field pole begin the                         VOLTAGE                  EXCITER    1\
voltage build-up process as the generator set starts                                                  FIELD
running. Single-phase AC voltage, taken from one of
the stator windings, is fed to the voltage regulator as a
reference voltage for maintaining the generator out-                                 VOLTAGE
put voltage. The AC reference voltage is converted to                      6198     REGULATOR
DC by a silicon controlled rectifier bridge on the
voltage regulator printed circuit board and fed into                          FIGURE 3.     EXCITATIO~     BLOCK DIAGRAM
the exciter field windings. The exciter armature
produces three-phase AC voltage that is converted to
DC by the rotating rectifier assembly. The resultant
DC voltage excites the generator rotor winding to                    INSTALLATION                 AND        RECONNECTION
produce the stator output voltage for the AC load.                   CAPABILITIES
The generator rotor also produces AC voltage in the                  YO generators have the capability of being operated
charging winding of the stator which is converted to                 in a number of different voltage connections, and at
direct current for battery charging.                                 different voltages in a single connection. The connec-
                                                                     tions and voltages which can beobtained from agiven
                                                                     generator are defined by the generator voltage code
                                                                     on the nameplate and listed in Figure 6.
                                                                     ~ To prevent generator damage, do not attempt
                                                                     ~ to operate a generator with a given voltage
                                                                     code in any connection or at any voltage not listed for that voltage
VOLTAGE REGULATOR                                                    code.
The line-voltage regulator (VR22 or VR23) on the
Spec AA J-Series generator sets is an all solid state                NOTE 1. When connecting the generator output leads for a new or
device; that is, no relays or tubes are needed. Basic                different connection or when the operating voltage of a single
components of the voltage regulator are:                             voltage connection is to be changed, be sure that jumper wire W1 0
                                                                     on VR" is properly connected from terminal V' to V', V', or V' as
                                                                     listed in Figure 6to provide the correct reference voltage.
·   Printed circuit board VR21
·   Voltage reference transformer T21                                 NOTE 2. Connect the wire from transformerT21-X' to terminal VR"-
·   Commutating reactor CMR21                                         S for code -53C and -518 (50 Hertz) generators. Connect T"-X' to
                                                                      VR21-' for code -3C, -18, and -9X (60 Hertz) generalors. Connect the
·   Field circuit breaker CB21                                        rest of the wires on the voltage regulator assembly according to the
·   Voltage adjust rheostat R22 (Optional)                            wiring diagram and wiring tabulation chart which applies 10 your
                                                                      generator set.
Figure 4 shows the above components and voltage
regulator wiring diagrams for typical control boxes on               Generator sets without a control panel or
electric generating sets. The electrical schematic and               switchboard containing AC instruments such as
printed circuit board are shown in Figure 5.                         voltmeters, ammeters, running time meter, frequency
                                                                     meters, and line circuit breakers are shipped from the
The voltage adjust rheostat (Rn) is optional on either               factory with the AC output leads separated in the
VR22 or VR23 voltage regulator assembly. When R'" is                 output box. On generator sets with switchboards
used, it is connected between VR2'_' and VR2U                        containing AC instruments, the AC output leads are
(Figure 5) and the jumper between VR2'_' and VR2'_2                  wired as specified on the customer's purchase order
(Figure 4) is removed.                                               to deliver only the voltage specified.

        I                                             Rl3        R8
        : 2500ncl
        : VOLTAGE:                                          C8
        I ADJUST I
        'RHEOSTAT I
                        I               RI9

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                ~   I   150Hz 5                                                                                                                 CRlS   VO L T AGE TO
    -   I       I   L__ l§.o~z    ~W\......,..---t                    RI               CS                                                               EXCITER
          I     I
          I     I                                                                 C2

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      277/480   3

                                  IU                      LO   ~Tl2
518   2201380   3   so    VI      a:
      2301400   3   50    V2      ...
                                  IU                  ,             TJr9

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                                                                                LI                                     LO             L2                             L3                          LI
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                                                      Til                           :rJ-0
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                                                                                                                   ~ A AA A
18    1201240       60    VI      c                                  6        -LI
                                  ~                       T3                  :1'1
                                  CI                       T5        T2 T4
518   1101220       so     VI     IU                                    -1.0
      1151230       so     V2     ·
                                                                      12 T7
      1201240       so     V3
                                  8                             T8            -L..2                               T2 T4 T7 TI2                   TI    T6     T3 TS          T8 TIO         1'1 Til

                                                                          LI                                                 LI                                                          L..2


18      120         60     VI     ~
                                  oJ                 T,

                                                     T-~ 9:.
                                  CI                        T9 TI2 [TI T7
518     110         50     VI     oJ
                                  IU                        Til
        115         50     V2     oJ
                                  C                        T2
                                  C                                                                               TI T7 T6 TI2                    T3       T9 TS Til              T4 TIO T2 T8
        120         50     V3     L                                       L2

                                                                                                                                           L.I        L2       L.3          1.0
      3471600   3   60                                                                       1.2
9X                        V4                    LI


                                                                                                                                           TI         T2        T3           TO


The optional AC instruments on the control panel
(such as voltmeters, ammeters, transformers, and
running time meters) are intended for use with
specific nameplate voltages. Control components
may have to be changed to match new current ratings
when field reconnection for other voltage codes or
voltages are made.

Under no circumstances shall the gene,..tor be connected In any
other manner than shown In Figure 6.

Severe damage will result If leads are Incorrectly connected or
Improperly Insulated. Use extreme care In checking leads to usure

                     ADJUSTMENTS AND TESTS
The adjustment and test procedures herein are
referenced in the generator troubleshooting tables,
pag~s 18-20. The foll?wing information is needed by
                                                              VOLTAGE REGULATOR CHECKOUT
servIcemen to effectIvely service or repair J-series
generators beginning with Spec AA.                            The solid state voltage regulators (VR21) can be
                                                              checked out on the bench for proper operation or
                                                              location of faulty components. The following test
                        [A]                                   equipment (one-each) is required for a proper
VOLTAGE CALIBRATION ADJUSTMENT                                                               TEST EQUIPMENT
                                                              REF. DESIGNATION
The calibration adjustment is made using an accurate          S ......................................... Switch
AC voltmeter to observe generato r output voltage and         CMR21 ................................... Reactor
to set the correct no load voltage. If voltage regulator      F .................................. Fuse,S Amps
VR21 printed circuit board has been replaced, it may
be necessary to make a calibration adjustment. To             T1 ........... Transformer, Variable 2 Amp 0-150V
obtain the correct output voltage, proceed as follows:        V2 ............. Voltmeter, DC ± 2% of Full Scale 3,
                                                                                Scale 0-50 and 0-1 50V and 0-10V
 1. If set has a voltage adjust potentiometer (R22) on
    the meter panel, set pointer halfway between              V1 ...... Voltmeter, AC ±2% @ 10VAC, 1% @ 150V
    minimum and maximum positions.                            R1 ...................... Resistor, 100-0hm 400 W
                                                              T21 .................. Transformer, Input 315-0386
 2. With unit running at no load, turn generator
    voltage potentiometer R26 on VR21 (Figure 4)
    clockwise to increase output voltage; turn R26
    counterclockwise to decrease output voltage.
                                                              Bench Check:
                                                              1. Remove voltage regulator from unit acc0rding to
                        [8]                                      procedure given for voltage regulator replace-
                                                                 ment.                      .
                                                              2. Referring to Figure 7 and Table 1, connect test
VOLTAGE STABILITY ADJUSTMENT                                     equipment to the printed circuit board VR21
Voltage stability is set at the factory, but if printed          terminals as follows:
circuit. board VR21 has been replaced or if damping
potentIometer R27 has been unnecessarily adjusted it
may be necessary to reset stability. Set stability as
 1. With generator set running at no load, turn
     potentiometer R27 (Figure 4) to a position where
     voltage tends to be unstable or hunt.
 2. Turn R27 clockwise slowly until voltage first
     stabilizes. This setting will result in stable voltage
     under all conditions in maximum voltage
     regulator response time.

   CONNECT        FROM                      TO                                                                             [E]
   Jumper         VR21-V1                   VR21-V4
   Jumper         VR21-1                    VR21-2                                FLASHING THE FIELD
   Lead           CMR21-1                   VR21-10                               The following procedure is used for momentarily
   Lead           CMR21-4                   VR21-9
                                                                                  flashing the exciter field with a low voltage which
   Lead           T21-X1                    VR21-6
   Lead           T21-X2                    VR21-4
                                                                                  restores the residual magnetism in the alternator
   AC Voltmeter   Across                    T21-H1 & H2                           rotor. Flashing the field is usually necessary when
   DC Voltmeter   Across                    CR21-7 & 8                            installing a new brushless exciter stator wound
   VARIAC         Across                    T21-H1 (fused)                        assembly. but seldom is necessary under other
                                              and H2                              circumstances. Always check generator residual
                                                                                  voltage at terminals 1 and 2 to be certain whether or
3. Open switch in 120 VAC supply to VARIAC.                                       not flashing the field is necessary. Generator residual
4. Plug VARIAC into 120 VAC source.                                               voltage should be at least 20 V AC at rated speed. If
                                                                                  residual is too low and the output voltage will not
5. Proceed with checkout according to steps in
                                                                                  build uP. flash the field as follows:
   Table 1.
                                                                                    1. Locate terminals 7(-) and 8(+) on voltage

                                         TABLE 1. VOLTAGE REGULATOR CHECKOUT
                                                                 YI AC INPUT YOLTAGE

                             (>   = LESS THAN)                   Y2 DC OUTPUT YDL TAGE
                                                                                                    «= MORE THAN)
                            TEST NAIIE                  PROCEDURE                                        REQU I REIIENTS
                     I      BUILD UP       SET YI TO 25 VAC                              Y2 SHalL BE     >   12 YDC

                                                                                         SET POT R28 TO HOLD
                     2     CALIIUTlOli    SET YI TO 120 VAC
                                                                                         Y2 BETlEEN 50-70 vac

                                          A. SET YI TO 123 YAC                           Y2 SHalL BE     < 30   YOC
                     3        RANGE
                                          I. SET YI TO 125 VAC                           Y2 SHalL IE     < 10   YOC

                                          A. SET YI TO 115 YAC                           Y2 SHalL BE     >   15 YDC
                     4        RANGE
                                          B. SET YI TO 117 VAC                           Y2 SHalL IE     >   10 YOC

                     5                    SET YI TO 150 Y                                V2   < 10   VOLTS
                                          SET Y, SO Yz IS NEAR IIAXIIUII                 Va SHOULD DROP TO < 50 VOLTS
                     ·      DAIIPING
                                          RAPIDLY TURN PDT Ul FROII FULL                 THEN RISE TO ORIGINAL VALUE.
                                          CL KII SE P  m
                                                      I SE  POS
                                                        ~2" i    I T}¥.~:f
                                                              .. ~~T       fULL
                                                                      IN R27 TO


                                                 ~----_+~IO                                          I

                                                            ~~i                                                       '''JuMPER

                                                            XI     I                                 I
                                                                         INCREASE                    I

                                                                                               <>t---"l               WIO JUMPER

                                                                                                8    I

                                                                                                     I           RI        VOLTMETER

                                                 ......- - - + - 0 9                                 I
                                            REACTOR-COM.            L _____ ~


                                                                                                     12 AMP. D.C.
                                                                                                    300 VOLT DIODE

                                                                                                                              DRY CELL
                                                            FIGURE 8. FLASHING THE FIELD

    regulator printed circuit board (VR2').                                            other lead to CRI, CR2, and CR3 in turn; record
 2. Use a six volt dry cell battery with two clip leads. a                             resistance value of each rectifier.
    12 amp DC. 300 volt avalanche diode, and a 10-                                3.   Connect one lead to F2- stud and connect other
    ohm resistor as shown in Figure 8. If a six volt                                   lead to CR3, CR4 and CRs in turn; record
    battery is not available, a 12 volt automotive                                     resistance value of each rectifier.
    battery can be used by increasing the 10-ohm                                  4.   Reverse ohmmeter leads from step 2 and record
    resistance to 20-ohms; or a 24 volt automotive                                     resistance value of each rectifier F'+ to CR', CR2,
    battery can be used by increasing the resistance                                   and CR3 and P- to CR4, CRs, and CR6.
    to 40-ohms.
                                                                                  5.   All three resistance readings should be high in
                                                                                       one test and low in the other test. If any reading is
[~                              A series resistor MUST be used to protecl the
                                                                                       high or low in both tests, rectifier assembly is
     ....    .....
                 . :;'"'~
                  ... -A.A--... meter. Polarity must be observed.
 3. After starting engine, touch positive (+) battery                             6.   Replace defective rectifier assembly with new,
    lead to VR2U and negative (-) lead to VR2'_7,                                      identical part.
    contact terminals just long enough until voltage
    starts to build up ordamage mayoccurto exciter-
    regulator system.                                                            Use 24Ibs-ln. torque when replacing nuls on F'+ and f2-, CR', CRa,
                                                                                 CR3, CRt, CRs, and CR".
    WARNING · Be caullous when working on a
..._ _ _ _.. generator that Is running to avoid elec-
Irlcal shocks.

All of the following tests can be performed without
disassembly of the generator as shown in the il-
lustrations herein. Use the following test procedures
for testing generator components in conjunction with
the troubleshooting tables.

Two different rectifier assemblies make up the
rotating rectifier bridge assembly, Figure 9. Using an
accurate ohmmeter, test each CR using negative and
positive polarities. Test rectifiers as follows:
 1. Disconnect all leads from assembly·to be tested.
 2. Connect one test lead to F'+ stud and connect                                        FIGURE 9. TESTING ROTATING RECTIFIERS

                                      10 AC




                                              CR14                                    FIGURE 11. TESTING DIODES

                                           AC                              as shown in Figure 12. The resistance reading
                                                                           should be one megohm or greater. Reverse
                                       9                                   ohmmeter leads to anode and cathode; resistance
                                                                           should again be one megohm or greater.
                       RECTIFIER BRIDGE
                                                                         3. Using a 6-volt dry cell battery and a 200-ohm
                                                                            series resistor, observe correct polarity and con-
                                                                            nect battery leads to anode and cathode as shown
                         [G]                                                in Figure 13. Observe polarity and connect a DC
                                                                            voltmeter across the 200 ohm resistor. The
                                                                            voltmeter should now read zero. Jumper anode to
TESTING OUTPUT BRIDGE DIODES                                                gate; voltmeter should now read 6-volts. Remove
The output bridge rectifier diodes (Figure 10), CR'2,                       jumper; voltmeter should still read 6-volts
CRl4, and CR'S, are located on the voltage regulator                        because the SCR remains turned on until voltage
printed circuit board. Using an accurate ohmmeter,                          is removed from anode to cathode.
test diodes CR ' 2, CRl4, and CR'S as follows:
 1. Disconnect at least one lead of diode.
 2. Connect one lead to each end of diode and
    observe resistance reading, Figure 11.                                           OHMMETER
 3. Reverse ohmmeter leads and again observe
    resistance readings.
   A good diode has a higher reading in one direction than the
   other. If both readings are high, or low, diode is defective.

 4. Replace defective diodes with new, identical

Two identical silicon controlled rectifiers (SCR'S),
CRl3 and CRl6, control the DC output voltage to the
exciter field. These SCR'S are mounted in heat sinks
on the voltage regulator and are tested as follows:
 1. Unsolder leads from CRl3 and CRl6.
 2. Using high scale on ohmmeter, connect
    ohmmeter leads to anode and cathode of the SCR                                 FIGURE 12.   SCR RESISTANCE TEST

+                            AC-DC
                           MUL TIMETER                       TESTING REFERENCE TRANSFORMER
                                                             The transformer. T2, has fou r leads marked H" H2, X',
                                                             and X2. H'-H2 are the primary leads. X'-X2 are the
                                                             secondary leads.


                                                                             X1    f"I'f"l      X2

                                                              1. Resistance between H'-H2 should be 122 to 150-
                                                              2. Resistance between X'-X2 should be 157 to 192-
                                                              3. Resistance between H'-X" H'-X2, H2_X' and H2_X2
                                                                 should be infinity.
                                                              4. Resistance from any terminal to transformer
                                                                 frame should be infinity.
                                                              5. If any of the above conditions are not met, install a
                                                                 new reference transformer.

       8212                                                                          [K]
                                                             TESTING BRUSHLESS EXCITER STATOR
              FIGURE 13.   SCR VOLTAGE TEST                  Like the generator, the brush less exciter stator
                                                             (Figure 14) can be tested for open or shorted
                                                             windings and grounds.
   because the SCR remains turned on until voltage
   is removed from anode to cathode.                         Testing for Open or Shorted Windings:
4. If the SCR does not pass either test, it is defective.    Disconnect F'+ and P- exciter field leads from
   Replace defective SCR with a new, identical part.         terminal block in generator end bell. The resistance
                                                             between field leads should be 12.2 ± 10% at 20 C (68
                           [I]                               F.).

                                                             Testing for Grounds:
TESTING REACTOR                                              Connect ohmmeter between either field lead and
The reactor assembly CMR2' leads are marked 1, 2, 3          exciter stator laminations. Use ohmmeter set at RX
and 4. Wires 1-2 and 3-4 are wound on the same iron          100 scale. An ohmmeter reading of less than infinity
core.                                                        ( oc ) indicates defective ground insulation.

                     1               2


1. Resistance between 1-2 and 3-4 should be about
2. Resistance between 1-3,2-3,1-4, or2-4should be                   OHMMETER RESISTANCE BETWEEN
   infinity ( 00 ) .                                                    F1 AND F2 SHOULD BE
                                                                          12.2 OHMS (±. 10%)
3. Resistance from any terminal to reactor frame
   should be infinity.
4. If any of the above conditions are not met, install a
   new reactor.                                                       FIGURE 14.   TESTING EXCITER FIELD

                                                               4. Replace grounded rotor with new, identical part.



                                                                     CONTACT ONE PROD TO EACH OF THE FIELD
                                                                       LEADS AND OTHER PROD TO ROTOR SHAFT.
                                                                         IF ROTOR IS GOOD. THERE WILL BE NO
                                                                  6215         READING ON OHMMETER.

                                                                       FIGURE 16. TESTING ROTOR FOR GROUNDS

TESTING BRUSHLESS EXCITER ROTOR                                Testing for Open or Shorted Winding:
(ARMATURE)                                                     All resistance values should be within ± 10% of
The brushless exciter rotor (Figure 15), can be tested         values specified in Table 2 at 20°C. (68°F). Perform
for open or shorted windings or grounds.                       tests as follows:
                                                                1. Remove rotor leads F'+ and P- from rotating
                                                                   rectifier assemblies.
Testing for Open or Shorted Windings:
                                                                2. Using ohmmeter, check resistance between F'
Use a Wheatstone Bridge for this test. Disconnect                  and P leads, Figure 17. See Table 2 for proper
main rotor field leads which connect to rotating                   resistance values.
rectifier assemblies at F'+ and F2-. Disconnect lead
wires from diodes CRl, CR2, CR3, CR4, CRs and CR6.                If resistance is low, there are shorted turns. If resistance is
Test between exciter lead pairs T'-T2, P-Pand T'-P.               high, rotor winding is open. In either case, rotor must be
Resistance should be 0.5 to 0.6 ohms at 20 C (68 F.).
                                                                3. Replace defective rotor with new, identical part.
Testing for Grounds:
Connect leads of ohmmeter between each CR lead
and exciter rotor laminations; use RX 100 scale on
ohmmeter. An ohmmeter reading less than infinity
("") indicates defective ground insulation.                                                       OHi"METER

For these tests, use an ohmmeter on RX 100 scale.

Testing for Grounds:
On brushless type generators, check for grounds
between each rotor lead and the rotor shaft, Figure
16 . Perform tests as follows:
                                                                        CONTACT ONE PROD TO ONE FIELD LEAD AND
 1. Remove rotor leads F'+ and F2- from rotating                           OTHER PROD TO OTHER FIELD LEAD.
                                                                6213     RESISTANCE VALUES ARE GIVEN IN TABLE 2.
    rectifier assemblies.
 2. Connect ohmmeter leads between F'+ and rotor
    shaft and between P- and rotor shaft. Meter
    should not register.
                                                                 FIGURE 17. TESTING ROTOR FOR AN OPEN CIRCUIT
 3. If meter registers, rotor is grounded.


        Resistance in Ohms at 25C (77F)
                                                                                     THREE PHASE MODELS
                                                                                   TEST BETWEEN WIRE PAIRS
        10 KW 60 HZ 2.05-2.09                                                       TI·T4     T7·TIO   T3·T6
                                                                                    T9·T12    T2-TS    T8-TII
        15 KW 60 HZ 2.50-2.55
                                                                                          SINGLE PHASE MODELS
                                                                                        TEST BETWEEN WIRE PAIRS

                                                                                               TI-T2   T3-T4

                                                                    FIGURE 18. TESTING STATOR WINDINGS

                                                              accurate instrument for this test such as a Kelvin
                         [N]                                  Bridge. The proper resistance values are given in
                                                              Table 3 according to KW ratings and voltage codes.
TESTING GENERATOR STATOR                                      All resistances should be ± 10% of value shown at
Using proper test equipment, check the stator for             20°C. (68°F).
grounds, opens, and shorts in the windings.
                                                              If any windings are shorted, open or grounded,
Testing for Grounds:                                          replace the stator assembly. Before replacing the
                                                              assembly. check the leads for broken wires or insula-
Some generatora have ground connections to the frame. Check   tion.
wiring diagram.

Using an ohmmeter set at RX 100, test each stator                                   [0]
winding for shorts to laminations. A reading less than
one megohm indicates a ground.                                WIRING HARNESS CHECK
                                                              Carefully check wiring harnesses as follows:
Testing for Open or Shorted Windings:                          1. Inspect all wires for breaks, loose connections.
Testforcontinuity between coil leads shown in Figure              and reversed connections. Refer to applicable
18; all pairs should have equal resistance. Use an                wiring diagram.

                           TABLE 3. RESISTANCE VALUES FOR STATORS

                                              10 KW 60 HZ 1 PH            .172
                                              10 KW 60 HZ 3 PH            .340
                                              15 KW 60 HZ 1 PH            .087
                                              15 KW 60 HZ 3 PH            .220

2. Remove wires from terminals at each end and
   using an ohmmeter, check each wire end to end
   for continuity or opens.
3. Using an ohmmeter, check each wire against
   each of the other wires for possible shorts or
   insulation breaks under areas covered by wrap-                         REMOVE JUMPER WHEN VOLTAGE
   ping material.                                                         ADJUST R22 IS USED FOR REFERENCE
                                                                          VOLTAGE REGULATION.
4. Reconnect or replace wires according to
   applicable wiring diagram.                                              \
Use the following procedure for replacing the voltage              VR22
regulator PC board.
 1. Stop engine.                                                                           VR21
 2. Disconnect and if necessary, label the following
    wires: 3, 4, 5 or- 6,7,8,9, and 10.
 3. Remove four screws at corners.
 4. Remove used PC board.
 5. Install new PC board; secure with four screws.
 6. Reconnect wires removed in step 2 at the proper
 7. Place jumper W10 at proper terminals for your
    particular voltage code and voltage connection.
    See Figure 6.                                                                                       NOTE: FIELD
                                                                                                        BREAKER IS
 8. Perform voltage calibration and stability adjust-                                                   MOUNTED ON
    ment procedures to obtain the correct generator            REFERENCE                                  PANEL
                                                                VOLTAGE           COMMUTATING
    outp.ut voltage and stability with new PC board in         TRANS FORME R       REACTOR

                      GENERATOR DISASSEMBLY
Disconnect battery to prevent accidental starting                After disassembly, all parts should be wiped clean
of engine.                                                       and visually inspected.
Remove end bell cover to reveal rotor-through-                                      SUOPOR·I R(; rOR
stud nut.                                                                            WITH HOIST ANO
                                                                                    SLING TO AVOID
                                                                                    BENDING THROUGH·
Remove stator-through-stud nuts, end bell, and                                            STUD            .. I

stator assembly, Figure 20. Screwdriver slots in
adapter provide a means for prying stator loose.                             INSERT PRY 8E'HIND
                                                                       , .. v .... '·R W.. E"L. THROUGH
Be careful not to let stator touch or drag on rotor.                      AI R ·:'UTLET OPENI~JG
Remove baffle ring from adapter. Turn rotor-
through-stud nut to end of stud. While pulling
rotor outward with one hand, strike nut a sharp
                                                                        TURN NUT OUT TO
blow. Support rotor with hoist and sling to avoid                      END OF GENERATOR
bending rotor-through-stud, Figure 21. Use a                             TH ROUGH·S T uIJ
                                                                        STRIKE WITH SOFT
heavy, soft faced hammer to loosen the rotor from                          'lAMMER 'VHI~E::
its tapered shaft fit. If rotor does not come loose                            PRYING
strike it a sharp downward blow in center of
lamination stack. Rotate rotor and repeat until it
comes ioose. Be careful not to hit bearing or                                      FIGURE 21.       ROTOR REMOVAL

       HOUSING                                               8RUSHLESS
           l               BLOWER                ROTOR         ROTOR


          STATOR·    /            ROTOR
        THROUGH·STUD            THROUGH-STUD


                                    FIGURE 20. GENERATOR DISASSEMBLY
GENERATOR ASSEMBLY                                                  Install stator through-studs in adapter.
   Clean and inspect all mating surfaces.                           Install stator and end bell. Torque nuts on
                                                                    through-studs to 35 to 38,ft-lbs.
   Coat mating area between generator bearing and
   end bell bearing hole with a thin film of Molykote               Torque down rotor-through-stud nut (55-60 ft.
   or equal.                                                        lb.). The rotor and stator are automatically align-
   Install rotor-through-stud in engine crankshaft.                 ed because stator and bearing support were
   Install key in the crankshaft.                                   tightened in step 8.
                                                                     Tap end bell to align at horizontal and vertic
   Slide rotor over through-stud and onto
                                                                    plane; use a lead hammer to relieve stresses l..
   crankshaft. Be carefu.1 not to let weight of rotor
                                                                    components (recheck torque).
   rest on or bend the through-stud.
                                                                     Install end    cov~r.
   Install baffle ring.

PREPARATION                                                     D. AC output voltage builds up, but field breaker
A few simple checks and a proper troubleshooting                   trips.
procedure can locate the probable source of trouble
and cut down troubleshooting time.                              To correct a problem, answer the question of the step
                                                                either YES or NO. Then refer to the step number in the
 1. Check all modifications, repairs, replacements              answer column and proceed to that step next.
    performed since last satisfactory operation of set
    to be sure that connection of generator leads are           Letters A through P in the Test Procedure column
    correct. A loose wire connection, overlooked                refer to detailed procedures in the Adjustments and
    when installing a replacement part could cause              Tests section,
    problems. An incorrect connection, an opened
    circuit breaker, or a loose plug-in printed circuit
    board are all potential malfunction areas to be
    eliminated by a visual check.
                                                                 TABLE A. No Build Up of AC
                                                                           Output Voltage           j   Yes   I No         Test
 2. Unless absolutely sure that panel instruments are             1. Is Field Breaker CB21
    accurate, use portable test meters for                           on control panel ON?                2       3
 3. Visually inspect components on VR2,. Look for                 2. Connect jumper wire across
    dirt, dust, or moisture and cracks in the printed                terminals of Field 8reaker,
    solder conductors. Burned resistors, arcing                      CB21. Does AC output
    tracks are all identifiable. Do not mark on printed
    circuit boards with a pencil. Graphite l.ines are
                                                                     voltage build up?                  -        4
                                                                     If voltage builds up
    conductive and can cause short circuits between                  REPLACE FIELD BREAKER.
                                                                  3. Push to reset Field Breaker.
The question and answer troubleshooting guide
                                                                     Does AC output voltage
which follows, gives a step-by-step procedure for
checking the generator components. Refer to Figure
                                                                     build up?                          -        4
                                                                     If voltage builds up but
22 for an electrical schematic of the generator and
                                                                     is high, low, unstable, or
voltage regulator connections.
                                                                     causes tripping of Field
                                                                     Breaker, refer to Tables
                                                                     B, C, or D.
This troubleshooting information is divided into
                                                                  4. Disconnect alternator stator
tables, A, B, C, and D as follows:
                                                                     leads 1 & 2 from TB21-1 and
 A. No build up of AC output voltage.                                TB21-2 on VR22. Is reference
 B. AC output voltage builds up, but is unstable.                    voltage across 1 & 2 20 VAC
 C. AC output voltage builds up, but is high or low.                 or more?                           14       13

                                                                                                DC      CRI2. CRI3. CRI4
      F2-                                             W9                                      OUTPUT    CR IS. AND CR 16
               FIELD  FI+
                                                                                              VOLTAGE      ARE ON VR21

                                               FI+        GENERATOR
                             r-__   ~~~~~--~

                                                                                                             VOLT. REG.
                                                                                                             P.C. BOARD
 BRUSHLESS                                                                                                      VR21
                                                                                             TB21   CMR21            T21
                                                                                                CB210             0
                                                                                   REFERENCE             VOLTAGE
                                                           TI THROUGH               VOLTAGE             REGULATOR
                                                            T4 OR TI2                                   ASSEMBLY


TABLE A. (continued)                  Yes   No   Test    TABLE B. AC Output Voltage              Yes          No       Test I
                                                 Proc.              Builds Up, But Is                                  Proc.   !
 5. Is ex:iter field voltage across
    F1 + and F2- on end bell                               1. Are there any loose or broken
    terminal block 7.0 VDC or                                  wires or connections on
     more?                             6    -                  voltage regulator assembly
    If not. check wiring harness
    W9 from end bell to VR22
                                                               VR22?                             -            2
    terminals 3 and 4.                                     2. Is W9 (exciter field) wiring
                                                              harness from VR22 to End
 6. Is brush less exciter stator                              bell OK?                            3           -
     (field) winding OK?               7    -     K
                                                           3. Does adjustment of Damping
 7. Are diodes CRl, .CR2, CR3,                                Control R27 potentiometer
    CR4, CRS, CR6 in rotating                                 on VR21 result in stable
    rectifier assemblies OK?
    Check all diodes - more
                                      8     -      F          voltage?                           -            4            A
    than one may be                                        4. Replace PC Board VR2I.             -            -            P

                                                         ~ ~~ ~~~~~r~a~:tt~enP;~:te:ccl~~~I~b~:: ::~
 S. Are brush less exciter rotor
    windings OK?                       9    -      l
                                                         located and corrected to avoid damage to new    PC   board.
 9. Is generator rotor field
     winding OK?                      10    -     M
                                                          TABLE C. AC Output Voltage             Yes          No       Test
10. Are generator stator                                             Builds Up, But is                                 Proc.
    windings OK?                      11    -     N                  High or Low

11. Is commutating reactor                                 1. Is set running at correct RPM?
    CMR21 OK?                         12    -      I           (See appropriate engine
                                                               manual to set RPM)                 2           -
12. Is reference transformer
    T21 OK?                           IS    -      J       2. Does adjustment of Voltage
                                                              Adjusting knob for R22
13. Flash exciter field. Is                                   on VR22 result in correct
    reference voltage across
    1 and 2 now 20 VAC or
                                                              output voltage?                     -               3        A

    more?                             14    5      E       3. Does adjustment of
                                                              potentiometer R26 on VR21
14. Reconnect generator leads                                 result in correct output
    1 & 2 to TB21-1 and
    TB21-2 on VR22. Does
                                                              Yoltage?                            -               4        A

    reference voltage build up?       -     15             4. Is correct Yoltage reference
                                                              V4 to VI, V2, or V3 on
15. Is regulator DC output                                    VR21 being used?
    voltage across VR21-7 and                                  Refer to Figure 6.                    5        -
    VR21-S 7 VDC or more?
    See Figure 22.                     5    16             5. Are generator output leads
                                                              properly connected? Refer
16. Are SCR's CR13 and                                        to Figure 6.                           6        -
    CR16 OK?                          17    -      H
                                                            6. Replace Yoltage regulator,
17. Are diodes CR12, CR14,                                     PC board VR21                      -               -        P
    ana CR15 OK?                      IS    -      G

IS. Replace voltage regulator
    PC board (VR21J                   -     -      P      ~ :~ ':ur:.ta:ta:~P:~CcI=~b:~
                                                          located and corrected to avoid damage to new   PC       board.
TABLE D. AC Output Voltage        Yes   No   Test
           Builds Up, But Field              Proc.
           Breaker Tri~s
 1. Does AC output voltage
    build up to 140% or more
    of rated voltage before
    Field Breaker trips?          2     7     -      ADJUSTMENTS AND TESTS - REFERENCE
 2. Are there any loose or                           LIST
    broken wires or con·
                                                     A.  VOLTAGE CALIBRATION ADJUSTMENT
    nections on VR22?             -     3
                                                     B.  VOLTAGE STABILITY ADJUSTMENT
                                                     C.  BATTERY CHARGE RATE ADJUSTMENT
 3. Is diode CR15 on VR21 OK?     4     -     G      D.  VOLTAGE REGULATOR CHECKOUT
                                                     E.  FLASHING THE FIELD
 4. Are T21 windings and                             F. TESTING ROTATING RECTIFIERS
    connections OK?                5    -     J      G.  TESTING OUTPUT BRIDGE DIODES
                                                     H.  TESTING SCR'S
 5. Are generator stator                             I. TESTING REACTOR
    leads properly connected?                        J. TESTING REFERENCE TRANSFORMER
    Refer to Figure 6.             6    -     -      K. TESTING EXCITER STATOR
                                                     L. TESTING BRUSHLESS EXCITER ROTOR
 6. Replace VR21.                 -     -     P          (ARMATURE)
                                                     M. TESTING GENERATOR ROTOR
 7. Are diodes CRl. CR2, CR3,                        N. TESTING GENERATOR STATOR
    CR4, CR5, CR6 in rotating                        O. WIRING HARNESS CHECK
    rectifier assemblies OK?       8    -      F     P. VR21 REPLACEMENT
    Check all diodes· more
    than one may be

 8. Is brush less exciter
    stator winding OK?             9    -     K

 9. Is generator rotor field
    winding OK?                   10    -     M

10. Is brushless exciter rotor
    OK?                           11    -      L

11. Are generator stator
    windmgs OK?                    6    -     N


                                              SECTION V


The following Bulletins contain supplementary and
updated information about var ious components and
service procedures which are important to the
proper functioning of your engine and its support
You should familiarize yourself with the subjects
and make sure that you consult the appropriate
Bulletin (s) whenever your engine requires service
or over haul.

                SERVICE BULLETIN
DATE:        6/15/69                                                         BULLETIN NUMBER:                 20
MODEL:       All Engines
SUBJECT:     Connecting Pressure Sensing Devices to Oil Galleries

                  Oil pressure sensing devices, such as senders and switches, must
             never be connected directly to any oil gallery of an engine.                               The
             reason is simply that continued engine vibration causes fatigue of
             the fittings used to make such a connection.                    If these fittings fail,
             the engine loses its oil pressure and very quickly 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

                                      J. H. WESTERBEKE CORP.
                                      AI/Oil III~.r.'A' ,.A.", AIIOII, IfA··· O.~·· · ,.'" ' ·· -7700
                                                   CA.'.: ....reo.,., AI/OII·r.,.lC: ·· -····

PIN: 11967
                 SERVICE BULLETIN
DATE:        5/6/74                                                     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 a water injected ("wet)"
         exhaust system to prevent this problem requires that the sea water
         inlet be positioned so that the entering stream of sea water does not
         strike a surface directly. Also, the velocity of the entering sea
         water stream should be as low as possible which is achieved by having
         inlet fittings as big in diameter as possible.
         In addition to the above design considerations, 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 INDUSTRIAL PARIC, AVON, AlAIS. OZ3ZZ· (fl17J 588-7700
                                              CABLE: WEITCORP, AVON· TELEX: IIZ-4444

PIN:     19149
                   SERVICE BULLETIN
DATE:            May 19, 1980                                              BULLETIN NUMBER: 82

MODEL:           All
SUBJECT:         Battery Recommendations
                                    BATTERY RECOMMENDATIONS
         MODEL                       BATTERY AMPERE HOURS                           VOLTAGE

         W-7, &WPD4                          60-90                                 12 V.D.C.
         W-13 &4.4 KW                        90-125                                12 V.D.C.
         W-21 & 7.7 KW                       90-125                                12 V.D.C.
         W-27 &11 KW                         90-125                                12 V.D.C.
         W-33                                90-125                                12 V.D.C.
         W-30                                125-150                               12 V.D.C.
         W-40, &WPD-10-15 KW                 125-150                               12 V.D.C.
         W-50                                125-150                               12 V.D.C.
         W-58 &WTO-20 KW                     125-150                               12 V.D.C.
         W-60 &WBO-20 KW                     150-170                               12 V.D.C.
         W-80 &30KW                          170-200                               12 V.D.C.
         W-120 &45 KW                        200 minimum                           12 V.D.C.

         The ampere hour range shown is minimum.          There is no real maximum·

                                      J. H. WESTERBEKE CORP.
                                       AVON INDUSTRIAL PARI(, AVON, MASS. OZ32Z· (1$'7] S88-7700
                                                  CABLE: WESTCORP, AVON· TELEX: !IIZ- ····

PIN:    20442
                SERVICE BULLETIN                                                              V.5

DATE: Aori.l 4, 1983                                                  BULLETIN NUMBER: 87
MODEL: All Madne Engines

SUBJECT: Alternator Output Splitter

 GENERAL DESCRIPTION; The solitter is a solid state device which allows two
 batteries' to be recharged and brought to the same ultimate voltage from a sin-
 gle alternator as large as 120 amp and, at the same time, isolates each battery
 ~o 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 desirability, 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 metal surface other then 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 aporopriate 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 battery(s).
 6. When the splitter is installed, both batteries will see a charging voltage
     8/10 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 solitter terminals
 should read the voltage of the respective battery. The ce:T':er splitter should
 read zero vo 1tage . -
 With the engine running and alternator charging, the side splitter terminals
 should read the same voltage which should be the voltage of the regulator
 or somewhat less. The center splitter terminal should read .82 volts higher
 than the readings of the side terminals.

                                                                 Continued ......... .

                                    J. H. WESTERBEKE CORP.
                                    AVON INDVSTRIAL PARK, AVON, MASS. 02322· 1617} 588-7700
                                               CABLE: WESTCORP, AVON· TELEX: g2-4444


This unit is sealed for maximum life and is not repairable.
BY-PASSING SPUTI£Rj In the event of failure, batteries may be charged directly
from alternator by connecting either splitter terminal #1 or #2 to terminal A,
bypassing th.e spl itter itself. This should not be done simultaneously for
both batteries unless they are, and will remain at, the same voltage (state
of charge.,)

                                                         - v
                                                         ...,      ----                    .-

                    ·                                POWER DISC. SW.                       Q .5TA RTER
                    I                      I .      - .&+                                 ...J:
   REGULl,T:: :',
                                                      B"TTEiRY (S)                        -

                                                  POWER DISCONNECT
                                                                   -       :....

                                         .r'lA     SWITCH
                                                           ....,   ....,
                                       PN20.654                                                       SHIP'5

                                 I        20-         a+
                                                      ,5ERVI CE                                   ~
                                                                                                   > seRVICE
                                                                                                   ~ LOt.OS

                                 f                    BATTERY(S)
                        ~   ! .... ;:" RNATOR
  SEE               ,""\_1 ··

                                                                                   - --
    DRVIG JI 2070 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 BULLETIN
DATE:              Apri 1 28, 1976                                        BULLETIN NUMBER: 92

MODEL:             All
SUBJECT:           Troubleshooting 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. (B+) and
        neg. (B-) 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
        O.K. 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 O.K., 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 O.K. and the engine block is grounded,
        the sender is probably defective and should be replaced.

                                        J. H. WESTERBEKE CORP.
                                        AVON INDUSTRIAL PARI(, AVON, MASS. 02322· ,ef71 5ee-77OO
                                                   CABLE: WESTCORP, AVON· TELEX: 112-4444

PIN:      21616
                      SERVICE BULLETIN
DATE:       7 July 80 Rei ssued                                         BULLETIN NUMBER: 95
MODEL:          All
SUBJECT: Domesti c Hot Water Heaters
The heater is connected in series with the engine's 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 engine's by-pass·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, W8D, W12D),
or a combination of both.
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 circuit.
Piping between the engine and heater should rise continuously from the heater to the engine
so that trapped air will rise automatically from the heater to the engine. If trapped air
can rise to the heater, then a petcock or other convenient method of bleeding that air is
a necessity.
Study the attached sketches. A convenient place to interrupt the engine cooling circuit
is between the thermostat housing outlet and the exhaust manifold inlet. This is also thl
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 convenient point
of the circuit can also be interrupted for heater installation.
Some engine/heater combinations require that a "by-pass" 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 "by-pass" nipples in these
                                               MOD~L       SENDURE    ALLCRAFT     RARITAN
  W13         None       None         None     W50          None         None   1/2" NPT
  W2l         None       None         None     W52          None         None   1/2" NPT
              None                    None                1/2" NPT 1/2" NPT .3/4" NPT
..-                    - None                  W58
  ~J33        None       None     3/8 NPT
                                               W80        1/2" NPT 1/2" NPT     3/4" NPT
  W30         None       None     3/8 NPT
                                               W120       1/2" NPT 1/2" NPT     3/4" NPT
  W40         None       None     3/8" NPT

                                                                        Please see Sketches on reverse.

                                    J. H. WESTERBEKE CORP.
                                    AVON INDUSTRIAL. PARK, AVON, MASS. 02322· (11171 588-7700
                                                CABL.E: WESTCORP, AVON·TEL.EX: 82-4444

PIN:    21814
                                                                   EN(;I NE
                                                       ,        THERMOSTAT

                                                                DUAL PASS MANlrOLD
               ·    ALTERNATE PLACES TO
                   --            "-                                                .. '.
                   INTERRUPT CIRUrT ANP
                   ~ONNECT ..,EATER
                                             lC                      ENGINE
                                                                                                 ....-    '*
                   IN SERIES.                   ~
                                                ::>                                                       It:

   SKETCH B                                   ~!      iOTHERMOSTAT
                                                      1\  HOUSI NG


                                                           .    ,/ REMOVE

                                                       \ ~6
                                                                              ..                 I

                                                                  SINGLE PASS
                                 PRESSURE CAP (MUST BE LOWER

   SKETCH C                        PRESSURE THAN ENGINE" CAP).                             NOTE:
                                                                                           DRAWINGS ARE
                                                                                           INDICATIVE ONLY

          WATER HEATER


                          BYPASS NIPPLE


 TION       ~:f!!?
          WATER HEATER

                                                                     OPTIONAL COOLANT RECOVERY "TANK-
                  SERVICE BULLETIN
DATE:      January 22, 1980                                             BULLETIN NUMBER: 104
MODEL:      W30, W50, W58
SUBJECT:     Sea Water Pump Pulley Set Screw P.N. 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 5/32 11 Allen head set
screw, Westerbeke P.N. 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 5/32 11 Allen wrench.

           PULLEY                                                      SEA WATER

                                                             ~s~.~ SCREW
                                                             __ ~. 11357

                                     J. H. WESTERBEKE CORP.
                                     AVON INDUSTRIAL PARK, AVON, "'ASS. 02322· (617} S88-7700
                                                CABLE: WESTCORP, AVON· TELEX: 92-4444

PIN:     24293
                        SERVICE BULLETIN                                                                  V.11

DATE:                 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 circuit, including the
        ammeter, varies with the total length of that circuit. The table below shows
        the maximum current that can be carried various total distances by various
        wire sizes, to and from source to load.
                                          HIRE SIZE TABLE
                Total Length                     MAXIMUM CURRENT(AMPS)
       System of wire in        I
        Volts       feet        35        40        55      60       70     85     120
         12             to 5         12        12           12             8           8             8    6
         12           5 to 10        10        10            8             6           6             6    4
         12           10 to 20        6         6            6             6           3             2    1
         12           20 to 30        6         4            4             2           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 PARI(, AVON, MASS. 02~22' (.'7/588-7700
                                                      CABLE: WESTCORP, AVON· TEI.EX: 82-4444

PIN:          24737
                 SERVICE BULLETIN
DATE:        May 6, 1982                                                BULLETIN NUMBER: #114
MODEL:       All Marine Engines
SUBJECT:     Oomesti c 14ater Heater Install ati on
             Using Westerbeke FLOWCONTROLLER

 Principle: There are two 7/8" hose connections at the end of the manifold which pro-
 vide a parallel flow of engine cooling water to and from the heater. These connections
 are part of the FLOWCONTROLLER which assures a flow of hot water through the heater at
 all times and yet precludes excessive restriction of engine cooling water flow caused
 by the heater - all simply and automatically.
Installation: Remove the returnbend which normally connects the 7/8" hose spuds on
engines as shipped from the factory. Connect these spuds to the heater with 7/8" IO
wire inserted hose. The spud marked "outll indicates the flow from the engine and
the spud marked "in" indicates the flow returning to the engine.
Hoses should rise continuously from their low point at the heater and to the engine
so that trapped air will rise naturally from the heater to the engine. If trapped
air can rise to the heater, then an air bleed petcock must be installed at the higher
fitting at the heater for bleeding the air while filling the system. Avoid loops in
hose runs which will trap air.
If any portion of the engine cooling water circuit to or from the heater rises above
the engine's own pressure cap, then the pressurized remote expansion tank must be
installed in the circuit to be the highest point. The tank kit Part Number is 24177.
Install the remote expansion tank in a convenient location such as a sail locker for
ease of checking fresh water coolant level.
The cap on the engine mounted expansion tank/manifold should not be opened once the
system is installed and filled.
The hose connection from the heater to the remote expansion tank should be routed
and supported so as to rise continuously from the heater to the tank enabling any air
in the system to rise.
 FLOWCONTROLLER kits are available for retro-fit to late 1980, 1981 and 1982 Wester-
 beke marine engines which employ the "two-pass ll exhaust manifold. The kit numbers
    Kit #32276 for engines whose exhaust manifold is on the left side of
    cylinder head (W2l, R060, W27, R08D, W33).
   Kit #32274 for W13 and Kit #32275 for W52 and W58 engines whose exhaust
   manifold is on the right side of the cylinder head.

                                      J. H. WESTERBEKE CORP.
                                      AVON INDUSTRIAL PARK, AVON, MASS. 02322· (617} 588-7700
                                                 CABLE: WESTCORP, AVON· TELEX: 92-4444

                               V" .1. 3

       J                                                           I

~EMO\ff. ~ET\)~N eE~O

SUf'P\.JEO ~ \n\ e1'lG\1'lE.
                    SERVICE BULLETIN                                                               V.14

DATE:    March 18,1983                                                     BULLETIN NUMBER:        121
MODEL:       All Mari ne Engi nes
SUBJECT: Shift Cover Sealing

        Shift covers on all HBW-Transmissions are now being mounted on the trans-
        mission by the manufacturer with loctite (orange) thus eliminating the use
        of the shift cover gasket (PN #22207).
        This sealant will prevent the shift cover from moving out of its factory
        adjusted position even after removal of the 4 mounting bolts (PN #22208)
        and thus allow for the original factory adjusted shift pattern to be

        Removal or disturbing of the shift cover will void all warranty responsibi-
        lity by Westerbeke.

        Any HBW-Transmission suspect to defect during the warranty period specified
        by Westerbeke must be returned with the shift cover undisturbed and in its
        original position. Prior approval must be obtained for all HBW-Transmissions
        to be removed, repaired or returned (R.G.A.) under warranty.

        To·:   Master Distributors
               Registered Manual List

                                        J. H. WESTERBEKE CORP.
                                        AVON INDUSTRIAL PARK, AVON, "'ASS. 02322· (6f7) SBB-77oo
                                                   CABLE: WESTCORP, AVON· TELEX: 92-4444

PIN: 33074
                   SERVICE BULLETIN
DATE:          November 16, 19B3                                                BULLETIN NUMBER:         129
MODEL:         Models   ~lTA   15, 20, 25KW'
SUBJECT:       Resistance Values WTA Model Generators

  Provided below are resistance values for early and late model WTA generator units:

                MAIN STATOR
               Tl-T2 T3-T4
                                  AUX. COILS          EXC. STATOR
                                Al-A2 A2-A3 Al-A3 Fl-F3 F2-F4
                                                                  I                             MAIN
                           (REFER TO FIGURE C GENERATOR SCHEMATIC)
  15 &20       0.05       0.05        0.15      0.09       0.09        2.0         3.0            3.2*    0.7*
  15,20,25     0.04       0.04        0.14      O.OB       O.OB        2.3         3.4            3.0*    O.B*

  (Values are in Ohms)
   *These values represent measurements taken with leads connected to bridge rectifier.
   Measurements for main rotor are taken from red dot terminal on rectifier to ground.
   Exciter measurements can be taken from terminal to terminal, refer to operating
   manual for rectifier testing.
   (1) The above chart is intended for reference use only, as a 10 percent tolerance on
   these figures is common. Comparison of ratios of actual readings to the above figures
   is often a more accurate method of troubleshooting.
   (2) If any abnormal variations cannot be isolated and symptoms are still evident,
   r.ontact your. Distributor.
   ~J} Early model WTA 15 & 20KW generator units can be distinguished from later model
   WTA 15, 20 & 25KW generators when checking resistance values by removing one of the
   screens from the generator exhaust fan area and visually looking squarely into the
   generator. On early model WTA 15 & 20KW units, no windings will be visible extending
   beyond the opening exposed when this screen is removed.
   Later model WTA 15, 20 & 25KW units will have about 1/2 - 5/B inches of windings
   visible in the opening. Reference the drawing attached. Figure A (early models
   15 & 20KW). Figure B (later models 15, 20 &25KW).

                                             J. H. WESTERBEKE CORP.
                                             AVON INDUSTRIAL PARK, AVON, MASS. OZ3ZZ· (617] 588-7700
                                                        CABLE: WESTCORP, AVON· TELEX: 9Z-4444


         Diodes moulI+eJ
         I            Al     I
     I                       IA3
     I                 ~I~--------------------------------------~~
G+:'J -=
c1'ISE                                                i -~~'TER   ROTfJR -   l r -- - l
                                                       I                      I I~__~+-~
                                                       I                     I I
                                             ~.:..-...;..I--I                II                GROUNO'

                                         ~-+--;-..,-:      -                 I I               STUD

                                                       I                     I I          I
                                                       I                     I I   F2.    I
             """4IH STATOR                             L ________ J            Lr----J
                                                                              eXCITER STATOR

 *User to insure this ground connection is made.
   NOTES:            F3 &F4 are tied together with butt connector in harness from generator
                            to control panel.
                     A1 &A2 are accessible only at diodes located in generator housing.
                         Fl black #16 wire connected to ground stud.
                         #3 white #16 wire from regulator plug connected to ground stud.
                   SERVICE BULLETIN
DATE:            December 6, 1983                                           BULLETIN NUMBER:           133
MODEL:           W10-Two, W-13, W-21, \-1-27, W-30, vJ-33, ~J-40, W-50,               t~-52,    W-58
                 W-70, W-80, W-100, W-120 (All related Generators
SUBJECT:         Zinc Pencil - #11885
  A zinc pencil PN #11885 is located in the sea water cooling circuit of all primary
  heat exchangers on the above models. The purpose of the zinc pencil is to sacrifice
  itself to electrolysis action taking place in the salt water cooling circuit. This
  zinc pencil should be periodically checked by unscrewing it from its mounting boss
  on the exchanger. For the location of the zinc on your model, refer to the cooling
  system section in your parts manual. Replace the zinc pencil as inspection dictates
  (refer to Illustration A).
  Should material be flaking off the zinc, it should be scraped clean, or be replaced
  by a good solid zinc pencil.
  If it appears that a lot of material has been flaking off the zinc. then it is
  advised that the end cap of the exchanger be removed, and the flaked material be
  cleaned from that area of the exchanger. A new end cap gasket should be on hand in
  case it is needed when replacing the end cap.
  Refer to Service Bulletin #84 when removing end caps made of rubber.
                                          ILLUSTRATION A

                 ZINC. #11885                 REPLACE                       CLEAN/REPLACE

                                        J. H. WESTERBEKE CORP.
                                        AVON INDUSTRIAL PARK, AVON, MASS. 02322· (6f7) 588-7700
                                                   CA8I.E: WESTCORP, AVON- TELEX: 92- · · · ·

PIN:     33577

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