Monday, May20, 2019 L-36.com

Westerbeke Diesel W 100 Parts Manual



Note:

This is a new page for displaying documents. The first time a document is loaded will take a little longer than it will for the next person so please be patient if it takes time. It will be much faster once all the documents have been converted. This will also allow these documents to display on devices without pdf viewers specifically mobile devices. Please email me at "L-36" dot COM if you notice any strange behavior. This is part of the Google requirement that all web pages be "mobile friendly". This is an effort that takes quite a bit of time and as it is just me and I would rather be sailing...

Note also that some documents have blank pages. Just click on "Next Page" if that happens.
Previous Page    Next Page

PDF to Text.

TECHNICAL MANUAL

   WESTERBEKE 70 -1 00
   Marine Diesel Engines


  WESTERBEKE 25 - 32KW
  Marine Diesel Generators




          Publication no. 33355
               Edition One
                July 1983




~r-.v- 'WESTERBEKE
        WESTERBEKECORPORATION
    ~   MYLES STANDISH INDUSTRIAL PARK
        150 JOHN HANCOCK ROAD, TAUNTON, MA 02780-7319
TECHNICAL MANUAL

   WESTERBEKE 70 -1 00
   Marine Diesel Engines


  WESTERBEKE 25 - 32KW
  Marine Diesel Generators




          Publication no. 33355
               Edition One
                July 1983




~r-.v- 'WESTERBEKE
        WESTERBEKECORPORATION
    ~   MYLES STANDISH INDUSTRIAL PARK
        150 JOHN HANCOCK ROAD, TAUNTON, MA 02780-7319
SECTION INDEX
GENERAL
  Introduction   Operation
  Installation   Maintenance



ENGINE OVERHAUL




OTHER OVERHAUL
  Marine Engine Electrical System
  Cooling System (External)
  Transmissions

GENERATOR SETS




HYDRAULIC CRANKING SYSTEM




SERVICE BULLETINS
                          IMPORTANT
                   PRODUCT SOFTWARE NOTICE


Product software of all kinds, such as brochures, drawings,
technical data, operator's and workshop manuals, parts lists
and parts price 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-
tesy and service.    WESTERBEKE CANNOT BE RESPONSIBLE FOR THE
CONTENT   OF   SUCH   SOFTWARE,   MAKES   NO  WARRANTIES   OR
REPRESENTATIONS WITH RESPECT THERETO, INCLUDING THE ACCURACY,
TIMELINESS OR COMPLETENESS THEREOF, AND WILL IN NO ~VENT BE
LIABLE FOR ANY TYPE OF DAMAGES OR INJURY INCURRED IN
CONNECTION WITH, OR ARISING OUT OF, THE FURNISHING OR USE OF
SUCH SOFTWARE.

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 printings of Westerbeke product software, and the
unavoidable existence of earlier, non-current Westerbeke
software   editions   in   the   field.     Addi tionally,   most
Westerbeke   products    include    customer-requested    special
features that frequently do not. include complete documen-
tation.

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.




                                2
                      INTRODUCTION
    IMPORTANT
    THIS MANUAL IS A DETAILED GUIDE TO THE INSTALLATION,
    START-UP, OPERATION AND MAINTENANCE OF YOUR WESTERBEKE MARINE
    DIESEL ENGINE.    THE INFORMATION IT CONTAINS IS VITAL TO THE
    ENGINE'S DEPENDABLE, LONG TERM OPERATION.
         READ IT
          KEEP IT IN A SAFE PLACE !
          KEEP IT HANDY FOR REFERENCE AT ALL TIMES !
    FAILURE TO DO SO WILL INVITE SERIOUS RISK, NOT ONLY TO YOUR
    INVESTMENT BUT YOUR SAFETY AS WELL.


UNDERSTANDING THE DIESEL ииии
     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
both.
     Unremi tting care and attention at the factory have resulted in a
Westerbeke eng ine 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!

ORDERING PARTS
    Whenever replacement parts are needed, always include the complete
part description and part number (see separate Parts List furnished,
if not part of this publication).    Be sure to include the 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.
 GENERATOR SETS
    Westerbeke diesels are used for both the propulsion of boats and
for generating electrical power. For generator set applications, all
details of this Manual apply, except in regard to certain portions of
the' Installation, Operation and Maintenance sections.      Additional
information is provided in the section titled Generator Sets,
Section T.


                                   3
YOUR NOTES




     4
                         INSTALLATION
    FOREWORD
         Since the boats in which these engines are used are many
    and var ied, details of eng ine 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.
INSPECTION OF EQUIPMENT
    The engine is shipped from the factory mounted securely and pro-
perly crated. Accessory equipment is shipped in a separate small box,
usually packed with the engine crate.
    Before accepting shipment from the 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.
RIGGING AND LIFTING
     The engine is fitted with lifting rings.
     Rope or chain slings should be attached to the rings and the
engine lifted by means of tackle attached to this sling. The lifting
rings have been designed to carry the full weight of the 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 10и from the vertical.
     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 a 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 alternator, cooling
piping, manifold, filters, mounting lugs, etc. This accessory equip-
ment 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.



                                  5
    In case it is necessary to hoist the eng ine ei ther 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-
nery.


ENGINE HOLD DOWN BOLTS
    It is recommended that bronze or stainless steel hanger bolts of
appropr iate si ze be used through the eng ine flexible mounts.   Lag
screws are less preferred 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 removal.

FOUNDATION FOR ENGINE
    A good engine bed contributes much toward the satisfactory opera-
tion of the engine. The engine bed
must be of rigid construction and
neither deflect nor twist when sub-
jected to the engine weight or the
position the boat may have to take
under the effects of rough seas.
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
of the propeller which is applied                              A
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 engine stringers be of
wood or preformed fiberglas and be
thoroughly glassed to the hull.
This should allow for the engine
isolator hold down bolts to be
firmly installed in the beds, thus
reducing    noise  and   transmitted                           B
vibration.
    The temptation to install the
engine on a pair of fiberglas
"angle irons n 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 nAn and avoid bed design nB".

PROPELLER COUPLING
    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



                                  6
turn the shaft, but must also transmit the thrust either ahead or
ast'ern 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 coupling set screw(s)
heads are drilled and should be lock-wired once secured to prevent
their loosening.

PROPELLER
    The type and size of propeller varies with the gear ratio and must
be selected to fit the application based upon boat tests.    To utilize
the full power of the engine, and to achieve ideal loading conditions,
it is desirable to use a propeller which will permit the engine to
reach its full rated RPM at full throttle under normal load.

ALIGNMENT OF ENGINE
    The engine must be properly and exactly aligned with the propeller
shaft.    No matter what material is used to build a boat it will be
found to be flexible to some extent and the boat hull will change its
shape to a greater extent than is usually realized when it is launched
and operated in the water.    It is therefore very important to check
the engine 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 often blamed on other causes.      It will
create excessive bearing wear, rapid shaft wear and will, in many
cases, reduce the life of the hull by loosening the hull fastenings.
A bent propeller shaft will have exactly the same effect and it is
therefore necessary that the propeller shaft itself be perfectly
straight.
    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
isolators 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 determined.
    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



                                  7
the main mast      has  been   stepped   and final   rigging has been
accomplished.
    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
counterbore 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 0.001 inches (A) per inch of coupling
diameter.
     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
90и 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 90и
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 when made of wood have probably
absorbed some moisture.    It may even be necessary to re-align at a
further period.
    The coupling should always be opened up and the bolts removed
whenever 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
time.

EXHAUST SYSTEM
    Exhaust line installations v~ry considerably and each must be
designed for the particular job. The general requirements are to pro-
vide an outlet line wi th 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
bends or the use of 90и fittings.
    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



                                  8
as large as the engine exhaust manifold flange and be increased in
size if there is an especially long run.     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
permissible 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.


                                             HYDRO-HUSH BELOW ENGI NE.




         WATER LIFT EXHAUST SYSTEM WITH "HYDRO-HUSH MUFFLER"

    The exhaust system must be supported or suspended independently of
the engine manifold, usually using simple metal hangers secured to the
overhead.
    All dry portions of the exhaust system should be wrapped in
suitable insulation material to keep surface temperatures as low as
possible.
    Many installations use flexible rubber exhaust hose for the water
cooled section of the exhaust line because of the ease of 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.

MEASURING EXHAUST GAS BACK PRESSURE
    Back pressure must be measured on a straight section of the
exhaust line and as near as possible to the engine exhaust manifold.
The engine should be run at maximum load during the measurement
period. 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"

                                  9
Checking The Back Pressure
1. Exhaust pipe flange
2. Exhaust line
3.     Transparent   plastic  hose,
partly filled with water.
Measurement "An may not exceed 39"
for normally aspirated engines.




WATER CONNECTIONS
    Seacocks and strainers should be of the full flow type at least
one size greater than the inlet thread of the sea water pump.     The
strainer should be of the type which may be withdrawn for 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.
WlOO SEA WATER CONNECTIONS
    This engine requires a 21.5 GPM sea water flow at 3400 RPM for
proper cooling.
    In power boat applications with boat speeds over 10 knots, an
intake scoop MUST be installed to force cooling water through the sea-
cock at high speeds.   The minimum seacock size is 1" and the minimum
1.0. of hose connecting the sea cock and sea water pump is 7/8". The
sea water pump MUST be connected directly to the intake (or strainer)
without restrictive reducers or elbows.
    Sea water flow from the heat exchanger MUST be divided by a 1/2"
or larger tee at the inlet to the injected exhaust elbow so that only
the necessary portion flows through the exhaust and so that the
remaining portion has an unrestricted run back to the ocean.     It is
the installer's responsibili ty to balance these two flows so that
adequate cooling water flows through the exhaust to cool it at full
load and speed.

FUEL TANK AND FILTERS
    Fuel tanks may be of fiberglas, monel, aluminum, plain steel or
terne plate.   If made of fiberglas, be certain that the interior is
gel coated to prevent fibers from contaminating the fuel system.
Copper or galvanized fuel tanks should not be used.     Fuel tanks (s)
should be located as close to the engine as possible. The addition of
an electric fuel pump to supply fuel to engines may be required when
tanks are below engine level such a being an integral part of the
vessel's keel or the tanks are distant from the engine
    Plumbing for the fuel supply and fuel return should not restrict     '
fuel flow.    5/16" 0.0. tubing is mimimum and 3/8" 0.0. tubing is



                                  10
generally preferred.     It is recommended that the fuel return be
returned to the tank and that the return connection at the tank be
extended down into the tank as if it were a fuel pick up.       This is
particularly important in those installations where tanks are below
engine level to prevent air from entering the fuel system via the
return system.    Return fuel carr ies wi th it heat removed from the
injection equipment on the engine during operation.     It is important
that this fuel be returned to the tank so that this heat carried by
the fuel will be dispersed by the cool fuel in the tank.
    A primary fuel filter/separator should be installed between the
fuel tank and the eng ine.  A secondary fuel f il ter is fitted on the
engine and has a replaceable filter element.
    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 inj ector nozzles when the eng ine is
started for the first time.

FUEL PIPING
    Fuel supply and return lines should be fabricated of Coast Guard
approved hose material or copper tubing using flared connections. The
hose or tubing should be used in as long a length as possible to eli-
minate the use of unnecessary fittings and connections.    A fuel shut
off should be installed in the line between the fuel tank and primary
fuel filter/separator and should be of the fuel oil type.
    The fuel line plumbing from the tank to the engine compartment
should be properly supported to prevent its chafing.
    The final connection to the engine should be through flexible fuel
hose to absorb engine movement and vibration.

ELECTRIC PANEL - PROPULSION
    The Westerbeke all-electric panel utilizes an electronic tacho-
meter wi th a buil t- in hourmeter. Mounted on the panel are a vol t-
meter, water temperature gauge, oil pressure gauge and keyswitch.
Each instrument is lighted.    The all-electr ic panel is isolated from
ground and may be mounted where visible.
    The generator panel in lieu of the tachometer has just an hour-
meter along wi th the other gauges used in the propulsion panel and
three switches to activate the start or stop circuits.

ELECTRICAL EQUIPMENT
    All Westebeke engines 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 wir ing diagram
supplied, especially those relating to the wiring of loads to
generator.
    Starter batteries should be located as close to the engine as
possible to avoid voltage drop through long leads. It is bad practfce
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
nalternator output splittern.



                                  11
    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 wir ing
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

CONTROLS
    A keyswitch is used to start and stop propulsion engine models.
Toggle switches are used to start and stop generator models.
    The throttle and shift lever should be connected to a Morse type
lever at the pilot's station by sheathed cables following cable
manufacturer's routine recommendations regarding bonds to insure
smooth cable operation.
    The single-lever type control gives clutch and throttle control
with full throttle range in the neutral position. The two-lever type
provides clutch control with one lever and throttle control with the
other, each independent of the other.
    Control connections 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 shift lever
on the transmission has sufficient travel to properly engage the
transmission in the gear selected.    Check the throttle control lever
fuel injection pump for full travel from idle to the full throttle
stop.




                                         12
                         OPERATION
PREPARATION FOR FIRST START
    The engine is shipped ndry" иии with lubricating oil drained from
the engine crankcase, lubricants from the transmission and coolant
from the cooling system.    Therefore, be sure to follow these recom-
mended procedures carefully before attempting to start the engine for
the first time.

    1. Remove the oil fill cap and fill oil sump with a good grade of
diesel lubricating oil having an API Spec code of CC or CD.   Install
the correct amount of oil as specified in the engine technical manual
or Owner's/Operator's Manual.
    NOTE:   Installation angles will effect the oil level readings on
the dipstick.

    2.  Fill the marine transmission and V-drive when applicable with
the correct lubricant according to the gear model as specified in the
engine technical manual or Owner's/Operator's Manual.

    3.    Fill the fresh water cooling system with a mixture of
antifreeze and fresh water; a 50-50 mixture is recommended for year
round use.    The mixture should be concentrated enough to prevent
freezing in your area of operation and during winter lay up.
    The coolant level should be monitored once the engine is started
to insure that all air is purged from the cooling system and coolant
added as needed.     Domestic water heaters plumbed off the heaater
should be checked for good coolant circulation to and from the engine
and that all air has also been purged from the domestic water heater.
Failure to do so can result in an unexpected overheating.
    The surge tank on the engine should be maintained to within 1-1/2 n
of the filler neck.     When the plastic recovery tank is used, the
engine surge tank should be completely filled and the cap installed
and the recovery tank filled half full.

    4.  Ensure battery water level is at least 3/8 n 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.

FUEL SYSTEM
    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 properly 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
servicing.




                                  13
BLEEDING PROCEDURES FOR WS2, lSKW, WS8, 20KW, W70, 2SKW, WIOO AND 32KW

Initial Engine Start-up (Engine stoppage due to lack of fuel)

1.   Insure that the fuel tank (s)   is filled with the proper grade of
     diesel fuel.

2.   To attempt to fill any large primary filter/separator using the
     manual priming pump on the engine-mounted secondary fuel filter
     may prove futile and/or require a considerable amount of priming.

3.   Insure that the fuel selector valve is "ON".   Fuel systems wi th
     more than one tank make certain that the tank feeding the engine
     is the tank to which fuel is being returned.

The above procedures are basic for all initial engine start-ups or for
restarting engines stopping due to lack of fuel.

WESTERBEKE WS2, lSKW, WS8, 20KW, W70, 2SKW, WIOO AND 32KW

1.   Open the bleed screw on the top inboard side of the engine-mounted
     secondary fuel filter one to two turns using a lOmm 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 pr imes the
     inj ection pump.   The inj ection
     pump incorporates a fuel supply
     pump    wh ich keeps   the   fuel
     system pr imed when the engine
     is running.

3.   Loosen the four inj ector line
     attaching nuts at the base of
     each inj ector (Bleed Point B)
     one to two turns with a 16mm
     open end wrench.     Place the
     throttle in the full open posi-
     tion and crank the engine over
     with the starter until fuel spurts by       the nut and injector
     lines.    Stop cranking and tighten each    of the four nuts and
     proceed with normal starting procedure.




                                     14
PREPARATION FOR STARTING

1.   Check water level in expansion tank.   It should be 1/2   to 1 inch
     below the top of the tank when cold.
2.   Check the engine sump oil level.

3.   Check the transmission fluid level and V-drive when applicable.

4.   See that there is fuel in the tank and the fuel shut-off valve is
     open.

5.   Check to see that the starting battery is fully charged, all
     electr ical connections are properly made, all circui ts in order
     and turn on the power at the battery disconnect switch.
6.   Check the seacock and ensure that it is open.
STARTING THE ENGINE (COLD)

Most Westerbeke marine diesel engines are equipped with          a   cold
starting aid to ease in the starting of your cold engine.
propulsion Engines:

1.   Check to see that the "STOP" lever (if installed) is in the "RUN"
     position.

2.   Turn the keyswitch to the "ON" position.    This will activate the
     instrument panel.    (Note:   Oil pressure and water temperature
     gauges will zero, the voltmeter will show battery voltage, the
     hourmeter will activate and the engine alarm will buzz.)

3.   Push the key in to preheat the engine 15 - 20 seconds or more if
     ambient temperature requires.     (Note:   Do not use preheaters
     longer than 60 seconds prior to starting.)

4.   Continuing to hold the key in for preheat, turn to the "START"
     position.   This will energize the starter, cranking the engine
     over to start. Once the engine starts, release the key which will
     return to the on position and de-energize the preheat circui t.
     Retard the throttle to 800 - 1000 RPM and check oil pressure and
     raw water discharge.   The alarm buzzer should shut off once oil
     pressure reaches 20 - 25 PSI.
5.   If the engine fails to start in 20 - 30 seconds, release the key
     and turn it to the "OFF" posi tion.   Allow a few moments to pass
     and then repeat steps 2 through 4.  Starter damage may occur from
     excessive cranking with the starter motor and filling of the
     exhaust system with raw water is possible.

Generator:
1.   Depress the preheat switch on the panel for 15 - 20 seconds or
     more if ambient temperature requires.     (Note: Do not use pre-
     heaters longer than 60 seconds prior to starting.)


                                  15
2.   Continuing to hold the preheat on, depress the start switch. When
     the engine starts, release the start switch but continue to hold
     the preheat switch on until gauge oil pressure reaches 20
     25 PSI then release the preheat switch.        (Note: Should the
     generator fail to start after 20 - 30 seconds of cranking, stop
     cranking and release the preheat. Allow a few moments to pass and
     repeat steps 1 and 2.

STARTING THE PROPULSION ENGINE (WARM)

I f the eng ine is warm and has only been stopped for a short time,
place the throttle in the partially open posi tion and engage the
starter as above, using preheat if necessary.

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.

Extended use of the preheater beyond the time periods stated should be
avoided to prevent damage to the glow plugs.

NEVER under any circumstances use or allow anyone to use ether to
start your engine.   If your engine will not start, have a qualified
Westerbeke marine mechanic check your engine.


STARTING THE GENERATOR (WARM)

For starting a generator whose engine has only been shut down for a
short period of time and is still warm:

1.   Depress the preheat switch on the panel; hold for 5 - 10 seconds.

2.   Continue   to   hold   the   preheat     switch   and   depress   the   starter
     switch.

When the eng ine starts, release the starter swi tch but continue to
hold the preheat switch until oil pressure reaches 20 - 25 PSI, then
release it.


WHEN THE PROPULSION ENGINE AND GENERATOR START

1.   Check for normal oil presure immediately upon engine starting. Do
     not continue to run engine if oil pressure is not present within
     15 seconds of starting the engine.     On a generato.r unit, imme-
     diately release preheat switch and depress stop switch if
     necessary.

2.   Check Sea Water Flow.        Look for water at exhaust outlet.          Do this
     without 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



                                         16
     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 170и - 190иF and add water to within one
     half to 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 spr ing 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
     l30-l50иF.    If necessary, engine can be warmed up wi th the
     transmission in neutral at 1000 RPM.
7.   Reverse Operation.    Always reduce engine to idle speed when
     shifting gears.   However, when the transmission is engaged, it
     will carry full engine load.


STOPPING THE PROPULSION ENGINE

1.   position shift lever in neutral.

2.   Idle the engine for 2 to 4 minutes to avoid boiling and to dissi-
     pate some of the heat.
3.   Turn off the keyswitch. The injection pumps are equipped with an
     electr ical shut-off solenoid.   When the key is turned off, the
     engine will stop immediately.    (Note: Water temperature and oil
     pressure gauges will continue to show a reading.)


STOPPING THE GENERATOR

1.   Remove the load from the generator.
2.   Allow the generator to operate     a   few minutes with no load   to
     dissipate some of the heat.
3.   Depress the stop switch until the engine stops completely.



                                   17
OPERATING PRECAUTIONS
1.   Never run the engine for extended periods when excessive over-
     heating occurs, as extensive internal damage can be caused.
     Engines operated in this manner will void the warranty.
2.   DO NOT put cold water in an overheated engine.    It can crack the
     cylinder head, block or manifold.

3.   Keep intake silencer unobstructed.
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.    Maintain a good filter/separator
     between the engine and fuel tanks. Monitor it for water.

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 operate the engine with low or no oil pressure.   Internal
     damage will result. This will void your engine warranty.

10. 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
    operating.

ENGINE OPERATING RPM

1.   Idle range: 700 - 900 RPM
     This will vary with installations due to harmonics and vibrations.

2.   Cruising range: 2000 - 2500 RPM
     Hull shape, keel and hull displacement affect the horsepower
     needed to move the hull efficiently through the water at or near
     hull speed in a tolerable RPM range for lengthy cruising.

3.   Maximum RPM (under load): 3000 RPM
     The propeller should be selected that will allow the engine to
     achieve its maximum rated RPM + 100 RPM.    Transmission reduction
     ratios will affect greatly the size propeller an engine can turn.



                                   18
                        TEN MUST RULES

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

ALWAYS -
    1.      Keep this Manual handy and read it whenever in doubt.
    2.      Use only filtered fuel oil and check lube oil level daily.
    3.      Check cooling water temperature frequently to make sure it is
            between 170и and 190иF.
    4.      Check engine coolant at least once daily.
    5.      Check transmission lubricant levels at least once daily.
NEVER -
    6.      Race a cold engine in neutral.
    7.      Run the engine unless the gauge shows proper oil pressure.
    8.      Break the injection pump seals.
    9.      Use cotton waste or fluffy cloth for cleaning or store diesel
            fuel in a galvanized container.
   10.      Subject the engine to prolonged overloading or continue to
            run it if excessive black smoke comes from the exhaust.




                                     19
                       MAINTENANCE
PERIODIC ATTENTION:
    After you have taken delivery of your engine, it is important that
you make the following checks right after the first fifty hours of its
operation.
    Note:    Check engine belt tensions periodically after initial
engine start up. New belts will stretch.

FIFTY HOUR CHECKOUT (INITIAL)
Do the following:
1. Retorque     the    cylinder    head
bolts.
2. Retorque    the    rocker   bracket
nuts    and  adjust     valve    rocker
clearance.
3. Change engine fuel filter.
4. Change engine lubricating oil
and oil filter.     Use a good grade
of diesel oil, API Spec CC or
better.
5. Check for fuel and lubr icating
oil leaks. Correct if necessary.
6. Check cooling system for leaks
and inspect water level.
7. Check    for     loose    fittings,
clamps, connections, nuts, bolts,
vee belt tensions, etc.       Pay par-
ticular attention to loose engine mounts and engine mount fittings.
Check engine alignment and make sure the propeller shaft is secure in
the propeller shaft coupling.
8. Check the zinc anode (PN 11885) and replace as needed.          If
flaking, scrape down to solid zinc.
9. Check hose and electrical routing to and from the engine for
security and that these hoses or wiring are nor chafing on fiberglas
or when passing through bulkheads.


DAILY CHECKS
Do the following:
1. Check engine oil level with the dipstick. Maintain oil level bet-
ween the low and the high mark on the dipstick.
2. Check engine coolant level.    Add as necessary.  Maintain coolant
level between 1/2 and 1 inch of filler neck.
     Note: with plastic coolant recovery tank, keep level between ADD
and MAXI.)
3. Check transmission lubricant level and V-drive if applicable. Add
lubricant as needed.
     Note: Checking these fluid levels once each day prior to initial
eng ine usage will help to spot losses before an unexpected problem
arises.




                                 20
SEASONAL CHECKS
Do the following:
1. Change engine lube oil and lube oil filter at least once a season
or every 100 hours of engine operation.
2. Check belt tensions. Belts should be sufficiently tight when the
alternator pulley can be grasped with the hand and cannot be slipped
on the belt.
3. Check sea water pumps to insure no leakage is evident at the weep
holes.    Correct if leakage is noted.      (Sea water pump should be
visually checked as often as possible.)
4. Check fluid level in the battery (s) and insure connections are
secure and clean.
5. Check the zinc anode in the main engine heat exchanger. Clean and
replace as needed.
6. Check for loose fittings, clamps, electrical connections, nuts and
bolts and coolant circulating hoses for good condition.
7. Change fuel oil filters once a season or every 200 hours.
8. Engine alignment should be checked at the beginning of each
season, especially on those boats which are kept in dry storage during
winter months and then returned to the water.
    Note: This alignment check should be done wi th the boat in the
water with mast stepped and rigging tuned.
9. Check condition and strength of antifreeze mixture in the engine
coolant.    Note color of coolant and, if scale or discoloration of
coolant is noted, drain coolant from block and replace.
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. Check   air   intake silencer   and   insure  that   the   inlet  is
unobstructed.
12. Change the transmission lubricant once a season or any time that
it becomes discolored or rancid smelling.    (Commercial or work vessels
require more frequent changes.)
    Refer to the transmission section of this manual for details on
the correct lubricant for the different model gears.


END OF SEASON SERVICE (WINTERIZATION)
1. Check engine coolant for proper freeze protection.    Drain and add
antifreeze as needed.    Run engine to insure complete circulation of
antifreeze and recheck.
2. Check zinc anode (PN 11885) in heat exchanger and replace as
needed.   (Keep spares.)
3. Change and clean primary fuel filter/separators.
4. Replace secondary fuel filter mounted on engine.
5. Change engine lube oil and filter.
6. Flush raw water system with fresh water then run an antifreeze
mixture through the raw water system to protect it against freezing.
    Note: Feed the raw water system out of a bucket to flush the raw
water system and to circulate antifreeze.
7. Remove the raw water pump impeller and examine it for cracks and
insure that it is in serviceable condition for next season. Leave the
impeller out of the pump until the engine is recommissioned.      (Keep
one or two spares.)
8. Close off the air intake to the engine with a well-oiled cloth.



                                   21
    Note:  In some instances the intake silencer will have to be
removed to accomplish this. Be sure to remove at recommissioning.
9. Check belts on engine for good condition.        Order replacements
and/or spares as needed.
10. Fill fuel tanks.    Add additives to combat algae growth and fuel
conditioners.
    Note: Fuel additives with an alcohol base should not be used with
fuel systems having Racor fuel filters/separators.
11. Shut off the fuel supply.
12. Change transmission lubricant.
13. Boats being hauled for dry storage should have the propeller shaft
coupling disconnected from the transmission.
14. Check batteries for a full state of charge.    Batteries with a low
state of charge are susceptible to freezing.    Turn off battery power
to engine.
15. Close off exhaust openings on the outside of the hull.
16. Lubricate all linkage to throttle and shifting.
17. Remove starter and lubricate bendix drive and replace starter.




                                  22
          ENGINE OVERHAUL
The following sections contain detailed information
relating to the proper operation characteristics of
the major components and systems of the engine.
Included are disassembly, rework and reassembly
instructions for the guidance of suitable equipped
and staffed mar ine eng ine service and rebuilding
facili ties.  The necessary procedures should be
undertaken only by such facilities.

Additional operating characteristics are    included
in the Operation Section of this manual.

Any replacements should be made only with genuine
Westerbeke parts.




Engine Disassembly иииииииииииииииииииииииииииииии 25
Engine Inspection and Repair иииииииииииииииииииии 34
Engine Assembly ииииииии.ии.ииии.ии.ииииииии.и.иии 53
Compression Pressure иииииииииииииииииииииииииииии 68
Engine Lubricating System ииииииииииииииииииииииии 69
Fresh water Pump иииииииииииииии.ии.ииииииииииииии 75
Fuel System ..и..и...и............................ 78
Injection Pump ................и....и.и.и......и.и 79
Fuel Injectors иииииииииииииииииииииииииииииииииии 8l
Fuel System Troubleshooting ииииииииииииииииииииии 85
Technical Data иииииииииииииииииииииииииииииииииии 88




                          23
YOUR NOTES




     24
                          ENGINE DISASSEMBLY


PREPARATION FOR DISASSEMBLY

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.
D.   Drain all fluids and oil from engine block and transmission prior
     to engine disassembly.
E.   Place the engine on a suitable stand or bench for disassembly.
F.    Remove the engine electr ical harness in its entirety.    Tag ter-
     minal ends to help insure proper refitting.
G.   Metr ic threads are used for the W70 engine while inch threads
     (unified threads) are used for the WlOO engine.




REMOVING ENGINE EQUIPMENT AND PARTS

Remove parts in the following order:

1.   Remove the engine starting motor.

2.   Remove the transmission and related hardware.




3.   Remove the transmission damper
     plate from the engine flywheel.




                                   25
4.   Remove the engine oil cooler and oil hoses. Note oil hose connec-
     tions on oil filter engine mounting bracket.

5.   Remove engine heat exchanger.

6.   Remove the engine bellhousing and circuit breaker-preheat solenoid
     mounting plate.


                                                                                         ~
7.   Remove the engine flywheel.
                                                                                '-'_..6\_
                                                                              _ olTe boll derlate6




                                                                                    locKwilsher
     NOTE: Loosen the front crank-                                                          ring
     shaft pulley nut before remov-
     ing the flywheel.
                                                                                            )
                                                                                flywheel bolt
                                                                                    ptJIJ.6rn




8.   Remove engine backplate.

9.   Remove the engine   alternator,      drive   belt,         support      bracket            and
     adjusting strap.

10. Remove the engine mounted sea water pump, drive belt and support
    bracket from the front cover.


                                                     o'isaOI7IT6t!f WU"II,
                                                     /Mye   sender (lnit
                                                     in the elbow



11. Remove the thermostat       cover,
    hose and thermostat.         Leave
    temperature switch in       place.




12. Remove the fresh water circulating pump with connecting hoses and
    formed tube to the exhaust manifold/expansion tank.




                                     26
13. Remove the exhaust manifold -
    expansion tank in its entirety.

   Remove   the   return pipe on the
   W100.




14. Remove the air intake silencer.

15. Remove the high pressure injection lines.

16. Remove the engine dipstick tube from the block and sump.

17. Remove the air intake manifold and breather hose.

18. Remove the engine oil filter and mounting bracket from the engine
    block.

19. Remove the engine mounted fuel filter with related lines.  Note
    the posi tions of sealing washers that attach fuel lines to the
    fuel filter and the injection pump.

20. Remove the fuel injection pump:




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




   (a) Loosen the two injection pump hold down nuts.   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.

   (b) Place the keyway on the injection pump shaft in the 12: 00
   position with the aid of the front crankshaft pulley bolt before
   attempting to remove the injection pump.



                                   27
                                          I?x,traator
                                          ;'0186




      (c) With a suitable nylon drift and hammer, gently tap the injec-
     tion pump shaft to dislodge it from the keyed dr i ve gear.    The
     loose hold down nuts will prevent the pump from falling from the
     engine.

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

21. Removal of the fuel injectors:

     (a)  Remove the fuel return line from the top of the injectors by
     removing the four attaching bolts.

     NOTE: There are sealing washers under these bolts which should be
     replaced upon reassembling.

     (b) With a suitable 27 mm deep socket, unscrew the injectors from
     the cylinder head on the W70.   On the WlOO, remove the nuts from
     the retaining flange and lift injectors out.

     (c)   Remove the injector sealing washer from the head once the
     injectors are removed.

     NOTE:   These should be replaced upon reassembly.




DISASSEMBLING ENGINE

Disassemble in the following order:

1.   Cylinder head rocker cover




                                     28
2.   Cylinder head bolts

     NOTE: Loosen the cylinder head bolts equally and gradually in the
     order shown in the figure.


             7   11   15   18   14   10   6   2            4   9 13 17 21   25 28 24 20 16 12    8




                                                       5                                                 3
                                                       6~?~~~~~~~~                              -'""-- 2




                                                               10 14 18 22 26 27 23 19 15 11     7   1
            81216          1713      95



3.   Rocker arm assembly

4.   Valve stem caps.   Label each cap as to which valve it belongs so
     as not to lose them when removing the cylinder head.

5.   Push rods.       Label each rod as to which valve it belongs.

6.   Cylinder head

7.   Cylinder head gasket




8.   Disassembling rocker arm assembly




     (a)   Stop ring
     (b)   Wave washer
     (c)   Rocker arm
     (d)   Rocker bracket
     (e)   Rocker arm
     (f)   Spring



                                                  29
9.   Intake and exhaust va'Ives
     with the aid of a suitable
     valve spring compressor tool,
     remove  the   valves   from the
     cylinder head.




     NOTE:  After removing the valve assemblies, arrange or label them
     in the order of removal so that they can be reinstalled in their
     original positions.

10. Crankshaft pulley using the taper ring remover

11. Timing gear cover




12. Injection pump drive gear

     (a)   Friction gear
     (b)   Drive gear

                                                          friction gear
                                                     injection pump drive gear




13. Camshaft gear

     (a) Wedge a clean cloth between the camshaft gear and idler gear;
     remove the retaining bolt.
     (b) Retaining plate
     (c) Friction gear
     (d) Using a suitable bearing puller, remove the camshaft gear.

14. Idler gear

     (a)   Attaching nuts
     (b)   Thrust plate
     (c)   Idler gear
     (d)   Idler gear hub




                                   30
l5.~Crankshaft   gear

    (a)   Wave washer
    (b)   Friction gear
    (c)   Using a suitable puller, remove the crankshaft gear and key.

16. Oil pan and oil pan upper block

17. Oil pump assembly

    NOTE:   Remove the oil pump assembly after loosening the oil pump
    set screw located on the side of the block.

18. Oil jets on the W70

19. Timing gear case
20. Camshaft

   NOTE: Turn the engine upside down for removing the camshaft.
   This will allow the valve lifters to seat on the block bosses away
   from the cam lobes.




21. Rear oil seal assembly




22. Connecting rod bearing caps




                                   31
23. Piston and connecting rod assemblies

   NOTE:    After removing the piston and connecting rod assemblies,
   install the connecting rod cap on the connecting rod temporarily.
   Do not mix rods and caps.

24. Piston rings using a suitable ring expander

   NOTE:  After removing the piston rings, note the order that they
   are removed and which side of the ring faces the piston crown.

25. Piston pin

    (a) Remove the wrist pin snap rings.
    (b) Using a nylon drift, drive the wrist 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.




26. Main bearing caps

27. Main bearings

28. Thrust bearings




29. Crankshaft




                                  32
30. Tappets
   NOTE:  After removing the main bearings and bearing caps arrange
   them in order of removal. Do not mix caps.
   After removing the thrust bearings, note their positioning for
   proper reinstallation.




                                33
                     ENGINE INSPECTION AND REPAIR

Checking Cylinder Head
1.   Check the cylinder head for damage or cracks.      If found, repair or
     replace the cylinder head.
2.   Check the cylinder head for distortion.   If it exceeds the limit,
     replace the cylinder head with a new one.


                             «                      straight-edge



                                  Е
     --~~~~~~~~~~~~--@




     --~~~~~-&~r-~~~~--I«
                                  «




     Maximum permissible distortion:
             "A, B   иииииииииииииииии 0.10 rom (0.004 in)
          C, D, E, F иииииииииииииииии 0.2S mm (0.010 in)
 3. Check the insert for damage or cracks and, if detected, replace
    with a new one.

Replacing Combustion Chamber Insert
1.   To remove the insert, place a
     suitable drift into the glow
     plug hole, then tap the drift
     with a hammer.
2.   To install, set the insert in
     posi tion and insert the welch
     washer into the insert guide
     hole.    Secure the welch washer
     by tapping the raised center of
     the welch washer.




                                      34
     NOTE:

     (1) Use new welch washer.
     (2)  Insert the welch washer so that its convex surface is toward
     the cylinder head gasket side.
     (3) After installation, check to see if the insert is completely
     fixed in place.


Checking Valve Spring

 1. Check the spring for corrosion or damage.     If it is defective,
    replace with a new one.

 2. Check the spring length and replace the spring if the free length
    is less than the following dimension.




     Free length limit:

     W70:
     Inner spring: 42.0mm (1.654in)
     Outer spring: 52.9mm (2.083in)

     WlOO:
     Inner spring: 42.0mm (1.654 in)
     Outer spring: 43.6mm (1.7l7in)




                                                        SflU8rel14SS   li"'it
3.   Check the squareness of valve
     spring.    If it exceeds the
     limit, replace with a new one.

     Squareness Limit:                                      90"testal1g/e
     Inner spring: 1.25mm (O.049in)
     Outer spring: 1.37mm (O.054in)




                                       35
4.   Check the fitting tension of
     the valve spring as follows:
     (a) Install the valve on a           valve spring tester
     valve spring tester.
     (b) Measure the spring tension
     at    the   specified  fi tting
     length.   If it is not within
     the specification, the spring
     must be replaced.

     NOTE: Measure the spring ten-
     sion   after  compressing the
     spring several times.
     Fitting tension:
                                         Inner                  Outer
                 Fitting length          37.8 mm                40.3 mm
                                         (1.488 in)             (1.587 in)
                 Fitting tension limit   11.3 kg                30.1 kg
                                         (24.92 lb)             (66.36 lb)



Checking Valve
1.   Check all valves for bends, cracks or excessive                 burning     and
     replace them if any of these conditions are found.
2.   Check the valve stem diameter with       a   micrometer~        if   the   wear
     exceeds the limit, replace the valve.

     Valve stem diameter limit:

     W70:
     Intake valve:  8.904 mm
                    (0.351 in)
     Exhaust valve: 8.884 mm
                    (0.350 in)
     WlOO:
     Intake valve:  7.867 mm
                    (0.310 In)
     Exhaust valve: 7.854 mm
                    (0.309 in)




                                    36
Checking Valve Guide



1.   Check the clearance between the
     valve stem and guide with a
     mounted   dial    indicator  by
     moving the valve stem from side
     to side.     If the clearance
     exceeds the limi t, replace the
     valve and guide.
     Clearance Limit:

               0.127 mm      (0.0050   in)




                                              he,gJrt above ~/11!J 5eJt
2.   Check the protruding length of             0.65 ,,/16Smm
     the valve guide.   If it is not
     the specification, correct it.
     protruding length:

               16.5     mm    (0.65    in)




Replacing Valve Guide

1.   To remove    the valve guide,
     press out the guide with the
     valve guide    installer,  tool                                      i"6talling too!
     #49 0636 165 or its equivalent.

2.   To install the valve guide
     press fit a new guide in the
     cylinder head with the valve
     guide installer and adapter,
     until the adapter comes in con-
     tact with the cylinder head.
     NOTE:    After installing the
     valve    guide,   check    the
     protruding length of the valve
     guide.




                                         37
Checking Valve Seat
1.   Check the protruding length of the valve stem (dimension "L").                    If
     it exceeds the specification, correct it as follows.

     Dimension "L" (standard):

             W70: 48.05 mm (1.892 in)

         WlOO: 48.04 mm (1.891 in)

     When the dimension "L" is 0-0.5 mm (0 - 0.020 in) larger than the
     standard, it may be used as is.

     When the dimension "L" becomes 0.5-1.5 mm (0.020-0.059 in) larger
     than the standard, replace the valve and adjust the dimension "L"
     to the standard by adding some washers (12.8 mm 1.0. 39 mm O.D.)
     between the lower spring seat and cylinder head.



                                                         t (Adjust to a proper size)




                                                                          c:    ~
                                                                         --
                                                                         ....
                                                                         o
                                                                                --
                                                                                 c:
                                                                                U"l
                                                                         U"l
                                                                           и    ' "
                                                                                U"l

                                                                         .e --=
                                                                          E     E
                                                                         ~      E
                                                                                en
                                                                         '"
                                                                         - '"




     When the dimension "L" becomes more than 1.5 mm (0.059 in) larger
     than the standard, replace both the valve and cylinder head.

2.   Check for contact between the valve and valve seat as follows:

     a. Apply a thin coat of Pruss ian Blue (or Redlead) on the valve
     seat contact face.
     b. Insert the valve into the valve guide and press fit the valve
     on the valve seat.

     NOTE:     Do not rotate the valve.

     c. Check if the valve seat contact face contacts the center posi-
     tion  of the valve contact face.    If the contact position is not
     centered, recut and surface the valve seat and valve.




                                        38
Refacing Valve and Valve Seat
Reface in the following order:

1.   Reface the valve with a valve grinder to the specified angle.

     Valve face angle:

                  Intake valve
                  Exhaust valve

2.   Reface the valve seat with a valve seat cutter while checking the
     contact between the valve and valve seat.

     NOTE:  Reface the valve seat taking care that the valve seat con-
     tacts the center position of the valve.

                                                 Intake        Exhaust
                  Valve seat angle               45и           30и

                  Valve seat width               2.0 mm    2.0 mm
                                                 (0.079 in (0.079 in)



      CONTACT WIDTH




                                                                           exhaust



3.   Reface the       valve   and   valve    seat   with   a    good     valve   lapping
     compound.

4.   Measure the dimension "L".

5.   Adjust the dimension ilL" to the standard by adding some washers
     between the lower spring seat and cylinder head.


Checking Rocker Arm and Shaft
1.   Check each component part of the rocker arm assembly for damage or
     cracks. If necessary, replace with a new one.

2.   Check to see that the oil passages of the rocker arm and shaft are
     open. If any clogs are found, remove them or replace.



                                            39
3.   Check the clearance between the rocker arm bore and shaft.   If it
     exceeds the limit, replace the rocker arm bushing and shaft.

     Clearance between rocker arm and shaft:

                   Standard                         0.016 - 0.061 mm
                                                    (0.0006 - 0.0024 in)

                   Limit                            0.07 mm (0.0028 in)

Replacing Rocker Arm Bushing


1.   To   remove    the    rocker   arm
     bushing,   press   out    the old
     bushing     with    a     suitable
     mandrel.

2.   To   install  the   rocker  arm
     bushing,   press   fit   a  new
     bushing, aligning the oil holes
     of the bushing and rocker arm.

3.   Finish   the  bushing  wi th a
     spiral expansion reamer or a
     pin hole gr inder so that the
     clearance between the bushing
     and shaft becomes equal to the
     standard clearance.

Checking Cylinder Block

1.   Check the cylinder block for damage                 or    cracks.   If   necessary,
     repair or replace the cylinder block.

2.   Check to see that the oil passages and coolant passages of the
     cylinder block are open. If clogged, remove with compressed air
     or a wire probe.

3.   Check the cylinder block for distortion.                 If it exceeds the limit,
     repair or replace the cylinder block.


                                                                                     2
           remove IOCl/ting dowels
           IHfor~ lI&illg stJjiglrt-edge
                                           ~
                                           ,




            :w    ~ii'




                                               40
     Maximum permissible distortion:

                  1, 2                  0.10 mm (0.0039 in)
               3, 4, 5, 6               0.25 mm (0.0098 in)


Checking Cylinder Liner

1.   Check the cylinder liner bores
     for stretching and waveness.

2.   Check the cylinder liner for
     wear with an inside micrometer.
     If   it   exceeds  the   limit,
     replace the cylinder liner.

     NOTE:  This measurement should
     be taken in the x-x direction
     and the Y-Y direction at each
     of the three sections: upper,             X-X'i6 Me ti1rvst direotion
     middle    and lower  of   each
     cylinder.
     Cylinder liner bore:

               Standard W70:            95.025 - 95.050 mm
                                        (3.7412 - 3.7422 in)

               Standard WlOO:           92.025 - 92.050 mm
                                        (3.6231 - 3.6241 in)

               Wear Limit:              0.20 mm (0.0079 in)



3.   Check the protruding height of
     the liner with a straight edge                           Protruding length
     and a feeler gauge.     If it
     exceeds the specified value,
     correct as necessary.

     protruding height:

               -0.101 - 0 mm                 Cylinder liner
                (-0.0040 - 0 in)




                                   41
Replacing Cylinder Liner

1.   Removal

     (a) Press out the liner with the cylinder liner replacer.
     (b) Check the cylinder block bore for any scratches.      If any
     scratches are found, remove the scratches with oil soaked fine
     emery paper.

2.   Installation

     (a) Apply engine oil on the cylinder block bore and a new liner
     outer surface and set the liner on the cylinder block.
     (b) Press fi t the liner wi th the cylinder liner replacer taking
     special care not to distort it.

     NOTE:  When inserting the liner into the cylinder block, press fit
     it within the limits of 1.0 - 3.0 tons (2000 - 6000 lbs). If the
     pressing force required exceeds the limits, find the trouble and
     correct it.    After installing the liner, check the protruding
     height of the liner.


Checking Piston

1.   Check the piston carefully and
     replace   if  it   is  severely
     scored, scratched or burned.

2.   Check the clearance between the
     piston and cylinder liner bore.
     If it is excessive, the piston
     and liner must be replaced.           n788SUre    t
                                           ciiam(}t8r---'---~
                                                                o
     NOTE:      Measure   the  piston      here        t~
     diameter    at     90    degrees
     (perpendicular) to the pin bore
     axis and 22 mm (0.866 in) for
     the W70 or 23 mm (0.906 in) for
     the   WlOO   from   the   piston
     bottom.

     Piston Diameter:

                W70:     94.967 - 94.993 mm
                         (3.7381 - 3.7399 in)

               WlOO:     91.967 - 91.993 mm
                         (3.6208 - 3.6218 in)
     Piston to Liner Clearance:

                0.032 - 0.083 mm (0.0017 - 0.0028 in)




                                    42
Checking Piston Rings
1.   Check the piston rings for cracks, burning or wear.             If any of
     these conditions exist, replace the ring.
2.   Check the side clearance of the piston rings at several places.
     If they exceed the limit, replace the piston rings or piston.

     Side clearance limit:         0.30 mm (0.0118 in)
3.   Check the piston ring end gap
     as follows:

     (a)   Place the piston ring in
           the cylinder liner bore
           below the ring travel by
           using a piston head to
           push the ring in squarely.
     (b)   Measure the piston ring
           end gap.     If it exceeds
           the   limit,   replace the
           piston ring.

     End gap limit:

           1.5 mm (0.0591 in)

Checking Piston Pin and Connecting Rod Bushing

1.   Check the clearance between     the
     piston pin and connecting       rod
     bushing.     If it exceeds      the
     limit, replace the piston       pin
     and bushing.

     Clearance between    piston     pin                              1
     and bushing:                                                     I
                                                                      1
                                                                0.0/2 -10.aJ9 /I
     Standard W70:                                              o.aa05,o.OO/5mm
                                                                      1
                0.012 - 0.039 mm                                      I
                (0.0005 - 0.0015 in)          ~~~~~~~~~~~~~i~~---==:.":~~i~:::::

     Standard WlOO:
                0.014 - 0.044 in
                (0.0006 - 0.0020 in)

     Limit:     0.05 mm (0.0020 in)




                                       43
Replacing Connecting Rod Bushing

1.   To remove the connecting rod
     bushing,  press out the old
     bushing with suitable mandrel.
2.   To install the connecting rod
     bushing,   press  fit   a  new
     bushing aligning the oil holes
     of the bushing and connecting
     rod.
3.   Finish   the  bushing   with a
     spiral expansion reamer or a
     pin hole grinder to the stan-
     dard clearance specified.

     NOTE: When reaming the bushing, correctly insert the reamer in
     the bushing.   In order to prevent unevenness on the bushing sur-
     face, the reaming should always be made in the cutting direction.
     Make sure that the reamer is stopped at different positions at all
     times.
     When correcting the smaller end bushing of the connecting rod with
     a pin hole grinder, the hole is apt to become tapered. Therefore,
     be sure to change the direction of the connecting rod several
     times while honing until the specified size is obtained.


Checking Connecting Rod

1.   Check the side of the con-
     necting rod small end and large
     end for cracks or damage.
     necessary,
     necting rod.
                  replace
                                  If
                           the con-
                                           J:.
                                             /,
                                               .
                                             hend check


                                                               .:.
                                                                     twist cheole




2.   Check the connecting rod for            I Jr         '.
     bends or twists with a suitable
     alignment fixture. If realign-
     ment is necessary, correct by
     using a press and applying a            a
     gradual pressure to the rod 'or
     replace the connecting rod.

     Permissible deflection:   0.05 mm per 100 mm (0.0020 in per 4 in)




                                   44
3.   Check the connecting rod side
     play with a dial indicator or a
     feeler gauge as shown in the
     figure.    If it exceeds the
     limit, replace the connecting
     rod or crankshaft.
                                                                 donn~ctin!J rod
                                                                 ~/'rM pl8!/ test
     End play limit:

          0.4 mm (0.0157 in)




Checking Connecting Rod Bearing
1.   Check   the   connecting   rod
     bearing carefully and replace
     if   it  is worn,   scored or
     flaked.

2.   Check    the     connecting   rod
     bearing    clearance     with   a
     nplastigauge n и   If it exceeds
     the limit, correct the crank-
     pins with a suitable grinder
     and use with suitable undersize
     bearings.

     NOTE:   Tighten the connecting
     rod cap bolts to the specified
     torque.



     Cap tightening torque:

               W70:     7.8 - 8.0 kg-m (56.41 - 57.86 lb-ft)

               WlOO:    7.6 - 8.3 kg-m (54.97 - 60.03 lb-ft)
     Bearing clearance:

               Standard W70:      0.012 - 0.031 mm (0.0005 - 0.0012 in)

                          WlOO:   0.014 - 0.044 mm (0.0006 - 0.0017 in)
               Limit:        0.05 mm (0.0020 in)




                                       45
Checking Crankshaft

1.   Check the crankshaft for cracks
     or other damage. If necessary,
     replace the crankshaft.

2.   Check  to see that the oil
     passages of the crankshaft are
     open.   I f any clogs are found,
     remove them with compressed air
     or a suitable wire.

3.   Check the crankshaft for wear.
     If    it  exceeds   the   limit,
     correct the crankshaft wi th a                          R1=O.l46/0./57"(.J, 'T1/3.99mm)
                                                             Rz иO'/26/0'/42"(J.2()/~6/mm}
     sui table gr inder and use wi th
     suitable undersize main bear-
     ings.

     NOTE: Measure the diameter of each of the crankpins and main
     journals at two points (the front and rear portions) at 90 degrees
     to the crankshaft axis, as shown in figure.

                              W70 Main journal        W70 Crankpin
          Standard            75.812 - 75.825 rnrn    61.112 - 61.125 rnrn
                              (2.9848-2.9853 in)      (2.4060-2.4065 in)
          Undersize 0.254      75.558 - 75.571 rnrn   60.868 - 60.871 rnrn
                               (2.9748-2.9753 in)     (2.3964-2.3965 in)

          Undersize 0.508      75.304 - 75.317 mm     60.604 - 60.617 rnrn
                               (2.9648-2.9674 in)     (2.3874-2.3865 in)
          Undersize 0.762      75.050 - 75.063 rnrn   60.350 - 60.363 mm
                               (2.9578-2.9554 in)     (2.3760-2.3765 in)


                              W100 Main Journal       W100 Crankpin
          Standard            69.812 - 69.825 rnrn    57.112 - 57.125 rnrn
                              (2.7485-2.7491 in)      (2.2485-2.2491 in)
          Undersize 0.254      69.558 - 68.571 rnrn   56.868 - 56.871 mm
                               (2.7385-2.7391 in)     (2.2389-2.2391 in)

          Undersize 0.508      69.0304- 69.317 rnrn   56.604 - 56.617 rnrn
                               (2.7182-2.7291 in)     (2.2285-2.2312 in)

          Undersize 0.762      69.050 - 69.063 rnrn   56.350 - 56.363 rnrn
                               (2.7185-2.7191 in)     (2.2185-2.2191 in)

               Wear limit      0.05 rnrn              0.05 rnrn
                               (0.0020 in)            (0.0020 in)

     NOTE: When grinding    the crankshaft,   take care of the following
     points.



                                    46
     (a) When grinding the crankshaft, finish the place of "R" as
     shown in figure.
     (b)  The crankshaft processing diameters are as shown in the table
     above.

4.   Check the crankshaft alignment.
     If   it   exceeds  the   limit,
     replace with a new one.

     Maximum allowable run-out:
                                                                                      cr~nks/7i1ft rlJl7O/./t
                 0.05 rom (0.0020 in)
                                                      ..... , ....


                                                                                  ~A0
5.   Check the crankshaft end play
     with a dial indicator or a
     feeler gauge as shown in the
     figure.
     limit,
     bearing
     thrust
                  If it exceeds the
              replace
                with
             bearing of
                       an
                          the    thrust
                              oversized
                             0.178 rom
                                                                                          n
                                                                                          и I
                                                                                          I
                                                                                          ~
                                                                                              и
                                                                                              ;
     (0.007 in) и
     End play limit:    0.40 rom (0.0157 in)

     Note: Any crankshaft      grinding      should                  be   done   at      a        qualified
     machine shop.


Checking Main Bearing


1.   Check the main bearing care-
     fully and replace if it is
     worn, scored or flaked.                     ------
2.   Check    the     main    bearing
     clearance with a "plastigauge".
     If    it  exceeds.  the   limit,
     correct the main journals by
     having the crankshaft ground
     for undersized main bearings.

     NOTE: Tighten the main bearing
                                              ....'
     cap bolts    to  the   specified
     torque.
     Cap tightening torque:

                 11.0 - 11.7 kg-m (80 - 85 Ib-ft)

     Bearing Clearance:

     Standard:       0.059 - 0.090 rom (0.0023 - 0.0035 in)

     Limit:          0.12 rom (0.0047 in)




                                        47
Checking Camshaft



1.   Check the camshaft for damage
     or   cracks.    If    necessary,
     replace the camshaft.

     NOTE:  If the damage is slight,
     you may be able to correct the
     camshaft with an oil soaked
     fine emery grindstone.
     Correct the camshaft wi th spe-
     cial care so as not to damage
     the original cam form.



2.   Check the cam height and replace the camshaft if the wear exceeds
     the limit.

     Cam height limit    W70:   42.478 mm (1.6724 in)
                        WlOO:   42.485 mm (1.6727 in)

3.   Check the camshaft journal for        wear.   If it exceeds      the limit,
     replace the camshaft.

               Journal diameter                         Wear limit

               51.910 - 51.940 mm                       0.008 mm
     No. 1     (2.0437 - 2.0449 in)                     (0.0003 in)

               51.660 - 51.690 mm                       0.008 mm
     No.   2   (2.0339 - 2.0350 in)                     (0.0003 in)

               51.410 - 51.440 mm                       0.008 mm
     No.   3   (2.0240 - 2.0252 in)                     (0.0003 in)

               51.160 - 51.190 mm                       0.008 mm
     No. 4     (2.0142 - 2.0154 in)                     (0.0003 in)

4.   Check the clearance between the camshaft journal and camshaft sup-
     port bore as follows.

    ( a) Measure the camshaft journal diameter and camshaft support
bore.
    (b) Calculate the clearance and replace the camshaft or cylinder
block if the clearance exceeds the limit.

     Clearance limit:    0.145 mm (0.0057 in)

5.   Check the camshaft alignment.         If it exceeds the limit,      replace
     with a new one.

     Maximum allowable run-out:     0.08 mm (0.0031 in)



                                      48
6.   Check the camshaft end playas follows.
     (a)   Install the thrust plate, camshaft gear, friction gear, lock
           plate and camshaft gear lock bolt on the camshaft.
     (b)   Tighten the lock bolt to the specified torque.

     Tightening torque:

           W70:    6.4 - 9.5 kg-m
                   46 - 69 Ib-ft)
           WIOO: 6.2 - 7.0 kg-m
                 ( 4 5 - 51 1 b- f t )

     (c)   Measure the clearance be-
           tween    the thrust plate
           and   camshaft.     If  it
           exceeds the limit, replace
           the thrust plate.

     End play limit:

           0.30 rom (0.0118 in)


Checking Idler Gear Bushing and Spindle

1.   Check the bushing and spindle for wear or damage and replace if
     necessary.

2.   Check the oil passages of the
     spindle for clogging and, if
     necessary, clean the passage
     with compressed air or wire.

3.   Check the clearance between the
     bushing    and     spindle   by
     measuring the bushing bore and
     spindle   diameter.      If  it
     exceeds the limi,t, replace the
     bushing or spindle.

     Clearance between bushing and
     spindle:
            Standard: 0.034 - 0.084 mm
                      (0.0013 - 0.0034 in)

                  Limit:       0.15 mm (0.0059 in)


Replacing Idler Gear Bushing

1.   To remove the idler gear bushing, press out the old bushing with a
     suitable mandrel.




                                         49
2.   To install the idler gear bushing, press fit a new bushing with a
     suitable mandrel.

3.   Finish the bushing with a spiral expansion reamer or a pin hole
     grinder to assure the correct fit.


Checking Gears

1.   Check the gears (idler gears,
     injection   pump  drive   gear,
     crankshaft gear, camshaft gear)
     for  cracks or damage.       If
     necessary, replace as required.
2.   Check the idler gear end play
     as shown in figure.      If it
     exceeds the specified value,
     replace the thrust plate or
     idler gear.
     NOTE: Measure    the  end play
     after tightening the idler gear
     attaching nuts to the specified
     value.
     Thrust plate tightening torque:     2.3 - 3.2 kg-m (17 - 23 lb-ft)
     End play standard:   0.15 - 0.30 mm (0.0059 - 0.0118 in)
3.   Check the backlash of every gear with a dial indicator.

     NOTE:  Check the backlash after assuring that the idler gear end
     play and the clearance between the idler gear bushing and spindle
     are within standard.
     Backlash standard:   0.10 - 0.20 mm (0.0039 - 0.0079 in)

     Backlash limit:      0.30 mm (0.0118 in)

Checking Push Rod
1.   Check the push rod ends for
     damage.     If any damage is
     found, replace it.

2.   Check the push rod for bends
     with the corner of a surface of
     a surface plate. If it exceeds
     the limi t, replace wi th a new
     one.

     Bend Limit: 0.19 mm (0.0075 in)




                                    50
Checking Tappet

1.   Check the tappet for cr acks or
     damage.    If damaged, replace
     the tappet.

2.   Check the contact surface of
     the tappet with the cam for
     wear.     If it is abnormal,                                            limit:
                                                 -~~-II""I----17"~-:- O.()()4,,/O.10mm
     replace the tappet.

3.   Check the clearance between the
     tappet and tappet guide. If it
     exceeds the limi t, replace the
     tappet or cylinder block.

     Clearance limit:

          0.10 rom (0.0039 in)


Checking the Timing Gear Cover Oil Seal

1.   Check the lip of    the oil   seal for   wear or damage.          Replace as
     required.



Replacing Timing Gear Cover Oil Seal



1.   To remove the timing gear cover
     oil seal, press out the old
                                                 OIL SEAL PULLER AND INSTALLER
     seal with a sui table oil seal
     puller and installer.

2.   To install   the  timing gear
     cover oil seal, apply engine
     oil onto the outside of a new
     seal and press fit the seal
     with an oil seal puller and
     installer until the installer
     comes in contact with cover.




Checking Rear Oil Seal
1.   Check the lip of    the oil seal for     wear or damage.          Replace as
     required.




                                     51
Replacing Rear Oil Seal

I   ~   To remove the rear oil seal,
        strike out the old seal with a
        suitable mandrel.
                                                     tap a/7d route ...

2.        To install the rear oil seal,
          apply engine oil onto the out-
        . side of a new seal and press
          fi t the seal in the rear oil
          seal cap equally.

        NOTE: In case the crankshaft
        is worn, the oil seal must be
        fitted on the oil seal cap with
        its fitting position moved by      removal   i"stallati<╗t
        approximately 3 mm so that the
        seal does not touch the worn-
        down portion of the crankshaft.




                                      52
                               ENGINE ASSEMBLY


Take the following precautions:

A.   Be careful not to mix nuts and bolts. 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 lubricating oil to moving parts during 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.



Assembling Engine

Assemble in the following order:

1.   Intake and      exhaust   valves.        Use   a   suitable   valve   spring
     compressor.

     NOTE:      Apply eng ine oil onto the sliding section of the valve
     stem.     Insert the oil deflector on the intake valve only.

2.   Rocker arm assembly.   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
     serv ing #1 and 2 rocker arms.
     This pin fits a slot in the #1
     rocker shaft support -which pre-
     vents the shaft from turning
     and cutting off the lube oil to
     the rocker arms and valves.

     a.      Spring
     b.      Rocker arm
     c.      Rocker bracket
     d.      Rocker arm
     e.      Wave washer
     f.      Stop ring




                                         53
3.   Piston and connecting rod.
     a. Piston pin (wrist pin)
     b. Snap ring

     NOTE: Assure that the connecting      rod        locking       groove   faces    the
     piston front as shown in figure.



                                                   Sub-combustion
                                                   chamberI                    WlOO



                            ~ 3rd
                                          иFront




                                           W70



4.   Piston rings.    Use a suitable piston ring expander.

     NOTE:  Install the piston ring with the             inscr iption mark upward
     towards the piston crown.



5.   Main Bearings.


     NOTE:   Install the main bear-
     ings in their proper position.
     Apply engine oil onto the sur-
     face of the main bearing.
     Do not apply oil onto the back
     side of the main bearing.
     Insure that the bearing oil
     ports are properly aligned and
     that   the   lock  tab  of  the
     bearing is mating properly with
     the lock groove in the block.




6.   Thrustwashers.

     NOTE:   Fit the thrustwashers with the oil groove side facing out-
     ward.

7.   Crankshaft.  Be careful that the thrustwashers do not drop as the
     crankshaft settles in place.



                                     54
8.   Main bearing caps.




     NOTE: Fit the thrust bearing
     (with   flange)  with  the oil
     groove side facing outward.
     The arrow mark of the cap top
     should face towards the front
     of the engine.




9.   Cap bolts.

     NOTE:    Make         sure   that        the       crankshaft               rotates                        smoothly   after
     installing.

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

10. Rear oil seal assembly.
NOTE: Apply engine oil onto the lip of the seal.
    Install a gasket between the oil seal assembly and cylinder block.
    Use a good quality gasket cement when installing this gasket.

11. Piston and connecting rod assemblies.                                Use a suitable piston ring
    compressor.

     NOTE:  Install the piston and connecting rod assembly in the posi-
     tion as shown in figure.
     Apply engine oil onto the sliding face of the piston and cylinder
     bore.
     NOTE:   Place the piston rings at about 90и apart as shown in
     figure.
     Place the top and second rings in the opposite direction against
     the pre-combustion chamber.

       set ring gaps               lit 90 "liTfervals


                                                             pllU:8 8 It"/ZI!!! hlr"'I11~r,
                                                              It,ntlI4 c/tlWl?, 011' tqtJ tJf
                                                             Ihe "C1/11f7~s:sedplsran




      t'rOf1tofpi6ton
      I~ if1d/cbtM by
      il   Puss t1f1f;'~
      ""ttom "8aril;e
      OI/iro/e                                                   иr----                 ..... - - - . ...
                                                                                                            \




12. Connecting rod caps.


                                                        55
    NOTE: Apply engine oil onto
    the surface of the connecting
    rod bearing prior to instal-
    ling.

    Insure that the rod caps are
    properly matched to the proper
    rod.



13. Connecting rod cap bolts.

    Tightening torque:

                    W70:    8.2 - 9.0 kg-m (59 - 65 lb-ft)
                    WlOO:   7.6 - 8.3 kg-m (55 - 60 lb-ft)
14. Tappets.




    NOTE: Apply engine oil onto
    the sliding face of the tappet.




15. Camshaft and thrust plate.



    NOTE: Apply engine oil           onto
    the    camshaft   journal         and
    bearing surfaces.

    Tightening torque:

           1. 6 -2. 4 kg-m
           (12 - 17 lb-ft)



16. Idler gear spindle.

   NOTE:     Align the oil holes.




                                         56
17. Fuel injection pump.

    NOTE:   It is easier to first install the injection pump to the
    timing gear case and then the entire assembly onto the engine.
 Install the injection pump aligning the identification marks.




18. Timing gear case

    NOTE:   Align the end face of the timing gear case and cylinder
    block.
    Cut off the excess gasket.

    Tightening torque:

              1.6 - 2.4 kg-m (12 - 17 Ib-ft)
19. Gears.



    a.   Camshaft gear
    b.   Injection pump drive gear
    c.   Crankshaft gear
    d.   Idler gear

    NOTE: Align the timing     gear
    marks of every gear.




20. Idler gear thrust plates and attaching nuts

    Tightening torque:

              2.3 - 3.2 kg-m (17 - 23 Ib-ft)




                                     57
21. Friction gears.



                                                               friction gear
                                                          injection pump drive gear



22. Camshaft gear lock bolt.

    NOTE:   Wedge   a   clean   cloth between   the camshaft gear          and        idler
    gear.

   Tightening torque:

               W70:      6.4 - 9.5 kg-m (46 - 69 lb-ft)
               WlOO:     6.2 - 7.0 kg-m (45 - 51 lb-ft)

23. Injection pump drive gear lock nut.

    NOTE:  Wedge a clean cloth between the injection pump drive gear
    and idler gear.

    Tightening torque:

               4.0 - 7.0 kg-m (29 - 51 lb-ft)




24. Oil deflector on crankshaft.




25. Timing gear cover.

    Use the oil seal puller and installer          to aid in installing the
    timing gear front engine cover.




                                       58
     Tightening torque:

                 1.6 - 2.4 kg-m (12 - 17 lb-ft)
26. Oil pump assembly.

    NOTE:      Make sure that the oil pump drive gear and driven gear
    mesh.



27. Oil pan gaskets.                          «
    NOTE: Place the ends of gasket
    (A) on the gaskets (B) and (C).
    Apply gasket cement on the con-
    tact portions of the gaskets
    and on the contact portions of
    the   timing   gear  case   and
    cylinder block.                               Е




28. Oil pan upper block.
    NOTE: Make    sure   that   the
    fitting surfaces of rear sides
    of the cyliner block and oil
    pan upper block are kept flush.


                                                      Arrange both faces



29. Oil pan.

    Tightening torque:

                 1.6 - 2.3 kg-m
                 (12 - 17 lb-ft)



30. Back plate.

Tightening torque:

    3.3 - 4.8 kg-m (24 - 35 lb-ft)




                                     59
31. Flywheel.
    NOTE: Install the flywheel by
    placing it on the crankshaft                         o                 \
    and rotating it to properly
    align the mounting bolt holes.
                                                                   5░ from the   6\
                                                                 _ one boltderlate6
                                                                                      setup.

    Install the tabwasher and the
    attaching bolts.                                                   locKwasher
                                                                                 rill!!
    After torquing, bend one tab
    against   a
    attaching bolt.

Tightening torque:
                   flat  of    each

                                                  o          o     rlywht:el bolt
                                                                                 )
                                                                      ~fiern
         15.5 kg-m (112 lb-ft)
32. Crankshaft pulley.
    NOTE: Apply engine oil onto the lip of oil seal.
    Carefully slide the front crankshaft pulley onto the crankshaft
    insuring that the key in the crankshaft and the keyway in the
    pulley mate properly.
    Apply Lockti te (high temperature) to the threads of the front
    crankshaft pulley holddown bolt when installing it.
    Insure that the flat washer is under the head of the bolt when
    installed.

    Tightening torque:

                W70:    35 - 40 kg-m (253 - 289 lb-ft)
                WIOO:   39 - 42 kg-m (282 - 304 lb-ft)




33. Tubular dowel pins.




34. Cylinder head gasket.
35. Cylinder head.




                                     60
36. pushrods.




    NOTE: Make    sure  that  the
    pushrod seats securely in the
    tappet concavity.




37. Valve caps on top of valve stems.
    NOTE:   Make sure that the valve cap is installed squarely on the
    valve stem.

38. Rocker arm assembly.

39. Cylinder head bolts.
    NOTE: Tighten the cylinder head bolts in the order shown in the
    figure.
    After tightening the cylinder head bolts, make sure that the
    rocker arms move smoothly.
    Tightening torque (cold engine)

    W70:    11.8 - 12.5 kg-m (85 - 90 lb-ft)

    WlOO:   11.0 - 11.7 kg-m (80 - 85 lb-ft)




                                   61
40. Adjust valve clearance.


   W70:
   Adjust the No.1, 2, 3 and 6
   valves when the No. 1 piston is
   coming   up    on    compression
   stroke.
   Next, when the No. 4 piston is
   coming   up    on    compression
   stroke, adjust the No.4, 5, 7
   and 8 valves.    The valves are
   numbered 1 - 8 from front of
   engine.




                                              When No.1 cylinder is at top dead center
   WlOO:
   Adjust the No.1, 2, 3, 6, 7
   and 10 valves when the No. 1
   piston   is    coming    up   on
   compression stroke.
   Next, when the No. 6 piston is
   coming    up   on    compression
   stroke, adjust the No.4, 5, 8,
   9, 11 and 12 valves.         The
   valves are numbered 1 - 12 from
   the front of the engine.


    NOTE: When       the    engine   is
                                                    "# t   5tlpport orilCltet.
    overhauled,      run   the   engine
    under load to check its perfor-
    mance.     Allow the eng ine to
    cool to room temperature and
    retorque     the    cylinder   head
    holddown nuts and re-adjust
    valves.
    The    cylinder     head   holddown
    bolts    and    valve    adjustment       r
                                              L_
    should be rechecked again after
    50    hours     and    periodically              0.012" 0,30mm cold          --~
    thereafter.
          Valve Clearance (cold):
               Intake                     0.3 mm (0.012 in)
               Exhaust                    0.3 mm (0.012 in)



                                     62
Installing Engine Equipment Parts

Install in the following order:

1.   Fresh water pump assembly.

     Tightening torque:

                1.6 - 2.4 kg-m (12 - 17 lb-ft)
2.   Water return pipe on WlOO.

3.   Checking injection timing.

     (a)   Remove the valve cover if already reinstalled.
     (b)   Place piston No. 1 at T.D.C. of its compression stroke.

           NOTE: No. 1 piston is the first piston from the front of the
           engine.
     (c)   Remove the snap circlip on the end of the rocker shaft.
           Slacken the rocker arm adjusting nut to allow the rocker arm
           to be removed from the shaft.    This will expose the No. 1
           valve.
     (d)   Remove the valve cap and keepers and springs.      This will
           allow the valve to drop down on to the piston head which is
           at top dead center of its compression stroke.



                                                       _ _ _----l...[ dt~tanae (see text)
     (e)   Attach a dial indicator
           gauge to the engine and
           zero it on the top flat
           portion of the valve stem.
           Find exact T.D.C. of No. 1
           piston by carefully rock-
           ing the crankshaft back
           and forth.   Once this is
           found, re-zero the dial
                                                 1~
                                                  7f/'i'fWl
           indicator.
                                                     /b 81

     (f)   Slowly turn the crankshaft in the opposite direction of nor-
           mal rotation until the indicator reads 0.230 + .005 inches
           B.T.D.C. for the WlOO or 0.180 + .005 inches-for the W70.
           It is advisable to go slightly more than 0.230 (0.180) and
           then return to that figure to remove gear lash.     The No. 1
           piston is now at 30 degrees B.T.D.C.
     (g)   The injection pump is already installed on the engine.
           Ver ify that the scr ibe mark on the injection pump outboard
           mounting flange is properly aligned with the scribe mark on
           the engine mounting case.
     (h)   Remove the plug and sealing washer from the aft center of the



                                    63
           injection pump.   (This is the plug located centrally where
           the four high pressure injector lines attach to the pump.)
     (i)   Install in the place of this plug the #49 9140 074 measuring
           device.   Insure that the measuring device rod contacts the
           plunger inside the pump and zero the gauge.



                                                               depthgqge




                     - head boll




           NOTE: When setting the dial gauge, confirm that the dial
           gauge pointer does not deviate from the scale mark of zero by
           slightly turning the engine crankshaft from left to right.

     (j)   Turn the engine crankshaft in the normal direction of rota-
           tion to bring the No. 1 piston up to T.D.C. The dial indica-
           tor on the valve stem should zero and the indicator on the
           injection pump should show 1 mm (0.039 inches) of movement.

4.   Adjusting injection timing.

     (a)   Loosen the nuts holding the injection pump to the engine.
           (High pressure injector lines should not be attached to the
           injection pump.)
     (b)   Make the adjustment by moving the injection pump itself.
           When the amount of movement of the measuring device indicator
           on the injection pump is too large, first turn the injection
           pump in the reverse direction of the engine rotation so that
           the dial gauge pointer indicates less than the scale mark of
           1 mm.   Then turn the injection pump in the direction of the
           engine rotation so that the measuring device indicator points
           to the scale mark of 1 mm.

           NOTE: Above adjusting    procedures   are   to   make   the     gear
           backlash tight.

           When the amount of the measuring device indicator on the
           injection pump is too small, turn the injection pump in the
           direction of engine normal rotation so that the measuring
           device   indicator points   to  the  scale   mark  of  1 mm
           (0.039 in.).
     (c)   After the adjustment, tighten the injection pump holddown
           nuts, and then confirm again that the adjustment has been
           done correctly.




                                    64
5.   Checking cam lift.

     (a)     Turn the crankshaft in the normal direction of rotation and
             read the maximum value which the dial indicator pointer on
             the measuring device shows. This is the cam lift.

             Amount of cam lift:   2.2 rom   (0.08 in)

     (b)     After this check, remove the measuring device and install the
             plug and sealing washer.
     (c)     When the injector high pressure lines are reinstalled, they
             will have to be bled of air as well as the injection pump
             itself.   Bleed the injection pump first by loosening the
             return connection (a) and evacuating the air from the injec-
             tion pump by supplying fuel to the injection pump by priming
             with the lever on the engine mounted fuel filter until fuel
             clear of air passes out this connection.
             These high pressure lines are bled next by loosening them at
             their attachment to the fuel injectors.         Loosen their
             attaching nuts on all four lines one to two turns.   Turn the
             key on and crank the engine over with the starter until fuel
             spurts by the nuts and the lines.   Stop cranking and tighten
             attaching nuts and start engine in the usual manner.


6.   Intake manifold.

     Tightening torque:

                  1.6 - 2.4 kg-m (12 - 17 Ib-ft)

7.   Fuel injectors and return lines.

     NOTE:     The copper sealing washers should not be reused.

     Injector tightening torque:

                  W70:    6.0 - 7.0 kg-m (43 - 51 Ib-ft)
                  WIOO:   1.6 - 2.4 kg-m ( 12 - 17 Ib-ft)

8.   Glow plugs.

9.   Rocker cover with new gasket.

     NOTE:  Apply sealant to that portion of the gasket that contacts
     the cover only.

10. Front engine mounts.

11. Oil filter and mounting bracket.

12. Fresh water circulating pump pulley.

13. Sea water pump, bracket and pulley.




                                       65
14. Alternator and bracket.

15. Sea water pump belt.
16. Alternator belt.
17. High pressure fuel injector lines.

18. Bellhousing.

19. Starting motor.




20. Damper plate to flywheel.




21. Transmission and related coolers and hardware as applicable.



22. Adjust "V" belt tension.

    "V"   belt deflection    (exerting
    10 kg force):

    For new belt:     9 - 11 mm
                      (0.35 - 0.43 in)

    For used belt:     10 - 12 mm
                       0.39 - 0.47 in)




23. Install the exhaust manifold -
    expansion tank in its entirety.




                                     66
24~   Thermostat and thermostat housing.
25. Install engine heat exchanger and      lube   oil   cooler   on   engine
    bellhousing with related hardware.
26. Replace preheat solenoid and circuit breaker and mounting bracket.
27. Crankcase vent hose.




28. Oil  and     water   senders   and
    switches.




29. Engine wiring harness.
30. Engine mounted fuel filter and related lines.
31. Engine dipstick tube and dipstick.
32. Air intake silencer.
33. Install the preformed metal tube wi th supports from the exhaust
    manifold/expansion tank to the inlet side of the fresh water cir-
    culating pump.
34. Install new hose connections and clamps for cooling system.
35. Fill transmission with proper lubricant.
36. Fill the engine cooling system with antifreeze mixture.
37. Fill engine oil sump with lube oil (A.P.I. Spec. CC or better).
The engine should be test run under load prior to reinstalling. Allow
the engine to cool to room temperature and retorque the cylinder head
bolts and check valve clearances.




                                    67
                       CHECKING COMPRESSION PRESSURE


NOTE: Before measuring the compression pressure, check the valve
clearance and the charge of batteries and starting motor as well as
for proper cable sizes and connections to and from the engine.

1.   Warm up the engine.

2.   Remove all fuel injectors.

3.   Disconnect the fuel shut off solenoid wire.

4.   Install the adapter in the injector hole.

5.   Connect a compression tester on the adapter and crank the engine
     with the starting motor until the pressure reaches a maximum
     value.

     Compression pressure:

               Standard         30.0 kg/cm 2   (427 lb/in 2 at 200 RPM)

               Limit            27.0 kg/cm 2   (384 lb/in 2 at 200 RPM)

6.   If the compression pressure is greater than the standard, but the
     pressure   difference     between any pair of cylinders exceeds
     3 kg/cm 2 (42.7 lb/in 2 ), disassembly and repair are necessary.




                                     68
                            LUBRICATING SYSTEM


Operation

The lubricating system is a pressure feeding system using an oil pump.
The eng ine oil forced out of the oil pump is passed through the oil
filter. The oil passes through the oil filter and the engine lube oil
cooler and then to the various lubricating points in the engine and
then returns to the lube oil sump.

When the oil pressure exceeds the specified pressure, the oil pushes
open the relief valve in the oil pump and returns to the oil pan,
thereby keeping the oil pressure within its specified range.


Checking Engine Oil

1.   Check for any eng ine oil leakage.    Should leakage be detected,
     correct as needed. Tightening of fittings and bolts is considered
     normal maintenance and is the responsibility of the owner.
2.   Check eng ine oil level with the lube oil dipstick at least once
     daily prior to engine usage. Add oil as needed.
3.   Make sure that the oil is higher than the mid point between the
     "F" and ilL" marks of the dipstick.   If found lower than the ilL II
     mark, replenish up to the "F" mark.

     NOTE: Maintaining proper eng ine oil level is the responsibility
     of the engine owner/operator.   Any damage to the engine due to
     lack of adequate oil is the responsibility of the owner/operator.
     Gauges and alarms are provided to warn against loss of proper
     engine oil pressure. Monitoring of engine operating gauges is the
     responsibility of the owner/operator.

     Engine oil capacity:

               Oil Sump      W70:          6.0 liters (6.3 U.S.quarts)
                                                      (5.3 Imp quarts)
                             WlOO:        11.3 liters (11.9 U.S.quarts)
                                                      (9.9 Imp quarts)




                                     69
Checking Oil Pressure

1.   Warm up the engine.
2.   Remove the oil pressure sender
     and connect a mechanical oil
     pressure gauge instead.
3.    Set the engine speed at 3600
     RPM   and    measure   the   oil
     pressure.   I f the oil pressure
     is less than the specification,
     check the lubricating system.

     Oil pressure:

           Greater   than    3.8 kg/cm 2
           (54.04 Ib/in 2 ) at 3600 RPM

     NOTE: Insure proper oil is being used that meets                  temperature
     requirements and the A.P.I. spec. of CC or better.

4.   If the oil pressure drops below the specified safe minimum
     pre s sur e of 0 и 3 + 0 и 1 kg / cm 2 ( 4 и 3 + 1. 4 1 b / in 2) , an immediate
     check should be made.


Removing Oil Pump

Remove in the following order:

1.   Oil   pan
2.   Oil   pump set screw
3.   Oil   pipe attaching bolts
4.   Oil   pump


Disassembling Oil Pump

Disassemble in the following order:

W70:
1. Oil pipe and gasket
2. Oil strainer and gasket
3. Oil pump cover
4. Outer rotor
5. Pump body, inner rotor and gear assembly
6. Drive gear. Use a press and a suitable mandrel.
7. Inner rotor
8. Oil pump body
8. Relief valve assembly
     (a) Screw
     (b) a-ring
     (c) Spring
     (d) Steel ball




                                         70
WlOO:
1. 'Oil pipe and gasket
2. Oil strainer and gasket
3. Drive gear
4. Pump cover
5. Drive shaft
6. Outer rotor
7. Relief valve assembly

Checking Oil Pump

1.   Check the clearance between the lobes of the rotors with a feeler
     gauge. If the clearance exceeds the limit, replace both rotors.

     Clearance limit:   0.3 mm (0.0118 in)




2.   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 (0.0118 in)


3.   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
     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 mm (0.0059 in)



4.   Then, place a straight edge across the pump cover and measure the
     clearance between the straight edge and cover.      If the cover
     exceeds the limit, correct the pump cover by grinding or replace
     it.

     Clearance limit:   0.15 mm (0.0059 in)




                                     71
5.   Check the clearance between the
     pump body and shaft using a
     dial   indicator   and  magnetic
     base.   If the clearance exceeds
     the limit,    replace the pump
     drive shaft, inner rotor, pump
     body and drive gear.

     Clearance limit:

             0.1       rnrn   (0.0039        in)




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

     Spring free length:

             40.0 rnrn (1.61 in)




Assembling Oil Pump

Assemble in the reverse order of disassembling.

NOTE:  When installing the rotors into the body, be sure                   that   the
tally marks on the rotors are positioned toward the cover.



                              OUTER ROTOR

                               INNER ROTOR




               ~~~~17~ TALLY MARKS


                   o




     Cover     tightening       torque:      0.8    1. 2   kg-m   (5.8   8.7   lb-ft)




                                               72
Installing Oil Pump

Install in the reverse order of removal.

Oil Pan

Before installing oil pan:
1.   Scrape any dirt or metal particles from the inside of the oil
     pan.
2.   Check the oil pan for cracks and damaged drain plug threads.
     Check for damage (uneven surface) at the bolt holes caused by
     overtorquing the bolts.   Straighten surfaces as required.   Repair
     any damage or replace the oil pan if repairs cannot be made
     satisfactorily.

Oil Cooler
Removal:
1.   Drain the cooling water.
2.   Remove   the oil filter    body
     (W70)  and oil cooler cover
     (WlOO) from the cylinder block.
3.   Remove the gasket.
4.   Remove the oil cooler from the
     oil cooler cover and oil filter
     body (W70).
Installation:

Install in      the   reverse   order   of
removal.
     NOTE: After installing the oil
     cooler, start the engine and
     check for oil and water leaks.
     Replace the o-r ing and gasket
     with new ones.
Checking:

Check  the oil cooler core for
clogs, cracks and any damage.    If
necessary, correct or replace them.


Oil Filter
Removal:

Remove the oil filter with a suitable wrench.




                                         73
Installation:

1.   Apply engine oil on the oil filter o-ring.
2.   Fully tighten the oil filter by hand.
3.   Supply the specified amount of engine oil.
4.   While operating the engine, make sure that oil is not leaking from
     the filter installed section.

     NOTE:' Do not use a tool to tighten.


Oil Jet (W70)

Remove in the following order:

1.   Oil   pan
2.   Oil   pan upper block
3.   Oil   jet valve
     Oil   jet
                                            (4r----<.t7'ii-__+_~
Checking:
                                            cr~~~~~
1.   Make sure that the oil passage
     is not clogged.
2.   Check   and   ensure that  the
     spring incorporated in the oil
     jet valve    is not stuck or
     damaged.
Installation:

Install in the reverse order of removal.




                                   74
                      FRESH WATER CIRCULATING PUMP


Removing Fresh Water Pump

Remove in the following order:

I.' Coolant (drain as needed)
2.   nV nbelt
3.   Water hoses
4.   Water pump attaching nuts
5.   Water pump


Disassembling Water Pump
Disassemble in the following order:
1.   Pulley boss, using a support and press.
2.   Snap ring.
3.   Impeller, shaft, bearings and spacer assembly.
     Use a support block and a suitable mandrel.
4.   Water seal. Use a suitable mandrel.
5.   Snap ring.
6.   Bearings and spacer. Use a suitable mandrel.




                   tubular
                  SlIPport(j_
                          .'.
                         _.'
                                   .r~'i / и....
                                     ,,) . ...
                                          ,.'   ~
                         ~. :,-'   8S,   :f     ~:.



Checking Water Pump

1.   Check the bearings for roughness or excessive end play.
2.   Check the water pump body and impeller for cracks and damage.


Assembling Water Pump

Assemble in the following order:

1.   Snap ring
2.   Bearings and spacer

     NOTE: Install the bearings so that the sealed sides face outward.
     Make sure that the front side of the bearing touches the snap


                                                      75
     ring.
     After installing the bearings        and   spacer,   make   sure   that   the
     bearings rotate smoothly.

3.   Dust seal plate and baffle plate.
4.   Shaft assembly. Use the Support Block and a suitable pipe.

     NOTE:   Fill one-third of the space between the two bear ings wi th
     lithium grease.
     After press fitting the shaft assembly, make sure that the shaft
     rotates smoothly.

5.   Snap ring
6.   Water seal

     NOTE:   Use a new water seal.

7.   Pulley boss

     NOTE: Press the pulley boss onto the shaft until it is flush with
     the front end of the shaft.

8.   Impeller




     NOTE: Apply a slight amount of
     eng ine oil on the contact sur-
     face between the water seal and
     impeller.
     Press the impeller onto the
     shaft until it is flush with
     the rear end of the shaft.




                     DO NOT ALLOW OIL OR GREASE TO
                     CONTAMINATE THE SURFACES OF THE
                     CERAMIC RING OR THE GRAPHITE
                     (SMALL END)    OF THE SPRING-
                     LOADED SEAL.



Installing Water Pump

Install in the reverse order of removal.

     NOTE:   Use a new gasket.

After installing the water pump, fill           the   system with   coolant    and
operate the engine to check for leaks.
Adjust the "V" belt.



                                     76
Excessive amount of tension on the alternator "V" belt is frowned on.
This can result in shortening belt life and that of the fresh water
circulating pump.




                                 77
                              FUEL SYSTEM


Points
The injection pump is Diesel Kiki's Bosch-VE-distributor type which is
compact, light and of simple design that provides high performance.

By turning off the engine switch key, the supply of fuel int'o the com-
bustion chamber is cut off to stop engine dieseling.

When the engine is run in reverse, the fuel injection pressure does
not develop and therefore the fuel is not injected. The engine never
runs in reverse.

In addi tion to an engine mounted fuel filter, a sedimentor may be
installed to help in the removal of water contained in the fuel.
These filters should be monitored and serviced regularly.


Operation

The fuel in the fuel tank is introduced into the fuel lines by the
injection pump's integral feed pump.       Any water in the fuel is
extracted by the sedimentor when installed. The fuel is then filtered
by the fuel filter before it reaches the injection pump.      The fuel
supplied to the injection pump is sent into the plunger by the control
sleeve, linked with the throttle lever, in an amount proportionate to
the degree of lever depression.     (The pressure of the fuel in the
injection pump will be controlled in accordance with the engine RPM by
the operation of the feed pump and the regulating valve built in the
pump. )
The fuel sent to the plunger is highly pressur ized and is forced
through the delivery valve, injection line, injection nozzle, and is
injected into each cylinder in the proper injection order.

Any fuel    leaking at the sliding section of the nozzle~s valve at the
time of    injection and any surplus fuel in the injection pump housing
will be    returned to the fuel tank through the overflow pipe.    (The
surplus    fuel will circulate in the injection pump to lubricate and
cool the    pump.)

The fuel cut solenoid interrupts the fuel flow on the distributor side
of the injection pump which closes the intake port of the plunger.

    NOTE: Water in the fuel system reaching the injection pump and
    injectors is highly detrimental to their operation.




                                    78
                                 INJECTION PUMP


Should the injection pump require servicing, it should be removed and
brought to a qualified injection pump servicing facility. Disassembly
and repairs in the field should not be attempted.


Checking and Adjusting Injection Pump

1.   Checking Idle Speed

     (a)   Warm up the engine.
     (b)   With the aid of the          tachometer   in   the   instrument   panel,
           observe engine RPM.

           NOTE: Should the panel tachometer be in question, verify its
           readings with the use of a photoelectric or hand-held tacho-
           meter taking readings off the front crankshaft pulley.

     (c)   Adjust the idle speed as needed.

     Idle Speed:   580 - 630 RPM

     NOTE: This    speed   may   vary    depending   on   transmission   and   pro-
     peller.

2.   Adjusting Idle Speed

     (a)   With the engine at rest, inspect the throttle cable for
           proper travel.   Insure it will move the throttle lever on the
           injection pump from the stop on the idle screw to the stop on
           the high speed screw.
           Adjust the throttle cable
           as needed to insure these
           stops are contacted.
     (b)   Loosen the lock nut of the
           idle adjusting screw and
           adjust by turning the idle
           adjusting screw.

           NOTE:   Idle  speed   will
           increase when the adjust-
           ing screw is turned to the
           right and decrease when
           turned to the left.

     (c)   After the adjustment, race the engine two or three times and
           recheck the idle speed.

3.   Engine Stopping Solenoid Troubleshooting

     NOTE: This solenoid is installed on the top rear of the injection
     pump and is activated by 12 VDC electrical current.    In the case
     of a generator set, refer also to the Generator Control Section of
     this book.


                                         79
(a)   The solenoid does not operate when the keyswi tch is turned
      "ON".
            (1) Are the engine batteries turned "ON"?
            (2) Is the 20 amp circuit breaker set?
            (3) Is 12 VDC present at the solenoid connection?

(b)   The solenoid does not stop the engine when the keyswitch is
      shut "OFF".
           (1) Check to see if 12 VDC is still present at the
           solenoid electrical lead with the key off.
           (2) Remove solenoid from injection pump and insure
           plunger and spring in the solenoid are not sticking.




                              80
                             FUEL INJECTORS


Removing Injectors

Remove in the following order:

W70:
1. Fuel injection lines
2. Fuel return line attaching nuts and sealing washers
3. Fuel return line
4. Injectors
5. Copper sealing washers

WlOO:
1. Fuel return line
2. Fuel injection lines
3. Injectors
4. Gasket and dust seal

     NOTE: Clean the area around the base of the injector 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.


Testing Injection Nozzle

     NOTE: Test the nozzles using         diesel   fuel   at    approximate     tem-
     perature at 20и C (6aиF).

1.   Checking Injection Starting Pressure

     (a)   Install the nozzle on a nozzle tester and operate the hand
           lever a few times to remove air.

           CAUTION: When using nozzle tester, the spray injected from
           the nozzle is of such velocity that it may penetrate deeply
           into the skin of fingers and hands, destroying tissue.
           If it enters the bloodstream, it may cause blood poisoning.

     (b)   Operate the hand lever at 60       strokes/minute and check the
           injection starting pressure.

     Injection starting pressure:

               135 kg/cm 2 (1,920 lb/in 2 )

     (c)   If the fuel injection starting pressure             is not wi thin    the
           specification, adjust it.




                                     al
     NOTE:
     W70: Adjust the starting pressure by replacing or adding shims.
     There are 27 shims available in increments of 0.04 mm from 0.5 mm
     to 1.45 mm.  An increment of 0.04 mm causes the starting pressure
     to rise by approximately 4.8 kg/cm 2 (68.26 lb/in 2 ).
     W100: Loosen the cap nut on the injector body and adjust           by
     turning the pressure adjusting screw with a screwdriver.

          (1)   Tncrease the starting pressure to about 200 kg/cm 2 (2844
                lb/in 2 ) once.
          (2)   Gradually lower the starting pressure to the specified
                value.
          (3)   When the pressure is properly adjusted,        keep the
                adjusting screw stationary with a screwdriver passed
                through the cap nut bolt hole and tighten the cap nut to
                4-5 kg/m (9-11 lb/ft).
          (4)   Check the injection starting pressure again.

2.   Check Fuel Injection
     Operate the hand lever quickly
     and   verify    that   fuel    is
     injected correctly     from   the
     nozzle orifice in the direction
     of the nozzle axis.
     A nozzle is defective if it
     injects   fuel   in an oblique
     direction    or     in    several
                                             Good                 8ad
     separate strips. Also, a spray
     in the form of particles indi-
     cates a defect.    These defects
     may sometimes be caused by
     clogging with dust and, there-
     fore, all parts should be care-
     fully cleaned before reassem-
     bly.
     Also inspect the nozzle tip
     after several injections.
     it drips or has a large accumu-
     lation of fuel on the bottom,
     it is considered defective and
     should be repaired or replaced.
                                    If
                                            u u
                                             Good
                                                        ~


                                                       8ad
                                                               w Bad
     A very small amount of fuel may
     sometimes remain on the tip of
     the nozzle; however, this does
     not indicate a defect.

3.   Checking Oil Tightness of Needle Valve Set
     Operate the hand lever to raise the pressure up to 115 kg/cm 2
     (1635 lb/in 2 ), which is 20 kg/cm 2 (280 lb/in 2 ) lower than the
     injection starting pressure.    If fuel does not drip from the
     nozzle orifice under the pressure, oil tightness is satisfactory.
     Dripping of fuel, on the other hand, is indicative of damage on



                                     82
    the needle valve or the valve body, or poor contact between both.
    In that event, both needle valve and valve body must be replaced.


Disassembling Injector


Disassemble in the following order:

W70:
1. Nozzle body
2. Adjusting seat
3. Spring
4. Magnetic filter                            1   2   3   4   5   6   7

5. Spacer
6. Nozzle
7. Nozzle holder




WlOO:
1. Cap nut  (Ref. 3)
2. Gasket
3. Pressure adjusting screw
4. Adjusting seat
5. Spring
6. Pushrod
7. Connector and washer
8. Nozzle nut
9. Nozzle


    NOTE:   Greatest possible care should be taken in handling the
    nozzles as they are very precisely machined.
    The nozzle and the needle valve are matched pairs.     Do not mix
    their original combinations.    Disassemble and wash each nozzle
    assembly separately.
    Carbon deposits on the nozzle body must be removed with a piece of
    hard wood.    However, it would be advisable not to clean the
    surrounding area of the nozzle orifice to avoid possible damage to
    the orifice.
    Iron dust on the magnetic filter top must be removed completely.


Checking Injector Nozzle

Assure that the needle valve comes down into the valve seat by its
weight when it is pushed in the nozzle body about 18 mm (0.708 in).
If it does not, replace the assembly.
If any defect is found, always replace the needle valve and the nozzle
body as a unit.




                                  83
Assembling Injector

Assemble in the reverse order of disassembling.

    NOTE: After assembling the injector, test it.
    W70: Tighten the nozzle body on the nozzle holder        to the spe-
    cified torque.

    Nozzle body tightening torque (24 mm socket):

               8.0 - 10.0 kg-m (58 - 72 lb-ft)

    WlOO:   Tighten the nozzle and cap nut to the specified torque.

    Nozzle nut torque:   6.0 - 10.0 kg-m   (43 - 72 lb-ft)

    Cap nut torque:      4.0 - 5.0 Kg-m    (29 - 36 lb-ft)

Installing Injector

Install in the reverse order of removal.

    NOTE:   The copper washers should not be reused. Replace with new
    washers.
    W70: Tighten the nozzle on the cylinder head to the specified
    torque.

    Nozzle tightening torque (27 mm socket):

               6.0 - 7.0 kg-m (43 - 51 lb-ft)
    WlOO injector holder tightening torque:

               1.6 - 2.4 kg-m )12 - 17 lb-ft)




                                   84
                     FUEL SYSTEM TROUBLESHOOTING

     SYMPTOM             PROBABLE CAUSE                 REPAIR
1. Engine hard to   a) No fuel at injectors. Check causes b) thru f).
   start or fails
   to start.        b) Fuel in fuel tank     Fill tank. Open shut off
                       and/or fuel shut off. and bleed system.
                    c) Fuel filter clogged.   Replace filter and bleed.
                    d) Air in injection       Bleed pump. Check fittings
                       pump.                  for suction leak on fuel
                                              supply.
                    e) Fuel shut off         Troubleshoot as described
                       solenoid not working. in previous section.
                    f) Injection pump         Inspect pump and repair or
                       faulty.                replace as needed.
                    g) Fuel injectors         Remove and test nozzles
                       faulty.                and repair as needed.
                    h) Water and/or air in    Remove water and/or bleed
                       fuel filters.          air. Check system for
                                              leaks and fuel tank for
                                              water contamination.
                    i) Injection timing       Check and adjust timing.
                       incorrect.
                    j) Glow plugs not         Check glow plug circuit
                       operating.             and repair as needed.

2. Engine idling    a) Idle speed too low.    Adjust idle stop as
   too low.                                   needed.
                    b) Fuel filter clogged.   Replace filter and bleed.
                    c) Incorrect injection    Check timing and adjust
                       pump timing.           as needed.
                    d) High pressure injec-   Slacken attaching nut and
                       tor line leaking.      retighten.
                    e) Fuel injector leak-    Retighten injector and/or
                       ing at sealing         replace sealing washer.
                       gasket in head.
                    f) Injection nozzle not   Check nozzle and adjust as
                       operating properly.    needed.



                                   85
                    g} Engine air intake      Check air intake silencer
                       obstructed.            and air flow into engine
                                              compartment.


3. Fuel consump-    a} Idle speed too high.   Check engine speed.
   tion too high.
                    b} Engine air intake      Check intake and correct.
                       restricted.

                    c} Injection timing       Check timing and readjust
                       incorrect.             pump.

                    d} Injector nozzle        Tighten nozzle or replace
                       leaking.               sealing gasket.

                    e} Injector not opera-    Remove injector and adjust
                       ting properly.         nozzle spray pressure.

                    f} Engine overloaded.     Check propeller size and
                                              engine performance at
                                              rated RPM.

4. Engine output   a} Contaminated or         Purge fuel system and
   and performance    inferior fuel.          replace with quality fuel.
   poor.
                   b) Fuel filter             Remove and replace filter
                      obstructed.             element.

                    c} Air in fuel system.    Bleed and check for
                                              source.

                    d)   Injection pump       Check timing and adjust
                         timing incorrect.    pump as needed.

                    e} Injector high pres-    Loosen and then retighten
                       sure lines leaking.    injector line attachment
                                              nut or replace the com-
                                              plete line.

                    f} Injectors not          Remove injectors and
                       operating properly.    adjust spray pressure to
                                              proper set-ting.

                    g} Shaft stuffing box     Check shaft free movement
                       nut too tight.         and for heat. Adjust gland
                                              nut as needed.

                    h} Valves improperly      Check valve adjustment
                       adjusted.              and maintain.


5. Large amount of a} Clogged fuel filter.    Replace fuel filter and
   black exhaust                              bleed.
   smoke.



                                     86
                    b) Restricted air        Remove air obstruction.
                       intake.
                    c) Engine overloaded.    Check engine propeller
                                             size and engine perfor-
                                             mance no load - fully
                                             loaded.
                    d) Injection timing.     Check injection pump
                                             timing and adjust as
                                             needed.
                    e) Fuel injectors not    Check nozzle spray
                       operating properly.   pressure.

6. Abnormal noise   a) Poor quality and/or   Use No. 2 diesel fuel.
   from engine.        incorrect fuel.
                    b) Incorrect injection   Check injection timing.
                       timing. Timing too
                       advanced.
                    c) Fuel injector stuck   Locate injector and re-
                       open.                 move, replace or rebuild.




                                   87
                      W70 ENGINE SPECIFICATIONS

Type                         Four cylinder four stroke engine in line,
                             water cooled, overhead valve
Bore                         95.0 mm (3.74 in)
Stroke                       105.0 mm (4.13 in)
Piston displacement          2977 cc (181.7 cu in)
Compression ratio            21:1
Compression pressure
          (at 200 rpm)
  Standard                   30.0 kg/cm 2 (427 lb/in 2 )
  Limit                      27.0 kg/cm 2 (384 lb/in 2 )
Limit of difference
  between cylinders          3.0 kg/cm 2 (42.7 lb/in 2 )
Valve clearance
       (Cold Eng ine)
  Intake                     0.30 mm(0.012 in)
  Exhaust                    0.30 mm(0.012 in)
Cylinder head
  Permissible distortion
  of cylinder head surface   0.10 mm (0.004 in)
Valve timing
  Intake valve opens         17и   BTDC
  Intake valve closes        47и   ABDC
  Exhaust valve opens        51и   BBDC
  Exhaust valve closes       13и   ATDC
Valve seat
  Valve seat angle
   Intake                    45и
   Exhaust                   30и
  Valve seat width
   Intake                    2.0 mm (0.079 in)
   Exhaust                   2.0 mm (0.079 in)
  Dimension "L"
    (Valve sinking)
   Standard                  48.05 mm (1.892 in)
   Limit                     49.55 mm (1.949 in)
Valve guide
  Protrusion from cylinder
  head                       16.5 mm (0.65 in)
  Stem to guide clearance
   Standard intake           0.038    - 0.085 mm   (0.0015 - 0.0033 in)
   Standard exhaust          0.058    - 0.105 mm   (0.0023 - 0.0041 in)
   Limit                     0.127    mm (0.0050   in)
  Guide inner diameter       9.018    - 9.040 mm   (0.355 - 0.356 in)
Valve-Intake
  Head diameter              40.4 - 40.6 mm (1.59 - 1.60 in)
  Head thickness
   Standard                  1.5 mm (0.059 in)
   Limit                     1.0 mm (0.039 in)
  Face angle                 45и
  Stem diameter
   Standard                  8.955 - 8.980 mm (0.353 - 0.354 in)
   Limit                     8.904 mm (0.351 in)


                                     88
Valve-Exhaust
  Head diameter             37.40 - 37.60 mm (1.47 - 1.48 in)
  Head thickness
   Standard                 1.5 mm (0.059 in)
   Limit                    1.0 mm (0.039 in)
  Face angle                30и
  Stem diameter
   Standard                 8.935 - 8.960 mm (0.352 - 0.353 in)
   Limit                    8.884 mm (0.350 in)
Valve spring-outer
  Free length
   Standard                 55.7 mm (2.193 in)
   Limit                    52.9 mm (2.083 in)
  Fitting length            40.3 mm (1.587in)
  Fitting load
   Standard                 32.4   - 34.2 kg (71.43 - 75.40 lb)
   Limit                    30.1   kg (66.36 lb)
  Squareness limit          1.37   mm (0.054 in)
  Spring constant           2.16   kg/mm (121 lb/in)
Valve spring-Inner
  Free length
   Standard                 44.1 mm (1.736 in)
   Limit                    42.0 mm (1.654 in)
  Fitting length            37.8 mm (1.488 in)
  Fitting load
   Standard                 12.1 - 13.3 kg (26.68 - 29.32 lb)
   Limit                    11.3 kg (24.92 lb)
  Squareness limit          1.25 mm (0.049 in)
  Spring constant           2.02 kg/mm (113 lb/in)
Rocker arm bore             15.876 - 15.896 mm (0.625 - 0.626 in)
Rocker arm shaft
  Outer diameter            15.835 - 15.860 mm (0.6234 - 0.6244 in)
  Clearance in rocker arm
   Standard                 0.016 - 0.061 mm (0.0006 - 0.0024 in)
   Limit                    0.07 mm (0.0028 in)
Tappet
  Outer diameter            14.224 - 14.249 mm (0.5600 - 0.5610 in)
  Bore in cylinder block    14.288 - 14.319 mm (0.5630 - 0.5640 in)
  Clearance in cylinder
  block bore
   Standard                 0.039 - 0.095 mm (0.0015 - 0.0037 in)
   Limit                    0.10 mm (0.0039 in)
Camshaft
  Journal diameter
   No. 1 (Front)            51.910      -   51.940   mm   (2.0437   -   2.0449   in)
   No. 2                    51.660      -   51.690   mm   (2.0339   -   2.0351   in)
   No. 3                    51.410      -   51.440   mm   (2.0240   -   2.0250   in)
   No.4 (Rear)              51.160      -   51.190   mm   (2.0142   -   2.0154   in)
  Wear Limit of
  journal                   0.008 mm (0.0003 in)
  Cam elevation
   Intake
    Standard                42.580 mm (1.676 in)
    Limit                   42.478 mm (1.672 in)




                                   89
   Exhaust
    Standard                  42.580 mm (1.676 in)
    Limit                     42.478 mm (1.672 in)
  Camshaft end play
   Standard                   0.020 - 0.180 mm (0.0008 - 0.0071 in)
   Limit                      0.30 mm (0.0118 in)
  Camshaft run-out
   Limit                      0.08 mm (0.0031 in)
Camshaft support bore
  Bore in cylinder
  block
   No. 1 (Front)              52.000    -   52.030   mm   (2.0473   -   2.0485   in)
   No. 2                      51.750    -   51.780   mm   (2.0374   -   2.0386   in)
   No. 3                      51.500    -   51.530   mm   (2.0280   -   2.0290   in)
   No. 4 (Rear)               51.250    -   21.280   mm   (2.0177   -   2.0189   in)
  Oil Clearance
   Standard                   0.060 - 0.120 mm (0.0024 - 0.0047 in)
   Limit                      0.145 mm (0.0057 in)
Backlash between gears
  Standard                    0.10 - 0.17 mm (0.0039 - 0.0067 in)
  Limit                       0.30 mm (0.0118 in)
Idler gear end play           0.15 - 0.28 mm (0.0059 - 0.0118 in)
Idler gear bushing
  Inner diameter              44.009 - 44.034 mm (1.7327 - 1.7336 in)
Idler gear spindle
  Outer diameter              43.950 - 43.975 mm (1.7303 - 1.7313 in)
  Spindle and bushing
  Clearance
   Standard                   0.034 - 0.084 mm (0.0013 - 0.0033 in)
   Limit                      0.15 mm (0.0059 in)
Connecting rod
  Permissible bend or twist   0.05 mm per 100 mm (0.0020 in per 4 in)
  Side clearance
   Standard                   0.239 - 0.340 mm (0.0094 - 0.0134 in)
   Limit                      0.40 mm (0.0157 in)
  Small end bore              30.012 - 30.033 mm (1.1816 - 1.1824 in)
  Piston pin and
  small end bushing
  clearance
   Standard                   0.012 - 0.039 mm (0.0005 - 0.0015 in)
   Limit                      0.05 mm (0.0020 in)
Connecting rod bearing
  Bearing clearance
   Standard                   0.036 - 0.076 mm (0.0014 - 0.0030 in)
   Limit                      0.10 mm (0.0039 in)
  Available undersize         0.254 mm (0.01 in)
  bearing                     0.508 mm (0.02 in)
                              0.762 mm (0.03 in)
Piston
  Diameter                    94.967 - 94.993 mm (3.7381 - 3.7399 in)
  Distance from bottom to
   take measurement           22.0 mm (0.866 in)
  Piston pin hole bore        29.996 - 30.008 mm (1.1809 - 1.1814 in)




                                   90
  Ring groove width
   Top                    2.433 - 2.453 mm (0.0958 - 0.0966 in)
   Second                 2.423 - 2.443 mm (0.0954 - 0.0962 in)
   Oil                    4.793 - 4.813 mm (0.1887 - 0.1895 in)
  Piston and liner
  clearance               0.032 - 0.083 mm (0.0017 - 0.0028 in)
Piston ring
  Thickness
   Top                    2.363 - 2.383 mm (0.0920 - 0.0938 in. )
   Second                 2.363 - 2.383 mm (0.0930 - 0.0938 in. )
   Oil                    4.743 - 4.763 mm (0.1867 - 0.1875 in.)
  Side clearance
   Top                    0.050 -    0.180 mm (0.0020 - 0.0070 in)
   Second                 0.040 -    0.080 mm (0.0016 - 0.0031 in)
   Oil                    0.030 -    0.070 mm (0.0012 - 0.0028 in)
  Side clearance limit    0.30 mm    (0.118 in)
  End gap
   Top                    0.40 -    0.60 mm   (0.0157 - 0.0240 in)
   Second                 0.40 -    0.60 mm   (0.0157 - 0.0240 in)
   Oil                    0.40 -    0.60 mm   (0.0157 - 0.0240 in)
  End gap limit           1.5 mm    (0.0591   in)
Piston pin
  Diameter                29.994 - 30.000 mm (1.1809 - 1.1811 in)
  Clearance between
   piston and pin         o-   0.016 mm (0 - 0.0006 in)
Crankshaft
  Main journal diameter
   Standard               75.812 - 75.825 mm (2.9848 - 2.9853 in)
   Wear limit             0.05 mm (0.0020 in)
   Grinding limit         75.05 mm (2.955 in)
  Crankpin diameter
   Standard               61.112 - 61.125 mm (2.4060 - 2.4065 in)
   Wear limit             0.05 mm (0.0020 in)
   Grinding limit         60.35 mm (2.376 in)
  Crankshaft end play
   Standard               0.140 - 0.390 mm (0.0055 - 0.0154 in)
   Limit                  0.40 mm (0.0157 in)
  Crankshaft run out
   Limit                  0.05 mm (0.0020 in)
Main bearing
  Bearing clearance
   Standard               0.059 - 0.090 mm (0.0020 - 0.0037 in)
   Limit                  0.12 mm (0.0047 in)
  Available undersize     0.254 mm (0.010 in)
  bearing                 0.508 mm (0.020 in)
                          0.762 mm (0.030 in)
Cylinder block
  Distortion limit        0.10 mm (0.004 in)
Cylinder liner
  Inner diameter
   Standard               95.025 - 95.050 mm (3.7412 - 3.7422 in)
   Wear limit             0.20 mm (0.0079 in)
  Liner protrusion
   above cylinder block   -0.101 - 0.000 mm (-0.0040 - 0.0000 in)




                               91
Flywheel to crankshaft
  Run-out limit (static)   0.20 rom (0.0079 in)


LUBRICATING SYSTEM

Oil pressure               3.8 kg/cm 2 (54 lb/in 2 )
                           and more at 3600 rpm
Safe minimum pressure      0.3 + 0.1 kg/cm 2
at idle                    (4.3-+ 1.4 lb/in 2 )
Oil capacity (sump)        6.0 lIters
                           (6.3 U.S. quarts)
                           (5.3 Imp. quarts)
Lubricant
  Classification           A.P.I. Service CC.
  Weight
   27иC (80иF) or over     SAE 30
   -1 - 27иC (30 - 80иF)   SAE 20W
   -18 - -lиC (0 - 30иF)   SAE lOW

Oil pump
  Outer rotor and
   body clearance
   Standard                0.14 - 0.25 mm (0.0055 - 0.0100 in)
   Limit                   0.30 mm (0.0118 in)
  Clearance between
   rotor lobes
   Standard                0.04 - 0.15 mm (0.0016 - 0.0059 in)
   Limit                   0.30 rom (0.0118 in)
  Rotor end float
   Standard                0.04 - 0.10 mm (0.0016 - 0.0039 in)
   Limit                   0.15 rom (0.0059 in)
  Clearance between
   pump shaft and body
   Standard                0.06 - 0.15 mm (0.0024 - 0.0079 in)
   Limit                   0.10 rom (0.0039 in)


FUEL SYSTEM

Idle speed                 600 - 650 rpm
Fuel injection pump
  Type                     Distributor type
  Plunger diameter         10.0 rom (0.393 in)
  Cam lift                 2.2 mm (0.0866 in)
  Governor                 Mechanical type
  Injection timing         Oи T.D.C.
  Injection order          1 - 3 - 4 - 2
Injection nozzle
  Type                     Throttle type
  Nozzle diameter          0.8 rom (0.0315 in)
  Injection pressure       135 +5/-0 kg/cm 2 (1920 + 71/-0 lb/in 2 )
Glow plug
  Type                     Sheathed type
  Pre-heating method       Pre-combustion chamber pre-heating type




                                92
                     W70 TORQUE SPECIFICATIONS

                                          kg-m               1b-ft

Cylinder head                             11.8    - 12.5     85   - 90
Cylinder head cover (rocker cover)         0.3    -  0.45     2   -  3
Connecting rod cap                         8.2    -  9.0     59   - 65
Main bearing cap                          11.0    - 11.7     80   - 85
Camshaft thrust plate                      1.6    -  2.4     12   - 17
Camshaft gear                              6.4    -  9.5     46   - 69
Idler gear                                 2.3    -  3.2     17   - 23
Injection pump drive gear                  4.0    -  7.0     29   - 51
Rocker arm assembly                       11. 0   - 11.7     80   - 85
Timing gear case                           1.6    -  2.4     12   - 17
Timing gear cover                          1.6       2.4     12     17
Rear oil seal cap                          1.5    -  2.0     11   - 15
Oil pan                                    1.6    -  2.3     12   - 17
Oil pump cover                             0.8    -  1.2      6   - 9
Oil pump pipe                              0.8    - 1.2       6   - 9
Fresh water pump                           1.6    -  2.4     12   - 17
Crankshaft pulley                         35.0    - 40.0    253   -289
Glow plug                                  1.0    - 1.5       7   - 11
Injector to head                           6.0    -  7.0     43   - 51
Injection nozzle to body                   8.0    - 10.0     58   - 72
Injection pipe flare nut                   2.5    -  3.0     18   - 22
Intake manifold                            1.6    -  2.4     12   - 17
Exhaust manifold                           1.6    -  2.4     12   - 17
Back plate                                 3.3    -  4.8     24   - 35
Flywheel                                  13.1    - 19.0     95   -137
Damper                                     1.9    -  2.7     14   - 20

UNLESS OTHERWISE SPECIFIED

Grade 6T
    6mm bolt/nut                           0.7    -
                                                  1.0        5    -    7
    8mm bolt/nut
   10mm bolt/nut
                                           1.6    -
                                                  2.3
                                                  4.7
                                                            12    -   17
                                                                      34
                                           3.2 -            23    -
   12mm bolt/nut                           5.6 -  8.2       41    -   59
   14mm bolt/nut                           7.7 - 10.5       56    -   76
Grade 8T and 8.8
    6mm bolt/nut                            .8    - 1.2      6    - 9
    8mm bolt/nut                           1.8    -  2.7    13    - 20
   10mm bolt/nut                           3.7    -  5.5    27    - 40
   12mm bolt/nut                           6.4    -  9.5    46    - 69
   14mm bolt/nut                          10.4    - 14.0    75    -101
Grade 5 capscrew
    1/4 UNC                                1.2    -  1.5     9    -   11
    1/4 UNF                                1.5    -  1.8    11    -   13
    5/16 UNC                               2.5    -  2.8    18    -   20
    5/16 UNF                               2.9    -  3.2    21    -   23
    3/8 UNC                                3.7    -  4.6    28    -   33
    3/8 UNF                                4.1    -  4.8    30    -   35
    7/16 UNC                               6.1    -  6.8    44    -   49
    7/16 UNF                               6.9
                                           9.4
                                                  -  7.6    50    -   55
    1/2 UNC                                       - 10.1    68    -   73
    1/2 UNF                               10.1    - 11.1    73    -   80



                                     93
                      WIOO ENGINE SPECIFICATIONS


Type                         Six cylinder four stroke engine in line,
                             water cooled, overhead valve
Bore                         92.0 rom (3.62 in)
Stroke                       101.6 mm (4.00 in)
Piston displacement          4052 cc (247.3 cu-in)
Compression ratio            21:1
Compression pressure
          (at 200 rpm)
  Standard                   30.0 kg/cm 2 (427 Ib/in 2 )
  Limit                      27.0 kg/cm 2 (384 Ib/in 2 )
Limit of difference
  between cylinders          3.0 kg/cm 2 (42.7 Ib/in 2 )
Valve clearance
       (Cold Engine)
  Intake                     0.30 rom(0.012 in)
  Exhaust                    0.30 mm(0.012 in)
Cylinder head
  Permissible distortion
  of cylinder head surface   0.10 mm (0.004 in)
Valve timing
  Intake valve opens         14'   BTDC
  Intake valve closes        44'   ABDC
  Exhaust valve opens        48'   BBDC
  Exhaust valve closes       10'   ATDC
Valve seat
  Valve seat angle
   Intake                    45'
   Exhaust                   30'
  Valve seat width
   Intake                    2.0 mm (0.079 in)
   Exhaust                   2.0 rom (0.079 in)
  Dimension "L"
    (Valve sinking)
   Standard                  48.04 rom (1.891 in)
   Limit                     49.54 rom (1.950 in)
Valve guide
  Protrusion from cylinder
  head                       16.5 mm (0.65 in)
  Stem to guide clearance
   Standard intake           0.038    - 0.089 mm    (0.0015 - 0.0035 in)
   Standard exhaust          0.051    - 0.102 rom   (0.0020 - 0.0040 in)
   Limit                     0.127    rom (0.0050   in)
  Guide inner diameter       7.988    - 8.014 mm    (0.315 - 0.316 in)
Valve-Intake
  Head diameter              40.4 - 40.6 rom (1.59 - 1.60 in)
  Head thickness
   Standard                  1.7 rom (0.067 "in)
   Limit                     1.0 rom (0.039 in)
  Face angle                 45'
  Stem diameter
   Standard                  7.925 - 7.950 rom (0.312 - 0.313 in)
   Limit                     7.867 mm (0.310 in)
Valve-Exhaust



                                     94
  Head diameter             35.87 - 36.13 mm (1.41 - 1.42 in)
  Head thickness
   Standard                 1.5 mm (0.059 in)
   Limit                    1.0 rom (0.039 in)
  Face angle                30и
  Stem diameter
   Standard                 7.912 - 7.937 mm (0.311 - 0.312 in)
   Limit                    7.854 mm (0.309 in)
Valve spring-outer
  Free length
   Standard                 45.9 mm (1.807 in)
   Limit                    43.6 rom (1.717 in)
  Fitting length            40.3 mm (1.587 in)
  Fitting load
   Standard                 32.4    - 34.2 kg (71.43 - 75.40 Ib)
   Limit                    30.1    kg (66.36 Ib)
  Squareness limit          1. 37   mm (0.054in)
  Spring constant           3.20    kg/mm (179 Ib/in)
Valve spring-Inner
  Free length
   Standard                 44.1 mm (1.736 in)
   Limit                    42.0 rom (1.654 in)
  Fitting length            37.8 mm (1.488 in)
  Fitting load
   Standard                 12.1 - 13.3 kg (26.68 - 29.32 Ib)
   Limit                    11.3 kg (24.92 Ib)
  Squareness limit          1.25 mm (0.049 in)
  Spring constant           2.02 kg/mm (113 Ib/in)
Rocker arm bore             15.876 - 15.896 mm (0.625 - 0.626 in)
Rocker arm shaft
  Outer diameter            15.835 - 15.860 mm (0.6234 - 0.6244 in)
  Clearance in rocker arm
   Standard                 0.016 - 0.061 mm (0.0006 - 0.0024 in)
   Limit                    0.07 mm (0.0028 in)
Tappet
  Outer diameter            14.224 - 14.249 mm (0.5600 - 0.5610 in)
  Bore in cylinder block    14.288 - 14.319 mm (0.5630 - 0.5640 in)
  Clearance in cylinder
  block bore
   Standard                 0.039 - 0.095 mm (0.0015 - 0.0037 in)
   Limit                    0.10 mm (0.0039 in)
Camshaft
  Journal diameter
   No. 1 (Front)            51.910       -   51.940    rom   (2.0437   -   2.0449   in)
   No. 2                    51. 660      -   51.690    rom   (2.0339   -   2.0351   in)
   No. 3                    51.410       -   51. 440   mm    (2.0240   -   2.0250   in)
   No.4 (Rear)              51.160       -   51.190    mm    (2.0142   -   2.0154   in)
  Wear Limit of
  journal                   0.008 mm (0.0003 in)
  Cam elevation
   Intake
    Standard                42.587 mm (1.677 in)
    Limit                   42.585 mm (1.677 in)




                                    95
   Exhaust
    Standard                  42.587 mm (1.677 in)
    Limit                     42.485 mm (1.673 in)
  Camshaft end play
   Standard                   0.020 - 0.180 mm (0.0008 - 0.0071 in)
   Limit                      0.30 mm (0.0118 in)
  Camshaft run-out
   Limit                      0.08 mm (0.0031 in)
Camshaft support bore
  Bore in cylinder
  block
   No. 1 (Front)              52.000    -   52.030    mm   (2.0473   -   2.0485   in)
   No. 2                      51.750    -   51.780    mm   (2.0374   -   2.0386   in)
   No. 3                      51.500    -   51. 530   mm   (2.0280   -   2.0290   in)
   No. 4 (Rear)               51.250    -   21.280    mm   (2.0177   -   2.0189   in)
  Oil Clearance
   Standard                   0.060 - 0.120 mm (0.0024 - 0.0047 in)
   Limit                      0.145 mm (0.0057 in)
Backlash between gears
  Standard                    0.10 - 0.20 mm (0.0039 - 0.0079 in)
  Limit                       0.30 mm (0.0118 in)
Idler gear end play           0.15 - 0.28 mm (0.0059 - 0.0118 in)
Idler gear bushing
  Inner diameter              44.009 - 44.034 mm (1.7327 - 1.7336 in)
Idler gear spindle
  Outer diameter              43.950 - 43.975 mm (1.7303 - 1.7313 in)
  Spindle and bushing
  Clearance
   Standard                   0.034 - 0.084 mm (0.0013 - 0.0033 in)
   Limit                      0.15 mm (0.0059 in)
Connecting rod
  Permissible bend or twist   0.05 mm per 100 mm (0.0020 in per 4 in)
  Side clearance
   Standard                   0.239 - 0.340 mm (0.0094 - 0.0134 in)
   Limit                      0.40 mm (0.0157 in)
  Small end bore              31.763 - 31.788 mm (1.2505 - 1.2515 in)
  Piston pin and
  small end bushing
  clearance
   Standard                   0.014 - 0.044 mm (0.0006 - 0.0017 in)
   Limit                      0.05 mm (0.0020 in)
Connecting rod bearing
  Bearing clearance
   Standard                   0.036 - 0.076 mm (0.0014 - 0.0030 in)
   Limit                      0.10 mm (0.0039 in)
  Available undersize         0.254 mm (0.01 in)
  bearing                     0.508 mm (0.02 in)
                              0.762 mm (0.03 in)
Piston
  Diameter                    91.967 - 91.993 mm (3.6207 - 3.6218 in)
  Distance from bottom to
   take measurement           23.0 mm (0.9055 in)
  Piston pin hole bore        31.745 - 31.757 mm (1.2498 - 1.2503 in)




                                   96
  Ring groove width
   Top                    2.433 - 2.453 mm (0.0958 - 0.0966 in)
   Second                 2.423 - 2.443 mm (0.0954 - 0.0962 in)
   Oil                    4.793 - 4.813 mm (0.1887 - 0.1895 in)
  Piston and liner
  clearance               0.032 - 0.083 mm (0.0017 - 0.0028 in)
Piston ring
  Thickness
   Top                    2.363 - 2.383 mm (0.0920 - 0.0938 in. )
   Second                 2.363 - 2.383 mm (0.0930 - 0.0938 in.)
   Oil                    4.743 - 4.763 mm (0.1867 - 0.1875 in. )
  Side clearance
   Top                    0.050 -     0.180 mm (0.0020 - 0.0070 in)
   Second                 0.040 -     0.080 mm (0.0016 - 0.0031 in)
   Oil                    0.030 -     0.070 mm (0.0012 - 0.0028 in)
  Side clearance limit    0.30 mm     (0.118 in)
  End gap
   Top                    0.35 -     0.55 mm   (0.0138 - 0.0217 in)
   Second                 0.35 -     0.55 mm   (0.0138 - 0.0217 in)
   Oil                    0.35 -     0.55 mm   (0.0138 - 0.0217 in)
  End gap limit           1.5 mm     (0.0591   in)
Piston pin
  Diameter                31.744 - 31.749 mm (1.2498 - 1.2500 in)
  Clearance between
   piston and pin         o-   0.016 mm (0 - 0.0006 in)
Crankshaft
  Main journal diameter
   Standard               69.812 - 69.825 mm (2.7485 - 2.7491 in)
   Wear limit             0.05 mm (0.0020 in)
   Grinding limit         69.05 mm (2.718 in)
  Crankpin diameter
   Standard               57.112 - 57.125 mm (2.2485 - 2.2491 in)
   Wear limit             0.05 mm (0.0020 in)
   Grinding limit         56.35 mm ( 2.218 in)
  Crankshaft end play
   Standard               0.140 - 0.390 mm (0.0055 - 0.0154 in)
   Limit                  0.40 mm (0.0157 in)
  Crankshaft run out
   Limit                  0.05 mm (0.0020 in)
Main bearing
  Bearing clearance
   Standard               0.059 - 0.090 mm (0.0020 - 0.0037 in)
   Limit                  0.12 mm (0.0047 in)
  Available undersize     0.254 mm (0.010 in)
  bearing                 0.508 mm (0.020 in)
                          0.762 mm (0.030 in)
Cylinder block
  Distortion limit        0.10 mm (0.004 in)
Cylinder liner
  Inner diameter
   Standard               92.025 - 92.050 mm (3.6231 - 3.6241 in)
   Wear limit             0.20 mm (0.0079 in)
  Liner protrusion
   above cylinder block   -0.101 - 0.000 mm (-0.0040 - 0.0000 in)




                                97
Flywheel to crankshaft
  Run-out limit (static)   0.20 mm (0.0079 in)


LUBRICATING SYSTEM

Oil pressure               3.8 kg/cm 2 (54 Ib/in 2 )
                           and more at 3600 rpm
Safe minimum pressure      0.3 + 0.1 kg/cm 2
at idle                    (4.3-+ 1.4 Ib/in 2 )
Oil capacity (sump)        11.3 liters
                           (11.9 U.S. quarts)
                           (9.9 Imp. quarts)
Lubricant
  Classification           A.P.I. Service CC.
  Weight
   27иC (80иF) or over     SAE 30
   -1 - 27иC {30 - 80иF}   SAE 20W
   -18 - -Iиe (0 - 30иF)   SAE lOW

Oil pump
  Outer rotor and
   body clearance
   Standard                0.14 - 0.25 mm (0.0055 - 0.0100 in)
   Limit                   0.30 mm (0.0118 in)
  Clearance between
   rotor lobes
   Standard                0.04 - 0.20 mm (0.0016 - 0.0079 in)
   Limit                   0.30 mm (0.0118 in)
  Rotor end float
   Standard                0.04 - 0.10 mm (0.0016 - 0.0039 in)
   Limit                   0.15 mm (0.0059 in)
  Clearance between
   pump shaft and body
   Standard                0.06 - 0.15 mm (0.0024 - 0.0079 in)
   Limit                   0.10 mm (0.0039 in)


FUEL SYSTEM

Idle speed                 550 - 600 rpm
Fuel injection pump
  Type                     Distributor type
  Plunger diameter         11.0 mm (0.433 in)
  Cam lift                 2.0 mm (0.0787 in)
  Governor                 Mechanical type
  Injection timing         Oи T.D.C.
  Injection order          1 - 5 - 3 - 6 - 2 - 4
Injection nozzle
  Type                     Throttle type
  Nozzle diameter          0.8 mm (0.0315 in)
  Injection pressure       135 +5/-0 kg/cm 2 (1920 + 71/-0 Ib/in 2 )
Glow plug
  Type                     Sheathed type
  Pre-heating method       Pre-combustion chamber pre-heating type




                                98
                     W100 TORQUE SPECIFICATIONS

                                          kg-m                lb-ft

Cylinder head                             11.0   -   11.7    80    -   85
Cylinder head cover (rocker cover)         0.3   -    0.45    2    -    3
Connecting rod cap                         7.6   -    8.3    55    -   60
Main bearing cap                          11.0   -   11.7    80    -   85
Camshaft thrust plate                      1.6   -    2.4    12    -   17
Camshaft gear                              6.2   -    7.0    45    -   51
Idler gear                                 2.3   -    3.2    17    -   23
Injection pump drive gear                  4.0   -    7.0    29    -   51
Rocker arm assembly                       11.0   -   11.7    80    -   85
Timing gear case                           1.6   -    2.4    12    -   17
Timing gear cover                          1.6   -    2.4    12    -   17
Rear oil seal cap                          1.5   -    2.0    11    -   15
Oil pan                                    1.6   -    2.3    12    -   17
Oil pump cover                             0.8   -    1.2     6    -    9
Oil pump pipe                              0.8   -    1.2      6 -      9
Fresh water pump                           1.6   -    2.4     12   - 17
Crankshaft pulley                         39.0   -   42.0    282   -304
Glow plug                                  1.0   -    1.5      7   - 11
Injector to head                           1.6   -    2.4     12   - 17
Injector cap nut                           4.0   -    5.0     29   - 36
Injection nozzle to body                   6.0   -   10.0     43   - 72
Injection pipe flare nut                   2.5   -    3.0     18   - 22
Intake manifold                            1.6   -    2.4     12   - 17
Exhaust manifold                           1.6   -    2.4     12   - 17
Back plate                                 3.3   -    4.8     24   - 35
Flywheel                                  13.1   -   19.0     95   -137
Damper                                     1.9   -    2.7     14   - 20

UNLESS OTHERWISE SPECIFIED
Grade 6T
    6mm bolt/nut                           0.7   -    1.0     5    -
                                                                   7
    8mm bolt/nut                           1.6   -    2.3    12    -
                                                                  17
   10mm bolt/nut                           3.2   -    4.7    23    -
                                                                  34
   12mm bolt/nut                           5.6   -    8.2    41 - 59
   14mm bolt/nut
Grade 8T and 8.8
                                           7.7   -   10.5    56 - 76

    6mm bolt/nut                            .8   -   1.2      6    -
                                                                   9
    8mm bolt/nut                           1.8   -    2.7    13    -
                                                                  20
   10mm bolt/nut                           3.7   -    5.5    27    -
                                                                  40
   12mm bolt/nut                           6.4   -    9.5    46    -
                                                                  69
   14mm bolt/nut                          10.4   -   14.0    75 -101
Grade 5 capscrew
    1/4 UNC                                1.2   -1.5         9    - 11
    1/4 UNF                                1.5   -1.8        11    - 13
    5/16 UNC                               2.5   -2.8        18    - 20
    5/16 UNF                               2.9 - 3.2         21    - 23
    3/8 UNC                                3.7 - 4.6         28    - 33
    3/8 UNF                                4.1 -  4.8        30    - 35
    7/16 UNC                               6.1 -  6.8        44    - 49
    7/16 UNF                               6.9 - 7.6         50    - 55
    1/2 UNC                                9.4   -
                                                 10.1        68    - 73
    1/2 UNF                               10.1 - 11.1        73    - 80



                                     99
YOUR NOTES




    100
           OTHER OVERHAUL

           CONTENTS                   SECTION    PAGE
MARINE ENGINE ELECTRICAL SYSTEM иииииииии Q

  Activation by Keyswitch (1980 onwards) иииииииии 102

COOLING SYSTEM EXTERNAL иииииииииииииииии R        107

TRANSMISSIONS иииииииииииииииииииииииииии S

  Type HBW Short Profile Sailing Gear ииииииииииии 113

  Warner Hydraulic иииииииииииииииииииииииииииииии 122

  Paragon Hydraulic ииииииииииииииииииииииииииииии 127

  Walter V-drive иииииииииииииииииииииииииииииииии 13l




                         101
SECTION Q

            MARINE ENGINE ELECTRICAL SYSTEM

                       ACTIVATION 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 eng ine is preheated by turning the keyswi tch 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 IS electr ical system is
included on the wiring diagram shipped with the engine.    Be sure to
study this wiring diagram and all notes thereon.




                                 102
                                                                                                                                                              SECTION Q

                                                                              ACTIVATION BY KEYSWITCH


                                                                                                                                                        SCHEMATIC     DIAGRAM


                                                                                                                                                  + 12VDC   8A,TERY     8ATTERY RETURN




                                               WI RI N G        DI AGRAM
                                                     Rev. F


                                                          @SEE NOTE-     eo
                                                      w T.5ENOER
       WATER           TEMPT.
       SwriCI1                    OIL PRES5uRE
               «                 «~WITCH                                             @ ALTERNATOR

       rr--4
           -                @              -
               . (SEE NOTE.)




 OUTPUT
 TERMINAL




NOTE: IT IS MANDATORY FOR THIS
                                                    LOAD
VOLTAGE SENSING WIRE TO BE CON-
NECTED DIRECTLY AND PHYSICALLY
TO THE POSITIVE TERMINAL OF THE
BATTERY BEING CHARGED. IT MUST
NOT BE CONNECTED TO ANY OTHER
CONNECTION POINT.    OTHERWISE,
THE ALTERNATOR WILL NOT OPERATE
PROPERLY.




                       CHECKING ALTERNATOR AFTER HOOK-UP

            LINE #1     12.2 - 12.8V   12.2 - 12.8V         14.0 - 15.0V
            LINE #2            0        3.0 -   5.0V        14.0 - 15.0V
            OUTPUT      12.2 - 12.8V   12.2 - 12.8V         14.0 - 15.0V

                        IGN OFF        ENGINE NOT           ENGINE RUNNING
                        ENGINE NOT     RUNNING                (1500 RPM)
                        RUNNING        IGN ON




                                       106
                                                        SECTION R
                   COOLING SYSTEM (EXTERNAL)
1.   DESCRIPTION

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.

2.   FRESH WATER CIRCUIT
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 necessar ily 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.

3.   SEA WATER CIRCUIT

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 seacock 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 eng ines 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.

4.   SEA WATER PUMP

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.



                                  107
5.   SEA WATER PUMP IMPELLER REPLACEMENT

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

a.   Remove the front cover gasket taking care to salvage the gasket.
b.   Remove the impeller by pulling straight 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 pr iming itself properly.   This situation must be investigated
     immediately or damage to the new impeller will result from
     overheating.

6.   ENGINE FRESH WATER

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.

7.   FILLING THE FRESH WATER SYSTEM

It is very important to completely fill the fresh water system before
starting the engine.     It is normal for air to become trapped in
various passages so all high points must be opened to atmosphere to
bleed entrapped air.    When an engine is started after filling wi th
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.


8.   THERMOSTAT

Generally, 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



                                      108
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 114ft - 112ft) and be fully opened when the water is boiling.

9.   ENGINE LUBE OIL COOLER

Lubricating oil carries heat away from the engine bearings 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
water.

10. TRANSMISSION OIL COOLER

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.

11. EXHAUST MANIFOLD - EXTRUDED TYPE
REMOVAL
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.

SERVICING
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
    needed.


                                  109
REASSEMBLY
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.




                                                           ~OGXHAlJ5T
                                                             Sn;TEM



                                                              t
                                                              o


    ,, ,,                                                      o
    'r&'
       ,, ,
         ,-'
     и....   ..l




                                                       --+, ,,-KG/KG OIL
                                                       =-""".~SEA WA'1"GR
                                                       =:t>rRS'H m4'1"E.R




                                    110
                        SINGLE PASS MANIFOLD



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




      r
     ,",
     I""




                                                     - - - . . E,vGlN&OU.
                                                     C!CI"""oC~~.$EA IVA!I'&R
                                                     ====!>FRaH WA~&R.




                                    III
SECTION S




            TRANSMISSIONS




                  112
                          HBW SHORT PROFILE SAILING GEAR

DESCRIPTION

1.   BRIEF DESCRIPTION

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
changing, 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").




                                                           flYWHEEL ERD




              PROPELLER END




2.   GEAR CASING

The rotating parts of the HBW transmission are accomodated in an oil-
tight casing divided into two halves in the plane of the vertical



                                        113
axis. Amply dimensioned cooling ribs ensure good heat dissipation and
mechanical rigidity.

An oil filler screw wi th dipstick and an oil drain plug are screwed
into the gear casing.   The filler screw is provided with a breather
hole.

The shaft for actuating the multiple-disc clutch extends      through a
cover on the side of the gear casing.
3.   GEAR SETS
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.




4.   MULTIPLE-DISC CLUTCH INCLUDING OPERATION - POWER TRAIN

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




                                   114
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).


- FUNCTION

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 compr ises 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 spr ing-
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.




                                               Power flow in lever position


                                               --~ B




                                 115
5.   SHAFT BEARINGS

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

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




6.   SHAFT SEALS

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

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

INSTALLATION

1.   DELIVERY CONDITION

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

Before leaving the factory, each transmission is subjected to a test
run with the prescribed ATF oil.   The residual oil remaining in the


                                  116
transmission after draining acts as a preservative and provides
reliable protection against corrosion for at least 1 year if the units
are properly stored.

2.   PAINTING THE GEARBOX

ALWAYS COVER THE RUNNING SURFACES AND SEALING LIPS OF THE RADIAL
SEALING RINGS ON BOTH SHAFTS BEFORE PAINTING.    Make certain that the
breather hole on the oil filler screw is not closed by the paint.
Indicating plates should remain clearly legible.

3.   CONNECTION OF GEARBOX WITH ENGINE

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 mm.

4.   SUSPENSION OF ENGINE-GEARBOX ASSEMBLY IN THE BOAT

To protect the gearbox from detrimental stresses and loads, provlslon
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.

5.   POSITION OF GEARBOX IN THE BOAT

The inclination of the gearbox uni t 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
case.




                                   117
6.   OPERATION OF GEARBOX

Gear changing requires only minimum effort.   The gearbox is suitable
for single lever remote control.  Upon loosening the retaining screw,
the actuating lever (see illustration) can be moved to any posi tion
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 rnrn.

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       detrime~tal.

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.




                                              Do not remcve
                                                      loosen scralJll'$.



             Oil c.nps;tlCi<
             o~
             11 mm width across flats




                               8

                                                      di$1tam::e of
                                              """""" ... ".><> iwar 0.0 mm




                                        118
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
assembly.   Removal or disturbing of the shift cover will void all
warranty responsibilities by Westerbeke.

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.

7.   ENGINE-GEARBOX COMPARTMENT

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


OPERATION

1.   INITIAL OPERATION
Fill the gearbox wi th 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




                                                             Dipstick




        Correct readings up to
                                      Oil level
        200 inclination in
        direction of shafts
        (15 0 for HBW150 V)
                                                        - - ATF, Type A
                                                               or
                                                            Dexron II



To check the oil level, just insert the dipstick: DO NOT SCREW IN.
Retighten the hex screw with the dipstick after the oil level check.
Do not omit the o-ring seal.

2.   OPERATING TEMPERATURE

The maximum permissible temperature of the transmission oil is l30иC.
I f this temperature is to be exceeded, an optional oil cooler is
available.



                                                  119
3.   OPERATION OF GEARBOX

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.

4.   OPERATION WITHOUT LOAD

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.

5.   LAY-UP PERIODS

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

6.   PREPARATION FOR RE-USE

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


MAINTENANCE

1.   TRANSMISSION OIL

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

Under no circumstances should the oil contain any addi tives such as
molybdenum sulphite.

We recommend commercial Automatic Transmission Fluid (ATF), Type A or
Dexron II.




                                  120
2.    OIL QUANTITY

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   150V approximately 1.0 liter
HBW   220 approximately 0.75 liter
HBW   250 approximately 0.75 liter
HBW   360 approximately 1.40 liter
HBW   360A approximately 1.50 liter
HBW   400 approximately 2.00 liter
HBW   450 approximately 1.80 liter

Use the index mark on the dipstick as a reference.

3.    OIL LEVEL CHECKS

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.

4.    OIL CHANGE

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

5.    CHECKING THE CABLE OR ROD LINKAGE

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 (O-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 movabili ty (see
item 6 under INSTALLATION).

6.    OVERHAUL

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.




                                      121
                              WARNER HYDRAULIC



1.   DESCRIPTION

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 wi th 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.


2.   CONTROL LEVER POSITION

The posi tion of the control lever on transmission when in forward
should be shifted to the point where it covers the letter "Fa on the
case casting, and is located in its proper position by the poppet
ball.   The Warranty is cancelled if the shift lever poppet spring
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.


3.   LUBRICATION
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.



                                      122
NOTE: Be sure the cooler is properly installed and the transmission
contains oil before cranking or starting the engine.


4.   CHECKING OIL LEVEL

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


5.   FILLING AND CHECKING THE HYDRAULIC SYSTEM

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
back.


6.   STARTING ENGINE

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.


7.   NEUTRAL

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 posi tion.   With 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.


8.   FORWARD

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.

                                  123
9.   REVERSE

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


10. FREEWHEELING

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.


11. COOLING PROBLEMS

Water passages inside of the cooler will sometimes become clogged, and
this will reduce cooling capaci ty and cause overpressur ing.     Back
flushing of the cooler will sometimes help to flush the foreign
material 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
eng ine shifting to cause 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.




                                  124
                     ROUTINE CHECKS AND MAINTENANCE


ANNUAL CHECKS

1.  PROPELLER AND OUTPUT SHAFT ALIGNMENT:   This check should also be
made any time 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
trailer.

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
shifting.

5.  CHANGING OIL:  A seasonal oil change is recommended in pleasure
boats. Work boats require more frequent changes. Change oil any time
the oil becomes contaminated,     changes color or becomes rancid
smelling.

6. TRANSMISSION FLUID: Automatic transmission fluids are recommended
for use in all transmissions.


DAILY CHECKS

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.


WINTER STORAGE

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


GENERAL CHECKS

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



                                     125
2.   Check shift linkage adjustment to insure that the transmission
     shift lever is posi tioned 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 circui ts 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.




                                   126
                           PARAGON HYDRAULIC


1.   INSTALLATION

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
manner:

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
     flange.

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 .002n, reposition the
engine and attached transmission by loosening the engine support bolts
and adding or removing shims to raise or lower ei ther 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



                                  127
the coupling flanges together.     Connect   the   coupling   flanges   wi th
bolts, lockwashers and nuts.

Connect the oil cooler lines to the transmission.

Connect the shift control cable from the cockpi t 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 posi tion 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.


2.   OPERATION

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 distr ibution 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 posi tion, pressur ized oil is prevented
from entering the clutch piston or reverse band piston and the pro-
peller shaft remains stationary.

STARTING PROCEDURE:

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.

          NOTE: ON SUBSEQUENT START-UPS, THE TRANSMISSION OIL LEVEL
          MAY BE CHECKED BEFORE RUNNING THE ENGINE, WHEN ENGINE OIL IS
          CHECKED.

                                  128
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
     engine.

     It is recommended that shifting be done at speeds below 1000 RPM,
     and preferably 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 eng ine speeds, but this is not a recommended
     practice.


3.   MAINTENANCE

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 An,  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 per iodically to ensure satisfactory
operation.

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 var ious passages are full.       I f 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.




                                   129
YOUR NOTES




    130
                               WALTER V-DRIVES

FLANGE ALIGNMENT - DIRECT COUPLED MODELS
     Install the propeller shaft flange on
to the propeller shaft and tighten the two
clamping bolts on the spl.i t hub (none on                  CHECK-
RV-lOD). A self-locking set screw is pro-
vided for the propeller shaft flange.       (,EAR SHAFT
                                               FLANGE
spot drill the propeller shaft and then
securely tighten the set screw. Many good
installations are ruined by improper shaft
flange alignment. Accurate alignment will      FEELER
                                                GAGE
ensure a smooth operating drive train and
eliminate many problems that arise due to
misalignment.   Final alignment should not
be attempted until the boat has been
allowed to nsettle n in the water.   After
the engine has been installed, adjust the                         CLAMPING
                                                                    BOLTS
mounts per manufacturer's instructions
until the pilot diameters of the gear                   FLANGE ALIGNMENT
shaft flange and the propeller shaft
flange engage freely.     Butt the flange
faces together.   without rotating either flange, check with a feeler
gauge in at least four places as shown in the illustration.                If the
maximum feeler gauge that can slip between the flange faces at any
point is .003-, the unit is properly aligned. If a thicker gauge can
be inserted at any point, the engine must be readjusted until proper
alignment is obtained. Turn the propeller shaft flange 1/4 of a turn
without moving the gear shaft change. Try inserting the .003 n feeler
gauge as described above.    The gap will not change if the propeller
shaft is straight.   If it increases, the shaf~ or flange is bent and
must be removed and straightened. Rotate the propeller shaft flange
in two more 1/4 turn increments and repeat the procedure. The pilot
diameters must be rechecked to ensure that they still engage freely.
Secure the two flanges together with the heat treated bolts and spe-
cial high collared lockwashers supplied.

ENGINE ALIGNMENT - INDEPENDENT MODELS
    The engine must be adjusted so that the alignment of the flexible
joint is within 3и.    An accurate steel rule should be used for this
purpose as shown in the illustration. On short installations using a
flexible joint assembly, the faces of the flexible joint must be
parallel within l/S-. Measure this in at least four places around the
diameter without rotating the assembly. with long installations using
the 136 tubular drive shaft (also on all RV-lOD's) the distance from
the 133A spool adapter to the bores in the universal joint which is
welded to the tubular shaft must be measured on both sides of the
joint. Rotate the shaft exactly 1/4 of a turn and measure to the same
joint. The four distances must be equal within l/S-.   (Do not measure




                                       131
                               to the joint end that is
                               on the spool adapter.
                               This distance will not
                               vary with misalignment
                               since    the    joint   is
                  '3~:fr'~"~ bol ted and cannot move.)
                      ARC....,
                               Put the 13lA alignment
                               gauge on the machined
                  иZ7
                               diameter    of
                                       SPlINEO
                                    Cc:NБCTING
                                      SHAFT
                                                the   124
                               cover and slide it com-
                               pletely around. It will
                               indicate how the engine
                               must be moved to center
          IEPTH THAT SPLINE SHAFT
              ENTERS V-DRIVE   the spline shaft in the
                               oil seal.       Re-measure
                               the joints to see if
they are still parallel within l/S-.                It is
important   that   both        alignments    be   checked
thoroughly.   It is possible for the spline shaft                lCJ:Д

                                                                    ~
                                                                         INSTALLATION


to be perfectly centered and the flexible joint
to be out more than 3и. Premature failure of the
126 self-aligning bearing and seals may occur due
to misalignment.      The zerk fitting (located on
the cross of the universal joint) should be
greased with a light alemite lubricant.               The
above procedure should be repeated after the boat
has been placed in operation. It is possible for
the engine to slightly shift and settle, espe-
cially if it has rubber mounts.

FLANGE ALIGNMENT - INDEPENDENT MODELS
    Install the propeller shaft flange on to the
propeller shaft and tighten the two clamping bolts
on the split hub (none on RV-lO).    A self-locking         ADJUSTING SCkEW
set screw is provided for the propeller shaft                LOCKING NUT

flange. spot drill the propeller shaft and secure-             LOOSEN          TO
                                                                 ADJUST BRACKETS
                                                                                        ~


ly tighten the set screws.
    All V-drives are supplied with 3-way adjustable
mounting brackets (2-way on the RV-lO and RV-20) as
standard equipment.   The brackets must face down-
ward as shown in the illustration to properly
absorb propeller thrust.    The mounting plates can
be removed and reversed to fit wider engine bed
centers. Before installing the V-drive, loosen all
the nuts on the mounting brackets and check to see
that the studs are in the center of the slots. Re-
tighten the nuts.   Place the V-drive on the engine bed, lining it up
-by eye- to tQe propeller shaft flange as closely as possible. Firmly
bolt it down through the holes provided in the mounting plates.
Loosen the locking nuts on the adjusting screws. Slightly loosen the
nuts on the mounting brackets just enough to be able to move the V-
drive.
    Many good installations are ruined by improper propeller shaft



                                                 132
flange alignment.    Accurate alignment will ensure a smooth operating
drive train and eliminate many problems that arise due to misalign-
ment. Final alignment should not be attempted until the boat has been
allowed to "settle" in the water. Adjust the V-drive until the pilot
diameters of the gear shaft flange and the propeller shaft flange
engage freely.     Butt the flange faces together.     Without rotating
either flange, check with a feeler gauge in at least four places as
shown in the illustration.    If the maximum feeler gauge that can slip
between the flange faces at any point is .003", the unit is properly
aligned. If a thicker gauge can be inserted at any point, the V-drive
must be readjusted until proper alignment is obtained. Turn the pro-
peller shaft flange 1/4 of a turn without moving the gear shaft
flange. Try inserting the .003 n feeler gauge as described above. The
gap will not change if the propeller shaft is straight.           If it
increases, the shaft or flange is bent and must be removed and
straightened.    Rotate the propeller shaft flange in two more 1/4 turn
increments and repeat the procedure.       The pilot diameters must be
rechecked to ensure that they still engage freely.     Tighten the nuts
on the mounting brackets and the locking nuts on the adjusting screws.
Remove the set screws from the brackets (none on RV-lO or RV-20), spot
drill and securely tighten. Recheck the flange alignment to make sure
the V-dr i ve did not move out of alignment.    Secure the two flanges
together with the heat treated bolts and special high collared lock-
washers supplied.

                                                   ADJUSTING SCREW
                      CHECK-                       LOCKING NUT

     GEAR SHAFT
       FLANGE                                             LOOSEN SLIGHTLY
                                                            TO ADJUST
                                                             BRACKETS


       FEELER
       GAGE




                           CLAMPING
                             BOLTS
                  FLANGE ALIGNMENT                            MOUNTING PLATE

                                             RV-30. RV-40 & RV-48




WATER AND SWITCH CONNECTIONS

    Hook up the water lines to the two pipe connections on the V-drive
(intake and exhaust lines are interchangeable).    Generally, one line
from the seacock to the V-drive and another from the V-drive to the
intake of the engine water circulating pump are utilized.      In some
cases, scuppers through the hull are connected to and from the V-drive
to provide independent water-cooling and are actuated by the movement
of the water.    Wi th closed cooling systems, the V-dr i ve should be



                                      133
incorporated into the system between the cooler and the suction side
of the water pump.   Proper operating temperatures are from 140и to
l80иF, although safe operating temperatures may be as high as 2l0иF.
On the models equipped wi th an oil circulating pump, the #49 oil
pressure drop switch and the 12 volt #49A warning light should be
hooked up per the wiring diagram.  The switch may be grounded to any
part of the V-drive or engine (either terminal may be used for the
ground) и

OIL FILL

     Pullout the #21 oil level gauge.
Unscrew the #12 breather cap and fill the
V-drive with SAE #30 motor oil through the                   ~.M~T,o.E'R/ DRAIN
#12A breather elbow.   On the RV-lO only,                        ~           OIL LEVEL
                                                               r                GAGE
the oil may be added by removing the plug                     j
                                                               I            (PULL UP TO
                                                                               REMOVE)
in the #6D top cover. See table below for
approximate oil capacities.    The amount
varies with the angle of installation.
The oil level should be checked with the
oil level gauge fully inserted in the
unit. The proper level is between the "H"
and "L" marks on the gauge. Add a 2 ounce
tube of Molykote (molybdenum disulfide),
which is supplied with each V-drive for              K J \ WATERLINE
extra lubrication and break-in. It provi-            "'\- WATER DRAIN
des protection against scoring or galling
of gears, bearings and other moving parts.
Addi tional Molykote after break-in is not required.      Reinstall the
breather cap.   The oil level should be rechecked after the uni t has
been run and allowed to sit for about a minute. Add oil if necessary.

                           RV-lO       RV-20        RV-30       RV-40        RV-48

Oil capacity               1 pint     2 pints      3 pints     4 pints      4 pints
(Approx. )

DEALER PREPARATION

    The propeller shaft and engine alignment must be checked and
corrected, if necessary, before the boat is delivered.    Final align-
ment should not be attempted until the boat is allowed to "settle" in
the water.    The oil level must be checked and oil added if required.
While the boat is being run, the water connections should be checked
for leaks.    The oil pressure drop switch and warning light (if the
V dr i ve is equipped with an oil circulating pump) should be checked
for proper operation.    Do not transport the boat with the propeller
shaft coupling connected. Damage to the shaft, shaft log and V-drive
can result.




                                          134
OPERATION

     A pressure drop warning light is
mounted on the instrument panel on
V-drives equipped with an oil cir-
                                                  OIL LEVEL  WATER LINE
culating pump. The warning light will               GAGE
                                                (PL,tL uP TO
stay on until the boat gets under way              REMOVE)
and the engine speed increases to suf-
ficient RPM for the pump to maintain
pressure.    This normally occurs at
approximately 1200 RPM, but the actual
speed may vary by as much as 400 RPM.
Extended cruising at low RPM, such as
when trolling, is not harmful to the
V-drive, even though the warning light
may stay lit.     Normal operation is
between 6 to 12 PSI.    The light will
go on when the oil pressure drops
below 2 PSI.     Loss of oil and/or       R49 PRESSURE
insufficient oil level are the major       [)fARTE~   «
                                                                                                            @
                                                                                            t---"""'-----"-"'-..
                                                                                                               "'-"-j     ""E-H("'TER@




                                WI RI NG     DIAGRAM.



                                    SEC NO'rE-e

                                        e
                                     W,T.,SENOCR




                fUEL   SOt...
                                  @
                                 l.lfT PUMP




                 ~~                                                       @
                                                                      PRE-HEAT SOL.


   @saNO'rI!-e
o.P.~ENOER
                                @    PRE-HEATCR




                                                  PUR"I




01 L PRESSURE
 SWITCH@




                       '"



                        SERIES 'IS" ALTERNATOR
                         IZVOLT !>OA""".




                                                                                                                                         @   REMOTE   CONTROL F" .... NEL ,(!![AII   view)




                                                                                      138
               MANUAL STARTER DISCONNECT (TOGGLE SWITCHES)

GENERAL:

This manually controlled series of Westerbeke marine diesel generators
is equipped with toggle switches 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
controls.
All three switches are momentary contact type and serve the following
functions:
    1.      Preheat:   The PREHEAT/DEFEAT toggle switch is a double pole,
           . single throw swi tch.  The switch serves two purposes: pre-
             heating the engine for easy starting and defeating or
             bypassing the eng ine protective oil pressure switch.     The
            defeat function turns on the fuel solenoid, instrument power,
             alternator excitation and provides power to the start switch.

    2.     Start:   The START toggle switch is a double pole, single
           throw switch.    The switch, when activated, energizes the
           starter solenoid for starting the engine.  This switch will
           not operate electrically unless the preheat switch is also
           depressed and held.
    3.     Stop: The STOP toggle switch is a single pole, single throw,
           normally closed swi tch.  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.


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

    2.     Start:   While still depressing the PREHEAT swi tch, depress
           the START swi tch.    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 swi tch to stop the eng ine.   This
           opens the power feed to the fuel solenoid, stopping the fuel


                                     139
         flow to the engine.   It must be depressed until the generator
         stops rotating.

REMOTE ENGINE OPERATION:

For remote operation of the generator system, the same three switches
are used.    The PREHEAT and START swi tches 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.

AC GENERATORS:

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
eng ine STOP swi tch.  When the reason for the overspeed shutdown is
corrected, the engine is ready to be restarted.




                                  140
                            TROUBLESHOOTING
             MANUAL STARTER DISCONNECT (TOGGLE SWITCHES)

CIRCUIT PROTECTION:
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
mode.ls 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
                                                ~olenoid circuit and
                                                "run" circuit for shorts
                                                to ground.
Preheat and start       Fuel solenoid           1. Check mechanical
depressed, panel        (P/N 23041) circuit     positioning of fuel
indications O.K.        breaker tripped         solenoid for plunger
Start solenoid O.K.                             bottoming.
Fuel solenoid not                               2. Reset breaker and
functioning.                                    repeat start cycle.
                                                3. If repeated trip-
                                                -:ng, check for defec-
                                                tive breaker or fuel
                                                 "lenoid.
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
                                                system).
                                                3. Fuel lift pump
                                                failure.




                                   141
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
                                                -ree 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
                                                hvpassed.
                        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.
                                                ~heck for loose connec-
                                                tions.
                        Regulator unit and      With engine running, mo-
                        alternator              mentarily connect B+ to
                        ("MA" series 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.



                                   142
Battery runs down   High resistance leak   Check wiring. Insert
                    to ground              sensitive (0-.25 amp)
                                           meter in battery lines.
                                           100 not start engine.)
                                           Remove connections and
                                           reolace until short is
                                           ~ocated.


                    Low resistance leak    Check all wires for tem-
                    to ground              perature rise to locate
                                           fault.
                    Alternator             Disconnect alternator at
                                           output, after a good
                                           battery charging. If
                                           leakage stops, replace
                                           alternator protective
                                           diode plate. That fail-
                                           ing, replace alternator.




                                 143
                     25KW OPERATING INSTRUCTIONS
                   60 HZ SINGLE BEARING ALTERNATORS
                        SINGLE AND THREE PHASE


GENERAL

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.


INSTALLATION

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.


OPERATION

NOTE:
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
place.


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.


                                   144
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.




                         ~--~--Voltage
        i:::r
                o   "9         Adjust
                                                   CMIOO          Voltage
                                                                   Adjust
                                               ~          -en-.
                                               ~      б-n::J-
            VR301
                                               1      ~
                                  Figure 1



                                  CAUTION

         TERMINALS AND COMPONENTS CARRYING LINE VOLTAGE MAY
         BE EXPOSED WITHIN THE CONTROL BOX AND VOLTAGE
         REGULATING   CIRCUITS    WHEN  THE   ALTERNATOR   IS
         OPERATING.    THEREFORE THE USE OF NON-CONDUCTING
         TOOLS IS ESSENTIAL FOR SAFETY REASONS.          ONLY
         QUALIFIED   ELECTRICIANS    OR  PERSONS   THOROUGHLY
         FAMILIAR WITH ELECTRICAL EQUIPMENT SHOULD ATTEMPT
         THIS ADJUSTMENT.


 PREVENTATIVE MAINTENANCE - MECHANICAL

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.


CORRECTIVE MAINTENANCE

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.




                                         145
INSTALL RECTIFIER
with heatsink compound (DC #340
or equivalent) tighten to maximum
torque of 30 inch pounds.

RECTIFIER ACCESS HOLE.

BEND TERMINAL
To clear alternator
housing if required.


RED        SPOT-----------1~~~~~~-
Identifies rectifier
output terminal


RECTIFIER OUTPUT
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
            alternator.

      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-
            dure.


                    FIGURE 3.   BRIDGE RECTIFIER ACCESS




                                      146
ELECTRICAL FAULT ANALYSIS

An understanding of the alternator'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.

Simultaneously, 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 exciter
stator.   The voltage regulator controls the current flow to these
poles, thereby effecting voltage regulation.


FAULT ANALYSIS

     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.
                    coupling.

                 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
                                                   coil.
                 ., 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



                                          147
                                              TNSULATED TOOLS IS
                                              RECOMMENDED.

                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
                                              RECOMMENDED.

                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
                                              and run is not too long,
                                              check for poor connections
                                              and/or partly broken wires
                                              that may be indicated by
                                              hot spots in the wire or
                                              at terminals of switches,
                                              etc.

                c) Partially shorted main     Contact Westerbeke if
                   rotor field coil.          repair is beyond local
                                              facilities.

                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
                                             exceeded.

                e) Alternator shaft RPM too   Check engine speed.
                   low.

                f) Faulty voltage             Repair or replace if
                   regulating circuit.        faulty and check further
                                              for cause.




                                   148
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
                                              connector.
                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 40иC
                                             tl04иF) and operate in a
                                             well ventilated and shaded
                                             area if necessary.
                c) 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
                                              fOxceeded.
                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.
   Live
                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.




                                      149
         RESISTANCE VALUES FOR 25KW SINGLE PHASE GENERATOR

              Main Stator
               Tl - T2                     0.053
               T3 - T4                     0.054
              Auxiliary Coils
               Al - A2                     0.169
               A2 - A3                     0.092
               Al - A3                     0.091
              Exciter Stator
               Fl - F3                     2.3
               F2 - F4                     3.5
              Main Rotor*                  3.2
              Exciter Rotor*               0.56

NOTES
*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 Figure 3 for rectifier testing.

(1) The above chart is intended for reference use only, as a
10 percent tolerance on these figures is common. Commpar i son 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, contact Westerbeke.




                                 150
             DIODES MOUNTED               ,MAIN STATOR                                                BASIC        SCHEMATIC
             I N HOUSING                :f
                                                                                                                   EXC ITER ROTOR
                                          I                                                                                                           2
                                          I    ~   __________________                                  ~~         ______________                 ~




                                                                                                                                                     4


                TI
                     0-:---+-----...      ir_LlMrA~~ :~~~:
                                          II                            +               I
                                                                                                                        I
                                                                                                                                                     3

                                                              I                                                         I I
                T2   ~~          _ _- J II
                                        I
                                                                                        I
                                                                                 "'----'-----'----'                     I       I
                                                                                                                                                  VR301

               T3    ~
                     *                  ~ I:
                                          II                                            II~_ _ _ _......,
                                                                                                                                                  ITEM 27

               T4            I            II                I I              _          I I                             I
                     L - - -3-P-                    DGE
                                        ---i L- -e-R-'I L
                                            -7 - - - - J I                                                              I       I            I
                               H AS E
                            RECTIFIER ITEM 2-6                                                L--------J!;.~I~ER                                 STATOR
      *   USER TO INSURE THIS
          GROUND CONNECTION IS MADE.          SINGLE PHASE (ALL)
          DIODES MOUNTED ______                     r        MAIN STATOR
          IN HOUSINGr- - -,I/>  -f

                                        ~--~~----------------------------------4-2
                                                  MAIN ROTOR                    VR301                  ~~~'
                          LI                                                                                                                         t"'I
       TI                          IL-o           ~'   I TI    0<;:      :J-I   I TI   0            >1I
                                                                                                                        TI
                                                                                                                        ---0             >
                                                                                                                                            1I       t-3
                                                                                                                                                     t>:l
                                                                                                                                                     ~
                                                                                                                                                     !l>'
       T2    0..:        ..J-21   ~               ::J.21 ~                       T2
                                                                                 ---0               :>
                                                                                                        L2              T2                           t-3
                                                                                                                                                     o
                                                                                                                                                     :;t1


       T3    Ooc:    I 1 :J-31    ~               ~3   I ~,I             Iz:}211 T3    0             >L3                T3
                                                                                                                               o         ::.L2       8
                                                                                                                                                     z
                                                                                                                                                     Z
                                                                                                                                                     t>:l
                                                                                                                                                     ()
        T4                        T4                    T4                       T4                                     T4                           t-3
                                  ~
                                                                                                                                                     H
                                                                                                                                                     o
                                                                                                                                                     Z
       T5                                               T5                       T5


                                                                                                                        :-:~-f,RAM~N
                                  ~                                                                                                                  o
                                                                                                                                                     H
                                                                                                                                                     !l>'
                                                                                                                                                     G1
       T6                         .!Lo-                 T6                       T6        /             N
I-'
U1
                                                                                                                                                     ~
                                                                                       ... fRAME
'"     T7                         ~                     T7
                                                                                               SINGLE           PHASE    ALTERNATOR
       T8                         ~                     T8
                                                                                       120-240V                                     120 V
                                                                                 TI    0      >LI                       TI
                                                                                                                        ---(00::         :.L     I
       T9                         !L...o--              19

       TIO

       Til
                                  TIO

                                  Til
                                                        TlO

                                                        Til
                                                                                 T2
                                                                                 T3    y___        ....::I>
                                                                                                        .. N
                                                                                                                        T2

                                                                                                                        T3
                                                                                                                                     1
                                                                                                                               ~~~fRAME
                                                                                                                                         >N


                                                                                           \fRAME
                                                                                  T4   0            .,L2                T4
       ill/'   ~ I112 c/     ?>N                        TI2      /        _ N                       ~




         ~ fRAME         fRAME          "!!e"
                                         "iF
                                                              -=
                                                               ...    fRAME
                                                                                 --4-\,j/RE .3 'PHASE ALTERNATOR FRMII~N
                                                                                   FA( TORY CONNECTED FOR:
                                                                                 120/20Bi oR 27~4S0oR~  J
                                                                                                                     N
                                                                                                                            Ti ~72 913
                                                                                                                               .J
                                                                                                                         L I L2 L3
                                                                                                                                             ,*
Figure 2



153
PARTS IDENTIFICATION
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
          generator.




                                 DETAIL A



                                    154
                          30 AND 32KW GENERATORS


DESCRIPTION SUMMARY

          Construction type                Rotating Field Brushless,
                                           Single Bearing
          Speed:   60Hz                    1800 RPM
                   50Hz                    1500 RPM
          Phase                            1 or 3
          ventilation                      Self-ventilated (fan cooled)
          Ambient Temp., Max.              40иC
          Insulation                       Class F
          Number of poles                  4
          Stator Leads: 3-phase            4 or 12
                          I-phase          4 only


PRESTART INSPECTION

1.   Check for tightness of all threaded connections.
2.   Check load leads for correct connection as specified in diagram.
3.   Examine air inlet and outlet for air flow obstructions.

4.   Examine generator armature and fan.  Are they tight on shaft?        Is
     there clearance around entire circumference of each?

5.   Be sure no other generator or utility power is connected to load
     lines.

6.   Be sure that in power systems with a neutral line that the neutral
     is properly grounded (or ungrounded) as the system requires, and
     that generator neutral is properly connected to the load neutral.
     In single phase and some 3-phase systems an incomplete or open
     neutral can supply the wrong line-to-neutral voltage on unbalanced
     loads.          .

7.   Make sure mounting is secure.


INITIAL STARTUP

1.   After the prestart inspection has been performed, the unit is
     ready for startup. When driving the generator, observe vibration.
     If excessive, study possible procedures for correction.

2.   The speed of the generator set is adjusted at the factorY1
     however, it is advisable to verify upon installation.   To supply
     60Hz, the speed should be 1800 to 1860 RPM at no load, and should
     not fall below 1800 RPM by more than 1 percent at full load. To
     supply 50Hz, speed should be 1500 to 1550 RPM at no load, and
     1500 RPM at full load.    Generator voltage should build to its
     rated value wi thin 5 seconds after rated speed is attained.   If



                                     155
     voltage does not build, the cause may be loss of residual magne-
     tism in the exciter field, as a result of generator disassembly
     and reassembly or some other cause.  In such a case (if generator
     is not defective) voltage build can be achieved by flashing the
     field as described below.     To be assured that a reassembled
     generator will always build a voltage when placed in service, it
     should be operated at full rated load before installing in the
     boat.


3.   Record or observe voltage of generator at no load and at full
     load.   Observe vol tage immediately after ini tial startup (cold)
     and desirably after 30 minutes of operation at full load (hot).
     The voltages are easily adjusted to optimum values at no load and
     full load (refer to Regulator section).    Voltage is a few volts
     higher when cold than when hot and reaches equilibrium (hot) after
     running at full load for 30 minutes.   Full load voltage at unity
     power factor load (incandescent lights and resistor type heating
     elements) is also a few volts higher than full load voltage with
     lower power factor loads such as motors, fluorescent lights and
     mercury lights.   I f possible, apply actual service load or test
     load of same power factor as load to be used in service.

4.   I f voltage cannot be adj usted to sui table values and some fault
     seems evident, follow the troubleshooting procedure.

5.   After running the generator for 30 minutes at full load, observe
     temperature rise.     I f smell, touch or temperature measurements
     indicate excessive temperature rise, examine the generator for
     obstructed air flow, hot air feeding into cold air inlet of
     generator or bypassed air (air not pulled through generator)
     because of air opening into unbaffled fan at engine side of
     generator fan.    Also, carefully examine ratings and actual load
     applied to determine if generator rating may be too low for the
     load which is applied.     Also, be sure ambient temperature" is not
     over 40иC (104 иF) и   FOR OPERATION AT AMBIENT TEMPERATURES ABOVE
     40иC, DERATE KW RATING 1 PERCENT FOR EACH иC ABOVE 40иC.         FOR
     OPERATION AT HIGH ALTITUDES ABOVE SEA LEVEL, RATINGS MUST BE
     DEGRADED 2 PERCENT FOR EACH 1000 FEET ABOVE SEA LEVEL. Frame tem-
     peratures above 60иC (140 иF) are too high and indicate a tem-
     perature rise in the copper windings of 105иC (22lиF) or higher.


FLASHING THE FIELD - VOLTAGE REGULATOR 32012

    With electronic voltage regulation, a 12 volt battery across F (+)
and C (-) behaves as a short across the DC output of the regulator.
If the generator is spinning at or near rated speed and the regulator
starts to deliver a DC current to the field, the current passing
through the battery will be so high that the electronic regulator will
probably be damaged. Flash field either by disconnecting F and C from
regulator when generator is not turning or flash (while turning) only
if rectified diode is in the battery circuit.   (See Regulator section
or figure below.)




                                   156
                         F+                           F-

          RECTIFIER
            DIODE
         SA, 200 VOLT




                              BATTERY 12 VOLT



    To flash the field while spinning at 1800 RPM, diode must be in
+ lead of battery as shown here.

MAINTENANCE
1.   Maintaining reasonable cleanliness is important.    Connections of
     terminal boards and rectifiers may become corroded, and insulation
     surfaces may start conducting if salts, dust, engine exhaust, car-
     bon, etc., are allowed to build up.   Clogged ventilation openings
     may cause excessive heating and reduced life of windings.

2.   For unusually severe conditions,        thin rust-inhibi ting petroleum-
     base coatings should be sprayed        or brushed over all surfaces to
     reduce rusting and corrosion.          Typical materials suggested are
     Ashland "Tectyle 506" and Daubert      Chemical Co. "Nox-Rust AC-4l0".

3.   In addition to periodic cleaning,       the generator should be
     inspected for (a) tightness of all connections, (b) evidence of
     overheated terminals and (c) loose or damaged wires.

4.   The drive discs on single bearing generators should be checked
     periodically if possible for tightness of screws and for any evi-
     dence of incipient cracking failure.   Discs should not be allowed
     to become rusty because rust may accelerate cracking.    The bolts
     which fasten the drive disc to the generator shaft must be har-
     dened steel SAE grade 8, identified by 6 radial marks, one at each
     of the 6 corners of the head.

5.   Examine bearings at periodic intervals. No side movement of shaft
     should be detected when force is applied.       If side motion is
     detectable, bearings are wearing or wear on shaft of bearing
     socket outside bearing has occurred.   Repair must be made quickly
     or major components will rub and cause major damage to generator.

6.   Examine control box at per iodic intervals to detect cracks from
     engine and generator vibration. If cracks in box are seen, engine
     vibration may be severe and require bracing in box for additional
     strength to resist vibration.




                                      157
TROUBLESHOOTING

    This section is intended to give helpful hints on finding the
cause of any malfunction of the generator, exci ter or regulator by
doing basic testing and checking.    Follow troubleshooting procedures
with the aid of the proper generator diagram.

1.   VISUAL EXAMINATION
The first step in investigating any generator failure or trouble
should be to look for obvious evidence: burned areas, loose or open
connections, wrong speed, incorrect reassembly and reconnection, etc.

2.   OBSERVE VOLTAGE OF DEFECTIVE GENERATOR

The next step is to carefully measure line-to-line voltage. A voltage
at about 10 percent of rated voltage (at rated RPM) is probably the
residual voltage (determined by residual magnetism in exciter field).
A normal residual voltage indicates exciter armature, rotor and stator
are all good and that the trouble is probably in the excitation cir-
cuit.   A very low voltage, or no voltage, indicates a more serious
generator defect (voltage less than 10 volts across a normal 240 volt
line).

3.   BATTERY EXCITATION

The behavior of the generator, when the exciter field is connected to
a 12 volt battery for excitation current, is a useful guide for
locating the generator fault.  Disconnect F(+) from all other genera-
tor connections and connect F(+) to (+) of battery.    Connect (-) of
battery to C(-). Spin generator at 1800 RPM.
(a) If residual voltage is normal, 12 volts across the leads F+ and C-
    should cause the generator to deliver a voltage near rated voltage
    with no load. If 12 volt excitation produces near normal voltage,
    failure of voltage regulator to provide voltage could mean a
    defective voltage regulator, or an open circuit in leads to ter~
    minals 3 or 4 of electronic regulator.    Check switch or circuit
    breaker in these leads. with 12 volt excitation connect voltmeter
    across terminals 3 and 4. Voltage should be the same as generator
    line-to-line voltage across normal 240 volt lines.

(b) If 12 volt excitation produces no voltage, check exciter field
    resistance.  It should normally be 24 ohms.   If field is open or
    shorted, then the exciter field is defective. An open or short in
    the main rotor behaves similarly, but is also accompanied by a
    very low line-to-line voltage (residual voltage) without 12 volt
    battery excitation.

(c) If 12 volt excitation causes the engine to growl and load the
    engine with no or very low generator output voltage, the stator
    could be grounded or shorted. Or, a short or ground in the wiring
    of the generator power circuit could be the main fault. In either
    case, the stator will develop hot spots or could even smoke after



                                  158
     running a few minutes.      Run generator until a hot smell is
     detected, or stop in 5 minutes (whichever occurs first). Feel the
     stator winding. If it is hot, the stator or power wiring contains
     a short circuit. Examine the stator for burned (black) insulation
     which indicates a defective or damaged stator.      Measure stator
     resistance Tl to T2 and T3 to T4 (half the value listed in 6).
     Measure stator resistance to ground or hi-pot test at 1500 volts.

(d) If 12 volt excitation causes an increase in voltage but the output
    voltage is less than 60 percent of rated voltage, the rectifier
    (see 4) in the exciter armature could be defective, the exciter
    armature could be shorted to ground or one phase of the armature
    winding could have an open circuit.    Also, one pole of the main
    field (rotor) could be shorted or grounded.       If any of these
    defects exist, failure of the electronic regulator will occur.
    Replacement of regulator alone will be followed by failure of the
    new regulator.  If electronic regulator has failed, it is wise to
    check exciter current by placing a DC ammeter in the F(+) lead to
    field.  Normal exciter current at no-load rated volage is 0.65 to
    0.95 ampere. A higher current is another indication of a genera-
    tor defect (described above), which could cause a new voltage
    regulator to fail.


4.   RECTIFIER CHECKING

(a) Each armature full-wave bridge rectifier has 5 terminals and
    6 rectifying junctions.   Rectifiers may be readily checked on the
    low range of an ohmeter.       From the "+" tab to "AC" tab, the
    ohmeter should show a high resistance with one polar i ty of the
    ohmeter leads and a low (about half scale deflection) resistance
    when polar i ty of the ohmeter leads is reversed.   The same con-
    ditions should be found from the "+" tab to any other "AC" tab and
    from "-" to "AC" tabs.     If a zero resistance reading is found,
    this junction of the rectifier --rs-shorted and the rectifier must
    be replaced.    If a high resistance is found with both polarities
    of the ohmeter, this junction of the rectifier is "open" and the
    rectifier must be replaced.

(b) Armatures with 3-phase full-wave bridge rectifier

     The three phase full-wave rectifier is now standard on most arma-
     tures used in generators. This 3-phase (full-wave rectifier) is a
     single unit with 6 diodes in a special case.  The (+) terminal is
     identified by a red dot on the case and is connected by a short
     lead to the "+" terminal of armature to which the (+) rotor lead
     and suppressor lead are connected.   The other 3 terminals at the
     top of the rectifier are AC connections to each of the armature
     phase leads.   The case is the (grounded) (-) lead to the rotor.
     To test the diodes disconnect the rectifier positive lead at the
     armature (+) terminal. Test between rectifier (+) lead and any AC
     terminal.   Make the test also between rectifier (-) lead (ground
     or case) to any AC lead. The tests determine that all diodes are
     good or that one or more is defective. Since a grounded armature
     winding gives the same test results as a bad diode, it is



                                  159
     necessary to disconnect all AC rectifier connections and test
     armature winding for a short to ground before a fault can be posi-
     tively identified. Also test each diode separately (+) to each AC
     terminal, and case to each AC terminal to positively identify
     which diode is bad.  (See figure.)


                Ohm Meter
                             o        Connection to test
                                      top 3 diodes



                                                                7
                                                               Remove (+) lead and test (+) to any AC
                                                               terminal. (Identifies top 3 diodes as
                                                               good or 1 or more bad.
         Armature
         Coils

                                      Suppressor
                                                               Rotor

                                     AC




                                                      Q




                     Ohm Meter
                                 o        Connection to test
                                          bottom 3 diodes
                                          (+ lead must be disconnected)


5.   VOLTAGE SUPPRESSORS

Voltage suppressors are similar to rectifiers in that they contain in
effect a single semiconductor one-way junction.    A suppressor should
have a high resistance with one polarity of test leads and low but not
zero resistance in the opposi te direction.    Resistance measurements
sometimes fail to identify a defective suppressor.    The best test is
to remove suppressor from circuit.      I f an obvious improvement in
generator is observed, suppressor is bad.


6.   RESISTANCE OF WINDINGS

Frequently in troubleshooting a generator, a defective component can
be identified by measuring the resistance of a winding.

Resistance values are as follows:

          Exciter field F to C                            25 to 28 ohms
          Armature AC lead to AC lead                     .500 to .550 ohms
          Stator 30KW I-PH (Tl to T4)                     0.60 to 0.66 ohms
          Rotor 30KW I-PH or 3-PH                         2.60 ro 2.90 ohms



                                                160
Exciter field, armature, rotor and stator should withstand 1500 volts
between winding and ground with less than 0.002 ampere of current be-
tween winding and ground.    All electronic components such- as rec-
tifiers, suppressors and resistors must be disconnected.


DISASSEMBLY AND ASSEMBLY

To remove the rotating field, it is necessary to remove the end cover
by unscrewing the sheet metal screws.    Remove the armature fastening
bolt at the center of the shaft and detach ground lead "Q" and + lead
"R" of the rotor. Mark position of armature so it can be replaced in
the same position (armature rotation of 180и is the only other
possible position to replace armature).    Remove armature from shaft.
If a puller is used, pull only on hub.    Do not exert excessive force
on laminations, since they are soft and easily bent.    After armature
is removed, rotor and drive disc assembly may be pulled out of genera-
tor frame at open end.    Do not lose bearing anchor when bearing is
removed from exciter end bracket.

As rotor is removed, be careful not to allow rotor to scratch or cut
stator copper winding.  The rotor and drive disc may now be bolted to
engine flywheel.

Make sure the right type lockwasher is used and tighten the bolts (SAE
grade 8) well. Locate the bearing anchor and move the generator frame
assembly carefully over the rotor.   Carefully align the groove in the
bearing with the bearing anchor before the bearing enters the bearing
bracket.   (See figure for clarification.)   Fasten the frame assembly
to the engine flywheel housing with the proper hardware.




            EXCITER - END
              BRACKET


      RETAINING RING




      BEARING ANCHOR                               BEARING
                                                   GROOVE

             EXCITER - END
            BRACKET GROOVE



    EXCITER - END BRACKET, BEARING AND BEARING ANCHOR ASSEMBLY


                                  161
with two screws, lockwashers and nuts reassemble the drive-end cover
and hood, using a large screwdriver and a 7/16 wrench.
To reassemble the exci ter armature, first pull the two rotor leads
through the opening in the armature spider nearest the two terminal
points.   Turn the armature until it slips over the two pins in the
shaft, making sure that the rotor leads are not stretched or bent
sharply.   Assemble the armature to the shaft with the mounting screw
and lockwasher using thread-locking compound.    Use a 9/16 socket on
the torque wrench and torque the mounting screw to 25 lb-ft. Connect
the two rotor leads, one to each terminal (polarity is unimportant).




                                 162
                               Б....       "'""            . . AIrS Б ,..,.
                                                                                    MAIN
                                                                                    F"I t.LD                                                       L3                                            --L~
                                                                                      C".JU
                                                   r--------                            1   ZO
                                                             I   I 3                                                                                                                                        t'f:l       t:J
                                                                                                                                                                                                            O:;OH
                                                                                                                                                                                                            1-:3t'%j:P'
                                       f   1   i   I   ii
                                                             I  :
                                                             I iii
                                                                      laJ,C-:t                                  E4- MAY BE
                                                                                                                12.0/2.'10 V
                                                                                                                                        A8S7ET
                                                                                                                                                                               120 V
                                                                                                                                                                                                            HGlGl
                                                                                                                                                                                                            OC::;O
                                                                                                                                                                                                            Zt"':P'
                                                                                                                                                                                                            CIl:P'3:
                                                                                                                                                                                                                  1-:3
                                           7       "aM f-        r.   3    'I [I Go                             o                   0   I    E4                           o            0
                                                                                                                                                                                                                 H
                                                                                                                                                                                                                 o
                                                                                                                                                                                                                 Z
                                                                                                                                             T4                                             T4
                                 ELEC.TRONIC.                                                                   o                        ---L'                     E'l                     ---L)
                                  Rt.GUL.ATOR                                                                                                T3                                             T~

                                                                                                                Q                        - - - L.Z                         o
                                                                                                                                             ra                                             TS
                                                                                                                o                        ---LI                            o                ---LI
                                                                                                                                             TI                                             TI
                                                                                                                o n                         IF NO TtRMINAl.
                                                                                                                                                                          o            0
                YOTES DOTnO LINI!S- lNDICJrTf.
                      CUSTOM ER. C.ONNECTIONS                                                            G   I JQ                           800'''D, SOL" l.!:,-.oS
                                                                                                                                          AND TAP!!.. (ONNI!.c''T                и          G
                                                                                                                 :L                     ,GAOU~D!t AS 5HOWN ,-,~t~---.I
                                                                                                                                TE.ftM "IA'- BOARD C.ONWE.tTIOU
                       30 AND 32KW VOLTAGE REGULATOR


Electronic regulators hold voltage regulation to wi thin + 2 percent
from no-load to rated full load at rated power factor and rated speed.
The electronic regulator #32012 used with the 30 and 32KW generators
provides high reliability and good voltage regulation.   It provides a
constant output voltage at all RPM's.

SPECIFICATIONS

DC Output Power           2.S ADC @ 63 VDC (160W) Maximum continuous
(To Exciter Field)        3. S ADC @ 90 VDC (3lSW) Forcing, 1 minute
                          (with 240 VAC input)
                          Exciter field DC resistance - Minimum 2S ohms
                                                      - Maximum 100 ohms

AC Input Power          Operating range 190 VAC - 240 VAC -10% to +10%
(From Generator Output) 1 phase, SO/60 Hz.   Refer to the interconnec-
                        tion diagram Figure 1 for operation at other
                        generator voltages.

AC Sensing Voltage        Nominal 190-200-208-240 VAC, 1 phase, SO/60
                          Hz, -10% to +10%.   Refer to the interconnec-
                          tion diagram figure 1 for operation at other
                          generator voltages

                          BURDEN:   Regulator #32012   - 2.0VA

Voltage Adjust Range      Internal Adjustment from 10% below 190 VAC to
                          10% above 240 VAC.   (External adjustment when
                          provided is ▒ 10% of nominal voltage.)

Regulation Accuracy       Less than +1% when no load to full load exci-
                          tation ratio is not more than S.

Voltage Drift             Less than 1% voltage variation         for   a   SOиC
(Temp. Coefficient)       (90иF) temperature change.

Response Time             Less than 2 cycles.
EMI Suppression           Standard Internal Electromagnetic Interference
                          (EMI Filter).

Voltage Build Up          Internal provisions   for automatic voltage
                          build up from generator residual voltages as
                          low as S VAC.

Power Dissipation          20 watts maximum.

Operating Temperature     -40иC (-40иF) to 60иC (140иF)

Storage Temperature       -6SиC (-8SиF) to 8SиC (18SиF)




                                     164
INSTALLATION

1.   MOUNTING
The regulator can be mounted in any posi tion without affecting its
operating characteristics.   Its rugged construction permits mounting
directly on the generator set.

2.   SENSING CIRCUIT (TERMINALS El AND 4)

The voltage that the regulator senses and regulates is applied between
terminals El and 4.  This sensing voltage must be in the range of 170
through 264 VAC. Typical sensing voltages are 190-208-240.


3.   EMI FILTER (TERMINAL GND)

A standard internal Electro-Magnetic Interference filter circuit
suppresses noise particularly in the AM radio band. For effective EMI
suppression it is important that a good low impedance connection be
maintained between the voltage regulator ground terminal and earth
ground. On most applications, acceptable EMI reduction is achieved by
simply connecting the EMI ground terminal to the regulator mounting
bolt.


4.   FIELD POWER (TERMINALS F+ AND F-)

The power is supplied to the generator exciter by Terminals F+ and F-.

The DC resistance of the exciter field to which the voltage regulator
is connected (terminals F+ and F-) must be between 25 and 100 ohms.
If the DC resistance is less, a resistor of sufficient wattage must be
added in series with the field.    When selecting this resistor, care
must be exercised not to exceed the regulator maximum continuous out-
put at full load (not more than 63 VDC).


5.   GENERATOR VOLTAGE ADJUSTMENT

An internal control R5 provides adjustment of the generator output
voltage.  When this control is adjusted as indicated by the arrow on
the cover, generator output voltage increases.


OPERATION

1.   VOLTAGE SHUTDOWN

 The system should be equipped with a double pole switch to allow
removal of excitation in an emergency or when the generator pr ime
mover must be operated at reduced speed. When used, this switch must
always be installed in the AC input power lines of the regulator
(Terminals 3 and 4). A dangerously high flyback voltage could develop
if this switch is installed in the field circuit (Terminals F+ and
F-).


                                    165
                                 CAUTION

                      TO PREVENT POSSIBLE HIGH VOL-
                      TAGE ARCING, THE FIELD CIRCUIT
                      MUST NEVER BE OPENED DURING
                      OPERATION.      SHUTDOWN CAN BE
                      SAFELY   ACCOMPLISHED     WITH  A
                      VOLTAGE    SHUTDOWN    SWITCH  AS
                      DISCUSSED ABOVE.



2.   OPERATION AT REDUCED SPEEDS

Prolonged operation at speeds lower than normal can cause damage to
the voltage regulator and/or exciter field.   If operation at reduced
speed is essential, AC input power should be removed from the regula-
tor.

3.   FIELD FLASHING

Field flashing is rarely necessary. However, if required, the machine
must be at rest and the regulator terminals 3, 4 and El disconnected
and a DC source of not more than 48 VDC applied to terminals F+ and
F-.   The positive terminal of the DC source must be connected to F+
and the negative terminal to F-.       Allow approximately 30 seconds
before removing the DC source and reconnect terminals 3, 4 and El to
the voltage regulator.    System start-up can be accomplished at this
point.   If field flashing is required while the machine is rotating,
contact Westerbeke for further information.




                                      166
    190-208-240/380-416-480V                   ---~
        Reconnectable Generator / '       '1                   '"
                             I
                                 /
                                                                     "\  \

                         I                                           ~                    TO
                         \                                           5           J       LOAD



                  Voltage \
                                                                             /
                  Shut
                   Down              "-
                                                                         /
                    Switch                                           /
                                                - ---          /
                                                               Exciter
                                                                                     3

                    5A                                          Field
                                               F-         F+




GENERATOR WYE
CONNECTIONS
For 208-240V Output
        1 to 7
        2 to 8                   7                                           Gnd
        3 to 9
        4 to 10
        5 to 10                                 Voltage Regulator
        6 to 10

For 416-480V Output
      4 to 7
      5 to 8
      6 to 9



Note:       Never connect terminal E1 to terminal 4.

            Loss of sensing voltage and maximum generator voltage would
            result.




                                                    167
                                                                0.187
                                                                 dia.
                                0.10 (2.54)
                                                               (4.74'9)


                1.27       +:                              +
              (32.26)
                 t
                            I
                                GNDJ-      EMI
                                E1 :J-
                 t              4    J-
                                           Sensing Input
                                           Power Input
  7.06          6-32            3
(179.32) 6.56 Terminal           F+]- dc Output
       (166.62) Screws           F- :J- Boost Input
                                BN

                   0.70          ~]-       Volt Adjust

                 (17.78)                  Increase
                                           ~



    0.25+0.015                                                            ~.J.13
  (6.35~0.381)                                                            ~.70)
                                                                             1'.79
                                                                            (45.66)




Note:      Numbers in parentheses are in millimeters.
           Tolerance + 0.03 (0.762) unless otherwise noted.


Weight:    1 lb. Net (Approximately)




                                                     168
                                               SECTION V




         SERVICE BULLETINS

The following Bulletins contain supplementary and
updated information about various components and
service pro~edures which are important to the
proper functioning of your eng ine and its support
systems.

You should familiar ize yourself wi th the subjects
and make sure that you consult the appropriate
Bulletin (s) whenever your engine requires service
or overhaul.




                         169
              SERVICE BULLETIN
DATE:       6/15/79                                                                     20
                                                                 BULLETIN NUMBER:
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 con-
   nected to the oil gallery using an appropr iate 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 pur-
   pose.




                              J. H. WESTERBEKE CORP.
                              AVON INDUSTRIAL PARK, AVON, MASS. OZ3ZZи (11171588-7700
                                         CABLE: WESTCORP, AVOIIиTELEX: 8Z-4444


PIN:
              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 posi tioned so that the enter ing stream of 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 PARK, AVON, MASS. 02322и 1617J 566-7700
                                         CABLE: WESTCORP, AVONи TELEX: 112 -4444


PIN:
                 SERVICE BULLETIN
DATE:          4/4/83                                               BULLETIN NUMBER:             82

MODEL:         All
SUBJECT:       Battery Recommendations


   MODEL                         BATTERY AMPERE HOURS                                       VOLTAGE

   W7, WPD4                                  60-90                                         12 V.D.C.
   W10Two, 3KW                               90-125                                        12 V.D.C.
   W13, 4KW                                  90-125                                        12 V.D.C.
   W21, 7.7KW                                90-125                                        12 V.D.C.
   W27, llKW                                 90-125                                        12 V.D.C.

   W33, 12.5KW                               90-125                                        12 V.D.C.

   W30                                     125-150                                         12 V.D.C.
   W40, WPDI0-15                           125-150                                         12 V.D.C.
   W50                                     125-150                                         12 V.D.C.

   W52, 15KW                               125-150                                         12 V.D.C.

   W58, 20KW                               125-150                                         12 V.D.C.
   W60, WBO-20KW                           150-170                                         12 V.D.C.

   W70, 25KW                               170-200                                         12 V.D.C.

   W80, 30KW                               170-200                                         12 V.D.C.

   W100, 32KW                              200 minimum                                     12 V.D.C.
   W120, 45KW                              200 minimum                                     12 V.D.C.


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




                                 J. H. WESTERBEKE CORP.
                                 AVON INOUSTRIAL PARK, AVON, MASS. 02322и (617} SBB-7700
                                            CABLE: WESTCORP, AVONи TELEX: 92- ииии


PIN:
                SERVICE BULLETIN
DATE:         April 4, 1983                                           BULLETIN NUMBER:       87

MODEL:        All Marine Engines

SUBJECT:      Alternator Output Splitter


   GENERAL DESCRIPTION:    The spli tter is a solid state device which
   allows two batteries to be recharged and brought to the same ultimate
   voltage from a single alternator as large as 120 amp and, at the same
   time, isolates each battery so that discharg ing one will have no
   effect on the other.    Charging rates are in proportion to the bat-
   teries' 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.

   INSTALLATION:

   1.    Mount splitter on a metal surface other than the engine, pre-
         ferably in an air stream if available. Do not install near engine
         exhaust system. Install with cooling fins aligned vertically.
   2.    Be sure to use a wire size appropriate to the output of the asso-
         ciated alternator.   In full power systems number 4 wire is recom-
         mended from the alternator to the spli tter and from the spli tter
         to the batteries.
   3.    Connect the alternator output terminal to the center splitter ter-
         minal.
   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 can be regained,
         if desired, by connecting the regulator wire directly to the
         alternator output terminal instead of the regulator terminal.

   TEST INFORMATION:  When the engine is not running, the side splitter
   terminals should read the voltage of the respective battery.     The
   center splitter should read zero voltage.

   With the engine running and alternator charging, the side splitter
   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 иииииииииии

                                   J. H. WESTERBEKE CORP.
                                   AVON INDUSTRIAL PARK, AVON, MASS. 02322и (6f7) 588-7700
                                              CABLE: WESTCORP, AVONи TELEX: 82-4444


PIN:
                      SERVICE BULLETIN i87 (Continued)
                        (Alternator Output Splitter)

This unit is sealed for maximum life and is not repairable.

BYPASSING SPLITTER: In the event of failure, batteries may be charged
directly from alternator by connecting either splitter terminal #1 or
#2 to terminal A, bypassing the splitter itself.   This should not be
done simultaneously for both batteries unless they are, and will
remain at, the same voltage (state of charge).




                          S PLIT)-T_E-tRt----+e:w E~~~SI'-C-.    -+!( P
                                                            -S-W-.       ART E R

 REGULATOR
                                           START1'NG
                                            BATTERY(S)               -
         WitT   .--
                                      POWER DISCONNECT
                                       SWITCH.

                           PN20.6S4                                       SHI pi'S
                                                                          SERVICE
                                            13+                            LOADS
                             2 u--t---+Q.5ERVI CE
                                            BATTERY(S)



SEE NOTE

  DRVJG Jl 20 70 I                                              -

NOTE: On Alternators which have an isolation diode between their out-
put 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:         April 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
   energized, the first step is to check for 12 VDC between the ign. (B+)
   and neg. (B-) terminals of the gauge.

   Assuming there are 12 volts as required,                 leave the instrument panel
   energized and perform the following steps.

         1.   Disconnect the sender wire at the gauge and see if
              the gauge reads zero, the normal reading for this
              situation.

         2.   Connect the sender terminal at the gauge to ground
              and see if the gauge reads full scale, the normal
              reading for this situation.


   If both of the above gauge tests are positive, the gauge is undoubted-
   ly 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., proceed as follows.    Check the conductor
   from the sender to the sender terminal at the gauge for continuity.

   Check that the engine block is connected to ground.     Some starters
   have isolated ground terminals and if the battery is connected to the
   starter (both plus and minus) the ground side will not necessarily be
   connected to the block.

   If the sender to gauge conductor is O.K. and the engine block                           is
   grounded, the sender is probably defective and should be replaced.




                                J. H. WESTERBEKE CORP.
                                AVON INDUSTRIAL PARK, AVON, MASS. 02322и (617} 566-7700
                                           CABLE: WESTCORP, AVONи TELEX: 92-4444


PIN:
               SERVICE BULLETIN
DATE:        May 20, 1980                                                 BULLETIN NUMBER:            110

MODEL:       All

SUBJECT:     Ammeter Wire Sizes


   Ammeters may be installed in conj unction wi th any Westerbeke mar ine
   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.

                                  WIRE SIZE TABLE

            Total Length                                MAXIMUM CURRENT
   System    of wire in
    Volts       feet        35           40           55            60            70             85   120

       12      1 to   5     12           12           12              8             8             8     6

       12      5 to 10      10           10             8             6             6             6     4
       12     10 to 20       6             6            6             6             3             3     1
       12     20 to 30       6             4            4             2             1             1     1
       12     30 to 40       4             2            2             1             1             o     o

       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     o

       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     o




                                  J. H. WESTERBEKE CORP.
                                  AIION INDUSTRIAL PARK, A liON , MASS. 02322 'Its17} 588-7700
                                              CABLE: WESTCORP, AIIONи TELEX: 82-4444


PIN:
                 SERVICE BULLETIN
DATE:         May 6, 1982                                              BULLETIN NUMBER:       114
MODEL:        All Marine Engines

SUBJECT:      Domestic Water Heater Installation
              Using Westerbeke FLOWCONTROLLER


Principle: There are two 7/8" hose connections at the end of the manifold
which provide 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" ID wire inserted hose.    The spud marked "out" indicates
the flow from the engine and the spud marked "in" indicates the flow retur-
ning 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 circui t 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
Westerbeke mar ine eng ines which employ the "two-pass" exhaust mani fold.
The kit numbers are:

       Kit #32276 for engines whose exhaust manifold is on the left side of
       the cylinder head (W2l, RD60, W27, RD80, 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 и (617} 568-7700
                                               CABLE: WESTCORP, AVONи TELEX: 112-4444


PIN:
                        I
                         I
                          I
                          I
                              I
                               I
                                I
                                 I
                                  I
                                   I
                                    I
                                     I
                                     I
                                         I
                                          I
                                           I
                                            I
                                             I
                                              I
                                               I
                                                I
                                                 I
                                                  I
                                                   I
                                                    I
                                                     I
                                                     I
                                                         I
                                                          I
                                                           I
                                                            I
                                                             I
                                                              I
                                                               I
                                                                I
                                                                I
                                                                    I
                                                                     I
                                                                      I
                                                                       I
                                                                       I
                                                                           I
                                                                            I
                                                                             I
                                                                              I
                                                                               I



~eMO"e RE,.V~tl ~EtlO
                                                                                I
                                                                                I


SUWlJEO V4\~ e~G\Ne.
                                                                                    I
                                                                                    I


Ad by Google

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