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Westerbeke Diesel W 70 Parts Manual




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TECHNICAL MANUAL
WESTERBEKE 70 1 00
Marine Diesel Engines
WESTERBEKE 25 32KW
Marine Diesel Publication no 33355
Edition One
July WESTERBEKE
MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD TAUNTON MA MANUAL
WESTERBEKE 70 1 00
Marine Diesel Engines
WESTERBEKE 25 32KW
Marine Diesel Publication no 33355
Edition One
July WESTERBEKE
MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD TAUNTON MA Introduction Operation
Installation OVERHAUL
Marine Engine Electrical System
Cooling System External
CRANKING BULLETINS
IMPORTANT
PRODUCT SOFTWARE software of all kinds such as brochures data operators and workshop manuals parts lists
and parts price lists and other information provided from sources other is not wi thin Westerbeke s control and 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 WITH RESPECT THERETO INCLUDING THE 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 example components and incorporated products and supplied by others such as fuel systems and components electri
cal components pumps and other products are generally sup
ported by their manufacturers with their own software must depend on such software for the design own product software Such software may be out
dated and no longer accurate Routine changes made suppliers of which Westerbeke rarely has notice
in advance are frequently not reflected in the until after such changes take customers should also keep in mind the time span
between printings of Westerbeke product software and existence of earlier noncurrent editions in the field Addi tionally products
include that frequently do not include complete sum product software provided with Westerbeke 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 of Westerbeke or
the supplier in question be consulted to determine the
accuracy and currency of the product software being consulted
by the 2
INTRODUCTION
IMPORTANT
THIS MANUAL IS A DETAILED GUIDE TO THE STARTUP OPERATION AND MAINTENANCE OF YOUR WESTERBEKE MARINE
DIESEL ENGINE THE INFORMATION IT CONTAINS IS VITAL TO THE
ENGINES DEPENDABLE LONG TERM OPERATION
READ IT
KEEP IT IN A SAFE PLACE
KEEP IT HANDY FOR REFERENCE AT ALL TIMES
FAILURE TO DO SO WILL INVITE SERIOUS RISK NOT ONLY TO YOUR
INVESTMENT BUT YOUR SAFETY AS THE DIESEL
The diesel engine closely resembles the gasoline engine inasmuch
as the mechanism is essentially the same Its cylinders are its closed crankcase its crankshaft is of the same general type
as that of a gasoline engine it has the same sort of pistons connecting rods lubricating system and reverse and
reduction gear
Therefore it follows to a great extent that a diesel eng ine
requires the same preventative maintenance as that which any intelli
gent operator would give to a gasoline engine The most are proper maintenance of the fuel lubricating and Replacement of fuel and
lubricating filter elements at the
time periods specified is a must and frequent checking for ie water in the fuel system is Another important factor is the use of the same brand
high detergent diesel lubricating oil designed specifically for
diesel engines
The diesel engine does differ from the gasoline engine however
in the method of handling and firing its fuel The carburetor and
igni tion systems are done away with and in their place is a the Fuel Injection Pump which performs the function of
both
Unremi tting care and attention at the factory have resulted in a
Westerbeke eng ine capable of many thousands of hours of What the manufacturer cannot control however is the treat
ment it receives in service This part rests with PARTS
Whenever replacement parts are needed always include the complete
part description and part number see separate Parts List furnished
if not part of this publication Be sure to include the and serial number Also be sure to insist upon Westerbeke fac
tory packaged parts because will fit parts are frequently not made
to the same as original equipment
GENERATOR SETS
Westerbeke diesels are used for both the propulsion of boats and
for generating electrical power For generator set applications all
details of this Manual apply except in regard to certain portions of
the Installation Operation and Maintenance sections is provided in the section titled Generator Sets
Section T
YOUR NOTES
INSTALLATION
FOREWORD
Since the boats in which these engines are used are many
and 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 OF EQUIPMENT
The engine is shipped from the factory mounted securely and pro
perly crated Accessory equipment is shipped in a separate small box
usually packed with the engine crate
Before accepting shipment from the company the
crate should be opened and an inspection made for concealed damage
If either visible or concealed damage is noted you should require agent to sign Received in damaged condition Also of the shipment against the
packing list and make sure note
is made of any This is your protection against loss or
damage Claims for loss or damage must be made to the carrier not to
J H Westerbeke AND LIFTING
The engine is fitted with lifting rings
Rope or chain slings should be attached to the rings and the
engine lifted by means of tackle attached to this sling The lifting
rings have been designed to carry the full weight of the auxiliary slings are not required or desired
CAUTION Slings must not be so short as to place the eyes in significant sheer stress Strain on the eyes must not be in excess of 10 from
the vertical
The general rule in moving engines is to see that all is amply strong and firmly fixed in place Move the engine a
Ii ttle at a time and see that it is firmly supported of accidents by avoiding haste Do not lift from the pro
peller coupling or pry against this with 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 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 openings The parts which have been removed should be
returned to position as soon as the restriction has been passed
In case it is necessary to hoist the eng ine 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 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 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 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 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 irons n should be resisted Such construction will allow to pass through to the hull Flexible mounts require a
firm foundation against which to react if they are to do their job
When possible follow bed design nAn and avoid bed design COUPLING
Each Westerbeke Diesel engine is regularly fitted with a connecting the propeller shaft to the engine
The coupling must not only transmit the power of the engine to
turn the shaft but must also transmit the thrust either ahead or
astern from the shaft to the thrust bear ing which is built into the
reduction gear housing of the engine This coupling is very for accurate fit
For all engine models a propeller bored to shaft
size for the specific order is supplied The coupling either has a
keyway with set screws or is of the clamping type
The forward end of the propeller shaft has a long straight keyway
Any burrs should be removed from the shaft end The coupling should
be a light drive fit on the shaft and the shaft should not have to be
scraped down or filed in order to get a fit It is important that
the key be properly fitted both to the shaft and the coupling The
key should fit the side of the keyway very closely but should not
touch the top of the keyway in the hub of the coupling
If it seems difficult to drive the coupling over the shaft the
coupling can be expanded by heating in a pail of boiling water The
face of the propeller coupling must be exactly perpendicular to or axis of the propeller shaft The coupling set are drilled and should be
lockwired once secured to prevent
their The type and size of propeller varies with the gear ratio and must
be selected to fit the application based upon boat tests To utilize
the full power of the engine and to achieve ideal loading is desirable to use a propeller which will permit the engine to
reach its full rated RPM at full throttle under normal OF ENGINE
The engine must be properly and exactly aligned with the No matter what material is used to build a boat it will be
found to be flexible to some extent and the boat hull will change its
shape to a greater extent than is usually realized when it is launched
and operated in the water It is therefore very important to check
the engine alignment at frequent intervals and to correct any errors
when they may appear
Misalignment between the engine and the propeller shaft is the
cause of troubles which are 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 One particularly annoying result of misalignment may be leakage oil through the rear oil
seal Check to make sure is within the limits prescribed
The engine should be moved around on the bed and supported on the
isolators until the two halves of the couplings can be without using force and so that the flanges meet evenly all
around It is best not to drill the foundation for the 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
the main mast has been stepped and final rigging has 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 very easily and when a feeler
gauge indicates that the flanges come at all points The two halves of
the propeller coupling should be 0001 inches A per inch of In making the final check for engine half coupling should be held in
one position and the alignment with the pro
peller coupling tested with the in each of four positions rotated
90 between each position This test will also check whether the pro
peller half coupling is in exact alignment on its shaft Then
keeping the propeller coupling in one position the alignment should
be checked rotating the engine half coupling to full position each 90
from the next one
The engine alignment should be rechecked after the boat has been
in service for one to three weeks and if necessary the It will usually be found that the engine is no longer in
alignment This is not because the work was improperly done at first
but because the boat has taken some time to take its final shape and
the engine bed and engine stringers when made of wood have some moisture It may even be necessary to realign at a
further period
The coupling should always be opened up and the bolts 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 SYSTEM
Exhaust line installations vry 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 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 90 fittings
Brass or copper is not acceptable for wet exhaust systems as of salt water and diesel exhaust gas will cause Galvanized iron fittings and
galvanized iron pipe for the exhaust line The exhaust line must be at least
as large as the engine exhaust manifold flange and be increased in
size if there is an especially long run It should be increased by
12 in ID for every 10 feet beyond the first 10 feet
Most exhaust systems today use a water lift type muffler such as
the Westerbeke HydroHush In most installations there is a high loop after the engine manifold and before the muffler
to prevent water flowing backwards into the engine during cranking
It is essential not to hang too much weight in the form of components rigidly from the engine manifold Generally it to directly connect a pipe
nipple and a water elbow which two components weigh about 8 pounds 4 kg If
there are more components to be rigidly connected to each other than
will weigh 8 pounds then a flexible exhaust section must be the manifold outlet and the exhaust system
HYDROHUSH BELOW ENGI NE
WATER LIFT EXHAUST SYSTEM WITH HYDROHUSH MUFFLER
The exhaust system must be supported or suspended independently of
the engine manifold usually using simple metal hangers secured to All dry portions of the exhaust system should be wrapped in
suitable insulation material to keep surface temperatures as low as
possible
Many installations use flexible rubber exhaust hose for the water
cooled section of the exhaust line because of the ease of flexibility Provide adequate support for the rubber hose to pre
vent sagging bending and formation of water pockets
Always arrange the rubber hose section so that water flow back into the engine Also make sure that entering sea
water cannot spray directly against the inside of the exhaust excessive erosion will EXHAUST GAS BACK PRESSURE
Back pressure must be measured on a straight section of the
exhaust line and as near as possible to the engine exhaust manifold
The engine should be run at maximum load during the Setup should be as shown below
1 For normally aspirated engines
Pressure Test Mercury Test Water Column
112 Max PSI 3 Mercury 39
Checking The Back Pressure
1 Exhaust pipe flange
2 Exhaust line
3 Transparent plastic hose
partly filled with An may not exceed 39
for normally aspirated CONNECTIONS
Seacocks and strainers should be of the full flow type at least
one size greater than the inlet thread of the sea water pump The
strainer should be of the type which may be withdrawn for the vessel is at sea
Water lines can be copper tubing or wirewound reinforced rubber
hose In any case use a section of flexible hose that will not
collapse under suction between the hull inlet and engine and between
the outlet and the exhaust system This takes up vibration and per
mits the engine to be moved slightly when it is being realigned 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 215 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
10 of hose connecting the sea cock and sea water pump is 78 The
sea water pump MUST be connected directly to the intake or restrictive reducers or elbows
Sea water flow from the heat exchanger MUST be divided by a 12
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 installers 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 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
vessels keel or the tanks are distant from the engine
Plumbing for the fuel supply and fuel return should not restrict
fuel flow 516 00 tubing is mimimum and 38 00 tubing is
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 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 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 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 care are especially important at the time when the fuel tank is
installed because dirt left anywhere in the fuel lines or tank cause fouling of the 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 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 and should be of the fuel oil type
The fuel line plumbing from the tank to the engine be properly supported to prevent its chafing
The final connection to the engine should be through flexible fuel
hose to absorb engine movement and PANEL PROPULSION
The Westerbeke allelectric 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 instrument is lighted The allelectr 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 EQUIPMENT
All Westebeke engines are supplied prewired and with Never make or break connections while the engine is
running Carefully follow all instructions on the wir ing especially those relating to the wiring of loads 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 radios depth sounders etc
it is essential to have a complete separate system and to current for this by means of a second alternator output
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
10 for distances up to 10 feet
20 for distances up to 13 feet
30 for distances up to 16 A keyswitch is used to start and stop propulsion engine switches are used to start and stop generator
models
The throttle and shift lever should be connected to a Morse type
lever at the pilots station by sheathed cables following routine regarding bonds to insure
smooth cable operation
The singlelever type control gives clutch and throttle control
with full throttle range in the neutral position The twolever 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 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 in the gear selected Check the throttle control lever
fuel injection pump for full travel from idle to the full 12
FOR FIRST START
The engine is shipped ndry 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 Manual
NOTE Installation angles will effect the oil level readings on
the dipstick
2 Fill the marine transmission and Vdrive when applicable with
the correct lubricant according to the gear model as specified in the
engine technical manual or Manual
3 Fill the fresh water cooling system with a mixture of
antifreeze and fresh water a 5050 mixture is recommended for year
round use The mixture should be concentrated enough to 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 be checked for good coolant circulation to and from the engine
and that all air has also been purged from the domestic water to do so can result in an unexpected overheating
The surge tank on the engine should be maintained to within 112 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 38 n above the and battery is fully charged so that it is capable of the extra
effort that may be required on the first start
5 Fill fuel tank with clean diesel fuel oil No 2 diesel fuel
oil is recommended The use of No 1 is permissible but No 2 is pre
ferred because of its higher lubricant SYSTEM
The fuel injection system of a compression ignition engine depends
upon very high fuel pressure during the injection stroke to Relatively tiny movements of the pumping plungers produce
this pressure and if any air is present inside the high then this air acts as a cushion and prevents the and therefore fuel injection from being
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 13
BLEEDING PROCEDURES FOR WS2 lSKW WS8 20KW W70 2SKW WIOO AND 32KW
Initial Engine Startup 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 using the
manual priming pump on the secondary fuel filter
may prove futile andor 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 above procedures are basic for all initial engine startups or engines stopping due to lack of WS2 lSKW WS8 20KW
W70 2SKW WIOO AND 32KW
1 Open the bleed screw on the top inboard side of the 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 FOR STARTING
1 Check water level in expansion tank It should be 12 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 Vdrive when See that there is fuel in the tank and the fuel shutoff 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 THE ENGINE COLD
Most Westerbeke marine diesel engines are equipped with a cold
starting aid to ease in the starting of your cold 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 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 deenergize 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 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
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 Always be sure that the starter pinion has stopped again reengaging the starter otherwise the flywheel ring
gear or starter pinion may be 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 marine mechanic check your 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 generator unit imme
diately release preheat switch and depress stop switch if
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
necessary to add oil to compensate for the oil that is required to
fill the engines internal oil passages and oil filter Add oil
as necessary Check oil level each day of operation
4 Recheck Transmission Fluid level This applies only subsequent
to a fluid change or new In such a case stop the
engine after running for several minutes at 800 RPM with one shift
into forward and one into reverse then add fluid as necessary
Check fluid level each day of 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 170 190F and add water to within one
half to one inch of top of The system is pressurized when overheated and the pressure
must be released gradually if the filler cap is to be removed It is
advisable to protect the hands against escaping steam and turn the cap
slowly until the resistance of the safety stops is
felt Leave the cap in this position until all pressure is the cap downward against the spr ing to clear the safety stops
and continue turning until it can be lifted off
6 Warmup Instructions As soon as possible get the boat underway
but at reduced speed until water temperature gauge indicates
l30l50F 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 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 shutoff solenoid When the key is turned off the
engine will stop immediately Note Water temperature and oil
pressure gauges will continue to show a 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 17
OPERATING 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 Do not run engine at high RPM without clutch engaged
5 Never Race a Cold Engine as internal damage can occur due to ina
dequate oil Keep the engine and accessories clean
7 Keep the fuel clean Handle it with extreme care because water
and dirt in fuel cause more trouble and service life of the
injection system is reduced Maintain a good 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 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 RPM
1 Idle range 700 900 RPM
This will vary with installations due to harmonics and 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
TEN MUST IMPORTANT IMPORTANT
for your safety and your engines
1 Keep this Manual handy and read it whenever in doubt
2 Use only filtered fuel oil and check lube oil level daily
3 Check cooling water temperature frequently to make sure it is
between 170 and 190F
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
ATTENTION
After you have taken delivery of your engine it is important that
you make the following checks right after the first fifty hours of Note Check engine belt tensions periodically after start up New belts will
HOUR CHECKOUT INITIAL
Do the following
1 Retorque the cylinder Retorque the rocker bracket
nuts and adjust valve 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 connections nuts bolts
vee belt tensions etc Pay par
ticular attention to loose engine mounts and engine mount 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 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 12 and 1 inch of filler neck
Note with plastic coolant recovery tank keep level between ADD
and MAXI
3 Check transmission lubricant level and Vdrive 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 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 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 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 or sediment filter bowl and secondary oil fuel filter need be
cleaned more Check air intake silencer and insure that the inlet Change the transmission lubricant once a season or any time that
it becomes discolored or rancid smelling Commercial or work 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 Check engine coolant for proper freeze protection Drain and 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 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 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 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 Keep
one or two spares
8 Close off the air intake to the engine with a welloiled cloth
Note In some instances the intake silencer will have to be
removed to accomplish this Be sure to remove at Check belts on engine for good condition Order spares as needed
10 Fill fuel tanks Add additives to combat algae growth and Note Fuel additives with an alcohol base should not be used with
fuel systems having Racor fuel Shut off the fuel supply
12 Change transmission Boats being hauled for dry storage should have the propeller disconnected from the 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
ENGINE OVERHAUL
The following sections contain detailed to the proper operation of
the major components and systems of the are disassembly rework and for the guidance of suitable equipped
and staffed mar ine eng ine service and ties The necessary procedures should be
undertaken only by such operating are included
in the Operation Section of this manual
Any replacements should be made only with Disassembly 25
Engine Inspection and Repair 34
Engine Assembly Pressure 68
Engine Lubricating System 69
Fresh water Pump 75
Fuel System 78
Injection Pump 79
Fuel Injectors 8l
Fuel System 85
Technical Data 88
YOUR NOTES
ENGINE FOR 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 Place the engine on a suitable stand or bench for 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 EQUIPMENT AND PARTS
Remove parts in the following order
1 Remove the engine starting motor
2 Remove the transmission and related Remove the transmission damper
plate from the engine 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 Remove the engine bellhousing and circuit solenoid
mounting plate
7 Remove the engine flywheel
olTe boll derlate6
locKwilsher
NOTE Loosen the front crank ring
shaft pulley nut before remov
ing the flywheel
flywheel bolt
Remove engine 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
WUII
Mye sender lnit
in the elbow
11 Remove the thermostat cover
hose and thermostat Leave
temperature switch in Remove the fresh water circulating pump with connecting hoses and
formed tube to the exhaust tank
13 Remove the exhaust manifold
expansion tank in its entirety
Remove the return pipe on the
W100
14 Remove the air intake 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 14 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
Ixtraator
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 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 in the following order
1 Cylinder head rocker cover
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
9 Intake and exhaust vaIves
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 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
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 Rear oil seal Connecting rod bearing caps
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
NOTE If the piston pin is tightly fitted heat the piston head
with the aid of a hot plate or similar Main bearing caps
27 Main bearings
28 Thrust 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 33
ENGINE INSPECTION AND 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
Maximum permissible distortion
A B 010 rom 0004 in
C D E F 02S mm 0010 in
3 Check the insert for damage or cracks and if detected replace
with a new 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
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 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 Free length limit
Inner spring 420mm 1654in
Outer spring 529mm 2083in
WlOO
Inner spring 420mm 1654 in
Outer spring 436mm SflU8rel14SS liit
3 Check the squareness of valve
spring If it exceeds the
limit replace with a new one
Squareness Limit Inner spring 125mm O049in
Outer spring 137mm 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 the spring
must be replaced
NOTE Measure the spring ten
sion after compressing the
spring several times
Fitting tension
Inner Outer
Fitting length 378 mm 403 mm
1488 in 1587 in
Fitting tension limit 113 kg 301 kg
2492 lb 6636 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
Intake valve 8904 mm
0351 in
Exhaust valve 8884 mm
0350 in
WlOO
Intake valve 7867 mm
0310 In
Exhaust valve 7854 mm
0309 in
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
0127 mm 00050 in
hegJrt above 11J 5eJt
2 Check the protruding length of 065 16Smm
the valve guide If it is not
the correct it
protruding length
165 mm 065 Valve Guide
1 To remove the valve guide
press out the guide with the
valve guide installer tool i6talling too
49 0636 165 or its 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
Checking Valve Seat
1 Check the protruding length of the valve stem dimension L If
it exceeds the correct it as follows
Dimension L standard
W70 4805 mm 1892 in
WlOO 4804 mm 1891 in
When the dimension L is 005 mm 0 0020 in larger than the
standard it may be used as is
When the dimension L becomes 0515 mm 00200059 in larger
than the standard replace the valve and adjust the dimension L
to the standard by adding some washers 128 mm 10 39 mm OD
between the lower spring seat and cylinder head
t Adjust to a proper size
c
E E
When the dimension L becomes more than 15 mm 0059 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
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 45 30
Valve seat width 20 mm 20 mm
0079 in 0079 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 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
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 0016 0061 mm
00006 00024 in
Limit 007 mm 00028 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 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
remove IOClting dowels
IHfor lIillg
w ii
Maximum permissible distortion
1 2 010 mm 00039 in
3 4 5 6 025 mm 00098 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 xx direction
and the YY direction at each
of the three sections upper XXi6 Me ti1rvst direotion
middle and lower of each
cylinder
Cylinder liner bore
Standard W70 95025 95050 mm
37412 37422 in
Standard WlOO 92025 92050 mm
36231 36241 in
Wear Limit 020 mm 00079 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
0101 0 mm Cylinder liner
00040 0 in
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 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 10 30 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 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
NOTE Measure the piston here t
diameter at 90 degrees
to the pin bore
axis and 22 mm 0866 in for
the W70 or 23 mm 0906 in for
the WlOO from the piston
bottom
Piston Diameter
W70 94967 94993 mm
37381 37399 in
WlOO 91967 91993 mm
36208 36218 in
Piston to Liner Clearance
0032 0083 mm 00017 00028 in
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 030 mm 00118 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
15 mm 00591 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
002 10aJ9 I
Standard W70 1
0012 0039 mm I
00005 00015 in Standard WlOO
0014 0044 in
00006 00020 in
Limit 005 mm 00020 in
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
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 Connecting Rod
1 Check the side of the con
necting rod small end and large
end for cracks or damage
necessary
necting rod
replace
the con
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 005 mm per 100 mm 00020 in per 4 in
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
donnctinJ rod
rM pl8 test
End play limit
04 mm 00157 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 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 78 80 kgm 5641 5786 lbft
WlOO 76 83 kgm 5497 6003 lbft
Bearing clearance
Standard W70 0012 0031 mm 00005 00012 in
WlOO 0014 0044 mm 00006 00017 in
Limit 005 mm 00020 in
Checking Check the crankshaft for cracks
or other damage If necessary
replace the 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 T1399mm
Rz 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 75812 75825 rnrn 61112 61125 rnrn
in in
Undersize 0254 75558 75571 rnrn 60868 60871 rnrn
in in
Undersize 0508 75304 75317 mm 60604 60617 rnrn
in in
Undersize 0762 75050 75063 rnrn 60350 60363 mm
in in
W100 Main Journal W100 Crankpin
Standard 69812 69825 rnrn 57112 57125 rnrn
in in
Undersize 0254 69558 68571 rnrn 56868 56871 mm
in in
Undersize 0508 690304 69317 rnrn 56604 56617 rnrn
in in
Undersize 0762 69050 69063 rnrn 56350 56363 rnrn
in in
Wear limit 005 rnrn 005 rnrn
00020 in 00020 in
NOTE When grinding the crankshaft take care of the following
points
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 runout
crnks7i1ft rlJl7Ot
005 rom 00020 in
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
the thrust
oversized
0178 rom
0007 in
End play limit 040 rom 00157 in
Note Any crankshaft grinding should be done at a qualified
machine 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 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
110 117 kgm 80 85 Ibft
Bearing Clearance
Standard 0059 0090 rom 00023 00035 in
Limit 012 rom 00047 in
Checking 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 42478 mm 16724 in
WlOO 42485 mm 16727 in
3 Check the camshaft journal for wear If it exceeds the limit
replace the camshaft
Journal diameter Wear limit
51910 51940 mm 0008 mm
No 1 20437 20449 in 00003 in
51660 51690 mm 0008 mm
No 2 20339 20350 in 00003 in
51410 51440 mm 0008 mm
No 3 20240 20252 in 00003 in
51160 51190 mm 0008 mm
No 4 20142 20154 in 00003 in
4 Check the clearance between the camshaft journal and camshaft sup
port bore as follows
a Measure the camshaft journal diameter and camshaft b Calculate the clearance and replace the camshaft or if the clearance exceeds the limit
Clearance limit 0145 mm 00057 in
5 Check the camshaft alignment If it exceeds the limit replace
with a new one
Maximum allowable runout 008 mm 00031 in
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 64 95 kgm
46 69 Ibft
WIOO 62 70 kgm
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
030 rom 00118 Idler Gear Bushing and Spindle
1 Check the bushing and spindle for wear or damage and replace if
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 limit replace the
bushing or spindle
Clearance between bushing and
spindle
Standard 0034 0084 mm
00013 00034 in
Limit 015 mm 00059 Idler Gear Bushing
1 To remove the idler gear bushing press out the old bushing with a
suitable mandrel
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 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 23 32 kgm 17 23 lbft
End play standard 015 030 mm 00059 00118 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 010 020 mm 00039 00079 in
Backlash limit 030 mm 00118 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
Bend Limit 019 mm 00075 in
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
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
010 rom 00039 the Timing Gear Cover Oil Seal
1 Check the lip of the oil seal for wear or damage Replace as
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 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 Rear Oil Seal
1 Check the lip of the oil seal for wear or damage Replace as
Replacing Rear Oil Seal
I To remove the rear oil seal
strike out the old seal with a
suitable mandrel
tap a7d 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 approximately 3 mm so that the
seal does not touch the worn
down portion of the 52
ENGINE the following Be careful not to mix nuts and bolts Metric and SAE bolts are
used on various engine 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 eg 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 orings 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 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
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
chamberI WlOO
Front
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 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
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 Cap bolts
NOTE Make sure that the crankshaft rotates smoothly after
installing
Tightening torque 110 117 kgm 80 85 lbft
10 Rear oil seal 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 90 apart as shown in
figure
Place the top and second rings in the opposite direction against
the chamber
set ring gaps lit 90 pllU8 8 ItZI hlrI11r
ItntlI4 ctlWl 011 tqtJ tJf
Ihe I if1dcbtM by
il Puss t1f1f
ttom 8arile
OIiroe r
12 Connecting rod caps
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
13 Connecting rod cap bolts
Tightening torque
W70 82 90 kgm 59 65 lbft
WlOO 76 83 kgm 55 60 lbft
14 Tappets
NOTE Apply engine oil onto
the sliding face of the Camshaft and thrust plate
NOTE Apply engine oil onto
the camshaft journal and
bearing surfaces
Tightening torque
1 6 2 4 kgm
12 17 lbft
16 Idler gear spindle
NOTE Align the oil holes
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 Timing gear case
NOTE Align the end face of the timing gear case and cylinder
block
Cut off the excess gasket
Tightening torque
16 24 kgm 12 17 Ibft
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
23 32 kgm 17 23 Ibft
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 64 95 kgm 46 69 lbft
WlOO 62 70 kgm 45 51 lbft
23 Injection pump drive gear lock nut
NOTE Wedge a clean cloth between the injection pump drive gear
and idler gear
Tightening torque
40 70 kgm 29 51 Oil deflector on Timing gear cover
Use the oil seal puller and installer to aid in installing the
timing gear front engine cover
Tightening torque
16 24 kgm 12 17 lbft
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
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
16 23 kgm
12 17 lbft
30 Back torque
33 48 kgm 24 35 lbft
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 torque
flat of each
o o rlywhtel bolt
fiern
155 kgm 112 lbft
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 kgm 253 289 lbft
WIOO 39 42 kgm 282 304 Tubular dowel pins
34 Cylinder head gasket
35 Cylinder head
36 NOTE Make sure that the
pushrod seats securely in the
tappet Valve caps on top of valve stems
NOTE Make sure that the valve cap is installed squarely on the
valve stem
38 Rocker arm 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 118 125 kgm 85 90 lbft
WlOO 110 117 kgm 80 85 lbft
40 Adjust valve clearance
Adjust the No1 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 No4 5 7
and 8 valves The valves are
numbered 1 8 from front of
engine
When No1 cylinder is at top dead center
WlOO
Adjust the No1 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 No4 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 readjust
valves
The cylinder head holddown
bolts and valve adjustment r
should be rechecked again after
50 hours and periodically 0012 030mm cold
thereafter
Valve Clearance cold
Intake 03 mm 0012 in
Exhaust 03 mm 0012 in
Engine Equipment in the following order
1 Fresh water pump assembly
Tightening torque
16 24 kgm 12 17 lbft
2 Water return pipe on WlOO
3 Checking injection timing
a Remove the valve cover if already reinstalled
b Place piston No 1 at TDC 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 dttanae 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 TDC of No 1
piston by carefully rock
ing the crankshaft back
and forth Once this is
found rezero the dial
7fifWl
indicator
b 81
f Slowly turn the crankshaft in the opposite direction of nor
mal rotation until the indicator reads 0230 005 inches
BTDC for the WlOO or 0180 005 inchesfor the W70
It is advisable to go slightly more than 0230 0180 and
then return to that figure to remove gear lash The No 1
piston is now at 30 degrees BTDC
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
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
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 TDC The dial indica
tor on the valve stem should zero and the indicator on the
injection pump should show 1 mm 0039 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
0039 in
c After the adjustment tighten the injection pump holddown
nuts and then confirm again that the adjustment has been
done 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 22 rom 008 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
16 24 kgm 12 17 Ibft
7 Fuel injectors and return lines
NOTE The copper sealing washers should not be reused
Injector tightening torque
W70 60 70 kgm 43 51 Ibft
WIOO 16 24 kgm 12 17 Ibft
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
14 Alternator and bracket
15 Sea water pump belt
16 Alternator belt
17 High pressure fuel injector lines
18 Starting Damper plate to Transmission and related coolers and hardware as Adjust V belt tension
V belt deflection exerting
10 kg force
For new belt 9 11 mm
035 043 in
For used belt 10 12 mm
039 047 in
23 Install the exhaust manifold
expansion tank in its 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
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
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 Fill the engine cooling system with antifreeze mixture
37 Fill engine oil sump with lube oil API 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 67
CHECKING COMPRESSION Before measuring the compression pressure check the 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 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 300 kgcm 2 427 lbin 2 at 200 RPM
Limit 270 kgcm 2 384 lbin 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 kgcm 2 427 lbin 2 disassembly and repair are 68
LUBRICATING 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 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 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 of the engine Any damage to the engine due to
lack of adequate oil is the of the Gauges and alarms are provided to warn against loss of proper
engine oil pressure Monitoring of engine operating gauges is the
of the Engine oil capacity
Oil Sump W70 60 liters 63 USquarts
53 Imp quarts
WlOO 113 liters 119 USquarts
99 Imp quarts
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 check the lubricating system
Oil pressure
Greater than 38 kgcm 2
5404 Ibin 2 at 3600 RPM
NOTE Insure proper oil is being used that meets temperature
requirements and the API spec of CC or better
4 If the oil pressure drops below the specified safe minimum
pre s sur e of 0 3 0 1 kg cm 2 4 3 1 4 1 b in 2 an immediate
check should be Oil Pump
Remove in the following order
1 Oil pan
2 Oil pump set screw
3 Oil pipe attaching bolts
4 Oil Oil in the following 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 aring
c Spring
d Steel ball
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 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 03 mm 00118 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
03 mm 00118 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
015 mm 00059 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
Clearance limit 015 mm 00059 in
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
01 rnrn 00039 in
6 Check the relief valve for worn
plunger and fatigued spring
Spring free length
400 rnrn 161 Oil in the reverse order of 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
Cover tightening torque 08 1 2 kgm 58 87 lbft
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
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
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 in the reverse order of
removal
NOTE After installing the oil
cooler start the engine and
check for oil and water leaks
Replace the or ing and gasket
with new the oil cooler core for
clogs cracks and any damage If
necessary correct or replace them
Oil the oil filter with a suitable wrench
Apply engine oil on the oil filter oring
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 Jet W70
Remove in the following order
1 Oil pan
2 Oil pan upper block
3 Oil jet valve
Oil jet
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
in the reverse order of removal
FRESH WATER CIRCULATING 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 Water 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
SlIPportj
ri
8S f Water Pump
1 Check the bearings for roughness or excessive end play
2 Check the water pump body and impeller for cracks and Water 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
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 onethird 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 Water Pump
Install in the reverse order of removal
NOTE Use a new installing the water pump fill the system with coolant and
operate the engine to check for leaks
Adjust the V belt
Excessive amount of tension on the alternator V belt is frowned on
This can result in shortening belt life and that of the fresh pump
FUEL injection pump is Diesel Kikis type which is
compact light and of simple design that provides high turning off the engine switch key the supply of fuel into the com
bustion chamber is cut off to stop engine 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 fuel in the fuel tank is introduced into the fuel lines by the
injection pumps 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 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 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 nozzles 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 78
INJECTION PUMP
Should the injection pump require servicing it should be removed and
brought to a qualified injection pump servicing facility repairs in the field should not be 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 handheld 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 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
a The solenoid does not operate when the keyswi tch is turned
1 Are the engine batteries turned ON
2 Is the 20 amp circuit breaker set
3 Is 12 VDC present at the solenoid 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 80
FUEL in the following Fuel injection lines
2 Fuel return line attaching nuts and sealing washers
3 Fuel return line
4 Injectors
5 Copper sealing 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 Injection Nozzle
NOTE Test the nozzles using diesel fuel at approximate tem
perature at 20 C 6aF
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 and check the
injection starting pressure
Injection starting pressure
135 kgcm 2 1920 lbin 2
c If the fuel injection starting pressure is not wi thin the
adjust it
NOTE
W70 Adjust the starting pressure by replacing or adding shims
There are 27 shims available in increments of 004 mm from 05 mm
to 145 mm An increment of 004 mm causes the starting pressure
to rise by approximately 48 kgcm 2 6826 lbin 2
W100 Loosen the cap nut on the injector body and adjust by
turning the pressure adjusting screw with a 1 Tncrease the starting pressure to about 200 kgcm 2 2844
lbin 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
45 kgm 911 lbft
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
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
Good
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 kgcm 2
1635 lbin 2 which is 20 kgcm 2 280 lbin 2 lower than the
injection starting pressure If fuel does not drip from the
nozzle orifice under the pressure oil tightness is Dripping of fuel on the other hand is indicative of damage on
the needle valve or the valve body or poor contact between both
In that event both needle valve and valve body must be in the following Nozzle body
2 Adjusting seat
3 Spring
4 Magnetic filter 1 2 3 4 5 6 7
5 Spacer
6 Nozzle
7 Nozzle 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 Injector that the needle valve comes down into the valve seat by its
weight when it is pushed in the nozzle body about 18 mm 0708 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
in the reverse order of 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
80 100 kgm 58 72 lbft
WlOO Tighten the nozzle and cap nut to the specified torque
Nozzle nut torque 60 100 kgm 43 72 lbft
Cap nut torque 40 50 Kgm 29 36 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
60 70 kgm 43 51 lbft
WlOO injector holder tightening torque
16 24 kgm 12 17 lbft
FUEL SYSTEM 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
andor 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 andor air in Remove water andor bleed
fuel filters air Check system for
leaks and fuel tank for
water 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 andor
ing at sealing replace sealing washer
gasket in head
f Injection nozzle not Check nozzle and adjust as
operating properly needed
g Engine air intake Check air intake silencer
obstructed and air flow into engine
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 setting
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 Large amount of a Clogged fuel filter Replace fuel filter and
black exhaust bleed
smoke
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 andor 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
W70 ENGINE Four cylinder four stroke engine in line
water cooled overhead valve
Bore 950 mm 374 in
Stroke 1050 mm 413 in
Piston displacement 2977 cc 1817 cu ratio pressure
at 200 rpm
Standard 300 kgcm 2 427 lbin 2
Limit 270 kgcm 2 384 lbin 2
Limit of difference
between cylinders 30 kgcm 2 427 lbin 2
Valve clearance
Cold Eng ine
Intake 030 mm0012 in
Exhaust 030 mm0012 in
Cylinder head
Permissible distortion
of cylinder head surface 010 mm 0004 in
Valve timing
Intake valve opens 17 BTDC
Intake valve closes 47 ABDC
Exhaust valve opens 51 BBDC
Exhaust valve closes 13 ATDC
Valve seat
Valve seat angle
Intake 45
Exhaust 30
Valve seat width
Intake 20 mm 0079 in
Exhaust 20 mm 0079 in
Dimension L
Valve sinking
Standard 4805 mm 1892 in
Limit 4955 mm 1949 in
Valve guide
Protrusion from cylinder
head 165 mm 065 in
Stem to guide clearance
Standard intake 0038 0085 mm 00015 00033 in
Standard exhaust 0058 0105 mm 00023 00041 in
Limit 0127 mm 00050 in
Guide inner diameter 9018 9040 mm 0355 0356 Head diameter 404 406 mm 159 160 in
Head thickness
Standard 15 mm 0059 in
Limit 10 mm 0039 in
Face angle 45
Stem diameter
Standard 8955 8980 mm 0353 0354 in
Limit 8904 mm 0351 in
Head diameter 3740 3760 mm 147 148 in
Head thickness
Standard 15 mm 0059 in
Limit 10 mm 0039 in
Face angle 30
Stem diameter
Standard 8935 8960 mm 0352 0353 in
Limit 8884 mm 0350 in
Valve springouter
Free length
Standard 557 mm 2193 in
Limit 529 mm 2083 in
Fitting length 403 mm 1587in
Fitting load
Standard 324 342 kg 7143 7540 lb
Limit 301 kg 6636 lb
Squareness limit 137 mm 0054 in
Spring constant 216 kgmm 121 lbin
Valve springInner
Free length
Standard 441 mm 1736 in
Limit 420 mm 1654 in
Fitting length 378 mm 1488 in
Fitting load
Standard 121 133 kg 2668 2932 lb
Limit 113 kg 2492 lb
Squareness limit 125 mm 0049 in
Spring constant 202 kgmm 113 lbin
Rocker arm bore 15876 15896 mm 0625 0626 in
Rocker arm shaft
Outer diameter 15835 15860 mm 06234 06244 in
Clearance in rocker arm
Standard 0016 0061 mm 00006 00024 in
Limit 007 mm 00028 in
Tappet
Outer diameter 14224 14249 mm 05600 05610 in
Bore in cylinder block 14288 14319 mm 05630 05640 in
Clearance in cylinder
block bore
Standard 0039 0095 mm 00015 00037 in
Limit 010 mm 00039 in
Camshaft
Journal diameter
No 1 Front 51910 51940 mm 20437 20449 in
No 2 51660 51690 mm 20339 20351 in
No 3 51410 51440 mm 20240 20250 in
No4 Rear 51160 51190 mm 20142 20154 in
Wear Limit of
journal 0008 mm 00003 in
Cam elevation
Intake
Standard 42580 mm 1676 in
Limit 42478 mm 1672 in
Exhaust
Standard 42580 mm 1676 in
Limit 42478 mm 1672 in
Camshaft end play
Standard 0020 0180 mm 00008 00071 in
Limit 030 mm 00118 in
Camshaft runout
Limit 008 mm 00031 in
Camshaft support bore
Bore in cylinder
block
No 1 Front 52000 52030 mm 20473 20485 in
No 2 51750 51780 mm 20374 20386 in
No 3 51500 51530 mm 20280 20290 in
No 4 Rear 51250 21280 mm 20177 20189 in
Oil Clearance
Standard 0060 0120 mm 00024 00047 in
Limit 0145 mm 00057 in
Backlash between gears
Standard 010 017 mm 00039 00067 in
Limit 030 mm 00118 in
Idler gear end play 015 028 mm 00059 00118 in
Idler gear bushing
Inner diameter 44009 44034 mm 17327 17336 in
Idler gear spindle
Outer diameter 43950 43975 mm 17303 17313 in
Spindle and bushing
Clearance
Standard 0034 0084 mm 00013 00033 in
Limit 015 mm 00059 rod
Permissible bend or twist 005 mm per 100 mm 00020 in per 4 in
Side clearance
Standard 0239 0340 mm 00094 00134 in
Limit 040 mm 00157 in
Small end bore 30012 30033 mm 11816 11824 in
Piston pin and
small end bushing
clearance
Standard 0012 0039 mm 00005 00015 in
Limit 005 mm 00020 rod bearing
Bearing clearance
Standard 0036 0076 mm 00014 00030 in
Limit 010 mm 00039 in
Available undersize 0254 mm 001 in
bearing 0508 mm 002 in
0762 mm 003 in
Piston
Diameter 94967 94993 mm 37381 37399 in
Distance from bottom to
take measurement 220 mm 0866 in
Piston pin hole bore 29996 30008 mm 11809 11814 in
Ring groove width
Top 2433 2453 mm 00958 00966 in
Second 2423 2443 mm 00954 00962 in
Oil 4793 4813 mm 01887 01895 in
Piston and liner
clearance 0032 0083 mm 00017 00028 in
Piston ring
Thickness
Top 2363 2383 mm 00920 00938 in
Second 2363 2383 mm 00930 00938 in
Oil 4743 4763 mm 01867 01875 in
Side clearance
Top 0050 0180 mm 00020 00070 in
Second 0040 0080 mm 00016 00031 in
Oil 0030 0070 mm 00012 00028 in
Side clearance limit 030 mm 0118 in
End gap
Top 040 060 mm 00157 00240 in
Second 040 060 mm 00157 00240 in
Oil 040 060 mm 00157 00240 in
End gap limit 15 mm 00591 in
Piston pin
Diameter 29994 30000 mm 11809 11811 in
Clearance between
piston and pin o 0016 mm 0 00006 Main journal diameter
Standard 75812 75825 mm 29848 29853 in
Wear limit 005 mm 00020 in
Grinding limit 7505 mm 2955 in
Crankpin diameter
Standard 61112 61125 mm 24060 24065 in
Wear limit 005 mm 00020 in
Grinding limit 6035 mm 2376 in
Crankshaft end play
Standard 0140 0390 mm 00055 00154 in
Limit 040 mm 00157 in
Crankshaft run out
Limit 005 mm 00020 in
Main bearing
Bearing clearance
Standard 0059 0090 mm 00020 00037 in
Limit 012 mm 00047 in
Available undersize 0254 mm 0010 in
bearing 0508 mm 0020 in
0762 mm 0030 in
Cylinder block
Distortion limit 010 mm 0004 in
Cylinder liner
Inner diameter
Standard 95025 95050 mm 37412 37422 in
Wear limit 020 mm 00079 in
Liner protrusion
above cylinder block 0101 0000 mm 00040 00000 in
Flywheel to crankshaft
Runout limit static 020 rom 00079 SYSTEM
Oil pressure 38 kgcm 2 54 lbin 2
and more at 3600 rpm
Safe minimum pressure 03 01 kgcm 2
at idle 43 14 lbin 2
Oil capacity sump 60 lIters
63 US quarts
53 Imp API Service CC
Weight
27C 80F or over SAE 30
1 27C 30 80F SAE 20W
18 lC 0 30F SAE lOW
Oil pump
Outer rotor and
body clearance
Standard 014 025 mm 00055 00100 in
Limit 030 mm 00118 in
Clearance between
rotor lobes
Standard 004 015 mm 00016 00059 in
Limit 030 rom 00118 in
Rotor end float
Standard 004 010 mm 00016 00039 in
Limit 015 rom 00059 in
Clearance between
pump shaft and body
Standard 006 015 mm 00024 00079 in
Limit 010 rom 00039 in
FUEL SYSTEM
Idle speed 600 650 rpm
Fuel injection pump
Type Distributor type
Plunger diameter 100 rom 0393 in
Cam lift 22 mm 00866 in
Governor Mechanical type
Injection timing O TDC
Injection order 1 3 4 2
Injection nozzle
Type Throttle type
Nozzle diameter 08 rom 00315 in
Injection pressure 135 50 kgcm 2 1920 710 lbin 2
Glow plug
Type Sheathed type
Preheating method chamber preheating type
W70 TORQUE kgm head 118 125 85 90
Cylinder head cover rocker cover 03 045 2 3
Connecting rod cap 82 90 59 65
Main bearing cap 110 117 80 85
Camshaft thrust plate 16 24 12 17
Camshaft gear 64 95 46 69
Idler gear 23 32 17 23
Injection pump drive gear 40 70 29 51
Rocker arm assembly 11 0 117 80 85
Timing gear case 16 24 12 17
Timing gear cover 16 24 12 17
Rear oil seal cap 15 20 11 15
Oil pan 16 23 12 17
Oil pump cover 08 12 6 9
Oil pump pipe 08 12 6 9
Fresh water pump 16 24 12 17
Crankshaft pulley 350 400 253 289
Glow plug 10 15 7 11
Injector to head 60 70 43 51
Injection nozzle to body 80 100 58 72
Injection pipe flare nut 25 30 18 22
Intake manifold 16 24 12 17
Exhaust manifold 16 24 12 17
Back plate 33 48 24 35
Flywheel 131 190 95 137
Damper 19 27 14 20
UNLESS OTHERWISE 6T
6mm boltnut 07
10 5 7
8mm boltnut
10mm boltnut
16
12 17
32 23
12mm boltnut 56 82 41 59
14mm boltnut 77 105 56 76
Grade 8T and 88
6mm boltnut 8 12 6 9
8mm boltnut 18 27 13 20
10mm boltnut 37 55 27 40
12mm boltnut 64 95 46 69
14mm boltnut 104 140 75 101
Grade 5 capscrew
14 UNC 12 15 9 11
14 UNF 15 18 11 13
516 UNC 25 28 18 20
516 UNF 29 32 21 23
38 UNC 37 46 28 33
38 UNF 41 48 30 35
716 UNC 61 68 44 49
716 UNF 69
76 50 55
12 UNC 101 68 73
12 UNF 101 111 73 80
WIOO ENGINE Six cylinder four stroke engine in line
water cooled overhead valve
Bore 920 rom 362 in
Stroke 1016 mm 400 in
Piston displacement 4052 cc 2473 ratio pressure
at 200 rpm
Standard 300 kgcm 2 427 Ibin 2
Limit 270 kgcm 2 384 Ibin 2
Limit of difference
between cylinders 30 kgcm 2 427 Ibin 2
Valve clearance
Cold Engine
Intake 030 rom0012 in
Exhaust 030 mm0012 in
Cylinder head
Permissible distortion
of cylinder head surface 010 mm 0004 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 20 mm 0079 in
Exhaust 20 rom 0079 in
Dimension L
Valve sinking
Standard 4804 rom 1891 in
Limit 4954 rom 1950 in
Valve guide
Protrusion from cylinder
head 165 mm 065 in
Stem to guide clearance
Standard intake 0038 0089 mm 00015 00035 in
Standard exhaust 0051 0102 rom 00020 00040 in
Limit 0127 rom 00050 in
Guide inner diameter 7988 8014 mm 0315 0316 Head diameter 404 406 rom 159 160 in
Head thickness
Standard 17 rom 0067 in
Limit 10 rom 0039 in
Face angle 45
Stem diameter
Standard 7925 7950 rom 0312 0313 in
Limit 7867 mm 0310 94
Head diameter 3587 3613 mm 141 142 in
Head thickness
Standard 15 mm 0059 in
Limit 10 rom 0039 in
Face angle 30
Stem diameter
Standard 7912 7937 mm 0311 0312 in
Limit 7854 mm 0309 in
Valve springouter
Free length
Standard 459 mm 1807 in
Limit 436 rom 1717 in
Fitting length 403 mm 1587 in
Fitting load
Standard 324 342 kg 7143 7540 Ib
Limit 301 kg 6636 Ib
Squareness limit 1 37 mm 0054in
Spring constant 320 kgmm 179 Ibin
Valve springInner
Free length
Standard 441 mm 1736 in
Limit 420 rom 1654 in
Fitting length 378 mm 1488 in
Fitting load
Standard 121 133 kg 2668 2932 Ib
Limit 113 kg 2492 Ib
Squareness limit 125 mm 0049 in
Spring constant 202 kgmm 113 Ibin
Rocker arm bore 15876 15896 mm 0625 0626 in
Rocker arm shaft
Outer diameter 15835 15860 mm 06234 06244 in
Clearance in rocker arm
Standard 0016 0061 mm 00006 00024 in
Limit 007 mm 00028 in
Tappet
Outer diameter 14224 14249 mm 05600 05610 in
Bore in cylinder block 14288 14319 mm 05630 05640 in
Clearance in cylinder
block bore
Standard 0039 0095 mm 00015 00037 in
Limit 010 mm 00039 in
Camshaft
Journal diameter
No 1 Front 51910 51940 rom 20437 20449 in
No 2 51 660 51690 rom 20339 20351 in
No 3 51410 51 440 mm 20240 20250 in
No4 Rear 51160 51190 mm 20142 20154 in
Wear Limit of
journal 0008 mm 00003 in
Cam elevation
Intake
Standard 42587 mm 1677 in
Limit 42585 mm 1677 in
Exhaust
Standard 42587 mm 1677 in
Limit 42485 mm 1673 in
Camshaft end play
Standard 0020 0180 mm 00008 00071 in
Limit 030 mm 00118 in
Camshaft runout
Limit 008 mm 00031 in
Camshaft support bore
Bore in cylinder
block
No 1 Front 52000 52030 mm 20473 20485 in
No 2 51750 51780 mm 20374 20386 in
No 3 51500 51 530 mm 20280 20290 in
No 4 Rear 51250 21280 mm 20177 20189 in
Oil Clearance
Standard 0060 0120 mm 00024 00047 in
Limit 0145 mm 00057 in
Backlash between gears
Standard 010 020 mm 00039 00079 in
Limit 030 mm 00118 in
Idler gear end play 015 028 mm 00059 00118 in
Idler gear bushing
Inner diameter 44009 44034 mm 17327 17336 in
Idler gear spindle
Outer diameter 43950 43975 mm 17303 17313 in
Spindle and bushing
Clearance
Standard 0034 0084 mm 00013 00033 in
Limit 015 mm 00059 rod
Permissible bend or twist 005 mm per 100 mm 00020 in per 4 in
Side clearance
Standard 0239 0340 mm 00094 00134 in
Limit 040 mm 00157 in
Small end bore 31763 31788 mm 12505 12515 in
Piston pin and
small end bushing
clearance
Standard 0014 0044 mm 00006 00017 in
Limit 005 mm 00020 rod bearing
Bearing clearance
Standard 0036 0076 mm 00014 00030 in
Limit 010 mm 00039 in
Available undersize 0254 mm 001 in
bearing 0508 mm 002 in
0762 mm 003 in
Piston
Diameter 91967 91993 mm 36207 36218 in
Distance from bottom to
take measurement 230 mm 09055 in
Piston pin hole bore 31745 31757 mm 12498 12503 in
Ring groove width
Top 2433 2453 mm 00958 00966 in
Second 2423 2443 mm 00954 00962 in
Oil 4793 4813 mm 01887 01895 in
Piston and liner
clearance 0032 0083 mm 00017 00028 in
Piston ring
Thickness
Top 2363 2383 mm 00920 00938 in
Second 2363 2383 mm 00930 00938 in
Oil 4743 4763 mm 01867 01875 in
Side clearance
Top 0050 0180 mm 00020 00070 in
Second 0040 0080 mm 00016 00031 in
Oil 0030 0070 mm 00012 00028 in
Side clearance limit 030 mm 0118 in
End gap
Top 035 055 mm 00138 00217 in
Second 035 055 mm 00138 00217 in
Oil 035 055 mm 00138 00217 in
End gap limit 15 mm 00591 in
Piston pin
Diameter 31744 31749 mm 12498 12500 in
Clearance between
piston and pin o 0016 mm 0 00006 Main journal diameter
Standard 69812 69825 mm 27485 27491 in
Wear limit 005 mm 00020 in
Grinding limit 6905 mm 2718 in
Crankpin diameter
Standard 57112 57125 mm 22485 22491 in
Wear limit 005 mm 00020 in
Grinding limit 5635 mm 2218 in
Crankshaft end play
Standard 0140 0390 mm 00055 00154 in
Limit 040 mm 00157 in
Crankshaft run out
Limit 005 mm 00020 in
Main bearing
Bearing clearance
Standard 0059 0090 mm 00020 00037 in
Limit 012 mm 00047 in
Available undersize 0254 mm 0010 in
bearing 0508 mm 0020 in
0762 mm 0030 in
Cylinder block
Distortion limit 010 mm 0004 in
Cylinder liner
Inner diameter
Standard 92025 92050 mm 36231 36241 in
Wear limit 020 mm 00079 in
Liner protrusion
above cylinder block 0101 0000 mm 00040 00000 in
Flywheel to crankshaft
Runout limit static 020 mm 00079 SYSTEM
Oil pressure 38 kgcm 2 54 Ibin 2
and more at 3600 rpm
Safe minimum pressure 03 01 kgcm 2
at idle 43 14 Ibin 2
Oil capacity sump 113 liters
119 US quarts
99 Imp API Service CC
Weight
27C 80F or over SAE 30
1 27C 30 80F SAE 20W
18 Ie 0 30F SAE lOW
Oil pump
Outer rotor and
body clearance
Standard 014 025 mm 00055 00100 in
Limit 030 mm 00118 in
Clearance between
rotor lobes
Standard 004 020 mm 00016 00079 in
Limit 030 mm 00118 in
Rotor end float
Standard 004 010 mm 00016 00039 in
Limit 015 mm 00059 in
Clearance between
pump shaft and body
Standard 006 015 mm 00024 00079 in
Limit 010 mm 00039 in
FUEL SYSTEM
Idle speed 550 600 rpm
Fuel injection pump
Type Distributor type
Plunger diameter 110 mm 0433 in
Cam lift 20 mm 00787 in
Governor Mechanical type
Injection timing O TDC
Injection order 1 5 3 6 2 4
Injection nozzle
Type Throttle type
Nozzle diameter 08 mm 00315 in
Injection pressure 135 50 kgcm 2 1920 710 Ibin 2
Glow plug
Type Sheathed type
Preheating method chamber preheating type
W100 TORQUE kgm head 110 117 80 85
Cylinder head cover rocker cover 03 045 2 3
Connecting rod cap 76 83 55 60
Main bearing cap 110 117 80 85
Camshaft thrust plate 16 24 12 17
Camshaft gear 62 70 45 51
Idler gear 23 32 17 23
Injection pump drive gear 40 70 29 51
Rocker arm assembly 110 117 80 85
Timing gear case 16 24 12 17
Timing gear cover 16 24 12 17
Rear oil seal cap 15 20 11 15
Oil pan 16 23 12 17
Oil pump cover 08 12 6 9
Oil pump pipe 08 12 6 9
Fresh water pump 16 24 12 17
Crankshaft pulley 390 420 282 304
Glow plug 10 15 7 11
Injector to head 16 24 12 17
Injector cap nut 40 50 29 36
Injection nozzle to body 60 100 43 72
Injection pipe flare nut 25 30 18 22
Intake manifold 16 24 12 17
Exhaust manifold 16 24 12 17
Back plate 33 48 24 35
Flywheel 131 190 95 137
Damper 19 27 14 20
UNLESS OTHERWISE 6T
6mm boltnut 07 10 5
8mm boltnut 16 23 12
10mm boltnut 32 47 23
12mm boltnut 56 82 41 59
14mm 8T and 88
77 105 56 76
6mm boltnut 8 12 6
8mm boltnut 18 27 13
10mm boltnut 37 55 27
12mm boltnut 64 95 46
14mm boltnut 104 140 75 101
Grade 5 capscrew
14 UNC 12 15 9 11
14 UNF 15 18 11 13
516 UNC 25 28 18 20
516 UNF 29 32 21 23
38 UNC 37 46 28 33
38 UNF 41 48 30 35
716 UNC 61 68 44 49
716 UNF 69 76 50 55
12 UNC 94
101 68 73
12 UNF 101 111 73 80
YOUR NOTES
OTHER OVERHAUL
CONTENTS SECTION PAGE
MARINE ENGINE ELECTRICAL SYSTEM Q
Activation by Keyswitch 1980 onwards 102
COOLING SYSTEM EXTERNAL R S
Type HBW Short Profile Sailing Gear 113
Warner Hydraulic 122
Paragon Hydraulic 127
Walter Vdrive 13l
SECTION Q
MARINE ENGINE ELECTRICAL SYSTEM
ACTIVATION BY system is supplied on most Westerbeke engines 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 rightmost momentary is maintained to the instruments fuel solenoid or fuel lift
pump if supplied and to other electrical devices via the ON position
of the which have a fuel solenoid may be turned off via the with mechanical fuel lift pumps or no fuel solenoid are stopped
by pulling a stop cable Some models have a combined 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 The builderowner must ensure that the instrument panel
wiring and engine are installed so that electrical devices cannot come
in contact with sea water
The latest information regarding your 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
SECTION Q
ACTIVATION BY KEYSWITCH
SCHEMATIC DIAGRAM
12VDC 8ATERY 8ATTERY RETURN
WI RI N G DI AGRAM
Rev F
SEE NOTE eo
w T5ENOER
WATER TEMPT
SwriCI1 OIL PRES5uRE
WITCH ALTERNATOR
AARM
I FUEL SOL I
OPTIONAL
SPLITTER
I wLWZ 3 I
w 2 W8 W70 wtOO
IF eQuIPPED
0
I 2 OPTIONL
L AMMETER
PREHEAT SOL
SEENOTEe
OPSENOER
PREHEATER
PUA 12
BLK IO
NOT USED ORN
SERIES 15 ALTERNATOR
12VOLT OAMP
A glowplug can be checked for
an open circuit fault by using a
circuit tester and checking the
continui ty between the posi ti ve
terminal on top of the glowplug and
the cylinder head If there is the glowplug should SHUTOFF solenoid is located on the
injection pump top near the rear
When the keyswitch is off the
solenoid releases the plunger and a
spr ing forces the plunger down to
stop the flow of fuel through the
injection pump When the switch is Magnet valve
on the solenoid is activated and
pulls the plunger up to allow fuel Oring
to be inj ected I f the solenoid Spring
does not appear to operate pro
perly check the wiring check for the flow of current
to the solenoid If the normal then the solenoid is
probably defective and should be
replaced as a voltmeter can be a useful instrument in determining the status of
your electrical system and warn you when an abnormality occurs The
voltmeter will indicate differently depending when the readings charged batteries that are in a static state should read between
123 and 126 volts on the dial The term static means that the bat
tery has not been charged or discharged for at least 2 hours If the
reading is between 11 and 115 volts then the battery is about and should be charged to insure its usefulness I f the
engine is started and the needle does not go up this would indicate
that no charge is being delivered to the the battery is being charged the needle should be between 126
and 13 volts The needle may move up to about the 146 volt range
toward the end of the charge cycle at which time the needle drops
back to the 126 to 13 volt range as voltage regulation controls If the battery voltage exceeds 15 volts this indicates
that the battery is being overcharged and will damage the battery if
left unchecked The voltage regulator is most likely at fault
When the battery is being charged having electrical loads placed
upon it and no charging current applied it is normal for the needle
to indicate between 114 and 126 tachometer is operated by pulses generated from anyone of the
al ternator phases The pulse frequency is determined by the rota
tional speed of the alternator rotor The rotor speed is the engine crankshaft speed and the RATIO of the to the crankshaft pulley The
tachometer in an is calibrated by Westerbeke for the standard alternator if an
optional alternator ie 90 amp is used to operate the calibration should be checked Also when a tachometer is
replaced the new instrument must be CAUTION
WHEN CALIBRATING THE TACHOM
ETER USE A PHILLIPS SCREW
DRIVER WITH AN INSULATED SHAFT
1 Use a motor tester with an RPM indicator another tachometer or a
strobotach to determine the speed of the crankshaft turning
2 Remove the plastic plug and flatwasher located on the rear of the
Insert an insulated Phillips screwdriver into the calibration
control slot and slowly turn to increase the RPM
reading clockwise to decrease reading direction of screw as
viewed from the rear of the tachometer case An accurate
calibration setting is more easily achieved at the higher side of
the dial scale
4 Replace plastic plug and refer to the Service Bulletin Section at the rear of the manual
as there are several that relate to the electrical system
WIRING DIAGRAM 90 AMP WHITE LINE f
I IGN SWITCH
TO RUN SWITCt1
FOR DIESEL ENGI NE5
VOLT SENSE
BATTERY TERMINAL ONLY
BEING CHARGE SEE NOTE
OUTPUT
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 POINT ALTERNATOR WILL NOT CHECKING ALTERNATOR AFTER HOOKUP
LINE 1 122 128V 122 128V 140 150V
LINE 2 0 30 50V 140 150V
OUTPUT 122 128V 122 128V 140 150V
IGN OFF ENGINE NOT ENGINE RUNNING
ENGINE NOT RUNNING 1500 RPM
RUNNING IGN ON
SECTION R
COOLING SYSTEM EXTERNAL
1 marine diesel engines are equipped with fresh Transfer of heat from engine fresh water to sea water by a heat exchanger similar in function
to an Sea water flows through the tubes of the heat 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
bypass 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 pump gear pump in certain special cases Normally the pump
draws sea water directly from the ocean via the seacock and sea Sometimes a transmission oil cooler or perhaps a Vdrive
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 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 exhaust back pressure
4 SEA WATER PUMP
The sea water pump is self prmng and positive displacement It is a
rotary pump with a nonferrous 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 and impeller cover gasket aboard
5 SEA WATER PUMP IMPELLER following instructions are general and indicative only where applicable may be packaged with your 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
ENGINE FRESH WATER
It is preferable to fill your engine with a 50 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 boils at a higher temperature than water giving 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 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 At this time when water flows through the external 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 thermostats are of two types One is simply a which opens and closes as the engine temperature rises and
falls The second type has a bypass mechanism Usually this is a
disc on the bottom of the thermostat which moves downward to close off
an internal bypass passage wi thin the head Both types of from 1980 onwards have a hole punched through them to serve
as a bypass while the engine is warming up This in the exhaust manifold during engine thermostats must be equal in this
design 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 bypass 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 oil carries heat away from the engine bearings and 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 TRANSMISSION OIL transmissions require oil cooling In these cases
oil cooler is usually cooled by sea sea water enters this cooler after exiting the but not always
11 EXHAUST MANIFOLD EXTRUDED 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 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 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 Examine all parts for defects corrosion and wear and replace as
needed
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 1012 lbft
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 1012 lbft
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 810 lbft
4 Reinstall the exhaust connections and plug into the manifold
using 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 Drawing is indicative only Specific models may vary in detail
OGXHAlJ5T
SnTEM
KGKG OIL
SEA WA1GR
trRSH m41ER
SINGLE PASS Drawing is indicative only Specific models may vary in detail
EvGlNOU
IVAIR
FRaH WAR
SECTION S
HBW SHORT PROFILE SAILING BRIEF Type HBW Short Profile Sailing Gears are equipped with a positive
ly driven mechanically operated helical gearing system The multipledisc clutch requires only minimum effort for making the transmission sui table
for singlelever 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 aluminum alloy chromized for improved sea and optimum adhesion of paint
The transmissions are Maintenance is restricted
to oil level checks see 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
axis Amply dimensioned cooling ribs ensure good heat dissipation 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 shaft for actuating the multipledisc 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 lowcarbon alloy steel The multispline driving 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 Vdrive model
4 MULTIPLEDISC CLUTCH INCLUDING OPERATION POWER TRAIN
The engine torque is applied to the input shaft 36 in the 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
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 clutch system mounted on the output shaft
The thrust force required for obtaining positive frictional 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 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 60 need merely be displaced axially by a shifting fork until
the arresting force has been overcome Then the actuating sleeve 60
is moved automatically by the springloaded pins while the external
disc carrier which follows this movement is rotated by the fric
tional forces exerted by the clutch discs and the shifting operation
is completed as described above
Power flow in lever position
5 SHAFT the input and the output shafts are carried in amply roll intermediate gear and the movable gears are carried in sturdy
needle roller SHAFT sealing of the input and output shafts is provided by rings The running surface on the shafts is transmissions are
The bearings supplied with splash oil and oil DELIVERY safety reasons the gearbox is NOT filled with oil for shipment
The actuating lever is mounted on the actuating leaving the factory each transmission is subjected to a test
run with the prescribed ATF oil The residual oil remaining in the
after draining acts as a preservative and protection against corrosion for at least 1 year if the units
are properly stored
2 PAINTING THE COVER THE RUNNING SURFACES AND SEALING LIPS OF THE RINGS ON BOTH SHAFTS BEFORE PAINTING Make certain that the
breather hole on the oil filler screw is not closed by the plates should remain clearly legible
3 CONNECTION OF GEARBOX WITH ENGINE
A damping plate between the engine and the to compensate for minor alignment errors and to protect the input
shaft from external forces and loads Radial play should be at least
05 mm
4 SUSPENSION OF ASSEMBLY IN THE BOAT
To protect the gearbox from detrimental stresses and loads be made for elastic suspension of the assembly
in the boat or craft
The oil drain plug of the gearbox should be conveniently POSITION OF GEARBOX IN THE BOAT
The inclination of the gearbox uni t in the direction of the shafts
should not permanently exceed an angle of 20 degrees 15 degrees for
the Vdrive model See gearbox can also be mounted wi th the output shaft in the Interchange the oil dipstick and the oil drain plug in
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
05 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 if the lever travel is shorter proper gear engagement might
be impeded which in turn would mean premature wear excessive and resulting damage
Do not remcve
loosen Oil cnpstlCi
11 mm width across flats
di1tame of
iwar 00 mm
The position of the cover plate underneath the actuating lever to ensure equal lever travel from neutral position to
A and B Therefore do not loosen the capscrews mounting Removal or disturbing of the shift cover will void all
warranty by installing the gearbox make certain that shifting is not impeded
eg by restricted movability of the cable or rod linkage by
unsuitably positioned guide sheaves too small bending radius etc
7 should be taken that the compartment is INITIAL the gearbox wi th automatic transmission fluid The oil level
should be the index mark on the dipstick see 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
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 oring seal
2 OPERATING maximum permissible temperature of the transmission oil is l30C
I f this temperature is to be exceeded an optional oil cooler 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 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 changing should be smooth not too slow and continuous Direct changes from forward to reverse are since the multipledisc
clutch permits gear changing at high
RPM including sudden reversing at top speeds in the event of danger
4 OPERATION WITHOUT of the propeller without load eg while the boat is
sailing being towed or anchored in a river as well as idling of the
engine with the propeller stopped will have no detrimental effects on
the of the propeller shaft by an additional brake is not locking is possible by engaging the reverse gear Do not sail
while engaged in forward
5 LAYUP 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 Protect the input shaft and the output flange by means of
an anticorrosive coating if required
6 PREPARATION FOR REUSE
Drain the transmission of all oil and refill to the proper level with
the prescribed TRANSMISSION OIL
To ensure troublefree operation of the clutch use only 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
2 OIL QUANTITY
HBW 5 approximately 04 liter
HBW 10 approximately 06 liter
HBW 20 approximately 08 liter
HBW 50 approximately 03 liter
HBW 100 approximately 035 liter
HBW 150 approximately 055 liter
HBW 150V approximately 10 liter
HBW 220 approximately 075 liter
HBW 250 approximately 075 liter
HBW 360 approximately 140 liter
HBW 360A approximately 150 liter
HBW 400 approximately 200 liter
HBW 450 approximately 180 liter
Use the index mark on the dipstick as a OIL LEVEL CHECKS
Check the oil level in the transmission daily Correct oil level is
the index mark on the dipstick see item 1 under OPERATION Always
use the same oil grade when topping up
4 OIL the oil for the first time after about 25 hours of 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 the zero position of the operating lever on the and of the actuating lever on the gearbox
on this occasion
The minimum lever travel from the neutral position to the OA OB should be 35 mm for the outer and 30 mm for the
inner pivot point Make certain that these minimum values are Check the cable or rod linkage for easy movabili ty see
item 6 under 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
WARNER engines are also furnished wi th Warner hydraulic direct
drive and reduction gear 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 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 the regulator valve the oil is directed through the proper cir
cui ts to the bushings and antifr 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 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 with a flange for connecting to the propeller shaft
2 CONTROL LEVER POSITION
The posi tion of the control lever on transmission when in 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
andor ball is permanently removed or if the the control lever is
changed in any manner or repositioned or if linkage between 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 properties of the oil used in the transmission are to the proper function of the hydraulic system Therefore
it is extremely important that the recommended oil fluid ATF Type A be used
NOTE Be sure the cooler is properly installed and the oil before cranking or starting the engine
4 CHECKING OIL LEVEL
The oil level should be maintained at the full mark on the 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 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 after the engine has been shut off and again after the
engine has been stopped for more than one hour overnight A noticeable increase in the oil level after this indicates that the oil is
draining from the cooler and cooler
lines The external plumbing should be changed to prevent any 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 engine speed
7 NEUTRAL
Move the shift lever to the center position where the spr 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 of power transmission is insured
8 FORWARD
Move the shift lever to the extreme forward position where the ball enters the chamfered hole in the side of the shift lever
and properly locates lever in forward position
9 REVERSE
Move transmission shift lever to the extreme rearward position where
the spr ingloaded ball enters the chamfered hole in the side of the
shift lever and properly locates it in the reverse sail with the propeller turning or at trolling speeds with one
of two engines shut down the design of the gear maintains and COOLING 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 from the cooler passages The cooler and hose should be
thoroughly flushed or replaced in the event a failure has 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 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 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 is possible for cross leaks to occur inside the cooler to flow into the water or water flow into the oil
ROUTINE CHECKS AND 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 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 COOLER CONNECTIONS Check water lines oil lines and leakage Make sure lines are securely fastened to
CHANGING OIL A seasonal oil change is recommended in Work boats require more frequent changes Change oil any time
the oil becomes contaminated changes color or becomes TRANSMISSION FLUID Automatic transmission fluids are use in all 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 STORAGE
1 Drain water from transmission oil cooler This will prevent
freezing in cooler climates and prevent harmful deposits from
CHECKS
1 Check coupling alignment each time a transmission is replaced in
the boat
2 Check shift linkage adjustment to insure that the transmission
shift lever is 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 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 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 Check fluid level at operating 126
PARAGON installation instructions below are for use when the has been removed for servicing and must be when the transmission unit is to be
adapted as nonoriginal 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 rotation of
the engine is a left hand rotation
A letter R or L appearing on the transmission serial number 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 Insert two 312 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
312 studs Install and tighten the two remaining bolts with
lockwashers through the transmission housing flange
The transmission and propeller shaft coupling must be before the propeller shaft is connected to the order to avoid vibration and consequent damage
to the and boat hull during operation To align the coupling move
the propeller shaft with attached coupling flange toward so that the faces of the propeller shaft coupling flange
and transmission shaft coupling flange are in contact The faces should be in contact throughout their entire 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 bolts and recheck the alignment of the coupling before bolting
the coupling flanges together Connect the coupling flanges wi th
bolts lockwashers and the oil cooler lines to the 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 Move the cockpit control hand lever to forward and 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 when the hand lever is in the neutral the oil dipstick and fill the transmission with
Type fluid to the mark on the dipstick Replace the dipstick
in the transmission housing
2 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 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 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 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 entering the clutch piston or reverse band piston and the pro
peller shaft remains 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 STARTUPS THE TRANSMISSION OIL LEVEL
MAY BE CHECKED BEFORE RUNNING THE ENGINE WHEN ENGINE OIL IS
CHECKED
C Start the engine again with the transmission in NEUTRAL and
allow the engine to warm up to operating 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
The transmissions are units the engine lubricating systems The units are lubricated by
pressure and by splash from its own oil The type of oil Transmission Fluid Type An commonly used for in 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 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 to the mark on the dipstick to ensure proper operation of 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 plugs are located at the bottom of the reverse gear housing and
the reduction gear No adjustment is necessary for the FORWARD disc clutches and the reverse band is to com
pensate for lining wear so that no external reverse band adjustment
is 129
YOUR NOTES
WALTER ALIGNMENT DIRECT COUPLED MODELS
Install the propeller shaft flange on
to the propeller shaft and tighten the two
clamping bolts on the spli t hub none on A selflocking 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 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 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 the pilot diameters of the gear FLANGE 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 is obtained Turn the propeller shaft flange 14 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 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 14 turn increments and repeat the procedure The must be rechecked to ensure that they still engage the two flanges together with the
heat treated bolts and spe
cial high collared lockwashers ALIGNMENT INDEPENDENT MODELS
The engine must be adjusted so that the alignment of the is within 3 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 lS 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 RVlODs 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 14 of a turn and measure to the same
joint The four distances must be equal within lS Do not measure
to the joint end that is
on the spool adapter
This distance will not
vary with misalignment
since the joint is
3fr bol ted and cannot move
Put the 13lA alignment
gauge on the machined
diameter of
SPlINEO
CcNCTING
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 VDRIVE the spline shaft in the
oil seal Remeasure
the joints to see if
they are still parallel within lS It is
important that both alignments be It is possible for the spline shaft lCJ
be perfectly centered and the flexible joint
to be out more than 3 Premature failure of the
126 selfaligning 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 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 RVlO A selflocking 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 Vdrives are supplied with 3way brackets 2way on the RVlO and RV20 as
standard equipment The brackets must face down
ward as shown in the illustration to propeller thrust The mounting plates can
be removed and reversed to fit wider engine bed
centers Before installing the Vdrive 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 Vdrive 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 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
flange alignment Accurate alignment will ensure a smooth train and eliminate many problems that arise due to Final alignment should not be
attempted until the boat has been
allowed to settle in the water Adjust the Vdrive until the of the gear shaft flange and the propeller shaft flange
engage freely Butt the flange faces together Without 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 If a thicker gauge can be inserted at any point the Vdrive
must be readjusted until proper alignment is obtained Turn the pro
peller shaft flange 14 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 Rotate the propeller shaft flange in two more 14 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 the set screws from the brackets none on RVlO or RV20 spot
drill and securely tighten Recheck the flange alignment to make sure
the Vdr i ve did not move out of alignment Secure the two 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
RV30 RV40 AND SWITCH CONNECTIONS
Hook up the water lines to the two pipe connections on the and exhaust lines are Generally one line
from the seacock to the Vdrive and another from the Vdrive to the
intake of the engine water circulating pump are utilized In some
cases scuppers through the hull are connected to and from the Vdrive
to provide independent watercooling and are actuated by the movement
of the water Wi th closed cooling systems the Vdr i ve should be
into the system between the cooler and the suction side
of the water pump Proper operating temperatures are from 140 to
l80F although safe operating temperatures may be as high as 2l0F
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 Vdrive or engine either terminal may be used for the
ground
OIL FILL
Pullout the 21 oil level the 12 breather cap and fill the
Vdrive with SAE 30 motor oil through the MToER DRAIN
12A breather elbow On the RVlO 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 oil capacities The amount
varies with the angle of 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 is supplied with each Vdrive for K J lubrication and breakin It provi WATER DRAIN
des protection against scoring or galling
of gears bearings and other moving parts
Addi tional Molykote after breakin 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
RVlO RV20 RV30 RV40 RV48
Oil capacity 1 pint 2 pints 3 pints 4 pints 4
DEALER PREPARATION
The propeller shaft and engine alignment must be checked 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 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 coupling connected Damage to the shaft shaft log and Vdrive
can result
A pressure drop warning light is
mounted on the instrument panel on
Vdrives equipped with an oil cir
OIL LEVEL WATER LINE
culating pump The warning light will GAGE
PLtL uP TO
stay on until the boat gets under way REMOVE
and the engine speed increases to suf
ficient RPM for the pump to This normally occurs 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
Vdrive 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 andor R49 oil level are the major OP SWITCH
causes of pressure drop The oil
level should immediately be restored
and while running the boat the unit should be checked for leaks If
the oil level is normal and the light stays lit when the boat cruising speed the wiring should be checked for loose connections If the wiring is
correct and the light remains
lit the 149 pressure drop switch which is mounted on the side of the
Vdr ive see should be checked for proper switch can easily be removed and an accurate oil pressure in its place If the pressure is normal the
switch should
be replaced If the pressure is below normal the oil lines should be
checked for blockage The pump should be inspected and replaced if
necessary The pump is standard on the RV48 and an optional feature
on other models not available on the RVlO
The oil level should be checked several times during the on Vdrives whitout pumps see OIL FILL
A clatter or rattle in the Vdrive at low RPM is due to the over
riding of the propeller during the compression stroke of the annoying it is not harmful It may be reduced by adjusting
the idle speed andor tuning up the engine for smoother OIL CHANGE AND JOINT LUBE
After the first 100 hours of operation and every season andor
500 hours thereafter the oil should be changed Run the boat to warm
up the Vdrive to operating temperature Turn off the engine Remove
the plug in the i6B bottom cover that is opposite the 143S oil
strainer Reinstall after draining Disconnect the oil hose leading
from the 143S strainer leave the elbow on the strainer Unscrew the
strainer and clean the outside surface Reinstall the strainer and
reconnect the oil hose Unscrew the two 22 magnetic plugs that are
located on diagonally opposite corners of the tIC main housing
The plugs can be checked to see if
they are magnetic only after removal C HOUSING
Touch the inside face with a such as a screwdriver Clean STANDlRD PlUG
NOT and reinstall Usually there
are four plugs in the bottom part of
the main housing Only two of these j
are magnetic The other two need not Oil DRAIN
be removed see Refill
wi th SAE 30 motor oil to the proper
level see INSTALLATION OIL FILL
The Zerk fitting on the external uni
versal joint should be greased with a
light alemite lubricant see ENGINE
ALI GNMENT
2 WATER DRAIN
For protection from freezing during winter layup remove the
small pipe plugs located diagonally opposite on the front and back
of the housing marked Water Drain see illutration On the RVlO
only one of the water lines going into the 6 watercooled bottom
cover must be disconnected to drain the water
3 FLANGE AND ENGINE REALIGNMENT
When the boat is launched after being in drydock the lineup of
the Vdrive to the propeller shaft flange and the engine to the V
drive should be rechecked and corrected if necessary Some engines
wi th rubber mounts may sag and must be raised with adj ustments or
shims for proper alignment see Flange Alignment and 136
SECTION T
GENERATOR SETS
CONTENTS Manual Starter Disconnect Toggle Switches 25KW 32KW 155
MANUAL STARTER DISCONNECT TOGGLE SCHEMATIC
DIAGRAM
IZIDC tt
T 1 fARTE
j WI RI NG DIAGRAM
SEC NOrEe
fUEL SOt
llfT PUMP
PREHEAT SOL
PURI
01 L PRESSURE
SWITCH
SERIES IS ALTERNATOR
IZVOLT OA
REMOTE CONTROL F NEL AII view
MANUAL STARTER DISCONNECT TOGGLE manually controlled series of Westerbeke marine diesel generators
is equipped with toggle switches on the engine control panel at remote panels The following instructions and methods
of correcting minor problems apply only to such toggle three switches are momentary contact type and serve the 1 Preheat The 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 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
flow to the engine It must be depressed until the generator
stops ENGINE 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 the diesel generator sets have been placed in operation there is
little or no control adjustment required by the AC Generator When
starting the generator it is always a good plan to switch off all
AC loads especially large motors until the engine has come up to
speed and in cold climates starts to warm up These prevent damage by unanticipated operation of AC machinery and
prevent a cold engine from being If equipped with this option
If the engine governor loses control and the engine speed relay is actuated that deenergizes the fuel solenoid and stops the
engine A red light on the panel illuminates and remains lighted To
extinguish the light reset the overspeed relay by depressing the
eng ine STOP swi tch When the reason for the overspeed shutdown is
corrected the engine is ready to be 140
MANUAL STARTER DISCONNECT TOGGLE 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
PN 23041 when this solenoid is used This solenoid is not used on
models which have a solenoid built into the injection Control toggle switch Probable Cause depressed Battery switch
or Check switch andor bat
no panel indications power not on tery solenoid 20 amp circuit Reset breaker if opens
breaker tripped again check preheat
olenoid circuit and
run circuit for shorts
to and start Fuel solenoid 1 Check panel PN 23041 circuit positioning of OK breaker tripped solenoid for
plunger
Start solenoid OK solenoid not 2 Reset breaker 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 energized 2 Check for air in
fuel system bleed
system
3 Fuel lift pump
failure
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 runs down Oil pressure switch Observe if gauges and
light are on when engine
is not running Test the
normally open oil
pressure switch by dis
connecting one lead If
lights go out replace
oil pressure switch
Battery runs down High resistance leak Check wiring Insert
to ground sensitive 025 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 143
25KW OPERATING INSTRUCTIONS
60 HZ SINGLE BEARING ALTERNATORS
SINGLE AND THREE solid state voltage regulated alternators described herein have
been built to give lasting and reliable maintenance free service in
their intended and are SCA certified Should a
situation arise where the alternator fails to operate properly and conditions are found to be satisfactory refer to section of this manual as an aid
in analyzing the cause and
effecting a 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 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
andor 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 are no set up adjustments for the alternator However if the
value of the output voltage is inconsistent with given then it may be adjusted over a narrow 5 range and
will not normally require 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 hand rotation of this control increases the output voltage
o 9 Adjust
CMIOO Voltage
Adjust
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 TOOLS IS ESSENTIAL FOR SAFETY REASONS ONLY
QUALIFIED ELECTRICIANS OR PERSONS THOROUGHLY
FAMILIAR WITH ELECTRICAL EQUIPMENT SHOULD ATTEMPT
THIS PREVENTATIVE MAINTENANCE 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 alternator can be dismantled from the engine using standard hand
tools See figure 2 for dismantling minor repairs and tests can be done without dismantling One example is the shaft mounted rectifier See figure 3
for the checking andor replacing 145
INSTALL heatsink compound DC 340
or equivalent tighten to of 30 inch ACCESS HOLE
BEND TERMINAL
To clear if OUTPUT
Only this lead has twin solid magnet
wire and tan colored insulation sleeve
and will show a low electrical measured to shaft
1 Remove the hole cover item 10 on top antidrive 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 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
FAULT ANALYSIS
An understanding of the alternators 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 selfexcited type requiring only
driving force
One permanent magnet in the six pole exciter stator is responsible for
the selfexciting 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 field
induces an alternating voltage into the associated main stator coils
and a resulting current will flow to the output 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 poles on the The voltage regulator controls the current flow to these
poles thereby effecting voltage ANALYSIS
SYMPTOM PROBABLE CAUSE REPAIR PROCEDURE
1 Mechanical a Defective bearing Replace bearing
Noise b Worn bearing Replace bearing
c Loose or misaligned Align andor 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
TNSULATED TOOLS IS
b Wire T2 120240V or T6 Clean andor remake this
120208 or T12 120208 ground connection
416 120240 unground
c Faulty voltage regulating Repair or replace if
circuit faulty and check further
for cause
4 Low Output a Misadjusted output Set output voltage to
Voltage voltage control see desired value CAUTION
figure 1 SOME COMPONENTS CARRY LIVE
VOLTAGE AND THE USE OF
INSULATED TOOLS IS
b High line loss if Increase the size of the
voltage is low only at wiring leading to the
loads loads 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
andor partly broken wires
that may be indicated by
hot spots in the wire or
at terminals of switches
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 plate on
alternator should not be
exceeded
e Alternator shaft RPM too Check engine speed
f Faulty voltage Repair or replace if
regulating circuit faulty and check further
for cause
5 Unstable a Irregular engine speed Check engine and loads for
Output transient operation andor
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 40C
tl04F 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 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
RESISTANCE VALUES FOR 25KW SINGLE PHASE GENERATOR
Main Stator
Tl T2 0053
T3 T4 0054
Auxiliary Coils
Al A2 0169
A2 A3 0092
Al A3 0091
Exciter Stator
Fl F3 23
F2 F4 35
Main Rotor 32
Exciter Rotor 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 If any abnormal variations cannot be isolated and symptoms are
still evident contact 150
DIODES MOUNTED MAIN STATOR BASIC SCHEMATIC
I N HOUSING f
EXC ITER ROTOR
I 2
I
irLlMrA
II I
I I I
T2 J II
I I
VR301
T3
II II
ITEM 27
T4 I II I I I I I
L 3P DGE
i L eRI L
7 J I I I I
H AS E
RECTIFIER ITEM 26 STATOR
USER TO INSURE THIS
GROUND CONNECTION IS MADE SINGLE PHASE ALL
DIODES MOUNTED r MAIN STATOR
IN HOUSINGr I f
MAIN ROTOR VR301 tJJ b1r
ITEM27 t I
r I I
I 1
r
I I II
T4 I I I I I I I USED
I I I 10G12
I I I I ONLY
T5 I I I I 1 I
I I I I I I
T2 I 1
1 L J I I I 3 PHASE BRIDGE3 I
J
I RECTIFIER L L J
1 120V FROM
L J 13 OR TAP
o USER TO ENSURE THIS THREE PHASE TYPICAL 6 WIRE
z GROUND CONNECTION IS MADE EXCEPT 200 SERlE S 60 H SEE NOTE
MAIN STAOR
I I
I TI
I I
MAIN
ROTOR
I l r of I
XITER ROTOR
I I
CM 100
ITEM27
II JI I
L J
L I
I I I 1
2 13PHASE BRIDGE J USED
Tl2 I RECTIFIER ITE 20 EXCITER INSG2
19 Oj T6 G
r3 I
120V FROM
T9 OR TAP
USER TO ENSURE THIS THREE PHASE TYPICAL 12 WIRE
GROUND CONNECTION IS MADE
151 Figure 4
12 WI RE 3 PHASE ALTER NATO R 6 WIRE 3 PHASE ALTERNATOR
120208 V 24046 V 120240 V 120208 V 120240 V
3 PHASE 3 PHASE SINGLE PHASE 3 PHASE SINGLE PHASE
LI tI
TI ILo I TI 0 JI I TI 0 1I
0
1I t3
T2 0 J21 J21 T2
0
L2 T2 t3
T3 Ooc I 1 J31 3 I I Iz211 T3 0 L3 T3
o L2 8
T4 T4 T4 T4 T4 t3
T5 T5 T5
fRAMN
T6 Lo T6 T6 N
fRAME
T7 T7
SINGLE PHASE ALTERNATOR
T8 T8
120240V 120 V
TI 0 LI TI
00 L I
T9 Lo 19
T3 y I
fRAME
fRAME
T4 0 L2 T4
ill I112 c N TI2 N
fRAME fRAME e
fRAME
4jRE 3 PHASE ALTERNATOR FRMIIN
FA TORY CONNECTED FOR
12020Bi oR 274S0oR J
Ti 72 913
L I L2 L3
Figure Stator Housing
2 Drip Shroud Exhaust Air
3 Exhaust Air Screen 4
4 Helical Lockwasher 025 3
5 Round Head Screw 02520 x 05 3
6 Eyebolt
7 Nut 037516 UNC
8 Main Stator
9 Excitor Stator
10 Snap Cover 225 Dia
11 Snap Cover 300 Dia
12 Belleville Washer
13 Retaining Ring
14 Cap Screw 031218 UNC x 125 6
15 Lockwasher Split 0313 6
16 Clamping Ring
17 Inlet Air Screen 4
18 Drip Shroud Inlet Air
19 Ball Bearing Antidrive End
20 Bridge Rectifier
21 Complete RotorShaft 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 When ordering spare parts please give reference number
description model and serial number of both engine and
DETAIL A
30 AND 32KW SUMMARY
Construction type Rotating Field Brushless
Single Bearing
Speed 60Hz 1800 RPM
50Hz 1500 RPM
Phase 1 or 3
ventilation fan cooled
Ambient Temp Max 40C
Insulation Class F
Number of poles 4
Stator Leads 3phase 4 or 12
Iphase 4 Check for tightness of all threaded Check load leads for correct connection as specified in diagram
3 Examine air inlet and outlet for air flow 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 3phase systems an incomplete or open
neutral can supply the wrong voltage on unbalanced
loads
7 Make sure mounting is 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 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
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 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 40C 104 F FOR OPERATION AT AMBIENT TEMPERATURES ABOVE
40C DERATE KW RATING 1 PERCENT FOR EACH C ABOVE 40C 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 60C 140 F are too high and indicate a tem
perature rise in the copper windings of 105C 22lF or 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 to deliver a DC current to the field the current the battery will be so high that the
electronic regulator will
probably be damaged Flash field either by disconnecting F and C when generator is not turning or flash while turning only
if rectified diode is in the battery circuit See Regulator section
or figure below
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 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 rustinhibi 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 NoxRust AC4l0
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 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 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 the aid of the proper generator diagram
1 VISUAL first step in investigating any generator failure or be to look for obvious evidence burned areas loose or wrong speed incorrect
reassembly and reconnection etc
2 OBSERVE VOLTAGE OF DEFECTIVE next step is to carefully measure linetoline 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 defect voltage less than 10 volts across a normal 240 BATTERY 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
linetoline 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 linetoline voltage residual voltage without 12 volt
battery 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
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 hipot 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 noload rated volage is 065 to
095 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 fullwave 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 rsshorted 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 Armatures with 3phase fullwave bridge rectifier
The three phase fullwave rectifier is now standard on most arma
tures used in generators This 3phase fullwave 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
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
Remove lead and test to any AC
terminal Identifies top 3 diodes as
good or 1 or more bad
Armature
Coils
Suppressor
Rotor
Ohm Meter
o Connection to test
bottom 3 diodes
lead must be VOLTAGE suppressors are similar to rectifiers in that they contain in
effect a single semiconductor oneway 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 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 in a generator a defective component can
be identified by measuring the resistance of a 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 IPH Tl to T4 060 to 066 ohms
Rotor 30KW IPH or 3PH 260 ro 290 ohms
Exciter field armature rotor and stator should withstand 1500 volts
between winding and ground with less than 0002 ampere of current be
tween winding and ground All electronic components such as rec
tifiers suppressors and resistors must be AND ASSEMBLY
To remove the rotating field it is necessary to remove the end cover
by unscrewing the sheet metal screws Remove the armature 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 180 is the only 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 sure the right type lockwasher is used and tighten the bolts SAE
grade 8 well Locate the bearing anchor and move the generator carefully over the rotor Carefully align the groove in the
bearing with the bearing anchor before the bearing enters the See figure for Fasten the frame assembly
to the engine flywheel housing with the proper EXCITER END
BRACKET
RETAINING RING
BEARING ANCHOR BEARING
GROOVE
EXCITER END
BRACKET GROOVE
EXCITER END BRACKET BEARING AND BEARING ANCHOR ASSEMBLY
with two screws lockwashers and nuts reassemble the driveend cover
and hood using a large screwdriver and a 716 wrench
To reassemble the exci ter armature first pull the two rotor leads
through the opening in the armature spider nearest the two 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 compound Use a 916 socket on
the torque wrench and torque the mounting screw to 25 lbft Connect
the two rotor leads one to each terminal polarity is 162
AIrS
MAIN
FI tLD L3 L
ro R
XCITR TATO
MATURE EAI G I
L2 I
210V I
1201 d
CIlGl
Ntfltfl
o Z
W LI
LQ J I1 E
0 IP
ot13
roLD II
TI TI
tflO
w LEAD TI E UP QRTIV
ION WrrH WnLEOTIE UP OR PO
l I I
YYYYYl tXCITt NO CONNECCT REGULATOR TAPE NO CONNECTIONI
tJ
ELECTRONI
J QI QI
11 f WITH
REGULATOR
Itflo
T I
I 1 31
ASSENT I
otflGl
Oloo
I CS I 0013
I I C ZHO
I I I r1 1 ZO
I I 3 tfl
tJ
13tjP
f 1 i I ii
I iii
laJCt E4 MAY BE
120210 V
A8S7ET
120 V
HGlGl
CIlP3
7 aM f r 3 I I Go o 0 I E4 o 0
T4 T4
ELECTRONIC o L El L
RtGULATOR T3
Q LZ o
ra TS
o LI o LI
TI TI
o n IF NO TtRMINAl
o 0
YOTES DOTnO LINIS lNDICJrTf
CUSTOM ER CONNECTIONS G I JQ 800D SOL loS
AND TAP ONNIcT G
L GAOUDt AS 5HOWN tI
TEftM IA BOARD 30 AND 32KW VOLTAGE regulators hold voltage regulation to wi thin 2 percent
from noload to rated full load at rated power factor and rated speed
The electronic regulator 32012 used with the 30 and 32KW high reliability and good voltage regulation It provides a
constant output voltage at all Output Power 2S ADC 63 VDC 160W Maximum 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 SO60 Hz Refer to the interconnec
tion diagram Figure 1 for operation at other
generator voltages
AC Sensing Voltage Nominal VAC 1 phase SO60
Hz 10 to 10 Refer to the interconnec
tion diagram figure 1 for operation at other
generator voltages
BURDEN Regulator 32012 Adjust Range Internal Adjustment from 10 below 190 VAC to
10 above 240 VAC External adjustment when
provided is 10 of nominal 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 SOC
Temp Coefficient 90F temperature Time Less than 2 cycles
EMI Suppression Standard Internal Interference
EMI Build Up Internal provisions for automatic voltage
build up from generator residual voltages as
low as S VAC
Power Dissipation 20 watts Temperature 40C 40F to 60C Temperature 6SC 8SF to 8SC 18SF
MOUNTING
The regulator can be mounted in any posi tion without affecting its
operating Its rugged construction permits on the generator set
2 SENSING CIRCUIT TERMINALS El AND 4
The voltage that the regulator senses and regulates is applied El and 4 This sensing voltage must be in the range of 170
through 264 VAC Typical sensing voltages are EMI FILTER TERMINAL GND
A standard internal Interference filter noise particularly in the AM radio band For effective it is important that a good low impedance connection
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 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 internal control R5 provides adjustment of the generator When this control is adjusted as indicated by the arrow on
the cover generator output voltage 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 3 and 4 A dangerously high flyback voltage could develop
if this switch is installed in the field circuit Terminals F and
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 operation at speeds lower than normal can cause damage to
the voltage regulator andor exciter field If operation at reduced
speed is essential AC input power should be removed from the FIELD flashing is rarely necessary However if required the machine
must be at rest and the regulator terminals 3 4 and El 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 removing the DC source and reconnect terminals 3 4 and El to
the voltage regulator System startup can be accomplished at this
point If field flashing is required while the machine is Westerbeke for further 166
Reconnectable Generator 1
I TO
5 J LOAD
Voltage
Shut
Down
Switch
Exciter
5A Field
F 208240V Output
1 to 7
2 to 8 7 Gnd
3 to 9
4 to 10
5 to 10 Voltage Regulator
6 to 10
For 416480V 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
0187
010 254
4749
127
3226
GNDJ EMI
E1 J
t 4 J
Sensing Input
Power Input
706 632 3
17932 656 Terminal F dc Output
16662 Screws F J Boost Input
070 Volt Adjust
1778 Increase
0250015 J13
6350381 70
Numbers in parentheses are in millimeters
Tolerance 003 0762 unless otherwise 1 lb Net 168
SECTION V
SERVICE following Bulletins contain supplementary and
updated information about various components and
service proedures which are important to the
proper functioning of your eng ine and its should familiar ize yourself wi th the subjects
and make sure that you consult the s whenever your engine requires service
or 169
SERVICE 61579 20
BULLETIN All Connecting Pressure Sensing Devices to Oil Galleries
Oil pressure sensing devices such as senders and switches must
never be connected directly to any oil gallery of an engine The
reason is simply that continued engine vibration causes fatigue of the
fittings used to make such a connection If these fittings fail the
engine loses its oil pressure and very quickly seizes
Such pressure sensing devices must be bulkhead mounted and 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 OZ3ZZ CABLE WESTCORP AVOIITELEX SERVICE 5674
BULLETIN NUMBER 69
MODEL All Marine Generators and Marine Exhaust System Failures
When engine sea water is fed into an exhaust system so that the
full stream strikes a surface erosion may cause premature failures
Proper design of either a water jacketed or a water injected
wet exhaust system to prevent this problem requires that the sea
water inlet be 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 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 02322 1617J 5667700
CABLE WESTCORP AVON TELEX 112 SERVICE 4483 BULLETIN NUMBER 82
MODEL All
SUBJECT Battery MODEL BATTERY AMPERE HOURS VOLTAGE
W7 WPD4 6090 12 VDC
W10Two 3KW 90125 12 VDC
W13 4KW 90125 12 VDC
W21 77KW 90125 12 VDC
W27 llKW 90125 12 VDC
W33 125KW 90125 12 VDC
W30 125150 12 VDC
W40 WPDI015 125150 12 VDC
W50 125150 12 VDC
W52 15KW 125150 12 VDC
W58 20KW 125150 12 VDC
W60 WBO20KW 150170 12 VDC
W70 25KW 170200 12 VDC
W80 30KW 170200 12 VDC
W100 32KW 200 minimum 12 VDC
W120 45KW 200 minimum 12 VDC
The ampere hour range shown is minimum There is no real maximum
J H WESTERBEKE CORP
AVON INOUSTRIAL PARK AVON MASS 02322 617 SBB7700
CABLE WESTCORP AVON TELEX 92
SERVICE April 4 1983 BULLETIN NUMBER 87
MODEL All Marine 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
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 810 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 Continued
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 6f7 5887700
CABLE WESTCORP AVON TELEX SERVICE BULLETIN i87 Continued
Alternator Output unit is sealed for maximum life and is not SPLITTER In the event of failure batteries may be from alternator by connecting either
splitter terminal 1 or
2 to terminal A bypassing the splitter itself This should not be
done for both batteries unless they are and will
remain at the same voltage state of charge
S ESIC P
SW ART E R
REGULATOR
START1NG
BATTERYS
WitT
POWER DISCONNECT
SWITCH
PN206S4 SHI piS
SERVICE
13 LOADS
2 CE
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 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 April 28 1976 BULLETIN NUMBER 92
MODEL All
SUBJECT 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 OK and the problem lies either with the conductor from the sender
to the gauge or with the sender
If either of the above gauge tests is negative the gauge is probably
defective and should be replaced
Assuming the gauge is OK proceed as follows Check the conductor
from the sender to the sender terminal at the gauge for continuity
Check that the engine block is connected to ground Some starters
have isolated ground terminals and if the battery is connected to the
starter both plus and minus the ground side will not necessarily be
connected to the block
If the sender to gauge conductor is OK and the engine block is
grounded the sender is probably defective and should be J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 617 5667700
CABLE WESTCORP AVON TELEX SERVICE 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 5887700
CABLE WESTCORP AIION TELEX SERVICE May 6 1982 BULLETIN NUMBER 114
MODEL All Marine Domestic Water Heater Installation
Using Westerbeke There are two 78 hose connections at the end of the provide a parallel flow of engine cooling water to and from the
heater These connections are part of the which assures a
flow of hot water through the heater at all times and yet restriction of engine cooling water flow caused by the heater
all simply and Remove the returnbend which normally connects the 78 hose
spuds on engines as shipped from the factory Connect these spuds to the
heater with 78 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 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 engines own pressure cap then the pressurized 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 tankmanifold 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 kits are available for retrofit to late 1980 1981 and mar ine eng ines which employ the twopass 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 617 5687700
CABLE WESTCORP AVON TELEX I
eMOe REVtl EtlO
SUWlJEO V4 eGNe

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