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Westerbeke Diesel 12b Two Operator's Manual




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TECHNICAL MANUAL
WESTERBEKE
1oTWO 128TWO
MARINE DIESEL ENGINES
WMD 3 KW 60 HERTZ
WMD 24 KW 50 HERTZ
MARINE DIESEL PUBLICATION 33403
EDITION TWO
rv WESTERBEKE
WESTERBEKE CORPORATION MYLES STANDISH INDUSTRIAL PARK
j 150 JOHN HANCOCK ROAD TAUNTON MA 027807319 USA
TEL FAX 5088849688 WEBSITE 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 EVENT BE
LIABLE FOR ANY TYPE OF DAMAGES OR INJURY INCURRED IN
CONNECTION WITH OR ARISING OUT OF THE FURNISHING OR USE OF
SUCH SOFTWARE
For example components and 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 wi th 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 wi th 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 Introduction Operation
Installation OVERHAUL
Marine Engine Electrical System
Cooling System External
Transm iss BULLETINS
INTRODUCTION
IMPORTANT
THIS MANUAL IS A GENERAL GUIDE TO THE INSTALLATION STARTUP
OPERATION AND MAINTENANCE OF YOUR WESTERBEKE MARINE DIESEL ENGINE
THE INFORMATION IT CONTAINS IS VITAL TO THE ENGINE I S DEPENDABLE
LONG TERM OPERATION
READ IT
KEEP IT IN A SAFE DRY PLACE
KEEP IT HANDY FOR REFERENCE AT ALL TIMES
FAILURE TO DO SO WILL INVITE SERIOUS RISK NOT ONLY TO YOUR
INVESTMENT BUT YOUR SAFETY AS THE DIESEL
The diesel engine closely resembles the gasoline engine inasmuch
as the mechanism is essentially the same Its cylinders are its closed crankcase its crankshaft is of the same general type
as that of a gasoline engine it has the same sort of pistons connecting rods lubricating system and reverse and
reduction gear
Therefore it follows to a great extent that a diesel the same preventative maintenance as that which any intelli
gent operator would give to a gasoline engine The most are proper maintenance of the fuel lubr icating and Replacement of fuel and
lubricating filter elements at the
time periods specified is a must and frequent checking for i e water sediment etc in the fuel system is Another important factor is the use of
the same brand of
nhigh 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 fir ing its fuel The carburetor and
igni tion systems are done away wi th and in their place is a the Fuel Injection Pump which performs the function of
both
Unremitting care and attention at the factory have resulted in a
Westerbeke engine capable of many thousands of hours of What the manufacturer cannot control however is the treat
ment it receives in service This part rests with PARTS
Whenever replacement parts are needed always include the complete
part description and part number see separate Parts List Be sure
to include the engine I s model and ser ial number Also be sure to
insist upon Westerbeke factory packaged parts because nwill fit
parts are frequently not made to the same as 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
INSTALLATION
FOREWORD
Since the boats in which these engines and generators
are used are many and varied details of engine installation
are equally so It is not the purpose of this section to
advise boatyards and engine installers on the generally well
understood and well developed procedures for installation of
engines However the following outline of general procedure
is included because it is valuable in explaining the func
tions 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 installa
tion which should have a per iodic 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 A spacer
bar must be placed between the two lifting eyes if supported by valve
cover studs
The general rule in moving engines is to see that all is amply strong and firmly fixed in place Move the engine a
little at a time and see that it is firmly supported of accidents by avoiding haste Do not lift from the pro
peller coupling or pry against this with crowbar as you may distort
the coupling
In some cases it may be necessary to lift the engine in other than
the regular horizontal position It may be that the engine must be
lowered endwise through a small hatchway which cannot be made larger
If the opening is extremely restricted it is possible to reduce to
some extent the outside clearances such as generator cooling piping
water tank filters mounting lugs etc This accessory be removed by a competent mechanic and special care should be
taken to avoid damage to any exposed parts and to avoid dirt The parts which have been removed should be returned to
position as soon as the restriction has been passed
In case it is necessary to hoist the engine either front end
upwards or reverse gear end upwards the attachment of slings must be
done very carefully to avoid the possibility of damage to the parts on
which the weight may bear It is best if special rigging work be done
by someone experienced and competent in the handling of heavy BOLTS
It is recommended that bronze or stainless hanger bolts of
appropr iate size be used through the engine 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 withstand the forward push A
of the propeller which is applied
to the propeller shaft to the
thrust washer bearing in the engine
and finally to the engine bolts and
eng ine bed
In fiberglas hulls we recom
mend that similar wooden str ingers
as in wooden hulls be formed and
fitted then glassed to the This allows hanger bolts
to be installed firmly in wood
thus reducing noise and B
Preformed fiberglas engine beds
when used should be of to properly support the engine and should be well glassed to
the hull when installed
The temptation to install the engine on a pair of fiberglas angle
irons should be resisted Such construction will allow engine vibra
tions to pass through to the hull Flexible mounts require a against which to react if they are to do their job follow bed design An and avoid
bed design Sn
Supports between the bed stringer and extending out from the
stringers out to the hull may be required for proper support and to
aid in the absorption of COUPLING
Each Westerbeke Diesel engine is regularly fitted with a connecting the propeller shaft to the engine
The coupling must not only tr ansmi t the power of the eng ine to
turn the shaft but must also transmi t the thrust ei ther ahead or
astern from the shaft to the thrust bear ing which is built into the
reduction gear housing of the engine This coupling is very for accurate fit
For all engine models a propeller bored to shaft
size for the specific order is supplied The coupling either has a
keyway with set screws or is of the clamping type
The forward end of the propeller shaft has a long straight keyway
Any burrs should be removed from the shaft end The coupling should
be a light drive fit on the shaft and the shaft should not have to be
scraped down or filed in order to get a fit It is important that
the key be properly fitted both to the shaft and the coupling The
key should fit the side of the keyway very closely but should not
touch the top of the keyway in the hub of the coupling
If it seems difficult to drive the coupling over the shaft the
coupling can be expanded by heating in a pail of boiling water The
face of the propeller coupling must be exactly perpendicular to or axis of the propeller The type and size of propeller varies with the gear
ratio and must
be selected to fit the application based upon boat tests To utilize
the full power of the engine and to achieve ideal loading is desirable to use a propeller which will permit the engine to
reach its full rated 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 blamed often on other causes It will
create excessive bearing wear rapid shaft wear and will in many
cases reduce the life of the hull by loosening the hull fastenings
A bent propeller shaft will have exactly the same effect and it is
therefore necessary that the propeller shaft itself be One particularly annoying result of misalignment may be leakage oil through the rear oil
seal Check to make sure is within the limits prescribed
The engine should be moved around on the bed and supported on or shims until the two halves of the couplings can be
brought together without using force and so that the flanges meet
evenly all around It is best not to drill the foundation for bolts until the approximate alignment has been Never attempt a final alignment
with the boat on land The boat
should be in the water and have had an opportunity to assume its final
water form I t is best to do the alignment wi th 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 perinch diameter of
coupling A
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 posi tions rotated
90 between each position This test will also check whether the pro
peller half coupling is in exact alignment on its shaft Then
keeping the propeller coupling in one position the alignment should
be checked rotating the engine half coupling to full position each 90
from the next one
The engine alignment should be rechecked after the boat has been
in service for one to three weeks and if necessary the It will usually be found that the engine is no longer in
alignment This is not because the work was improperly done at first
but because the boat has taken some time to take its final shape and
the engine bed and engine stringers have probably absorbed It may even be necessary to realign at a further period
The coupling should always be opened up and the bolts removed whe
never the boat is hauled out or moved from the land to the water and
during storage in a cradle The flexibility of the boat often puts a
very severe strain on the shaft or the coupling or both when it is
being moved In some cases the shaft has actually been bent by This does not apply to small boats that are hauled out of
the water when not in use unless they are dry for a SYSTEM
Exhaust line installations vary considerably and each must be
designed for the particular installation The prime requirements are
to provide an outlet line with a minimum of restrictions and arranged
so that sea water rain water and condensation cannot get back into
the cylinders of the engine
The sea water supply line feeding raw cooling water into the
system must be routed so as to prevent a siphoning of raw water
through this line into the exhaust system filling the muffler and
engine cylinders This line should be routed at least 12 inches above
the water line and an antisiphon break installed at the top of its
loop This loop should be high enough above the water line so as not
to be below it at various angles of heel when under sail
Lines feeding raw cooling water to stuffing boxes if be installed so as to prevent siphoning of water back into the
engine exhaust and engine cylinders as above
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
exhaust system components rigidly from the engine it is permissible to directiy connect a pipe nipple and a
water jacketed exhaust elbow
which two components weigh about
8 pounds 4 kg If there are
more components to be rigidly
connected to each other than
will weigh 8 pounds then a
flexible exhaust section must be
I installed between the manifold
outlet and these exhaust system
components
ENCINE INSTALLATIONS WITH EXHAUST MANI
FOLDWATER INJECTED ELBOW MINIMUM OF 6
INCHES ABOVE VESSEL WATER LINE
12min
ENCINE INSTALLATIONS WITH EXHAUST INJECTED ELBOW AT OR BELOW J
VESSEL WATER LINE
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 can be constructed of com
mon black iron pipe and should be wrapped in sui table 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 The exhaust
line must be at least as large an ID as the OD of the exhaust
elbow hose attachment nipple It should be increased in size by
12 ID for every 10 feet beyond the first 10 feet
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 occur The use of brass or copper
is not acceptable for wet exhaust systems as the combination of salt
water and diesel exhaust gasses will cause rapid deterioration of 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
2 For turbocharged engines
Pressure Test Mercury Test Water Column
075 Max PSI 112 Mercury The Back Pressure
1 Exhaust elbow
2 Exhaust line
3 Transparent plastic hose part Exhaust
Elbow
ly filled with A may not exceed 39
for normally aspirated engines and
195 for turbocharged CONNECTIONS
Seacocks and strainers should be of the full flow type at least
one size greater than the inlet thread of the sea water pump The
str ainer should be of the type which may be wi thdr awn for the vessel is at sea Mount the strainer below the water line
to insure 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
COOLANT RECOVERY TANK
Your Westerbeke diesel is
designed for and supplied wi th a COOLANT
FILL CAP
remote coolant recovery tank COCKPIT
Once the engine has been ini TANK j
RECOVERY
tially filled via its pressure ALTERNATE
MOUNTING
occasional topping off can STRAP
POSITIONS
be done through the Coolant level can be
easily and frequently monitored CABIN
Mount the recovery tank above
the engine and inside the cabin
where it will always be visible
Take care that the between the engine and the
recovery tank is led so that it
will not chafe or kink
FUEL TANK AND FILTERS
Fuel tanks may be of fiberglas monel aluminum plain steel or
terne plate If made of fiberglas be certain that the interior is
gel coated to prevent fibers from contaminating the fuel or galvanized fuel tanks should not be used It is not
necessary to mount the tank above the engine level as the fuel lift
pump provided will raise the fuel from the tank The amount of lift
should be kept minimum 6 feet being maximum If a tank is above the engine level it can be utilized in this care should be taken to ensure that
the fuel system is so that airlocks are eliminated and precautions taken
against dirt and water entering the fuel
A primary fuel filter of the water collecting type should be
installed between the fuel tank and the fuel lift pump A is available from the list of accessor ies The secondary fuel
fil ter is fitted on the engine between the fuel lift pump and the
injection pump and has a replaceable element
As the fuel lift pump has a capacity in excess of that required by
the injection pump the return is piped to the fuel tank and should be
connected to the top of the tank and the return extended down into the
tank
To insure satisfactory operation a diesel engine must have a
dependable supply of clean diesel fuel For this reason care are especially important at the time when the fuel tank is
installed because dirt left anywhere in the fuel lines or tank cause fouling of the injector nozzles when the engine is
started for the first time
FUEL PIPING
We recommend fuel hose or copper tubing together with sui both for the supply line and the return line Run the
tubing in the longest pieces obtainable to avoid the use of unne
cessary fittings and connectors The shut off valve in the line bet
ween the fuel tank and engine should be of the fuel oil type and it
is important that all joints be free of pressure leaks
Keep fuel lines as far as possible from exhaust pipe for to eliminate vapor locks
The fuel piping leading from the tank to the engine always be securely anchored to prevent chafing Usually the
copper tubing is secured by means of copper straps
The final connection to the engine should be through PANEL
The Westerbeke allelectr ic panel utilizes an electronic tacho
meter with a builtin hourmeter hourmeter only on on the panel are a voltmeter water temperature gauge and oil
pressure gauge Each instrument is lighted The allelectr ic panel
is isolated from ground and may be mounted where visible It is nor
mally EQUIPMENT
Most 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 fusecircuit breaker Starter batter ies should be located
as close to the engine as
possible to avoid voltage drop through long leads It is bad practice
to use the starter batter ies for other services unless they require
low amperage or are intermittent In cases where there are substan
tial loads from lights radios depth sounders etc
it is essential to have a complete separate system and to current for this by means of a second alternator output splitter
Starter batteries must be of a type which permits a high rate of
discharge Diesel starting
Carefully follow the recommended wire sizes shown in the wir ing
diagrams Plan installation so the battery is close to the engine and
use the following cable sizes
II for distances up to 8 feet
110 for distances up to 10 feet
20 for distances up to 13 feet
130 for distances up to 16 CONTROLS
The recommended practice is to have the stoprun lever loaded to
the run position and controlled by a sheathed cable to a at the pilot station The throttle lever should be connected to
a Morse type lever at the pilot station by a sheathed cable
The transmission control lever may be connected to the pilot sta
tion by a flexible sheathed cable and controlled by a Morse type
lever The singlelever type gives clutch and throttle control with
full throttle range in neutral position The twolever type control with one lever and throttle control with the other
Any bends in the control cables should be gradual End sections
at engine and transmission must be securely mounted After linkages
are completed check the installation for full tr avel making sure
that when the transmission control lever at the pilot station is in
forward neutral and reverse the control lever on the moved into the respective position
Some models do not require a stop cable because they have a fuel
run solenoid Examples of such models are the WS8 and the WS2 20KW
and ISKW generators
Check the throttle lever on the injection pump and insure that
full movement of the lever is provided by the cable
FOR FIRST START
The engine for safety reasons is shipped dry with lubri
cating oil drained from the crankcase and fluid from the be sure to follow these recommended procedures starting the engine for the first time
1 Remove the oil filler cap and fill the sump with diesel oil
having an API spec of CC or better Refer to the technical data sec
tion of this manual for the proper amount of oil the sump 2 Fill the cooling system with a mixture of antifreeze and fresh
water 5050 The mixture should be strong enough to protect Open bleed petcocks to allow air to bleed from the system
while it is being filled
3 Fill the reverse gear to the highest mark on the dipstick with
the proper lubricant for the model gear as specified in Section of this manual Vdrives must be filled 4 Fill the fuel tank with clean 2
diesel fuel The use of 1
is permissible but 2 is preferred because of its higher lubr 5 Ensure that the battery is fully charged and the is SYSTEM
The fuel injection system of a compression ignition engine depends
upon very high fuel pressure during the injection stroke to Relatively tiny movements of the pumping plungers produce
this pressure and if any air is present inside the high then this air acts as a cushion and prevents the and therefore fuel injection from being
achieved
In consequence it is essential that all air is bled from the
system whenever any part of the system has been opened for repair Selfbleeding units need only have the fuel brought to the on the engine
The system when activated will self
bleed The selfbleeding feature of the engine will not bleed the
vessels fuel system from the tank to the engine in all PROCEDURES BY MODEL
Initial Engine Startup Engine stoppage due to lack of fuel
a Insure that the fuel tanks is filled with the proper grade
of diesel fuel
b Turn the fuel selector valve to On Systems with more than
one tank insure that fuel returning is going to the tanks being
used
c Fill any large primary filterwater separator with clean
diesel fuel fuel that is installed between the fuel tank and
engine
The above procedures are basic for all initial engine startups or engines stopping due to lack of WIOTwo 3KW W13 44KW W21 77KW W27 llKW W33 12SKW
These units are Turn the ignition to the ON position Generators PREHEAT and
wait 2030 seconds
2 Start the engine following normal starting WS2 lSKW WS8 20KW W70 2SKW WIOO 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 with slow steady pumps until fuel free of air bubbles flows
from this bleed screw Stop pumping and retighten the bleed
screw
NOTE An electric fuel pump is incorporated in the fuel system on
new model units which when activated by turning the ignition on
Generator Preheat will bleed the filter of air through Bleed
Point A
2 With bleed screw A tightened continue to pump the hand primer
operate the electric fuel pump several more times so as to bleed
and prime the fuel injection pump
3 Loosen the four injector line attaching nuts at the base of each
injector Bleed Point B one to two turns with a 16mm open end
wrench Place the throttle in the full open position and crank
the engine over with the the starter until fuel spurts by the nut
and injector lines Stop cranking and tighten
each of the four nuts and proceed with normal
starting Electric Fuel Pump
FOR STARTING
1 Check water level in expansion tank It should be 12 to 1 in
below the top of the tank when cold If remote plastic recovery
tank is used the level should be at the cold mark
2 Check the engine sump oil level
3 Check the transmission fluid level
4 See that there is fuel in the tank and the fuel shutoff is open
5 Check to see that the starting battery is fully charged all
electr ical connections are properly made all circui ts in order
and turn on the power at the battery Check the seacock and ensure that it is THE ENGINE COLD
1 Check to see that the ft stopft lever if incorporated is in the
ftrunft position Place the throttle in the full run position and
the gear lever in the neutral position
2 Engines with keyswi tches Turn the swi tch to the ON posi tion
This energizes the instrument panel electric fuel pump and injec
tion pump fuel solenoid
3 Preheat for 15 to 20 seconds
Panels with keyswitches Push in on the key to activate the pre
heat and hold in panels with pushbuttons
Panels with pushbuttons Push in on the preheat button to acti
vate preheat and hold it in
Generators Depress preheat switch and hold
4 Start the engine
Panels with keyswitches While continuing to hold the key pushed
in for preheat turn the key to the start position
Panels with pushbutton start Continuing to hold the preheat but
ton in press the start button
Generators Continuing to hold preheat depressed depress start
swi tch
5 Start Once the engine starts release the keyswitch push
buttons and return the throttle immediately to near the idle
position 1000 1500 RPM
Generators Release the start toggle switch only Continue to
hold the preheat toggle switch depressed until oil pressure shows
20 25 PSI then release the preheat toggle
Check for proper oil pressure and insure that there is raw water
coolant discharge with the exhaust
6 If the engine fails to start in 20 to 30 seconds of cranking
discontinue the starting and allow the starter to cool for a
preiod of time at least twice that used when cranking Then
repeat steps 3 through 5
CAUTION Excessive cranking can damage the starter as well as
fill the exhaust muffler and that portion of the system between
the muffler and engine with raw cooling water possibly getting it
back into the THE ENGINE WARM
If the engine is warm and has only been stopped for a short time
place the throttle in the par tially open position and engage the
starter as above eliminating the preheat step
NOTE preheat must be depressed on generator units whenever it is
being Always be sure that the star ter pinion has stopped again reengaging the starter otherwise the flywheel ring
gear or starter pinion may be use of the cold starting aid beyond the time periods stated
should be avoided to prevent damage to the aid
NEVER under any circumstances use or allow anyone to use ether to
start your engine If your engine will not start then have a
qualified Westerbeke marine mechanic check it
WHEN ENGINE STARTS
1 Check for normal oil presure immediately upon engine starting Do
not continue to run engine if oil pressure is not present within
15 seconds of starting the engine
2 Check Sea Water Flow Look for water discharge with the exhaust
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 prior to each days 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 Check Expansion Tank Water Level This is done stopping the
engine and removing the fresh water fill cap from the
tank To remove the cap press down on it
with the palm of the hand and twist the cap until
the resistance of the safety stops is felt Slowly release palm
pressure from the cap and allow any pressure built up in the
system to escape Take care not to be scalded or burned by
escaping stearn or water Leave the cap in this position until all
pressure is released Then press the cap firmly downward to clear
the safety stops and continue turning it until it can be lifted
Add coolant as needed to bring the level to within one half inch
of the top of the fill neck
NOTE Systems with metal remote expansion tanks Coolant level
should be checked at this tank and the level maintained about one
half to three quarters full The fill cap on the engine should
not be removed to check the system as coolant will be lost when
this cap is removed
NOTE Engines equipped with the plastic coolant recovery tank
The level in the tank should be checked and coolant added as
needed The engine fresh water cooling system is filledfull when
this recovery tank is used and this tank collects coolant from the
engine through expansion as the engine reaches operating tem
perature 170 190 F and returns this coolant to the engine
through contraction as the engine cools
WARNING The cooling system is pressurized when the engine
is at operating temperature or overheated and the pressure in
the system must be released with caution as the filler cap is
removed It is advisable to protect the pands against
escaping stearn or water as the cap is turned
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 with the
transmission in neutral at 1000 1500 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 ENGINE
1 position shift lever in neutral Remove load from Idle the engine for 2 to 4 minutes to avoid boiling and to dissi
pate some of the heat
3 Engines equipped with stop handles Pull the handle out and hold
until the engine stops completely
Engines stopped by means of the throttle lever Move the throttle
to idle and apply added pressure to move the throttle below idle
and in to shut off
Engines with keyswitch shut off Just turn the key off
NOTE Be sure to place the stop handles and throttle levers into
the run position
4 Turn off the keyswitch Some models do not use the stop lever as
they are equipped with a fuel solenoid or electric fuel pump which
shuts off the fuel supply when the keyswitch is turned to the OFF
position
5 Close the seacock
6 Disconnect power to system with battery Never run engine for extended periods when excessive overheating
occurs as extensive internal damage can be caused
2 DO NOT put cold water in an overheated engine It can crack the
cylinder head block or manifold
3 Keep air intake silencer free from lint etc
4 Never Race a Cold Engine as internal damage can occur due to ina
dequate oil Keep the engine and accessories clean
6 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 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
B Do not be alarmed if temperature gauges show a high reading
following a sudden stop after engine has been operating at full
load This is caused by the release of residual heat from the
heavy metal masses near the combustion chamber Prevention for
this is to run engine at idle for a short period before stopping
it High temperature reading after a stop does not necessar ily
signal alarm against restarting If there is no functional dif
ficulty temperatures will quickly return to normal when engine is
operating
NOTE Oil and water temper ature instruments will remain at or
near their last reading when the panel power is shut off with the
engine
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 diesel fuel and check lube oil level daily
3 Check cooling water temperature frequently to make sure it is
190 or less
4 Check engine coolant prior to each days use
5 Investigate any oil leaks immediately
6 Check transmission lubricant prior to each days use
NEVER
6 Race the engine in neutral when cold
7 Run the engine unless the gauge shows proper oil pressure
8 Tamper with the injection pump
9 Use cotton waste or fluffy cloth for cleaning or store fuel
in a galvanized container
10 Subject the engine to prolonged overloading or continue to
run it if black smoke comes from the exhaust
ATTENTION
After you have taken delivery of your engine it is important that
you make the following checks right after the first fifty hours of Note Transmissions generally require fluid change after the
first 25 to 30 hours of operation Refer to the Transmission Section
of this manual for HOUR CHECKOUT INITIAL
Do the following
1 Retorque the cylinder Retorque the rocker br acket
nuts and adjust valve Change fuel filter elements
4 Change engine lubricating oil
and oil filter
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 could cause Check conditions of zinc anode
in engine heat CHECKOUT
Do the fOllowing
1 Check the sea water strainer if one has been installed
2 Check water level in cooling system
3 Check lubricating oil level in sump Fill to highest mark Check fluid level in transmission Fill to highest mark on
dipstick with proper CHECKOUT MORE OFTEN IF POSSIBLE
Do the following
1 Check generator alternator and sea water pump V belts for
proper tension
2 Check water level in battery
3 Change oil in sump See Note
4 Replace lubricating oil filter Figure 2 See Note
5 Fill sump with diesel lubricating oil to highest mark on to Specification page for proper quantity of oil Do Not
Overfill but be sure the proper amount of oil is placed in the sump
See Note
CAUTION The use of different brands of lubricating oils during
oil changes has been known to cause extensive oil sludging and may
in many instances cause complete oil Start engine and run for 3 or 4 minutes Stop engine and check
oil filter gasket for leaks Check oil sump level This is important
as it may be necessary to add oil to compensate for the oil that is
required to fill the engines internal oil passages and oil filter
Add oil as necessary See NOTE
IT IS MANDATORY THAT THE CHECKS 3 4 5 AND 6 BE ATTENDED TO WHEN
TOTAL OPERATING TIME REACHES 150 HOURS IN SOME INSTANCES THIS TOTAL
IS REACHED BEFORE END OF SEASON
7 Clean Air Filter if supplied Most models have an air silencer
that does not require cleaning
8 Check engine for loose bolts nuts etc
9 Check sea water pump for leaks
10 Clean pr imary filter bowl and screen If filter bowl or sediment filter bowl and secondary fuel filter need be
cleaned more Replace secondary fuel filter element
12 Change the fluid in the transmission Refer to the of this manual for Fresh Water Cooling System The use of a 5050 solution of anti
freeze and fresh water is recommended for use in the fresh water
cooling system year round This solution may require a of antifreeze depending on the areas winter climate
Should more antifreeze be needed drain an approximate amount from
the engine block and add a more concentrated mixture Operate the
engine to insure complete circulation throughout the system Recheck
2 Lubrication System With the engine warm drain ALL the lubri
cating oil from the oil sump Remove and replace the oil filter
place some paper towels and a plastic bag around the filter to catch
the oil while removing it
When installing the new oil filter be sure to apply a small
amount of oil on the sealing Oring at the base of the filter Fill
the sump with the correct amount of oil for your engine model Use an
oil wi th an API Spec CC Run the engine and check for proper oil
pressure and insure that there are no leaks
Do not leave old eng ine lubr icating oil in the sump over the
winter layup period Lubricating oil and combustion deposits combine
to produce harmful chemicals which can reduce the life of parts
3 Transmission Drain the lubricant from your transmission Refill with the proper lubricant to the full mark on dipstick Run the engine and
shift the transmission into
forward and reverse onetwo times Stop the engine and check oil level add lubricant as needed Check for leaks
4 Fuel System Top off your fuel tanks with 2 diesel fuel should be added at this time to control algae and condition
the fuel Care should be taken that additives used are compatible
with primary used in the system Change the element
in your primary fuel if it contains one andor clean
the separator sediment bowl
Change the fuel filter elements on the engine and bleed the fuel
system as needed Start the engine and allow it to run for 5 to
10 minutes to insure that no air is left in the fuel system and check
for any leaks that may have been created in the fuel system dur ing
this servicing and correct as needed
5 Sea Water Circuit Close the thru hull sea cock Remove the raw
water intake hose from the sea cock Place the end of this hose into
a 5gallon bucket of clean fresh water Before starting the engine
check the z inc pencil found in the pr imary heat exchanger on the
engine and clean or replace it if required Clean your sea strainer
if one is installed on the inside of the hull
Start the engine and allow the raw water pump to draw the fresh
water through the system When the bucket empties stop the engine
and ref ill the bucket wi th an antifreeze solution slightly stronger
than needed for winter freeze protection in your area
Start the engine and allow all of this mixture to be drawn through
the raw water system Once the bucket empties stop the engine mixture should protect your raw water circuit from winter layup as well as providing
corrosion protection
Remove the impeller from your raw water pump some antifreeze mix
ture will accompany it so catch it in a bucket Examine the
impeller Acquire a replacement if needed and cover gasket Do not
replace the impeller back into the pump until the Spring with a clean cloth lightly soaked in oil place it in the opening
of the intake manifold so as to block it closed DO NOT shove the
cloth out of sight into the intake manifold If you cannot see it
next Spring and you attempt to start your engine you may need of a servicing dealer Make a note to remove this cloth
pr ior to star tup The exhaust through hull can be closed in this
same manner
7 Disconnect the propeller shaft coupling from the transmission If
the boat remains in the water during winter storage this need not be
done
This is a good time to check the security of the coupling to the
propeller shaft Insure also that the coupling set screws are tight
and wired so as not to loosen The engine alignment to the should be checked in the spring when the boat is placed back in
the water and the mast stepped and the rigging tuned
8 Controls and Linkage Check the security of control the engine and transmission Lubricate these controls and insure
that they move freely Engines with pUlltype shutoff levers should
be left in the run position during winter storage
9 Starter Motor Lubr ication and cleaning of the starter dr ive
plnlon is advisable if access to the starter permits its easy that the battery connections are shut off before attempting to
remove the starter Take care to properly replace any electrical con
nections removed from the starter
10 Removing the injectors from the cylinder head and squirting some
light lube oil down the injector hole into the cylinders is not
necessary for the few months the engine is laid up for the if you anticipate a longer layup period 12 months
please follow through with this procedure It will prevent the
adher ing of the piston rings to the cylinder walls Insure that you
have the proper hardware to replace the sealing washers for the injec
tors and return line Spares This is a good time to look over your engine and see if
external items such as belts or hoses may need replacing come Check over your basic spares ki t and order i terns not
on hand or replace those items used during the winter layup such as
filters and zincs
12 Batteries If batteries are to be left on board during the per iod insure that they are in a state of full charge and
will remain that way to prevent them from freezing If not it would
be wise to remove OILS
Lubricating oils are available for Westerbeke Diesel engines which
offer an improved standard of performance to meet the requirements of
modern oper ating conditions such as sustained high speeds and Use a good brand of oil that has an API Service Spec of CC or
better
Use the following chart to select the proper viscosity of oil for
your Westerbeke engine
Ambient Temperature Viscosity
Above 80 F SAE 30 or 1030
30 80 F SAE 20 or 1030
Below 30 F SAE 10 or 1030
ENGINE OVERHAUL
The following sections contain relating to the proper opera
tion character istics of the major com
ponents and systems of the eng ine
Included are disassembly rework instructions for the guidance
of suitably equipped and staffed mar ine
engine service and rebuilding necessary procedures should be under
taken only by such tional operating character istics are
included in the Operation Section of replacements should be made only with
genuine Westerbeke 32
Engine Cylinder Head 37
Engine Crankcase System 60
Fuel System 65
Governor System 81
Technical Data 85
10 Two 12BTwo Right Side
Left Side
WMD 3KW Side
Left Side
DIMENSIONAL DRAWINGS
Westerbeke 10Two 12BTwo
EXHAUST CONN INPT I
AW WATE OUT
fUEL 1 NLET
27 FfMILf
1075
1957
24 KW 3 KW GENERATOR
11581
FlAW WATER OUT
iD HOSC
VEL INLET 27NPT
2150
2000
2850
1 625
Dimensions are subject to change
ENGINE NUMBER
1 The engine serial number is stamped on the ID plate attached to the exhaust manifold
2 The engine serial number is stamped as shown below
Engine number 1001 COOO
The engine block serial number will also be found stamped in the block on a flange just
below the number two generator serial number is found stamped in the outside housing of the generator on
the left side when viewed from the front of the engine
SECTIONAL VIEWS OF ENGINE
1 Longitudinal cross section
1 2 3 4 S
20 21 23 24 2S
1 Fresh water pump 10 Push rod 19 Crankshaft plate
2 Water outlet fit II Tappet 20 Front bearing housing
3 Exhaust valve 12 Camshaft 21 Gear case
4 Intake valve 13 Oil pump 22 Oil drain plug
5 Oil filler cap 14 Piston 23 Oil pan
6 Rocker arm shaft 15 Connecting rod 24 Oil screen
7 Rocker cover 16 Crankshaft pulley 25 Rear plate
8 Cylinder head 17 Crankshaft 26 Flywheel
9 Cylinder block 18 Crankshaft gear
2 Lateral cross section
1 Exhaust manifold 9 Cylinder head 16 Fuel filter
2 Rocker cover 10 Piston 17 Ring gear
3 Push rod 11 Starter 18 Oil level gauge
4 Rocker arm 12 Rear plate 19 Oil filter
5 Exhaust valve 13 Water drain hose 20 Oil screen
6 Glow plug 14 Crankshaft 21 Oil pan
7 Nozzle holder 15 Cylinder block 22 Oil drain plug
8 Intake pipe
GENERAL Vertical 4 cycle OH water Chamber Swirl type of Cylinders
2
Bore x stroke 65 mm 256 in x 68 mm 268 in
Total Displacement 451 cc 2752 Ratio 251
Firing Order 1 2
Engine Performance 95 HP at 3000 RPM 10 Two Model
120 HP at 3600 RPM 12BTwo Model
Dry Weight
Propulsion 205 Pounds
Generator 308 Pounds
Fuel 2 Diesel Fuel
Fuel Injection Pump Bosch M Centrifugal weight type
Nozzle Throttle type
Fuel Injection Pressure 160 kglcm System Forced Lubrication trochoid pump
Oil Pump Trochoid Type
Engine Oil Capacity Limit upperlower 28 liters l 8 Water Capacity Approx 16 liters in engine
Solenoid operated overrunning clutch
cranking type 12V 09 12 Volt 35 amp
Glow Plug Sheathed plug quick heat type
PERFORMANCE performance shows the values under standard ambient conditions 760 mmHg temperature 20 0 C humidity 65
10 Two and 12BTwo Propulsion Engine
TORQUE
L BFT
i I
I I I
HORSEPOWER
I I COINT I 1 I
I I
050 F U E LeO N SUM P T ION
I lrl I 045
LB PER HPHR
o 1400 2000 3000 3600
WMD 3 KW Generator Model 60 Hertz
WMD 24 KW Generator Model 50 Ratings Deratings Engine
Model Volts AmS Hertz Phase Wire PF KW RPM 120 25 60
2 10 30 35 each 1000 ft 1800 Remote
above sea 120240 251125 60 3 10 30 1 for each 100 F 1800 Remote
above 85F 220 10 50 2 10 24 10 for continuous 1500 Remote
duty
and remedies for general engine trouble are listed as PROBABLE CAUSE REMEDY
Hard Starting
1 Slow cranking
a Viscosity of engine oil Use oil of lower viscosity
high
b Battery discharged Charge battery
c Battery is old Replace battery
d Poor connection of Clean terminals and cable connectors
battery terminal
e Faulty starter Overhaul or replace starter
f Faulty starter Bendix Check starter amperage draw Replace
drive or repair starter if Injection system trouble
a Air in fuel system Allow system to self bleed
b Fuel filter clogged Replace fuel filter element
c Injector pressure low Adjust injector pressure
d Nozzle injection failure Clean or replace nozzle
e Lack of pressure from Overhaul or replace injection pump
injection pump
f Injection timing too Check and adjust injection timing
early propulsion 25 BTDC
Generator 25 BTDC
3 Engine
a Lack of compression
1 Improper valve Adjust valve clearance
clearance
2 Incorrect contact of Lap valves to head
valve seat
3 Seizure of valve stem Replace valve and valve guide
4 Valve spring broken Replace valve spring
5 Leakage from cylinder Replace gasket
head gasket
6 Piston ring sticking Replace piston and piston ring
7 Worn piston rings and Repair as needed
cylinder
b Glow plug burned Replace glow plug
c Insufficient operating Adjust time per temperature Check
time for glow plug connections and solenoid
d Incorrect setting of Set to starting position full open
throttle lever
e Governor spring out of Correct spring
position
SYMPTOMS PROBABLE CAUSES REMEDY
Lack of Power
1 Lack of compression See Lack of Compression under
Hard Starting
2 Improper adjustment of
injection system
a Improper injection timing Adjust injection timing
b Injectors misfiring Overhaul or replace injectors
c Low injector pressure Check injector nozzle and adjust
injector pressure
3 Lack of fuel
a Air in fuel system Check connections and fuel tank
b Filter clogged Replace filter
c Fuel tank contaminated Clean tank and replace filters
4 Lack of intake air Check air intake for Overheating
a Lack of cooling water Replenish water check for leaks
b Vbelts loosened Adjust or replace
c Heat exchanger clogged Clean
d Improper injection timing Correct injection timing
e Lack of engine oil Replenish engine oil check for
Oil Oil leakage
a Faulty oil seals Replace oil seals
b Gear case gasket damaged Replace gasket
c Gear case bolts loosened Tighten bolts
d Drain plug loosened Tighten plug
e Oil pipe connector Tighten connector bolt
loosened
f Rocker cover gasket Replace gasket
damaged
g Rocker cover bolts Tighten bolts
loosened
2 Oil up
a Piston ring end gaps Correct ring positions
incorrectly positioned
b Connecting rod tilted or Replace connecting rod
distorted
c Wear of piston ring Replace ring
d Wear of piston and Replace piston and rebore cylinder
cylinder
3 Oil down
a Faulty stem seal Replace stern seal
b Wear of valve and valve Replace valve and valve guide
guide
SYMPTOM REMEDY
Noise or Abnormal Sound
1 Crankshaft or main bearing
a Excessive wear of bearing Replace bearing and grind crankshaft
b Excessive wear of crank Grind to proper undersize
shaft
c Bearing melted Replace bearing and check oil line
2 Connecting rod and connecting
rod bearing
a Wear of connecting rod Replace bearing and grind crank pin
big end bearing
b Wear of crank pin Grind crank pin
c Connecting rod bent Straighten or replace
3 Piston piston pin and piston
ring
a Wear of cylinder Rebore cylinder to oversize and
replace piston
b Wear of piston pin Replace piston pin
c Seizure of piston Replace piston
d Piston ring worn or Replace piston ring
damaged
4 Valve mechanism and other
a Wear of camshaft Replace camshaft
b Excessive valve clearance Adjust valve clearance
c Wear of timing gear Replace gear
d Wear of water pump Replace bearing
bearing
ADJUSTMENT OF VALVE Remove the rocker cover In loosen the rocker arm lock nut fI2
and while turning the adjusting screw fI3 measure and adjust the
valve clearance with a thickness gauge between the valve stem and
rocker arm position A
1 3
2 With the No 1 cylinder at TDC on compression stroke adjust the
clearance of the intake and exhaust valves of the No 1 cylinder
Then with the No 2 cylinder at TDC on compression stroke
adjust the clearance of the intake and exhaust valves of the
No2 To posi tion the No 1 cylinder for TDC of compression stroke
align the timing mark on the gear case with that on the
crankshaft pulley position No 2 cylinder at TDC of its
compression stroke by rotating the crankshaft 170
4 After the adjustment
securely tighten the
rocker arm nut while
holding the adjusting
screw from rotating
Note The cylinder head
holddown bol ts should be
torqued before the valve
adjustment is made
Valve Clearance both
intake and exhaust
engine cold
025mm
CYLINDERHEAD BOLT TIGHTENING The cylinder head bolts when being torqued should be broken free onequarter to
onehalf tum then torqued to the value given and in the proper order as Torque
253 289Ibft
35 40 kgm
CONSTRUCTION AND SERVICING OF CYLINDER Head
The cylinder head is made of a cast iron and has great rigidity and
excellent cooling property It is of the overhead valve type and the
intake port and exhaust port are of crossflow type and the valve
seats and guides are chamber and glow plug are provided at the lefthand side of the
head to insure complete fuel combustion and better engine Head Gasket
The cylinder head gasket is
made of airtight and and has grommets in the cylinder
bore area The gasket is
coated wi th sealant on both
sides except where the cylin
der bore periphery is to pre
vent oil and water no gasket sealant
is needed during engine model mark
stamped on the upper side of
is c
C E
the gasket cylinder head
side to help insure and Valve Spring
The intake valve has a large diameter
head to increase the intake effi
c iency Both the intake and are steel and the exhaust valve
has a welded special head to withstand a higher heat Stem seal
The upper part of the valve guide is
provided with a valve stern seal to Valve guide
prevent oil leakage into the valve spring is made of a valve spring steel The
spr ing spr ing retainer and retainer
lock of the intake valve are identical
to those of the exhaust valve
Chamber
The combustion chamber is of a swirl chamber type The swirl chamber
is made of a steel and is pressed into the The swir I chamber should not be disassembled because it is
machined wth the head after being pressed into the cylinder Arms and Rocker Shaft
Rocker arms are made of a special cast iron Rocker shaft is made of
bar steel and the surface is cemented Oil to the rocker arms and
rocker shaft is supplied through the rocker cover oil Cover
The rocker cover is made of aluminum diecast and the upper part is
provided with an oil passage to supply oil to the rocker section via a
supply tube from the front cam bearing
The cover is also provided with a fill port for engine the Cylinder Remove the exhaust manifold
b Remove the oil pipe from the cylinder head
c Remove the fuel return line
d Remove the fuel injection lines from the Remove the After removing the glow plug lead wire remove the glow plug
g Remove the rocker cover
h After removing the rocker shaft holddown bolts remove the rocker
arms rocker shaft and rocker support assembly After removing
the rocker assembly pullout the push rods
i Loosen and remove the cylinder head bolts in the illustrated
order
m 10
Q 9
JO8 6
o 0
j Remove the head gasket etc
k Using a valve spr ing compressor compress the valve spr ing and
remove the retainer spring and valve Keep the removed valves
and related parts in order by each Check the cylinder head for visible water leakage or damage
before cleaning
2 Prior to inspection and repair clean each part carefully and
remove oil scale carbon and paint
3 Clean oil holes with compressed air and make sure they are not
Head
Check the cylinder head for
cracks damage and water sure the oil passage is the bottom of the cylinder
head for any warpage Check using a straight
edge and thickness gauge
Valve Guide
Check the clearance from valve stem to
valve guide and if it exceeds the
service limit replace the valve guide 145 155
and valve When replacing a valve
wi th its stem worn also replace the
valve guide
Valve guide
To replace the valve guide use a
press and remove the worn guide by
pressing it out from the underside of
the head out through the top
To install a new guide press it into the cylinder head from the upper
side obtaining the illustrated dimension After installing the valve
guide check the valve stem to guide clearance and if the clearance
is less than the standard value ream the guide to achieve the Seat
Check the valve seat for any damage and
incorrect contact and if as illustrated lap the valve and seat with
lapping compound
If the valve seat surface recedes more
than the service limit replace the
cylinder head The receding of the
valve seat surface can be checked by
measuring the installed height of the valve Check the valve guide for any wear before cor recting the
valve seat If necessary replace the guide
Amm Bmm Cmm
237 217 25 A
the thickness T of the valve head
exceeds the service limi t replace the top end A of the valve stem
surface in contact with the rocker arm
is worn or dented repair or replace
Valve Spring
Check for cracks and the free length and load of the spring if defective the squareness of the spring if excessively tilted
replace
svri1Ce gage
plate
Rocker Arms and Rocker Shaft
I f the rocker arm par t in con
tact with the valve is exces
sively worn or damaged replace
Also check the adjusting screw
and if the surface in contact
with the push rod is the ID of the rocker arm
bushing and the 00 of the
rocker shaft rocker area and if the
clearance is excessive replace
the rocker arm Rod
Check the push rod for bending and wear at both ends and if defec
tive and Clean thoroughly each assembly part prior to assembly
2 When assembling apply oil to sliding and rotating parts
Securely install the valve stern seal into the valve guide
Note The valve stern seal is not the valve stern wi th eng ine oil and insert it into the valve
guide Then install the retainer wi th the redpainted end of the
valve spring at the retainer side compress the spring with a and install the retainer the rocker arm rocker shaft and rocker bracket apply
engine oil to the bore of the rocker arm bushing
The cylinder head gasket is
coated wi th sealant and there
is no need of applying the cylinder head
bolts in the illustrated order
to the specified the rocker arm and
shaft assembly on the top of
the cylinder head and tighten
the bolts to the the glow plug and
tighten to the the nozzle and install and
tighten the nozzle to the Replace the gaskets and washers with new ones and apply sealant
to specified areas
2 When installing the injectors do not turn the body side but turn
the retaining nut
Install the glow plug lead wire
Adjust the valve the piston Gf each cylinder
at the top dead center stroke insert a
feeler gauge between the valve
stem tip and the rocker arm face
and adjust to the ance cold by use of the
adjusting screw
of crankcase is of the fulljacket type made of cast iron alloy and
formed integral with the main bearing is of the bushing type made of special copper alloy
with back metal and is flashplated The crankshaft thrust is
received and maintained by the front bearing crankshaft is a high
carbon steel and the ma1n
bearings and connecting rod
journals are to increase the
wear resistance The
balancer is formed integral
with the and Ring Gear
The flywheel is designed to provide a great inertial efficiency and to
minimize torque variation The ring gear is shrinkfitted to the
flywheel and gear teeth are to increase to Piston Pin and Piston Ring
The piston is made of special light alloy and is elliptic and smaller upward to provide the best contact with the piston pin is a hollow special
alloy steel pin and is the surface The piston pin is pressed into the and fixed by use of a special fitting tool
Each piston is provided with four piston rings three and one oil ring No 1 ring and oil ring are hard on the surface in contact with the
Rod
The connecting rod is a high carbon steel forging and the rod is of
Isection and the big end is of hor izontally split construction to
increase rigidity
The piston pin is pressed into the small end of the rod The con
necting rod bear ing is made of special copper alloy with back metal
and is Gears
All the timing gears are
spur gears The camshaft
gear is driven by gear and the
governor gear is dr i ven by
the camshaft camshaft is a high carbon steel forging and is formed integral
wi th the cam for the injection pump and the cam lobes and journals
are camshaft is supported in machined holes in the crankcase The
front journal is provided wi th an oil hole to supply oil intermi t
tently to the cylinder head and rocker thrust is received by the front side of the crankcase and by
a surface provided in the timing gear front cover
The rear end of the camshaft is provided with a slot to drive the and Push Rod
The tappet is tubular and is surface on the bottom surface and the
rod receIvIng area The tappet is
installed offset from the cam center and
as the cam rotates thus pre
venting uneven wear of the bottom of push rod is made of bar steel and 1 Offset
both ends are specially hardened
Oil Pan
The oil pan is made of sheet metal and is provided with an oil drain
hose attached to the sump oil drain boss
DISASSEMBLY AND INSPECTION OF engine electrical Mar k leads for 35 amp DC alternator and
drive belt
Remove starter the glow sea water pump mounting bracket thermostat housing ther
mostat pump drive belt hoses and primary heat exhaust manifold with idle stop ontrol fuel solenoid assembly
generator electric fuel pump and engine mounted fuel filter high pressure liner from injection pump to fuel return line from injectors and to
injection pump
Remove injectors and sealing Head
Remove rear lifting eye and rocker box cover with oil supply line
Remove rocker arm assembly and push rods
Remove cylinder head hold down bolts and lift cylinder head tappets out of block with use of a magnetic the oil pan
and transmission damper plate and bellhousing generator see
generator the flywheel and backplate
Remove the oil the front crankshaft pulley nut and remove the front the front gear case cover and removing the governor weight assembly remove the
snap ring and
then the governor gear
Draw the camshaft and gear from the the sleeve crankshaft gear and the connecting rod caps and draw the pistons and assembly through the top of the
block Keep the rod caps and
bearings in order by cylinder so that there will be no mixing Mark
the rod and cap on one the front bearing housing from the out the crankshaft from the crankcase hole Be careful not
damage the main of Piston and Connecting Rod
Set the piston and connecting rod assembly on the body of a special
tool as illustrated insert the push rod of the tool into the piston
pin hole and remove the piston pin by pressing it out with the aid of
a hydraulic press Do not use the guide of the tool when removing the
piston Be sure to use hydraulic press when removing the piston pin Do
not attempt to hammer it out If an excessive pulling force is
required to remove the piston pin due to adhesion replace it
wi th a new one Do not apply the load of more than 3000 kg
6600 lbs to the pin setting tool
2 When setting the piston and connecting rod on the tool body be
sure that the small end of the connecting rod is placed properly
on the receiving area of the tool body
a 925
PuSh rod
mark
Tool body
1 Body
2Guide
3 Push Check the crankcase for signs of water leakage oil leakage and
damage before cleaning it
2 Pr ior to inspection and repair clean each par t and remove the
dust oil carbon deposits and water scale
3 Clean the oil galler ies by applying compressed air and be sure
that the holes are not clogged and are clean and the crankcase for cracks
and damage If the the water jackets for pre
sence of water scale and rust
and clean as needed
Using a cylinder gauge measure the cylinder bore at three in X and Y directions and if necessary rbore the cylinders
to oversize or replace the block if beyond repair
XXis th thrust Piston Pin and Piston Ring
Check the piston for evidence of seizure streaks and wear and if
defective the 00 of the piston and if excessive wear is If the piston to cylinder wall clearance is the cylinder to the next oversize or replace
the piston The
piston 00 should be measured at the lower part of the skirt across
the thrust faces
When an oversize piston is used
finish the cylnder bore oversize as
well First measure the of the oversize piston to be
used diameter in the thrust direction
at the lower part of the rebore the cylinder so that
the clear ance between the piston and
the cylinder wall will be the in the data section and
finally cross finish by the piston ring and if necessary replace
the ring If the clearance is with a new ring replace piston ring end gap and if
the end gap is excessive replace 50
To measure push the ring with a piston into the least worn part
skirt of the cylinder as illustrated and measre the end gap using
a feeler gauge
Piston
If the clearance between the piston pin and piston or the bore of the
small end of the connecting rod is excessive replace the piston pin
assembly or connecting rod Rod
Using a connecting rod aligner measure the bend and distortion of the
rod and if excessive bend or distortion is found repair or installing the connecting rod on the cr ankshaft measure the
thrust clearance and if the clearance is excessive replace the twist theak
I J r
the crankshaft journals and pins for damage and seizure Also
measure the crankshaft 00 and if wear is exceSSlve finish to the next undersize and replace the main bearing and con
necting rod bearing with new parts of the same 51
CAUTION
Correct the bend before grinding
the crankshaft Finish each fillet
to the illustrated the crankshaft end play
and if it exceeds the replace the front main
bearing housing To measure
the end play install and main install the gear
sleeve and pulley tighten the
nut and then apply a dial gauge
to the end of the bearing and connecting rod the bearing surface for flaking melting seizure and and if defective replace
With each main bearing and bearing installed in the crank
case bear ing housing and measure the 10 of the measure the 00 of journals and pins and
calculate the oil the oil clearance is not wi thin
the replace f the standard oil clear ance is not
obtained even with the new the crankshaft undersize and
install a bear ing of the same 52
To replace the main bearing use the special tool Bearing Number 33742
1 To remove the main bearing install
the guide ring to the installer
body as illustr ated To pull the
main bearing out of the bearing
housing push it from the front
side to the rear side To remove
the main bearing at the rear of the Fo fmnt bring
crankcase remove the oil seal and
then push the bear ing inward from
the rear side of the crankcase Bearing To install the main bearing assemble the main bearing and
guide ring as illustrated and press in the bearing in the
same direction of the front bearing is to installed 25mm inside from the refer
ence surface at the bearing installation side use the furnished tool
adapter ring
Marking
1 Guide ring 4 Bearing housing front
2 Main bearing or crankcase rear I Bearing installer 3 Guide ring
3 Bearing installer 2 Main bearing
Removing the Main Bearing Installing the Main Install the main bear ing so that the oil hole of the bear ing
aligns with that of the crankcase Set the oil hole position of
the main bearing to the mark line stamped on the collar of the
installer body and then press the bearing in while aligning the
oil hole with that of the crankcase After setting do not turn
the tool or bearing Be sure that the butting part of the main
bearing is in the illustrated position
2 Before installing the bear ing apply eng ine oil to the outside
surface of the bearing Be sure to use a press to install the
bearing Install the bearing squarely
Timing each gear for incor
rect wear and damage and if
defective the clearance between the camshaft journals both front and
rear and the shaft hole in the crankcase and if the clearance is
excessive replace the camshaft or the cam face is damaged or the cam lobe is worn in excess of the
service limit replace the the slot for driving the oil pump for any wear and if the wear
is excessive the bottom of the tappet the surface contacting the cam and
replace the tappet if the bottom is excessively cracked spalled Rod
Replace if the wear at both ends the push rod on a surface plate
and measure the bend in the center
and if it is excessively bent over
the standard value repair 54
ASSEMBLY AND Clean each part thoroughly Especially clean carefully oil
holes bearings bearing lower holes and inner wall of 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
4 Apply lubr icating oil to moving parts dur ing assembly Insure
that moving parts when assembled on the engine rotate or slide
and are not subject to binding or excessive tension
5 If there are mating marks scr ibed dur ing disassembly reference
them correctly for assembly
6 Use new gaskets lockwashers orings etc
7 Tighten the bolts and nuts on important parts of engine to spe
cified torques using a reliable torque wrench
8 Use liquid sealants when required on nuts bolts and gaskets
Refrain from using tape of Piston and Connecting Rod
Assemble the piston and connecting rod in the following manner using
the special tool Piston Pin Setting Tool Part Number 33582
1 Insert the piston pin into the push rod of the tool and screw the
guide fully into the push rod
2 Insert the push rod piston ring and
guide assembled in the preceding
Push rod
paragraph into the piston pin hole of
the piston and further into the small
end of the connecting rod Make sure
that the front mark arrow on the top Arrow mark on
piston head
of the piston and the identif ication
mark of the connecting rod face in the Piston
same direction Apply engine oil suf Tool body
ficiently to the piston pin surface
and inside the small end of the con
necting rod
3 Set the piston connecting rod and tool assembled in the pre
ceding paragraph to the tool body To set lign the notch of
the guide with that of the body and insert the assembly into the
tool body Then turn the guide 90 degrees After setting be
sure that the small end of the connecting rod securely rests on
the receiving part of the tool body Also check that the front
mark arrow on the top of the piston and the mark
of the connecting rod are facing upward
4 With the piston set on a hydrau
lic press press the piston pin
into the piston The hydraulic
pressure should be between 500
1500 kg 1100 1300 Ibs If
the pin requires a greater or
lesser pressure replace the
connecting rod or piston and pin
assembly The pin is pressed
into a prescribed position by
the guide After the installa
tion is completed turn the push
rod 90 degrees align the notch
of the guide with that of the
tool body and remove the piston
and connecting rod assembly from
the tool installing the piston and connecting rod verify that the piston
pin is equally pressed in against the center of the rod If the pin
has been installed unequally correct it In such a case check of Piston Rings
Since piston rings differ in shape from
one another they must be installed as paying attention to the
posi tion and direction They must be
installed so that the
rJNo2
mark and size mark face the top of the
piston
Insert the crankshaft into the crank
case Apply engine oil to the main I
bearings and journals and take care not Oilring
to damage the main the front bearing housing
Bearing housing
Pulley
Install the crankshaft plate
cr ankshaft gear and sleeve Install
the cr ankshaft plate wi th the cham
fered side directed toward the rear of
the eng ine crankshaft gear wi th the
stepped side directed toward the front Nut
rP Sleeve
of the engine and sleeve with the nCrankshft
chamfered square end toward the front gear
Washer
of the engine Stopper plata
Temporarily install the sleeve
stopper washer and crankshaft pulley
and after tightening the nut check
the cr ankshaft end play I f the end
play is excessively larger than the
specified value recheck the bearing
housing Also verify that the
crankshaft gear and sleeve are pro
per ly installed After checking the
end play loosen the nut and remove
the pulley and washer
Insert the piston and connecting rod
assembly into the cylinder install
the connecting rod cap and tighten to
the specified torque Insert the
bol ts at the connecting rod side and
tighten the nuts from the cap side
When inserting the piston use a
piston ring compressor and be sure j
that the front mark arrow on the h o
piston head and the
mark on the connecting rod are
directed toward the front of the
engine Also make sure that each
piston ring end gap is not in the
direction of thrust of the piston or
in line with the piston pin and that
the adjacent ring end gaps are at
least 90 degrees apart
Key the camshaft gear to the camshaft
and insert the camshaft into the
crankcase Make sure that the mating
mark of the crankshaft gear aligns
with that of the camshaft gear as
illustrated Apply oil to the bearing
surfaces when 57
Install the governor gear and
install a snap ring onto the shaft
Then install the governor and sliding the gear case with gover
nor linkage assembled In this
case attach a gasket coated with a
good br and of sealant to the gear
case before the crankshaft pulley Do
not forget to install spacer stopper washer
and crankshaft pulley these washers positios when installing and tightening the front pulley nut
Torque the front pulley nut i6 the proper the oil pump the the flywheel and tighten
the bolts to the specified the oil screen and oil pan
Insert the tappets
dll lObe
Insert the push rods into the tap
pet hole the cylinder head Cylinder Head the injection pump
assembly and fuel lines See
Fuel the oil filter I f the
oil pressure swi tch and oil
pressure sender have not yet apply sealant to
their threads and install them
Use the proper socket the oil pressure
swi tch
Install the fuel filter assembly
and electric fuel pump
Install the fresh water pump and drive the starter and alternator See Electrical the alternator belt Adjust the tension
of the belt by
adjusting the the thermostat housing sea water pump bracket and the primary heat and related the idle stop fuel run wir
ing harness is properly supported and
protected from chafing and the damper plate adapter
and transmission ts refer to text on gener ator
removal and 59
LUBRICATION lubr icating system is of fullforce type using a trochoid gear
pump with a fullflow oil filter The oil pump is driven through the
Oldhams coupling located at the rear end of the camshaft The oil
from the oil pump is regulated by a check valve filtered by the
cartridge type oil filter and supplied to each part of the oil galleries in the engine block
l Oil Filter 7
2 Relief Valve 9
3 Oil Pump
4 Dipstick
5 Pickup Line
6 Oil Pressure Switch
7 Oil Ffll Cap
B Rocker Arm 13 t
9 Rocker Shaft
10 Camshaft
11 Sump
13 Oil Line to Rockers
Engine Oil
1 Engine oil to be used
Use HD eng ine oil heavyduty oil API spec of CC and change
the oil every 100 hours of operation initially at 50 hours
2 Changing of engine oil
To change the engine oil warm up the engine Shut it down and
then remove the oil dr ain hose from its suppor t br acket at the
front of the engine Two wrenches are needed to do this one to
hold the fitting on the hose and the other to unscrew the
securing cap Lower the hose into a container large enough to
hold the oil and allow the sump to drain A pump may be used to
draw the oil out through this hose When the sump is completely
drained reposition the drain hose on its support bracket and
replace the hose capplug and tighten securely
Refill the engine oil sump with the correct amount of oil as spe
cified in the data section of this manual
NOTE Check the oil level reading on the oil sump dipstick
Allow a few minutes after adding the new oil for it to settle
into the oil sump
Oil Filter
The oil filter is an cartr idge type filter with the
filter body and element formed integral
If the element has been contaminated or clogged and the oil before and after the element has become more than about
1 kgcm 2 the builtin relief valve opens to allow the oil to flow to
each part of the engine wi thout passing through the oil filter ele
ment Therefor e it is impor tant to check and change the oil regu
larly The filter interior requires no cleaning The filter must be
replaced with a new one every 100 hours of operation initally at
50 and Replacement of Oil Filter
If it is difficult to remove the filter by hand use a special available or wrap a Vbelt around it
To install tighten the oil filter fully by hand
Tightening torque 11 to 13 kgm
Confirm that the Oring is properly fitted in the Oring groove
Apply a thin coat of engine oil to the Oring Prior to filter on the engine run the engine after filling with oil and
check for pressure and leaks Check the oil level after shutting the
eng ine off and add oil to br ing the level up to the full mar k as
needed
Oil Pump
The oil pump is of trochoid
type and is mounted at the
rear of the crankcase The
oil filter is attached to
this oil pump
The oil pump incorporates a
relief valve which when the
delivery pressure becomes
more than 35 kgcm 2
relieves excess pressure by
passing oil back into the
oil sump
When disassembling the oil pump
pay attention to the following items
I Apply engine oil to the rotating parts before After assembling check that the pump shaft turns smoothly
3 Measure the clearance between the outer rotor and the pump body
using a feeler gauge and if the clearance is excessive replace
the rotor assembly or the pump body or both
4 Measure the clearance between the outer and inner rotors using a
feeler gauge and if the clear ance is excessive replace the
rotor To check the clear ance between the rotor and cover inser t the
rotor into the pump body and apply a straight edge across the
body face If the clearance does not conform to the standard
replace the rotor assembly or body
6 Assembling the oil pump
a Install the rotor
assembly in the oil
pump body
b Install the oil pump
shaft to the crankcase
with its lug properly
fi tted in the slot in
the camshaft
c Replace the Oring
with a new one and
install the pump
cover Apply oil to
the Oring and install
it squarely on the 0
ring Pressure Switch
The oil pressure swi tch is located at the rear right side of the
crankcase and when the lubricating system pressure becomes lower than
18 to 23 PSI dur ing normal oper ation this swi tch oper ates an alarm
buzzer When the alarm sounds check the oil pressure and water tem
perature gauges on your instrument panel
NOTE The alarm can also be activated by an overheat switch
which will activate the alarm should the operating temperature of
the engine reach 205 F
Should the oil pressure be low stop the engine and the oil pressure switches and if they do not meet the replace them
NOTE Generator units have a twoprong oil pressure and water
temperature switch which interrupts the circuit for the fuel run
solenoid when tripped thus shutting down the generator automati
cally
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 eng ine speed at 3000
RPM and measure the oil
pressure If the oil pressure
is less than the specifica
tion check the lubricating
system
Oil pressure
Greater tnan 35 kgcm 2
50 lbin 2 at 3000 RPM
NOTE Insure proper oil is being used that meets temperature
requirements and the API Spec of CC or better
FUEL SYSTEM
Fuel from the fuel tank is brought to the engine by the aid of electric fuel pump Note A filterwater separator
is recommended to be installed in the fuel supply line between the
fuel tank and the connection to the electric fuel pump Fuel the electr ic pump to the eng inemounted fuel f il ter and then
to the high pressure injection pump The injection pump delivers the
fuel through high pressure lines to each inj ector The the fuel into the engines combustion chambers where it ignites
Fuel not used is returned to a fitting on the injection pump where it
combines with unused fuel from the injection pump and is returned to
the fuel tank
Fuel Filters Engine Mounted
The fuel filters are easy to handle cartridge type and constructed filter element is located in the base of the electr ic fuel pump
and the other is located in the filter housing adjoining the Note Both elements should be replaced after the ini tial
50 hours of engine operation and then every 200 hours or once a season
as the Fuel Filters
The fuel filter element located in the electr ic fuel pump can be
removed by undoing the base of the pump A 17 rom wrench 5 rom thick
should be used to undo the base Turn the base clockwise to will spill from the pump when the base is removed so be prepared
to catch it Remove the base and filter element Install the new
element insure the sealing gasket in the base cover is in good con
dition and the round magnet is in the center of the cover filter element in the cartridge is a paper type and to remove it
unscrew the knurled retainer ring and drop the ring and lower housing
off the filter bracket Fuel will spill from the housing so be
prepared to catch it The filter element is then withdrawn from the
filter bracket Two Orings are located in this bracket and should be
replaced as needed One seals the lower housing and the other seals
and holds the filter element in the filter element and the lower housing and retainer ring and
tighten the retainer When threading the retainer ring onto the bracket take care
not to cross thread it It should thread easily onto the bracket
until the lower housing contacts the sealing Or ing Hand 65
Bleed the air from the electric fuel pump and this filter cartridge by
simply turning on the keyswitch generator depress preheat switch
for 30 to 40 seconds then start the unit and check for leaks
Fuel Pump
In a transistor type
12 volt DC fuel pump the of the pump plunger is controlled
by a circuit
The oscillator section diodes and the transistor circuit is closed
and the solenoid coil is excited a
sucking force acts on the it down against the spring force
and the fuel pushing up the deli very
valve that leads into the plunger
When the transistor circuit is opened
the plunger is pushed back upward by the 1 Diaphragm 6 Plunger
2 Oscillator 7 Outlet valve
spr ing force forcing the fuel out of 3 Solenoid coil 8 Spring
the outlet port and at the same time 4 Filter 9 Inlet valve
the inlet valve opens and the fuel 5 Filter cover
enters the lower chamber Fuel and Reassembly of the Electric Fuel Pump for this tr ansistor ized fuel
pump is of a totally enclosed type
only the cover filter and plunger assembly require a 17 rom wrench remove the cover 1 as illustrated Then the
cover gasket 2 magnet 3 and filter 4 can be removed from the
pump body
I Cover 4 Filter 6 Spring retainer 10 Plunger spring
2 Cover gasket 13 Body 7 Washer 11 Plunger
3 Magnet 8 Dring 12 Plunger tube
Removal of Filter 9 Valve 13 Body
Removal of Plunger
Replace the filter as the cover gasket and if damaged replace it Clean the magnet
and cover remove the plunger first remove the spring retainer 6 from the
plunger tube 12 Then remove the washer 7 Oring seal 8
valve 9 plunger spring 10 and plunger 11 from inside the tube
Wash these parts in clean diesel oil and remove the oil and other using compressed THE TUBE 12 HAS VERY SMALL WALL THICKNESS BE CAREFUL NOT
TO DEFORM THE TUBE DURING REMOVAL OF THE PLUNGER AND THE HANDLE THE PLUNGER TO PREVENT IT FROM BEING DENTED OR
OTHERWISE To assemble install the plunger plunger spring valve Oring
and washer in that order and finally secure them with the
retainer so that they will not come out
2 Install the filter element and then the magnet and gasket in the
base cover and tighten the cover with a 17 mm wrench to the ends
of the slotted and Checking the Electric Fuel Pump
1 Changing the Filter
After the first 50 hours of operation and thereafter every 200 hours
remove the lower cap of the pump using a 17 mm wrench and replace the
filter element
2 Checking the Electric Fuel Pump on the ignition switch generator preheat The pump a clicking sound If the pump does not produce any
check with a DC voltmeter to determine that 12 volts is to the pump If 12 volts is being supplied to the pump and
the pump still does not make any operating sound replace the fuel
pump assembly If 12 volts is not present at the pump check the unit
circuit breaker electrical connections and switch
3 Checking the Discharge Rate of the
Fuel Pump
Check the discharge rate as pump must deliver over 200 cc 422
pints of fuel in 15 Injection Pump
This fuel injection pump is a doublebarrel pump installed in the
cylinder block and consists of pump element plunger assembly deli
very valve tappet and smoke set device The pump is mounted at the
front right side of the cylinder block and delivers the fuel when the pump cam rotation pushes the plunger up through a fixed stroke
1 Control of Injection Rate
The fuel injection rate is increased or decreased by chang ing the
relative position of the plunger lead and plunger barrel The plunger
is rotated by the control pinion installed on the outer periphery of
the plunger barrel
The lower flange of the plunger fits in the slit of this plnlon and
the rotation of the pinion is transmitted directly to the plunger
This control pinion is driven by engine power through the weights operated through centr ifugal force governor sleeve
and throttle linkage Therefore when the fuel rack moves to the
right the amount of fuel injected decreases and when the fuel rack
moves to the left the fuel increases
1 Delivery valve holder
2 Delivery valve seat
Q 3 Control rack
4 Pump body
j 5 Tappet
6 Stopper
7 Delivery valve spring
8 Delivery valve
9 Air vent screw
10 Plunger barrel
iJ 11 Lock pin
iJ 12 Control pinion
13 Plunger
14 Union bolt
15 Upper seat
16 Spring
17 Lower seat
18 Return spring
2 Smoke Set
A smoke set is installed to control the maximumfuel injection rate
The stopper is held by a spring in the illustrated position This
position is the smoke set position To start a cold engine the
throttle lever is pulled fully toward the maximum number of rotation
and the control rack is moved by the governor lever in the direction
of the arrow overcoming the spr ing force of the stopper thus injection The fuel injection rate between the two barrels
is adjusted by the plunger barrel which rotates on the adjusting plate
with cam mechanism located on the opposite side of the control rack
Spring
Adjusting plate Plunger barrel
Lever
3 Delivery Valve
In addition to the function to deliver the fuel into the injector line
after the fuel pressure has increased sufficiently high the has another important function to prevent nafterdripn
from the
nozzle tip after completion of the fuel pressure above the plun
ger has dropped at the completion of
injecting the delivery valve piston
moves to close the delivery valve seat
but at that time the compressed fuel
still remains in the line which results
in the afterdrip from the nozzle tip
To prevent this the
delivery valve piston sucks back the
fuel remaining in the injection line
before the delivery valve is seated
During injection End of reducing the fuel pressure in the
injector line almost to zero
of the Fuel Injection Pump
1 Remove the fuel injec
tion lines and return
lines
2 Loosen the injection
pump mounting bolts and
lift the pump assembly
out of the engine
block position the
throttle arm about half
open to position the
fuel rack ball joint at
the notch in the block
for removal
3 Record the thickness and quantity of pump adjusting shims in
order to facilitate adjustment at the time of Disassembly of the Fuel Pump
CAUTION
Do not recklessly try to disassemble the fuel injection pump
Pump adjustment requires a test bench and acquired skill Avoid
disassembly and adjustment of the pump when this equipment and
knowledge are not available
Before close the fuel inlet and outlet and clean
the exterior of the pump
Fill a container with clean diesel oil and put disassembled parts
in it
Keep in order the disassembled parts except those to be replaced
so that they may be reassembled in their original positions and
that no mixing with other parts will occur
a Remove the deli
very valve
holder Take
out the valve
spring valve
and Oring
b Take out the
gasket and valve
seat
c Straighten the tappet guide pin lock plate push in the tap
pet slightly pull off the guide pin using a needle nose
pliers and take out the tappet
d Remove the spring and upper seat
e Remove the pinion
f Draw out the plunger barrel upward from the pump housing
Keep the removed plunger barrels and plungers in sets
Never mix plunger and barrel g Remove the cotter pin washer return spring and smoke set
and pullout the control Delivery Valve Seat
Delivery VIIlve
Check the contact surface of the deli
very valve seat and if not showing
good contact replace the The delivery valve should show
a slight resistance when from the valve body when the
other hole is closed off wi th one Plunger Barrel
Check the plunger for seizure damage
and rust Also check that the smoothly when it is diesel fuel and inserted into the
barrel If the plunger is found not Barel
to slide smoothly into the the assembly The repair of
the plunger is not permitted it must
be 71
3 Control Rack and the rack and pinion whose
teeth are worn or damaged
4 Tappet
Check the outer periphery of and shaft for wear and damage
and if defective Partial Assembly of Fuel Injection Pump Assembly
a Insert the plunger barrel with the notch properly aligned
with the dowel pin of the pump housing
b Install the Oring to the delivery valve holder
c Install the spring seat gasket and valve assembly to the
valve holder and temporarily install this to the pump
housing Be sure to install the Oring properly
d Install the control rack
e Assemble pinions to the Pinion
control rack with their center
Deep
deep teeth properly aligned bottoms
with the aligning marks on the
control rack f Install the spring upper seat
and spring
Control rack Aligning marks
g Assemble the plunger and
spring lower seat and install
the assembly with the mark nL n
on the plunger flange facing the control rack side
h Insert the tappet pay attention to
the shim inserted align the tappet
guide hole with the dowel pin hole of
the housing and insert the tappet
guide pin Before inserting the tap
pet guide pin attach the lock plate
and bend it to lock after the guide
pin is installed
i Install the smoke set stopper return
spring and washer and install a
cotter pin
j Tighten the delivery valve holder to
30 1bft
2 Installation and Adjustment of Fuel Injection Pump
a To install the pump assembly
use the same thickness
adjusting shim under the pump
as removed Confirm that the
projection of the control rack
fits properly in the forked Control rack
end of the governor lever
The shim is available in nine Pump
types from 02 mm thickness
to 10 mm in increments of
01 mm
AdjUsting
b Connect the fuel feed hose and shim
bleed the injection pump by
turning on the keyswitch or
depressing the preheat switch c Confirm the injection timing First remove the deli very
valve holder and after pulling out the delivery valve and
spr ing install the deli very valve holder only Tur n the
crankshaft so as to bring 11 piston coming up on its
compression stroke The injection time is the moment when
the fuel flowing from the outlet port of the valve holder
stops flowing Compare this moment to the timing mark on
the crankshaft pulley on the front cover mark If the stan
dard injection timing cannot be obtained adjust by
increasing or decreasing the thickness of the adjusting
shim As the shim thickness changes 01 mm the inj ection
timing changes about 1 Where the above operation cannot
be done the adjustment may be made without removing the
valve and spring In this case remove injection line 1 at
the injector side and slowly turn the crankshaft pulley nut
with a wrench The injection timing is the moment when the
fuel appears and swells at the end of the pipe and this is
about 1 later than the normal injection timing The injec
tion timing must be checked when the plunger is in the smoke
set position that is full open throttle
Injector fuel from the fuel injection pump
passes through the fuel passage in the
nozzle holder body and is the nozzle into the The excess fuel at the nozzle
flows through the nozzle holder the
upper nipple and the return line and
returns to the fuel tank I Hexagon nut 7 Pressure pin
2 Packing ring 8 Distance piece
3 Washer 9 Retaining nut
4 Body 10 Nozzle
5 Shim washer II Flange
6 of the Injector
1 Remove the return line from
the injector upper attach
ment
2 Remove the fuel injection
line from the Loosen the injector nut and
remove the Disassemble the nozzle
holder assembly in the
following manner
a With the retaining
nut held in a
vice remove the
nozzle holder
using a wrench on
the nozzle holder
body When
holding the
retaining nut in
the vice use an
aluminum or copper
plate between the
nut and the vice
b Remove the shim
pressure ring
flange pressure pin and distance piece
c Take out the nozzle from the retaining nut If the nozzle
is too hard to remove lightly tap i t wi th a wooden piece
and remove taking care not to damage the needle the nozzle for incorrect contact and damage and if the nozzle the pressure spring for of Nozzle
and Injector Assembly
CAUTION Before assembling put the parts in diesel oil and
clean them well DO NOT wipe the cleaned parts with cloth
When installing the nozzle holder body and retaining nut be sure
to tighten them to the specified torque Inusfficient torque
will cause poor compression If torqued excessively the nozzle
needle will drag affecting injection Install the nozzle assembly spacer and pressure pin to the
retaining nut
2 Install the shim spring and flange in the body and install them
to the retaining nut and torque the retaining nut
to the Tighten the nipple gasket and Test
1 Injection Start Pressure Test
a Measure the injection
start pressure using a
nozzle tester and if
out of standard make
adjustment to obtain
the specified pressure
by increasing or
decreasing the
adjusting shims
Adding shims increases
the pressure and
reducing shims
decreases the pressure
b As the thickness of the
adjusting shim changes
01 mm the pressure changes about 10 kgcm 2 To change the
shim hold the retaining nut with a vice and remove the pump
body with a wrench Tighten the retaining nut to the spe
cified torque
2 Injection Test
The chattering test small amount injection test is
considered as passed if intermi t
tent clear cut injection with sound
is obtained when the tester lever
is slowly oper ated In this case
the injection must be straight in
the same direction as the nozzle Good 8ad
axis Spray in different direc
tions or in sever al lines is not
acceptable Also a large coarse spray is not Afterdrip Test
In the preceding chattering test
if the fuel collects on the tip of
the nozzle and dripping occurs
after injection the nozzle must be
replaced because it is defective
A very small amount of fuel may
u u
collect on the nozzle tip This is Good 8ad Bad
caused by chattering and therefore
is not a defect
4 Spray Condition Test
When the tester lever is operated fast abour 200 strokes per
minute the fuel must be sprayed in fine mist straight in the
direction of the nozzle axis Coarse spray is not of the Nozzle Holder the nozzle holder assembly to the cylinder head and tighten to
the specified torque Replace the nozzle holder gasket wi th a new
GOVERNOR governor functions to keep the engine running at a constant speed
by balancing the centrifugal force acting on the governor weights and
the governor spring tension As the engine speed increases the
governor weights 8 open to move the sliding shaft 6 forward and
the control rack of the injection pump is moved by the 5 in the direction of reducing the fuel injection rate At
the same time the governor spring 3 is pulled by the 5 until the spring force is balanced with the of the governor weights thus maintaining the
constant the speed control lever 1 is pulled toward HIGH SPEED the
governor spr ing 3 is pulled and the governor control rack is moved
by the governor lever 5 toward increasing fuel injection rate to
increase the engine speed which is kept constant when the of the governor weight is balanced wi th the governor spr ing
force
1 Speed control lever
2 Camshaft 8 Governor weight breather
3 Governor spring 9 Injection pump
4 Cam gear 10 Gear case
5 Governor lever 11 Air breather pump
6 Sliding shaft 12 Crankshaft gear
7 Idle gear 13 Crankshaft
Governor of the governor lever is built
inside the gear case one
end of the lever in contact
with the injection pump
control rack and the other
end with the governor shaft
The lever is held at the
center by a shaft which is
fitted to connect the shaft
with the control Remove the alternator
bel t See nCooling
Systemn
2 Remove the crankshaft
pulley nut then the
pulley
3 Remove the fuel injec
tion pump See nFuel
Injection pumpn
4 Remove the gear case
bolts then the gear
case
5 Remove the governor
spring
6 Remove the nu t washer
and spring lever and
remove the throttle
control lever from the
gear case
7 Remove the nu t washer
and spr ing lever then
the governor lever set
bolt and remove the
governor lever
8 Remove the governor
weight assembly and
sliding shaft from the
pump camshaft
Governor Lever
Check the connections
of the governor lever
wi th the sliding shaft
and with the control
rack and if defective
replace
2 Governor Spring
Check the spring for
deterioration and
breakage and if defec
ti ve replace Do not
stretch the Weight
The governor weight is installed on the governor gear in mesh with the
cam gear In order to improve the governor regulation the sliding
shaft is provided with a stopper
The governor gear is fi tted in the gear shaft on the crankcase side
and is retained by a snap ring
The shaft is made hollow to receive the sliding The governor weight can be disassembled by the same procedures as
for the governor lever
Governor Assembly
a Check the weight for wear and damage and if defective
replace
b Check the operating part of the sliding shaft for damage and
see if the operation is smooth If defective For reassembling reverse the order of disassembly and after the
reassembly is completed check that the operation is smooth
Tools
Tool No Tool Name Use
33582 Piston pin For drawing out or
setting tool pressfitting piston
33742 Bearing For drawing out or
installer pressfitting main
bearing with ring
adapter for front
bearing
33584 Compression For testing com
gauge adapter
Straight type
without check
pression Mounts in
place of glowplug
valve 5818 UNF
thread for gauge
33781 Compression gauge For testing
with builtin compression
check valve
In addition to the above the following are needed Common bearings puller valve seat cutter valve guide installer oil
filter wrench and other measuring 81
OVERHAULING When to Overhaul the the overhauling time of the engine is determined by power decreased compression pressure and increased fuel and
engine oil the reduced engine power may be caused not only by the trouble of
the engine itself but also by damaged nozzle or improper adjustment of
the injection pump For this reason it will be most advisable to
take a compression check of the engine before undertaking the decrease in compression pressure is caused by many fctors
and it is not so easy to find which factor is the cause cause for trouble should be determined on the basis of records of
regular inspection and the trouble is caused by the wear of the cylinder and piston the
following symptoms will appear
1 Reduced engine power and decreased compression pressure
2 Increased fuel consumption
3 Increased consumption of lubricating oil
4 Poor engine starting
5 Increased noise from engine two or more of the above symptoms appear at the same 2 and 4 are caused by excessive fuel injection timing and
plunger and nozzle wear and they are also
ser iously affected by electr ical system trouble such as faulty bat
tery alternator starter and glow plug Therefore in order to
determine the overhauling time of the engine it is recommended to use
as a guide the decrease of the compression pressure due to the wear of
the cylinder and piston aand at the same time to take into the oil consumption and other items
The compression pressure is the source of the explosive power of the
diesel engine and without sufficient compression pressure cannot be achieved even if other parts of the engine order to determine the overhauling
time of the diesel engine it is
important to measure the engine compression pressure regularly Since
the compression pressure varies with engine RPM check the speed also
The engine RPM can be measured at the front end of the 82
Measuring Compression Pressure
1 Remove the glow plug from
the cylinder whose com
pression pressure is to be
Install a pressure gauge
adapter in the screw hole
of the glow plug and con
nect a pressure gauge
3 Turn the engine over wi th
the starter and when the
eng ine speed has become
stabili zed record the
engine speed and pressure
gauge
4 Measure the compression pressure of other cylinders in the carne
manner
CAUTION It is wrong to judge the status of the other cylinder by
measuring only one cylinder Be sure to measure both of Engine Condition by Compression Pressure
1 When the engine is new the compression pressure is a little high
because of the close fit between mating parts but after that the
pressure decreases gradually as the parts get worn
2 When the compression pressure has decreased below the acceptable
limits the engine should be by Increased Consumption of Engine Oil
If the engine oil comsumption has increased by about 50 more than
the standard consumption as 100 the engine should be
in the engine taking the following precautions The order
of disassembling and reassembling may be different depending on the
change of Carefully check for visible problems prior to disasembling or
cleaning because some faults may not be found after or Drain all water oil and fuel before 83
3 Clean or wash the exterior of the engine
4 Use proper tools and observe the order of Keep
disassembled parts in proper order and protect as necessary Also
take special care to prevent the fuel system parts from being con
taminated by dirt or dust
5 Do not disassemble or remove the parts that require no disassem
the engine taking the following Prepare all necessary parts for Clean or wash the parts and apply oil as needed
3 Check all gaskets washers and oil seals and replace them with new
ones
4 Be sure to install in proper directions and positions see dowel
pins mating marks and specified directions When tightening
torque is not specified tighten evenly to an ordinary torque
Apply a sealant where After completion of reassembly recheck for abnormality Prepare
for starting the engine Run the engine at idle sufficiently for
test run
AND SERVICE LIMITS
STANDARD SERVICE
VALUE LIMIT
1 Compression pressure 320 RPM 32kgcm 2 Approx 26kgcm 2
2 Difference of compression
pressure between cylinders
max 2Skgcm 2
3 Order of fuel injection 1 2
4 Fuel injection timing BTDC of compression stroke when started at
smoke set position 25
5 Cylinder Head
a Bottom surface distortion OOSmmless
b Valve guide ID 66rnm
c Valve seat angle 45
d Valve seat width 15 18
e Valve seat sinkage 1 rnrn
6 Valve Clearance engine cold 02Smm
7 Valve
a Stern OD 66rnm
b Clearance between stern and
guide intake OlOmm
c Clearance between stern and
guide exhaust OlSrnm
d Seat face angle 45
e Valve head thickness margin
width Imm
8 Valve Spring
a Free length 44rnm
b Installed loadheight 15
c Squareness 20 3
9 Rocker Arm
a Clearance between rocker arm
and shaft 004mm 02rnm
10 Crankcase
a Cylinder ID 6Smm 09Srnm
b Tolerance on oversize cylinder
bore o 003rnm for each oversize
c Taper of cylinder bore within OOlrnm
STANDARD SERVICE
VALUE LIMIT
11 Piston
a Type Solid type
b Material Aluminum Alloy
c OD skirt end 6495mm
d Piston to cylinder wall
clearance 03mm
e Oversize available 025 050 075mm
12 Piston Pin
a Type b Piston to pin clearance 008mm
c Pressin load with connecting
rod 500 l500kg
13 Piston Ring
a No of rings Compression 3 No 1 Oil 1 b Ring side clearance
Compression No 1 03mm
No2 003 008mm 02mm
No 3 003 008mm 02mm
Oil ring 003 007mm 02mm
c Ring end gap 020 050mm 15mm
14 Connecting Rod
a Type Forged Ibeam
b Bend and distortion 0l5mm or less
c Big end thrust clearance 01 035mm 05mm
15 Connecting Rod Bearing
a Type Kelmet metal with back metal
b Oil clearance 0035 0050mm 015mm
c Undersize 025 050 075mm
16 Crankshaft
a Type Fully b Bend 005 mm or less
c End play 01 03mm
d Journal OD 54mm 095mm
e Pin 00 42mm 095mm
f Undersize finish dimensions
Journal US 025 standard value 025 0040
0055
US 050 standard value 050 0040
0055
US 075 standard value 075 0040
0055
STANDARD SERVICE
VALUE LIMIT
g Pin us 025 standard 025 0035
0050
US 050 standard 050 0035
0050
US 075 standard 075 0035
0050
17 Main Bearing
a Type Kelmet metal with back metal
b Oil clearance 0029 0090mm 015mm
c Undersize 025 050 07Smm
18 Crankshaft Plate
a Thickness 4 Olmm
19 Camshaft
a Drive method Gear
b Clearance between journal and
cylinder block hole 015mm
c Cam lobe diameter both intake
and exhaust 25S9mm lOrnm
d Cam lobe diameter pump cam 4400mm lOmm
20 Tappet
a Clearance between tappet and
cylinder block hole 015mm
21 Push Rod
a Bend 03mm or SYSTEM
1 Quantity of Engine Oil 28 liters upper limit excluding
18 liters lower limit 3 liters in
oil filter
2 API Service SEec API spec CC or better
3 Viscosity
a Summer 20C or higher SAE 30 or 10W30
b Spring fall 5 20C SAE 20 or 10W30
c Winter SC or lower SAE 10W30
STANDARD SERVICE
VALUE LIMIT
4 Oil pump
a Type Trochoid type
b Check valve opening ressure 3Skgcm2
c Clearance between ou er rotor
and body 030mm
d Clearance between outer rotor
and inner rotor 02Smm
e Clearance between rotor and
cover 02Smm
S Oil Pressure Switch
a Generator normally open 18 23 PSI to close
b Propulsion normally closed 18 23 PSI to open
FUEL SYSTEM
1 Fuel 2 diesel fuel
2 Fuel Filter TYEe Filter paper type cartridge
3 Fuel PumE
a Type type
b Delivery rate 200cc or more 15 sec 12V
free flow
4 Fuel Injection Pump
a Model NDPFR2M
b Fuel injection rate
Smoke set SS 1800 RPM 171mrn 3st
At start set MS 150 RPM 27Srnrn 3 st
Difference between cylinders 2mm 3 rev cyl or less standard
S Nozzle
a Type Throttle
b Model NDDN4SD24
c Injection start pressure 160 10 kgcm 2 lSOkgcm 2 or less
Type Centrifugal weight type
STANDARD SERVICE
VALUE SYSTEM
1 Fresh Water Pump
a Type Centrifugal impeller type
b Water Temperature Switch
normally closed 20SF S to operate
2 Sea Water Pump
a Type positive displacement
GPM at 3000 RPM
GPM at 1800 RPM at discharge
from SYSTEM
1 Starter
a Type overrunning
b 09KW l2VDC
c Direction of rotation Clockwise as viewed from pinion
side
d Noload terminal voltage 11SVDC
e Noload current 60A or less
f Noload speed 6S00 RPM or more
g Pinion gap OS 20mm
2 Alternator
a voltage l2VDC
b Current 3S amp
c Regulator Internal IC type l44VDC 03V
d Noload output
Terminal voltage l3SVDC
Current 7 amp
Speed 1300 RPM or less
e Load output
Terminal voltage l3SVDC
Current 30 amp or greater
Speed 2S00 RPM or less
3 Glow Plug
a Type Sheathed quick heating type
b Rated current 10SV
c Resistance 016 ohms at normal
TABLE OF TIGHTENING TORQUES
Kgm head bolt M8 35 40 25 29
Rocker cover nut MB 05 07 4 5
Connecting rod cap nut 32 35 23 25
Flywheel bolt MIO 65 70 46 pulley nut M24 150 200 lOB 144
Oil filter 11 13 8 9
Nozzle holder 50 60 36 43
Nozzle holder and retaining nut 60 80 43 58
Glowplug 15 20 11 15
UNLESS OTHERWISE 6T
6mm boltnut 07 10 5 7
8mm boltnut 16 23 12 17
10mm boltnut 32 47 23 24
12mm boltnut 56 B2 41 59
14mm boltnut 77 105 56 76
Grade 8T and 88
6mm boltnut B 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 capcrew
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
OTHER OVERHAUL
CONTENTS PAGE
MARINE ENGINE ELECTRICAL SYSTEM
Activation by Keyswitch 1980 onwards 92
Starter Motor 95
A1ternator 99
COOLING SYSTEM EXTERNAL Type HBW Short Profile Sailing Gear 114
Type BW Transmission 122
ACTIVATION BY KEYS WITCH
SCHEMATIC DIAGAM
IZVOC eAiTIt eATTA WIRI NG DIAGRAM
So NOlE e
w SENOEA ON
rUEL SOL we wtJ2 w 70 WIOO
z6 OWIOO
IF CQUI t
FREHEAT SOL
SCEtlTES
oP SENDER
USEO
Reo 1
W04V
MARINE ENGINE ELECTRICAL SYSTEM
ACTIVATION BY the ignition switch ON activates the instrument panel The
oil and water temperature gauges will zero the voltmeter will indi
cate battery voltage and the hourmeter will start to record time The
alarm buzzer should sound The e1ectr ic fuel pump will star t the key will activate the preheat circuit This closes a
solenoid on the engine with an audible click and supplies 12 volts to
the engine glow plugs Preheat as needed for weather conditions A
noticeable voltage drop will indicate on the voltmeter when the pre
heat circuit is to preheat turn the key to START This energizes the
starter and turns the engine over Once the engine starts release It should spring back to the ON position and pop out of
the preheat voltmeter shu1d indicate a charge from the alternator 135 145
vol ts The oil pressure and the alarm buzzer should shut off Oil
pressure opens the oil pressure switch in the alarm circuit shutting
off the alarm The water temperature switch operates the opposite
It closes when an overheat condition exists and the operating tem
perature of the engine reaches 205 F and sounds the alarm will reg ister eng ine speed as it takes impulses from as it charges If the
alternator does not produce a
charge the tachometer will not operate The hourmeter will continue
to record time The hourmeter is on a separate 12 volt circuit
The circuit is protected by a circuit breaker located on the engine
Any time excessive current flows the circuit breaker will trip This
is a manual reset breaker which must be reset before the engine will
operate electrically 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 eng ine s electr ical system is
included on the wiring diagram shipped with the engine Be sure to
study this wiring diagram and all notes PLUG
A glow plug is provided in each combustion chamber in order to
ensure smooth engine starting during the cold weather
The tip of the glow plug glows red hot when energized on preheat
When 12 volts positive is connected to the glow plug terminal and
the negative to the sheathing the glow plug tip should glow redhot
To check energize 2 to 4 times for about 30 seconds each Do not
energize too long because it will damage the plug
If the glow plugs installed on the engine take too long to glow
redhot one of the glow plugs is shor ted Usually the glow plug
takes about 25 seconds or less to glow redhot
A glowplug can be checked for an open circuit fault by using a
circuit tester and checking the continuity between the positive ter
minal on top of the glowplug and the cylinder head I f there is the glowplug should be 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 If 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 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 hav ing electr ical loads placed
upon it and no charging current applied it is normal for the needle
to indicate between 114 and 126 volts
tachometer is operated by pulses generated from anyone of the
al ternator phases The pulse fr equency 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 cr ankshaft 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 calibrated
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 The starter is a DC series motor
with a pinion which
is smoothly moved by magnetic swi tch
operation into and out of mesh with
the flywheel ring gear
It is made up roughly of a motor
which generates power an which transmits the torque and
prevents the overrunning after the
eng ine star ts and a magnetic switch
which moves the pinion into mesh with I Magnetic switch 7 Yoke
the ring gear and sends the load 2 Shift lever 8 Pole
current to the motor 3 Front bracket 9 Field coil
4 Over running clutch 10 Armature
5 Stop ring II Brush
6 Center bracket 12 Rear bracket
The stationary par t consists of yoke pole piece f iel coil
front bracket center and rear brackets and magnetic switch and the
rotating part consists of armature and overrunning clutch
The magnetic switch is made up of an iron core plunger and and the plunger and clutch are connected with a Turn the battery
swi tch off or remove
the ground terminal
from the battery
2 Remove the wires from
B terminal and S ter
minal
3 Remove the mounting
nut then the
CAUTION It is not necessarily a starter problem if the engine
does not start even when the starter swi tch is depressed The
trouble may rest with the solenoid circuit breaker battery or
engine itself Therefore check the circuit for starting without
removing the starter and if no abnormality is found then remove
it from the engine and test it
1 Checking of Starter Circuit
a Battery state of charge
b Battery connections clean and tight battery switch ON
c Circuit breaker test
d Proper size wire to starter
e Good ground connection
f Proper size battery 45 amp hour Noload Test
SWItch
If the starter and battery are
connected as illustrated and when the
switch is closed the starter will
rotate It is judged as normal if the
starter rotates smoothly at the speed
stated below I f any abnormali ty is
found in this test check in accor
dance with the following 96
a Checking of brushes
Check the brushes and the insu
lated condi tion of brush
holders on the pressure
side of the brush spr ing
b Checking of armature
1 Check for short cir
cuit using a growler
tester
2 Check grounding There
should be no continuity
between the commutator and
the armature shaft
3 Check commutator
Check undercut depth and
Checking of Field Coil
Check for grounding These should be no continuity between one end
brush of the coil and yoke In this case the shunt coil will be for There must be continuity at both ends of
coil between condi tion of installation If the pole piece and coil are
loosened or damaged replace them as yoke assembly The pole piece
is caulked to the yoke
Check the solenoid If the pinion fails to move out into mesh with
the ring gear check the solenoid in the following manner
a Continuity test
Continuity must exist between the terminals 5 and M and be
tween the terminal 5 and body If the resistance is zero it
means the solenoid is defective and must be 97
b Pullin Test
The pullin coil is judged as
normal if the plunger is
attracted and the pInIon comes
out when the battery is connected
Removed Connector
between the solenoid terminals
S and M
CAUTION Do not apply voltage
continuously for more than
10 Holding Test
Wi th the battery connected bet
ween the solenoid terminal S
and the body pullout the pinion
by hand as far as the pinion
stopper If the pinion does not I Removed Connector
return when released the holding
coil is considered normal
CAUTION Do not apply voltage
continuously for more than
10 Return Test
With the battery connected be
tween the solenoid terminal M
and the body pullout the pinion
by hand as far as the pinion
Removed Connector
stopper If the pinion returns
immediately when released both
coils are considered as normal
CAUTION Do not apply voltage
continuously for more that
10 Checking of Pinion Gap
If the battery is connected be
tween the solenoid terminal 5 and
the starter body the pinion will jump
out and stop In such a state push
the pinion lightly back toward the
armature and measure the gap between Stop ring
the pinion and the stop ring
Measured value of pinion gap should II
be 05 20 mm Ii
Pinion gap
To adjust the clearance increase or decrease the number of fiber
washers on the solenoid mounting surface Increasing the the amount of clearance
CAUTION Avoid applying voltage continuously for over 20 seconds
to prevent overheating of the solenoid
In this test after reassembling if the pinion fails to jump out
or if the pinion gap is too big or too small faulty shift lever
improper installation of plunger spr ing or faulty solenoid is
reassembling reverse the order of CAUTION In the installed position of the starter the starter
shaft must be exactly in parallel with the axis of center of the
engine The starter must be securely installed so it will not
move when starting the engine If the tightening is insufficient
or if any foreign substance exists on the mounting surface the
bracket may be broken or cocking of the starter may occur
Insure the mounting surfaces are clean
The star ter per formance largely depends on the wir ing and bat
tery Use proper size wire for the distance between the battery
and the starter and tighten the terminals DO NOT USE A HIGHVOLTAGE TESTER SUCH AS A MEGGER OTHERWISE A
DAMAGED DIODE RESULTS
DURING HIGHSPEED OPERATION OF THE ENGINE DO NOT DISCONNECT THE
POSITIVE OR NEGATIVE TERMINAL OF THE BATTERY FROM THE A TERMINAL
OF THE REGULATOR A VOLTAGE SURGE WILL OCCUR THAT WILL DAMAGE
ALTERNATOR DIODES SHOULD THESE CONNECTIONS BE OPENED
DO NOT RUN THE ENGINE WITH THE LEAD DISCONNECTED FROM THE
B TERMINAL OF THE ALTERNATOR THE INTERNAL REGULATOR VOLTAGE
COIL WILL BE DAMAGED
WHEN MAKING A RAPID CHARGE OF BATTERY USING A QUICK CHARGER BE
SURE TO DISCONNECT THE BATTERY CABLES OTHERWISE DAMAGED
ALTERNATOR DIODES WILL RESULT
WHEN USING A STEAM CLEANER BE CAREFUL NOT TO ALLOW DIRECT CONTACT
OF STEAM WITH THE charging system consists of an alternator with internal engine mounted circuit breaker battery and Because of the use of ICs
integrated circuits the elec
tronic voltage regulator is very compact and is builtin the rear
bracket of the 99
Charging Voltage Test
1 off
on marine engi
nes or discon
nect the oil to Ltai
pressure switch
wire on genera
tor sets
2 from
positive
terminal of
battery and an
ammeter in
series between
the cable and
positive
terminal of Connect a voltmeter between terminal L of alternator and
ground Check to ensure that the voltmeter reading is zero If
the pointer of the voltmeter deflects a voltage present a
defective alternator or wiring is suspected
4 Turn keyswitch on or connect the oil pressure switch terminal
to ground but do not start the engine The voltmeter be considerably lower than the battery voltage If the
voltmeter reading is much the same as the battery voltage a
defective alternator is suspected
5 With the ammeter terminals start the SURE THAT WHEN THE ENGINE IS STARTED NO STARTING CURRENT IS
APPLIED TO THE AMMETER
6 Remove the short circuit across the ammeter terminals and
increase the engine speed immediately to approximately 2000 to
3000 rpm Take the ammeter reading
7 If the ammeter reading is SA or less take the without changing the engine speed 2000 to 3000 rpm
The reading is the charging Since the electronic voltage regulator is a type the charging voltage varies with the temperature around the rear
bracket of the alter
nator must be measured and the charging voltage corrected to Description Standard value
Charging voltage 144 03V at 20C 6SF
Temperature compensation OlVlOC sOF
gradient
8 If the ammeter reading is more than SA continue to charge the
battery until the reading falls to less than SA or replace the
battery with a fully charged one An alternative method is to
limit the charging current by connecting 14 ohm 25W resistor in
series with the Test
1 cable RelilJl
2 Disconnect
to Load
the cable from
terminal B of
alternator and
connect an
ammeter B
and this cable
3 Connect a
voltmeter bet
ween terminal
B and
ground
4 Set the
engine The RPM is that of the alternator The pulley vs crank pulley is 178 to 1 All readings are at
135 VDC
5 Connect battery ground cable to battery The indicate the battery voltage
6 Start the engine
7 Turn on the 12 volt accessories equaling the amperage output
of the alternator accelerate the engine to the specified speed
2000 to 3000 RPM and measure the output current The should be close to alternator maximum current 1300 RPM 2500
RPM 5000 RPM
Cold 20 C 68 F 7 amp 30 After removing the three through bolts insert a the front bracket and stator While prying it
remove the
front bracket and rotor
NOTE If the screwdriver is inserted too deep the stator coil
might be damaged
2 Hold the rotor in a vise and remove the pulley nut Then
remove the pulley fan spacer and seal Next remove the rotor
from the front bracket and remove the seal
3 Unsolder the rectifier from the stator coil lead wires and
remove the stator assembly
NOTE Make sure that the solder is removed quickly in less than
five seconds If a diode is heated to more than lSOC 3l0F
it might be damaged
4 Remove the condenser from
terminal B
5 Unsolder the plates B and
L from the rectifier assembly
6 Remove the mounting screw
and B terminal bolt and remove
the electronic voltage regulator
and brush holder The regulator
and brush holder cannot Remove the Brush and brush spr When only a brush or brush
spring is to be replaced it can
be replaced without removing the
stator etc wi th the brush holder assembly raised as the pigtail of the brush
NOTE If the terminals L and B of the rectifier assembly are
bent damage might result to the rectifier molding plates Band L should be gently bent at the method for disassembling the stator winding unit
and the integrated circuitdiode from the rear bracket
Once the front bracket and rotor assembly are separated from the
rear half of the Insert a between the stator
core and the edge of the rear
bracket on the same side as Raise this side
of the stator core away from the
bracket so as to open a gap of
about 12 inch BE CAREFUL NOT
TO ALLOW THE SCREWDRIVER BLADE
TO ENTER FAR ENOUGH TO TOUCH THE
STATOR WINDING
2 Maintaining the 12 inch
gap insert the screwdriver bet
ween the stator core and the
bracket on the rectifier side
and move the stator the brushholder for a
distance of 12 to 34 of an
inch without lifting it from 102
3 Insert a 2 Philips screw
driver through this opening and
remove the two screws holding
the rectifier
4 Remove the nut anchor ing
the B terminal bolt and the
capaci tor mounted thereto on
the outside rear of the
bracket Then remove the third
Philips screw holding to the bracket
S Carefully withdraw and rectifier from
the rear bracket as one uni t
With the bracket out of the way it is easy to unsolder the leads from the rectifier quickly to avoid heat damage to
the diodes and IC chips It is also easier to renew there is no need to bend the connecting plates between and the rectifier and possible damage
the reversing this procedure make sure that the stator winding
leads are gently pushed back from possible contact with the rotor
body after seating the stator into the rear Assembly
1 Check the outside circumference of the slip ring for dirtiness
and roughness Clean or polish with fine sandpaper if required
A badly roughened slip ring or a slip ring worn down beyond the
service limit should be replaced
Description Standard value Service limit
mm in rom in
Slip ring OD 33 12992 322 003 0012 02 008
or less
2 Check for con
tinuity between the
field coil and slip
ring If there is no
continui ty the field
coil is the 103
3 Check for con
tinuity between the
slip ring and shaft
or core If there
is continui ty it
means that the coil or
slip ring is grounded
Replace the rotor
Assembly
1 Check for continuity between
the leads of the stator coil
If there is no continui ty the
stator coil is defective
Replace the stator
2 Check for an open circui t
between the stator coil leads
and the stator core If there
is continuity the stator is
grounded and must be Assembly
Heatsink Assembly Test
Check for con
tinuity between
the heats ink
and stator coil
lead connection
terminal with an
ohm meter
there is
g ID i
tinui ty in both
directions the
diode is short IfJ
TERMINAL 8
circuited HEAT5NK
Replace the rec A5SEMBLY
tifier assembly
Heatsink Assembly Test
Check for con
tinuity between
the heatsink
and stator coil
lead connection
terminal If
there is con
tinui ty in both
directions the
diode is short U
circuited
Replace the rec
tifier assembly
Diode Trio Test
Using an ohm
meter check the
three diodes for
continuity in
both directions
If there is
either con
tinui ty or an
open circuit in
both directions the diode is
defective
Replace the rec
tifier 105
Brush and Brush Rig
1 Check the length of the brush A brush worn down to the ser
vice limit line should be replaced
Description Standard value Service limit
Length of brush 18 mm 709 in 8 mm 315 in
Load of brush spring 304 to 422 N 206 N 5 lbs
7 to 1 lbs
2 Check the brush spring pressure to make sure the brush moves
smoothly in the brush holder
Reassembly
Reverse the disassembly procedure but pay special attention to
reassembly of the 1 Install seals in front and
rear of the front bearing as
shown
2 To install the rotor assembly
in the rear bracket push the
brushes into the brush holder
insert a wire to hold them in
raised position and then install
the rotor
NOTE After installation remove
the refer to the Service Bulletin Section at the rear of the manual
as there are several that relate to the electrical system
COOLING SYSTEM 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 dur ing combustion as well as heat developed by fr ic
tion is absorbed by the fresh water whose flow is created by a fresh
water circulating pump The fresh water flows from the engine through
a fresh water cooled exhaust manifold a heat exchanger in most cases
an oil cooler and returns to the suction side of the fresh water cir
culating pump The flow is not necessarily in this order in every
model When starting a cold engine most of the external flow to the
heat exchanger is prevented by the closed thermostat Some amount of
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 posi ti ve 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 engines the sea water flow is
di vided pr ior to enter ing 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 priming 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
within 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 32617 IMPELLER following instructions are general and indicative only where applicable may be packaged wi th your Remove the
four screws and washers that hold the front cover to
the pump body Remove the cover and gasket
b Grasp the impeller hub wi th a pair of pliers and withdraw the
Apply a small amount of petroleum jelly to impeller blade ends of
new impeller Line up impeller hub screw with slot in pump shaft
and insert impeller into pump until flush with cover mounting
surface
d Immerse the new gasket in water for a moment before installing
Install the gasket cover screws and washers
Note No sealant is needed on the cover gasket for proper
sealing In you intend to reuse the cover gasket immerse it in
water until reassembly of the cover The gasket will shrink when
dried out
i
r
6 SEA WATER PUMP 32617 SEAL Remove the pump from the mounting bracket and remove the dr ive
pulley
b Remove the front cover and impeller as above Remove the cam and
inner wear plate
c Remove the plastic bearing shield from the pulley shaft end of
the pump with the aid of a small screwdriver Push through the
small recess in the outer circumference of the shield and pry it
out With snap ring pliers remove the large outer snap ring
positioned in the pump body
d Support the pump and with a soft dowel that fits into the slot of
the shaft Carefully press the shaft out of the pump Press
away from the impeller bore In most instances the bear ings
plastic spacer and Oring will come out with the shaft If the
bearings remain in the pump when pressing out the shaft be sure
to support the bearings by the inner race
e Reach in from the impeller bore side and withdraw the seal with
needle nose pliers Clean the seal area
f Apply a liberal amount of petroleum jelly to the seal lip and
then dip the seal in water and press the seal squarely into the
seal bore lip facing the impeller bore Use the inner wear
plate to position the seal flush with the impeller bore inner
surface
g Apply lubricant to pump shaft and bearings outer surface
position plastic spacer and Oring on shaft Press bearings and
shaft assembly on outer race of bearings Take care to see that
the shaft passes through the seal without damaging it Press the
shaft assembly in until it bottoms in the pump body Rotate the
shaft to insure it is free
h Replace the large outer snap ring and plastic bearing shield
i Replace the inner wear plate and cam Apply a small amount of
sealant to the cam inner surface and the screw holding screw
The inner wear plate if worn or grooved can be reversed
j Replace the impeller as described in 5
7 SEA WATER PUMP 32617 SHAFT AND BEARING shaft and bearing replacement become necessary it is the pump be FRESH WATER PUMP
The water pump is a type and is installed at
the front top of the crankcase The
pump shaft is supported doublerow radial
ball bear ings which are greased Drain the cooling water The drain plug is located on
righthand side of the Remove the water hose
c Remove the alternator and sea water pump belts
d Remove the pulley
e Remove the water pump Check the parts for cracks damage and water leakage and if
defective replace
b Check the rotating condition of the impeller and shaft If they
make noise or do not rotate smoothly replace them as an
Check the fan if equipped for cracks and damage and if defec
tive replace
d Check the belts for elongation and cracks due to and if defective reassembling rever se the order of disassembly The
adjustment can be made in the following manner
a Adjustment of Alternator Belt
The al ternator bel t should
deflect 10 to 12 rom deep when
pressed at the center point bet
ween the water pump pulley and
the alternator or alternator
pulley Adjust the alternator
belt tension by moving the alter
nator After adjustment
securely tighten the pivot bolt Crankshaft
pulley
and adjusting arm bolt
9 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 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
var ious 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
After a number of seasons use of the engine water scale and rust may
occur in the block water jacket and exchanger resulting in reduction of cooling efficiency Therefore it is necessary
to flush the cooling system once every two or three years
CAUTION Adhere to the instructions when using
the additive Do not mix different brand products
Be sure to put the proper amount of antifreeze in water and agi
tate well before adding it to the cooling system Du not use a
concentrated antifreeze 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 14 n 12 n and be fully opened when the water is boiling
12 WATER TEMPERATURE SWITCH
The water temperature switch is located in the thermostat housing at
the front of the cylinder head This switch will close on a pro
pulsion at 205 F to activate an alarm buzzer and on a it will open to deenergize the fuel run solenoid to shut the
engine off
13 WATER TEMPERATURE SENDER
The water temperature sender is located in the thermostat housing at
the front of the cylinder head It senses the temperature of the
water flowing through the thermostat and electr ically transmits this
reading to a water temperature gauge in the engine instrument panel
14 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
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 suitable
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 GEAR CAS ING
The rotating parts of the HBW transmission are accomodated in an oil
tight casing divided into two halves in the plane of the 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 wi th 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 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 carr ier which follows this movement is rotated by the fr ic
tional forces exerted by the clutch discs and the shifting operation
is completed as described above
Power flow in lever position
5 SHAFT BEARINGS
Both the input and the output shafts are carried in amply roll intermediate gear and the movable gears are carried in
sturdy
needle roller bearings
6 SHAFT sealing of the input and output shafts is provided by rings The running surface on the shafts is transmissions are
The bear ings supplied with splash oil and oil mist
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 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 f iller 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
unit in the direction of the
shafts should not an angle of 20 degrees
15 degrees for the See gearbox can also be mounted
with the output shaft in the
UPWARD position oil dipstick and the oil
drain plug in this case
6 OPERATION OF GEARBOX
The adjustment of the shift lever on the transmissjon when attaching
the shift control cable to it is of prime importance to ensure proper
clutch engagement and long service life for the control cable when attached to the transmission shift arm ball
joint connector should be attached so as to be at a 90 angle wi th
the lever and transmission in the neutral posi tion
The transmission shift arm can be rotated on the transmission side
cover shifting shaft by loosening the securing bolt 13mm and
rotating the shift arm to produce the 90 angle between the arm and
the shift cable when the transmission is in neutral Insure that
there is at least 020 inch clearance between the shift arm and the
shift cover before retightening the securing bolt
The shift cable and pedestal control must allow the transmission shift
arm to move from the neutral posi tion into the forward or a MINIMUM of 1 37 inches 35mm when the outermost ball
joint attachment hole is used on the shift arm or 118 inches 30mm
when the inner is used Use of the inner attachment hole is pre
ferred Ref Minimum Travel inner hole used
30mm I
1
Shift Cable Attachment from Rear
o Shift Arm Securing to properly adjust the shift arm and cable to produce the
MINIMUM shift arm travel required for clutch engagement will result in
clutch slippage and eventual the shift arm and shift cable to produce shift lever move
ment greater than the minimum is 118
Movement at the shift arm preferably should be 1S to 2 inches of arm
movement into the forward and reverse position Cockpit controls must
be of a design that will allow for this desired cable travel
This shift lever travel should be verified at initial periodically thereafter at least once a year
When shifting the transmission from the controls in the vessels cock
pit it should be done smoothly and without hesitation dump it into
gear
The position of the shift cover plate underneath the actuating lever
is factory adjusted to ensure proper operation of the transmission and
is sealed with LocTite orange Therefore do not loosen the 4
capscrews Removal or disturbing of this cover will void all 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 with automatic transmission fluid The fluid level
should be the index mark on the dipstick see To check luld level Transmission on
Operation
Vent 4Ii
Hole Seang Washer
TransmisSion Casing
Surface
Vent
I I
I Full Mark
Do not screw In lor
luld level checks
To check the fluid level just insert the dipstick DO NOT SCREW IN
Retighten the hex screw with the dipstick after the fluid level check
Do not omit the oring seal
2 OPERATING maximum permissible temperature of the transmission fluid is
130C If this temperature is to be exceeded an optional oil cooler
is OPERATION OF GEARBOX
The zero position of the operating lever on the control console must
coincide with the zero position of the ctuating 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 detri
mental 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
If the transmission is not used for periods of more than 1 year it
should be COMPLETELY filled with fluid 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 fluid and refill to the proper level
with the prescribed TRANSMISSION FLUID
To ensure troublefree operation of the clutch use only fluid ATF
Under no circumstances should the fluid contain any additives such as
molybdenum sulphite
We recommend commercial Automatic Transmission Fluid ATF Type A or
Dexron II
2 FLUID 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 FLUID LEVEL CHECKS
Check the fluid level in the transmission daily Correct fluid level
is the index mark on the dipstick see item 1 under OPERATION Al
ways use the same fluid type when topping up
4 FLUID the fluid for the first time after about 25 hours of at intervals of at least once per 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 posi tion to the OA OB should be 35 mm for the outer and 30 rnrn 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
BW manual transmissions rotate opposite to the engine when in for
ward gear Shifting effort is very low The input power on the BW3
is transmitted to the output shaft by helical spur gears when in for
ward In reverse this task is taken over by a high performance roller
chain The unit also incorporates a servi conetype clutch The BW7
and BW12 transmit their power with casehardened helical gears and in
reverse there is an intermediate gear The reversing process on these
is carried out by a servo double disc Fill the transmission with 20 to 40 SAE weight engine oil the
same as is used in the engine
2 Oil capacity
BW3 approximately 035 liter
BW7 approximately 10 liter
BW12 approximately 10 liter
3 Check the oil level daily with the engine stopped The level must
be between the upper and lower dipstick marks when the dipstick is
completely into the housing
4 Change the oil initially after the first 30 hours thereafter
every 250 hours once per year minimum The BW7 and BW12 have a
dr ain plug for oil removal Oil may also be removed by suction
through the dipstick tube where oil is added
5 Operating oil temperature must not exceed l20C Normal shifting should be done below 1500 RPM
2 The BW3 may be locked in reverse when sailing or freewheeled in
neutral
3 The BW7 and BW12 may be locked in either forward or reverse when
sailing or freewheeled in Never loosen the shift lever cover screws except in the course of
qualified servicing as this upsets a critical Disassembly of the transmission in the field is not recommended
If an overhaul or repair is needed the work should be done by
Westerbeke or an authorized Westerbeke service center
GENERATOR SETS
CONTENTS PAGE
Manual Starter Disconnect Toggle Switches 3KW 60 Hz and 24KW 50 Hz 130
MANUAL STARTER DISCONNECT TOGGLE
SCHEMATIC DIAGRAM
WIRING DIAGFIAM
Sit lIIOIe
wTNOCR I
AlTRNATOA
futl L
1
I
8A
PMHAT SOL
OIL aLIIO
SIItIESo IS IZVOlT IoO
MANUAL STARTER DISCONNECT TOGGLE manually controlled series of Westerbeke marine diesel generators
is equipped wi th toggle swi tches on the eng ine 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 swi tch serves two purposes pre
heating the engine for easy starting and defeating or
bypassing the engine protective oil pressure switch The
defeat function acti va tes the fuel run solenoid instrumen
tation alternator excitation electric fuel pump and
supplies DC voltage to the start switch
2 Start The START toggle switch is a double pole single
throw swi tch The swi tch when depressed supplies 12 volt
DC power to the starter solenoid energizing the starter to
start the engine
3 Stop The STOP toggle switch is a single pole single throw
normally closed swi tch This swi tch provides power to the
fuel run solenoid instrument cluster and alternator excita
tion after the oil pressure switch has closed upon starting
Opening of this swi tch opens the power circui t to the fuel
run solenoid thus stopping the flow of fuel to the engine
and stopping the OPERATION
1 Preheat Depress the PREHEAT switch This will activate the
instrument panel gauges and lights The fuel run solenoid
will be activated drawing the throttle arm into the run
position The preheat solenoid will close and supply voltage
to the glow plugs The electric fuel pump will be activated
Hold the preheat switch depressed 15 to 60 seconds depending
on ambient 2 Start Continuing to hold the PREHEAT switch depressed
depress the START switch This will energize the starter
solenoid engag ing the star t Once the eng ine f ires and
star ts to run release the START swi tch only Continue to
hold the PREHEAT switch depressed until the engine oil
pressure reaches 25 PSI then release it
3 Stop Depress the STOP switch and hold it until the engine
stops completely Remove any load from the generator before
stopping it The STOP switch opens the circuit to the fuel
run solenoid deenergizing it moving the throttle arm into
the shut off position stopping the 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
gener ator may be stopped from local or remote posi tions The light in the remote panel signals that the engine has
started and to release the START swi tch only Hold the for a few more seconds to allow oil pressure to rise
AC 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 stalled
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 Control toggle switch Probable Cause depressed Battery
switch or Check switch andor bat
no panel indications power not on tery fuel pump 20 amp circuit Reset breaker if opens
and preheat solenoid breaker tripped again check preheat
not energized solenoid circuit and
run circuit for shorts
to switch Connection to Check no solenoid engagement
Faulty switch Check switch with ohm
meter
Faulty solenoid Check that 12 volts
present at solenoid
connection
Loose battery Check battery
connection connection
Low batteries Check battery charge
state
Start depressed Poor connections to 1 Check indications OK fuel solenoid positioning of fuel
Start solenoid OK Defective fuel run solenoid for plunger
Fuel solenoid not solenoid PN 23041 2 Manually check
movement of fuel run
solenoid plunger and
throttle arm
No ignition cranks Faulty fueling system 1 Check for fuel to
does not start Fuel generator energized 2 Check for air in
fuel system Allow
system to selfbleed
3 Fuel lift pump
failure
No ignition cranks Faulty fueling system 4 Filters clogged
does not start Fuel Replace filters and
solenoid energized allow system to self
bleed by depressing
PREHEAT switch to stop Fuel solenoid Stop engine by manually
PiN 23041 return moving the throttle
spring lever to shut off That
failing shut off fuel
and air Check fuel
solenoid linkage and
repair for free move
ment
Stop switch failure Stop engine by depres
sing emergency stop
switch on engine or
manually moving throttle
to shut off Test
switch with ohmmeter
Fuel injection pump Depress emergency shut
failure off switch on engine
Stop engine by opening
the high pressure injec
tor lines at the injec
tors stop air 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
bypassed Check with
ohmmeter
High water tempera Same as above
temperature switch
opens at too low a
20 amp circuit breaker Same as above
tripping
High exhaust tempera Same as above
ture switch open at
too low a temperature
Emergency stop switch Check operation of
or stop switch in switch with an ohmmeter
panel defective and
opening fuel run
solenoid circuit
Engine stops Switch and wiring Inspect all wiring for
loose connections and
short charging battery Alternator drive Check drive belt and its
tension Be sure alter
nator turns freely
Check for loose connec
tions Check output with
voltmeter Insure 12 V
present at regulator
runs down Oil pressure switch Observe if gauges and
panel lights are acti
vated when engine is not
running Test the oil
pressure runs down High resistance leak Check wiring Insert
to ground sensitive O2S amp
meter in battery lines
Do not start engine
Remove connections and
replace after short is
located
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 Remove
alternator and bench
test Repair or
replace
TECHNICAL DATA
30 KW 115 VAC 250 AMP at 115 VAC
44 KW 115 VAC 347 AMP at 115 VAC
60 KW 115 or 115230 VAC 257 AMP at 230 VAC
65 KW 115 or 115230 VAC 270 AMP at 230 VAC
77 KW 115 or 115230 VAC 335 AMP at 230 VAC
80 KW 115 or 115230 VAC 340 AMP at 230 VAC
110KW 115 or 115230 VAC 460 AMP at 230 VAC
125KW 115 or 115230 VAC 520 AMP at 230 60 Hertz Standard
50 Hertz available at reduced
rating
RPM 1800 60 Hertz
1500 50 Normal 115 VAC 230 VAC
Maximum No load 132 VAC 264 VAC
Minimum Full load 108 VAC 216 Voltage 115 VAC output voltage
r 230V
Internal Wiring Diagram Internal Wiring Diagram
3 and 44 KW 3 Wire 3 and 44 KW 2 Wire
115230 Volt 115 Volt
AC AC
Field Field
Excitation Excitation
Rectifier
Rectifier
Armature Armature
AC Internal Wiring Diagrams
6 125 KW
115v and 11523Ov
r l15V
AC Field
Excitation
Rectifier
Armature
Field Excitation
Rectifier Wiring
Same as for 230v
GENERAL MODELS 3 KW l25KW 60 Hertz
24 KW 94KW 50 Hertz
No Electrical Output
1 Remove load from generator and verify no output directly at
generator output leads with Check for proper electrical connections Refer to Internal Wiring
diagrams
NOTE Gener ator armature slip rings and brush rigs are numbered
from inboard at the windings or flywheel end outward toward the
rear support Residual Voltage Check
Disconnect field leads from 5VoitsAC 25 Volts AC 25 Volts AC
bridge rectifier Note
posi tion of leads on rec
t i fie r to and
to Operate the
generator and check AC out
put no load on generator Hot H
Measure voltage between
neutral lead and hot
leads Hot Neutral Neutral
2 Wire
Unit 3 4 Wire Units
2wire unit 5 Volts AC Hot lead to neutral
3 and 4 wire unit 25 volts AC each hot lead to neutral
Residual Voltage checks OK You can assume the rotating armature
and brush rig are OK The generator problem lies in the rec
tifier andor field coils
Residual voltage not present Check brush rig and static capaci
tors Check rotating armature resistance values and continuity
check found elsewhere in this manual
3 Test operation of generator by bypassing bridge rectifier Apply
12 volts DC to field leads on bridge rectifier to and
to Run generator no load Measure voltage output at
generator leads Generator output with 12 volts DC excitation to
the field coils should be 50 to 70 Volts AC If 50 to 70 volts AC
is produced this should indicate that the generator is OK and
that the bridge rectifier is defective
4 If no voltage is produced check the static capacitors that it
is not shorted to ground If found faulty remove connection from
output terminal at brush rig and repeat Step 3
5 Flash Field Coils
units may lose their
residual magnetism 1423Ov 11
from extended stor
age rough handling
during installation
or disassembly and Internal Wiring Diagram
assembly for instal Basic 4 Wire
lation etc re
quiring the field
coils to be excited
wi th 6 to 12 volts
DC to restore the 612 Volt
magnetism to the DC Battery
generator This is
done in the follow
ing manner
Stop the engine and
remove the generator
end bell cover This
will expose the
cooling fan brush
Armature
rig assembly and
rectifier Check
internal wiring
refer to figure
The positive
lead from the field
coils is connected
to the positive marked terminal on the rectifier and the negative
lead from the field coils is connected to the opposite
UNMARKED terminal on the rectifier Using jumpe leads with insu
lated alligator clips connect 6 to 12 volts DC battery positive
to the positive of the rectifier and negative to the UNMARKED ter
minal of the rectifier for approximately 10 seconds This should
restore magnetism to the stationary field coils Be careful not
to connect DC voltage to the AC terminals on the rectifier as
this will damage the rectifier
Remove the alligator clip connections replace the end bell cover
and operate the generator and check AC output voltage
6 Check for a short or open in the rotating armature or in the sta
tionary field coils
ROTATING ARMATURE RESISTANCE VALUES
30 44KW 2wire 1 ohm or less slip ring to slip ring
30 44KW 3wire 1 ohm or less between slip rings 1 and 3
NOTE No continuity should be found between slip rings 1 2
and 2 3 on the 3wire unit If so an internal short in the
armature winding exists Replace the armature
65 77 80 110 1 ohm or less between slip rings 1 3
and l25KW and 2 4
NOTE 3 and 4wire units There should be no continuity found
between slip rings 1 2 2 3 and 3 4 If continuity is
found an internal short exists between these windings and the
armature should be replaced
NOTE All units There should be no continuity found between any
of the slip rings and the armatures central steel shaft If con
tinui ty is found the windings are shorted to the shaft and the
armature should be replaced
Rotating armature slip rings are numbered from inboard of the
generator flywheel end outward to the rear support bearing
When referring to 2 3 and 4wire units these are the number of
generator output leads being connected to the load You will find
on the 110 and 12 5KW units that there are 8 leads corning from
the brush rig and are combined for a total of 4 output leads The
number of wires can also be related to the number of slip rings on
the rotating armature
FIELD COIL RESISTANCE TOTAL
30 44KW 325 ohms 5
65 77 80KW 222 ohms 5
110 l25KW 142 ohms 5
NOTE There should be no continuity found between the field coils
and the generator body
7 Replacement of Field Coils
Field coils are connected in series and the reisitance value given
above in this text is the total of the four field coils To
determine the resistance value of one divide by four Each field
coil has a mounting position on the generator housing and cannot
be interchanged with another field coil
When installing a replacement field coil s the installer must
insure that the coil is correct for the mounting position in the
housing and will have the correct polarity when excited with 9
12 volts DC
The field coil shoes that hold the coil securely to the generator
housing are held in palce by bolts that must be properly tightened
when the coil and shoe are installed to the generator housing
When connecting the coils in series insure the butt connections
are good and secure and positioned away from rotating parts
To insure the field coils have been posi tioned properly in the
generator housing and will have the correct polarity the
following test must be made before reassembly of the generator
1 Connect a 9 12 volt DC battery
to the leads off the coils that
would normally be connected to
the and connectors of
the bridge rectifier These
leads are unmarked and the
polarity in their connection to
the DC battery is not important
NOTE When removing the leads
from the battery and recon
necting them to the bridge rec
tifier you should maintain the
same polar i ty as used in this
test plus lead to on rec
tifier and negative to unmarked
connection on rectifier
2 Wi th a 3 inch iron bolt or its
equivalent place this bolt bet
ween each adjoining field coil 912
shoe It should be held in Volt Battery DC
place by the magnetic attraction
set up between the coilshoes by
the 9 12 volts excitation of the field coils Should this
fail to happen between any of the four adjoining coilsshoes
then an incorrect coil is installed and must be removed and
the correct one installed otherwise the generator when
assembled will not produce proper voltage
Low Voltage Output
1 Verify voltage output at generator output leadswith load applied
to generator check no load condition also Check voltage at the
load Check rating for generator and verify load with amp probe
at output leads Check all connections to insure they are clean
and secure Insure that the wire size carrying the voltage to the
load is of sufficient size so as not to produce a voltage drop
NOTE Beware of motor starting loads and the amperage draw placed
on the generator from these types of loads Generally the
amperage draw of a motor at start up will be 3 5 times the
amperage needed when running
2 Check generator with Hertz meter
No Load Hertz 61 615 51 515
No Load Voltage 131 135 Volts Generator Cold
No Load Voltage 126 130 Volts Generator Hot
3 Test Bridge Rectifier
Bridge rectifier may be faulty and should be checked as follows
1 Set ohmmeter
scale on Rxl
DC zero the
meter
Point 5
2 Connect the Rectifier Mounting Hole
lead from the
meter to Point
i4 with the Point 3
lead from the
meter momentarily
contact points
iI 2 3 and
5 No deflec
tion of the
needle should
occur showing
infinite
resistance
3 Remove the
lead from Point
4 and connect the lead to Point 4 and with the
lead momentarily touch Points iI i2 and 3 Points 1 and
3 should show an aohm resistance 2 ohms Point 2 shoudl
show a 40ohm resistance 5 ohms
4 Touch Point 5 with the lead no deflection of the needle
should occur IF THE RECTIFIER FAILS ANY OF THE ABOVE TESTS
IT IS DEFECTIVE AND SHOULD BE REPLACED
4 Check field coil resistance as per specification given in A6
5 Insufficient cooling of the generator Ambient air enter ing the
generator should not exceed 104F 40C
Operating efficeincy of the generator decreases as the ambient air
temperature entering the generator end bell increases above 104F
Generators in confined areas may require the ducting of cool
outside air into the compartment and directed toward the inlet at
the generator end bell
6 Check condition of brushes for wear and contact with slip rings on
armature Insure brushes are not sticking in Voltage Output
1 Verify voltage at generator output leads
No load voltage 126 130 volts Generator Hot
61 616 Hertz
51 515 Hertz
2 Check internal wiring of generator leads attached to brush rig and
leads from brush rig feeding AC to br idge rectifier Refer to
Internal wiring schematics These internal wiring diagrams are
applicable to related 50 Hertz units as well
YOUR NOTES
SERVICE BULLETINS
The following Bulletins contain supplementary and
updated information about various components and
service procedures which are important to the
proper functioning of your eng ine and its suppor should familiar ize yourself wi th the subjects
and make sure that you consult the s whenever your engine requires service
or 139
SERVICE 61579 BULLETIN NUMBER 20
MODEL All Connecting Pressure Sensing Devices to Oil Galleries
Oil pressure sensing devices such as senders and switches must
never be connected directly to any oil gallery of an eng ine 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 lubr icating
oil hose Any fittings used to connect the hose to the gallery must
be of steel or malleable iron Brass must not be used for this J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 617 5887700
CA8LE WESTCORP AVON TELEX 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 exhaust system to prevent this problem requires that the sea
water inlet be positioned 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 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 of the sea water flow to pass through the exhaust system
can only be determined by tr ial and error The goal is to exhaust temperatures with the least amount of sea water
J H WESTERBEKE CORP
AIION INDUSTRIAL PARK AIION MASS 02322 617 5887700
CA8LE WESTCORP AIIONTELEX SERVICE 4483 BULLETIN NUMBER 82
MODEL All
SUBJECT Battery BATTERY AMPERE HOURS VOLTAGE
W7 WPD4 6090 12 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
WI00 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 INDUSTRIAL PARI AVON MASS 02322 tSfT 5887700
CABLE WESTCORP AVON TELEX SERVICE September 18 1975 BULLETIN NUMBER 87
MODEL All Mar ine Alternator Output Spli DESCRIPTION The spli tter is a solid state device which
allows two batteries to be recharged and brought to the same 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 and even the desirability of a rotary switch for battery is to be charged It also
assures that ships drain the engine starting 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 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 t ter
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 INFORMATION When the engine is not running the side should read the vol tage of the respective
battery The
center splitter should read zero the engine running and alternator charging the side 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 617 5887700
CA8LE WESTCORP AVON TELEX SERVICE BULLETIN 87 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
sPLITTER sTARTER
POWER DISC SW
REGULATOR
Ntti
STARTING
BATTERYS
POWER DISCONNECT
SWITCH
PN206S4 SHI P5
SERVICE
20 a LOtOS
OsERVI CE
NOTE DRVJG ti 2070 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 a presumably faulty gauge indication with the instrument the first step is to check for 12 VDC between
the ign B
and neg B terminals of the there are 12 volts as required leave the instrument 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 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 and should be the gauge is OK proceed as follows Check the the sender to the sender
terminal at the gauge for 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 AVDN MASS 02322 617j 5887700
CABLE WESTCORP AVON TELEX SERVICE May 20 1980 BULLETIN NUMBER 110
MODEL All
SUBJECT Ammeter Wire may be installed in conjunction 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 the wire size for the alternator output the ammeter var ies wi th the total length of that circui
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 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 INOUSTRIAL PARK A liON MASS 02322 617 5887700
CABLE WESTCORP AVON TELEX 92 SERVICE May 6 1982 BULLETIN NUMBER 114
MODEL All Mar ine 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 engine
Hoses should rise continuously from their low point at the heater and to
the engine so that trapped air will rise naturally from the heater to the
engine If trapped air can rise to the heater then an air bleed petcock
ust be installed at the higher fitting at the heater for bleeding the air
Nhile 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 W21 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 67 5887700
CABLE WESTCORP AVON TELEX 112 I
EMOVe flE1URN SEP
rn SERVICE August 14 1983 BULLETIN NUMBER 125
MODEL All Propulsion Oil Pressure Switches
When removing and installing oil pressure switches of the type
illustrated below care should be taken to use the correct type socket
specifically designed to correctly fit the metal circumference of
these switches
The correct socket can be acquired through wellknown tool manufac
turers such as SnapOn New Britain Cromwell Proto and others The
use of channel lock pliers visegrips or pipe wrenches is not
advised in that they may cause damage to the seal between the metal
body and the plastic center insert resulting in a leak andor switch
failure
DUAL PRONG SINGLE PRONG
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 tSf7J 5887700
CABLE WESTCORP AVON TELEX 112 SERVICE BULLETIN
DATE August 25 1983 BULLETIN NUMBER 127
MODEL 30 44 77 110 l25KW Generators
SUBJECT Fuel ShutOff solenoid 23041 Adjustment
Should it be necessary to disturb the mounting of a fuel shutoff
solenoid for unit maintenance or repair or to replace a failed sole
noid the following procedure must be observed when replacing the
solenoid on the generator
with the solenoid deenergized and attached to its mounting bracket
44 Mounting Clamp the solenoid plunger should be manually bot
tomed in the solenoid and the throttle arm manually moved to the run
position so as to be within 010 020 inches of contacting the
throttle stop screw The linkage connecting the throttle arm and
solenoid plunger should then be connected and adjusted to maintain
these positions when the solenoid is electr ically energ ized with the
preheat switch on the instrument panel
NOTE On 44KW generators the solenoids position
may have to be changed by moving it fore or aft
under the mounting clamp that holds it against the
air intake silencer to properly install and adjust
the connecting linkage to the throttle arm
Figure A MANUAL CHECK
Terina Check the operation and bottoming of the fuel
solenoid plunger manually by doing
Llli
following
1 SYNCHRO Terrlin1 1 Connect an ohmmeter across the terminal
STARr and vacant auxiliary terminal on the back
of the fuel solenoid Figure A
2 Wi th the fuel solenoid in the stop posi
r tion 01 ohms resistance should be found
across these two terminals
I I NTfRNL
3 Manually moving the throttle arm into the
I CC5wITcN run position and bottoming the fuel sole
I I
Ohm noid plunger a resistance of about 15 to
I I Meter 30 ohms should them register on the meter
indicating that the plunger has bottomed
against the internal swi tch deenerg izing
the pull in windings
Failure to insure manually that the fuel solenoid operates as
described above will result in the failure of the solenoid when
operated electrically The fuel solenoid may fail within 30 seconds
if the plunger does not bot tom when electr ically energ i zed
J H WESTERBEKE CORP
AVON INDUSTRIAL PARK AVON MASS 02322 5171 S887700
CABLE WESTCORP AVON TELEX 824444
When operated electrically by use of the preheat switch on panel the fuel solenoid plunger should move smoothly and
rapidly into the solenoid with no binding or hesitation drawing the
throttle arm into the run position 010 020 inches off the throttle
stop screw as the plunger bottoms in the fuel The throttle arm stop screw is adj usted and wiredsealed at
the factory to allow the throttle arm to move to the proper no load
speed and voltage for the generator Further adjustment should not be
needed Tampering with this stop screw without proper may affect the generators warranty
SERVICE December 6 1983 BULLETIN NUMBER 133
MODEL W10Two W13 W2l W27 W30 W33 W40 W50 W52 W58 W70
W80 W100 W120 All Related Z inc Pencil 11885
A zinc pencil PN 11885 is located in the sea water cooling circuit of
all primary heat echangers on the above models The purpose of the
zinc pencil is to sacrifice itself to electrolysis action taking place
in the salt water cooling circuit This zinc pencil should be
per iodically checked by unscrewing it from its mounting boss on the
exchanger For the lcoation of the zinc on your model refer to the
cooling system section of your parts manual Replace the zinc pencil
as inspection dictates Refer to Illustration A
Should material be flaking off the zinc it should be scraped clean
or be replaced by a good solid zinc pencil
If it appears that a lot of material has been flaking off the zinc
then it is advised that the end cap of the exchanger be removed and
the flaked material be cleaned from that area of the exchanger A new
end cap gasket should be on hand in case it is needed when replacing
the end cap
Refer to Service Bulleting 84 when removing end caps made of rubber
ILLUSTRATION A
ZINC 11885 REPLACE J H WESTERBEKE CORP
AIION INDUSTRIAL PARK AIION MASS 02321 8171 5887700
CABLE WESTCORP AIION TELEX SERVICE December 28 1983 BULLETIN NUMBER 134
MODEL 3KW 44KW 77KW llKW l2sKW Related to 50 Hertz Fuel Solenoid PN 23041
Fuel solenoid adjustment and operation as outlined in Service Bulletin
127 should be verified as part of the prestartup inspection
of the generator
During installation the adjustment of the fuel solenoid may be
affected due to handling and positioning of the unit in the vessels
hull
Periodic inspection of the solenoids operation is also recommended at
the initial 50hour servicing and every 200 hours NOTE The flexible rubber boot cover ing
the solenoid must not be removed
as this helps protect the plunger
from contaminants and aids in
withdrawal of the plunger when the
solenoid is periodically examine the plunger to
ensure that it is clean Generally
no lubrication is needed on this
plunger
Per iodic lubr ication is needed on
the ball joint connection between
the plunger and the throttle arm
J H WESTERBEKE CORP
AIION INDUSTRIAL PARK AIION MASS 02322 571 5887700
CABLE WESTCORP AIIONTELEX 92
SERVICE April 3 1984 BULLETIN NUMBER 137
MODEL 3KW 4 4KW 7 7KW 8KW llKW 12 5KW Also related 50 Her tz
Cooling Fan Secur ing Nut
Generator units must have proper air circulation while running to pro
vide for combustion air for use by the engine and for cooling the
generator unit minimum 250 CFM all units through l25KW for gener
ator end cooling
The fan on the back end of the above model generators plays an impor
tant part in moving air through the generator for cooling In instal
lations where surrounding air is limited outside air should be ducted
to the area of the screened end bell inlet to provide this needed air
for cooling and combustion as well
The secur i ty of the generator fan hold down nut should be checked at
installation at the initial 50hour servicing of the
generator unit and periodically thereafter 200300 hours FIGURE A
FLAT
WASHER
Cooling Fan
Securing Nut FIGURE A
Securing Nut Torque 25 lbft over
J H WESTERBEKE CORP
AIION INDUSTRIAL PARK AIION MASS 02322 6171 5887700
CABLE WESTCORP AIIONTELEX cooling fan securing nut should be tight enough so that when force
is applied to rotate the fan by pushing on the outer edge and blades
with the palm of your hand protect the hand with a cloth or glove
you should be able to turn the generator and engine without the fan
slipping on the shaft If properly torqued and fan still the of generator cooling air through the generator must be
avoided The generator compartment ventilation must be sufficient to
prevent generator air that the screened endbell inlet and the screened at the flywheel are not obstructed preventing good air cir
culation through the generator while it is running

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