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Westerbeke Diesel W 46 Parts Manual




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TECHNICAL MANUAL
WESTERBEKE 46
Marine Diesel Engine
Publication 34907
Edition One
May 1987
rv WESTERBEKE
J I MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD TAUNTON MA 027807319
TECHNICAL MANUAL
WESTERBEKE 46
Marine Diesel Engine
Publication 34907
Edition One
May 1987
j y WESTERBEKE
WESTERBEKE CORPORATION
MYLES STANDISH INDUSTRIAL PARK
150 JOHN HANCOCK ROAD TAUNTON MA 027807319
IMPORTANT
PRODUCT SOFTWARE software of all kinds such as brochures dr data operators and workshop manuals parts lists
and parts price lists and other related and provided from sources other
than Westerbeke is not within Westerbekes control is provided to Westerbeke customers only as a
courtesy 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 example components and incorporated products and supplied by others such as fuel systems and components electri
cal components pumps and other products are generally sup
ported by their manufacturers with their own software must depend on such software for the design own product software Such softwar e however
may be outdated and no longer accurate Routine changes made
by Westerbeke s suppliers of which Westerbeke rarely has
notice in advance are frequently not reflected in software until after such changes take customers should also keep in mind the time span
between pr intings of Westerbeke product software and existence of earlier noncurrent editions in the field Additionally products
include that frequently do not include complete summation product software provided with Westerbeke pro
ducts whether from Westerbeke or other suppliers must not
and cannot be relied upon exclusively as the 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 deter
mine the accuracy and currency of the product software by the MANUAL IS A GENERAL GUIDE TO THE INSTALLATION AND
MAINTENANCE OF YOUR WESTERBEKE MARINE DIESEL ENGINE
THE INFORMATION CONTAINED IN THIS MANUAL IS VITAL TO YOUR 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 BUT YOUR SAFETY AS THE DIESEL
The diesel engine closely resembles the gasoline engine in as much
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 type of pistons connecting rods lubricating system and reverse and
reduction it follows to a great extent that a diesel the same preventive maintenance as that which any would give to a gasoline engine The most
important factors
are proper maintenance of the fuel lubricating and cooling of fuel and lubricating filter elements at the time
periods specified is a must and frequent checking for e water sediment etc in the fuel system is also essent ial
Another important factor is the use of the same brand of diesel lubr icating oil developed specifically for diesel engine does differ from the
gasoline engine however
in the method of handling and fir ing its fuel The carburetor and
ignition systems are done away with and in their place are the pump and fuel injectors which perform the functions of care and attention at the
factory have resulted in a
Westerbeke eng ine capable of many thousands of hour s of What the manufacturer cannot control however is the treat
ment it receives in service This part rests with the 2
ORDERING replacement parts are needed always include the complete
part description and part number see separate Parts List Be sure
to include the eng ine s model and ser ial number Also be sure to
insist upon Westerbeke parts because willfit are not made to the same as original 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
the boats in which Westerbeke 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 on the generally and proce
dures for installation of engines However the following outline of
general procedure is included because it is valuable in explaining the
functions of each component the reasons why the precautions to be
watched and the relationship of the installation to the operation of
the engine There are details of the installation which should have
per iodic checks and of which the operator should have a to ensure good operating conditions for the engine and
correct procedures for its OF 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 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 is made of any This is your loss or damage Claims for loss or damage must be made to the
carrier not to Westerbeke Corporation
RIGGING AND LIFTING
The engine is fitted with lifting eyes
Rope or chain slings should be attached to the eyes and the engine
lifted by means of tackle attached to this sling The lifting eyes
have been designed to carry the full weight of the engine slings are not required or desired
CAUTION
Slings must not be so short as to place the engine lifting
eyes in significant sheer stress Strain on the engine
lifting eyes must not be in excess of 10 from the vertical
A spacer bar must be placed between the two lifting eyes
if supported by valve cover studs
The general rule in moving engines is to see that all equipment used
is amply strong and firmly fixed in place Move the engine a little
at a time and see that it is firmly supported Eliminate the possibi
lity of accidents by avoiding haste Do not lift using the or pry against this with a crowbar as you may distort 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 by removing components such as
generator cooling piping water tank filters mounting lugs etc
This accessory equipment should be removed by a competent mechanic and
special care should be taken to avoid damage to any exposed parts and
to avoid dirt entering these openings The parts which have been
removed should be returned to position as soon as the restriction has
been passed
In case it is necessary to hoist the 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 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 hanger 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 operation
of the engine The engine bed must be of rigid construction and
neither deflect nor twist when subjected 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
of the propeller which is applied to the propeller shaft to the
thrust washer bear ing in the eng ine and finally to the eng ine bolts
and engine bed
In fiberglas hulls we recom
mend that similar wooden stringers
as in wooden hulls be formed and
fitted then glassed to the This allows hanger bolts
to be installed firmly in the wood
thus reducing noise and engine support stringers must be
wide enough and have a good flat sur
face to properly carry the full width
of the engine mounting overhang andor surface is very the ability of the to retain vibration within
the fiberglas engine beds
when used should be of to properly support the
engine and should be well glassed to
the hull when installed Note Avoid excessive height use
solid stringer construction A
The temptation to install the engine
on a pair of fiberglas angle
irons should be avoided 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 A and
avoid bed design B
Supports between the bed stringers and extending from the stringers
to the hull may be required for proper support and to aid in of COUPLING
The propeller shaft coupling fitted to the Westerbeke engines output flange must transmit not only the power of the engine
to turn the propeller shaft and propeller but must also transmit the
thrust of the either ahead or astern
The coupling should be carefully machined for a slight force fit onto
the shaft and an accurate mating surface for coupling to the output
flange of the 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 str aignt 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 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 des ir able to use a propeller wh ich will permit the eng ine to
reach its full rated RPM at full throttle under normal load OF ENGINE
The eng ine must be proper ly 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 between the engine and the propeller shaft is the cause
of troubles which are often blamed on other causes It will bearing wear rapid shaft wear and will in many cases
reduce the life of the hull by loosening the hull fastenings A shaft will have exactly the same effect and it is that the propeller shaft itself
be perfectly particularly annoying result of misalignment may be leakage oil through the rear oil seal Check to make sure is within the limits
engine should be moved around on the bed and supported on the iso
lator adjusting nuts until the two halves of the couplings can be
brought together without using force so that the flanges meet evenly
all around It is best not to drill the foundation for the until the approximate alignment has been accurately attempt a final alignment with the
boat on land The boat
should be in the water and have had an opportunity to assume its final
water form It is best to do the alignment with the fuel and water
tanks about half full and all the usual equipment on board after the
mainmast has been stepped and final rigging has been 7
Take plenty of time in making this alignment and do not be anything less than perfect alignment is correct when the
shaft can be slipped backward and
forward into the counterbore very
easily and when a feeler that the flanges come
exactly together at all points
The two halves of the should be parallel with
0001 inch per inch diameter of
coupling A
In mak ing the final check the engine be held in one position and
the alignment with the tested with the in each of four rotated 90 between each posi
tion This test will also check
whether the propeller halfcoupling is in exact alignment on its
shaft Then keeping the propeller coupling in one position the
alignment should be checked by rotating the eng ine halfcoupling in
90 increments checking dimension A of each 90 position until has been rotated full circle
The eng ine alignment should be rechecked after the boat has been in
serv ice for one to three week sand if necessary per forming the
alignment again It usually will be found that the engine is no
longer in alignment This is not because the work was improperly done
at first but because the boat has taken some time to take its final
shape and the engine bed and engine stringers have probably absorbed
some moisture It may even be necessary to realign once again at a
later time
The coupling should always be opened up and the bolts removed whenever
the boat is hauled out or moved from the land to the water and 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 have been dry for a time
EXHAUST line installations vary considerably and each must be
designed for the particular installation The prime requirement is to
provide an outlet line with a minimum of restrictions 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 to prevent siphoning of raw water through this
line into the exhaust system filling the muffler and eng ine cylin
ders 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 go below
it at various angles of heel when under sail
Lines feeding raw cooling water to stuffing boxes if be located to prevent siphoning of water back into the and engine cylinders as above
Most exhaust systems today use a water lift type muffler such as
the Westerbeke HydroHush In some installations there is a high riser located after the engine manifold and before the
muffler to prevent water flowing backwards into the engine is essential not to hang too much weight in the form of
exhaust system components rigidly from the engine it is permissible to directly connect a pipe nipple and exhaust elbow Both components
weigh approximately 8
pounds 4 kilograms If there are more components to be rigidly con
nected to each other and they
weigh more than 8 pounds then a
flexible exhaust section must be
installed between the manifold
outlet and the exhaust system
min componen ts
Water Line
SYPhon Break
33327
Teenol
Included
ENGINE INSTALLATIONS WITH EXHAUST MANI
FOLD WATER INJECTED ELBOW MINIMUM OF 6
INCHES ABOVE VESSEL WATER LINE
12 min
1 Water Line
lnsulate
CAUTION Vented loop must be
in a locatIon where it will remain
ENCINE INSTALLATIONS WITH EXHAUST MANI
above the waterline durIng all
FOLDWATER INJECTED ELBOW AT OR BELOW attitudes of the vessels operation
VESSEL WATER LINE
The exhaust system must be supported or suspended independently of
the engine manifold usually using simple metal hangers secured to dry portions of the exhaust system can be constructed of com
mon black iron pipe and should be wrapped in suitable to keep surface temperatures as low as inspection of the exhaust system iron
components is
advised This is to allow for the removal of any carbon or scale
buildup on the inside of the exhaust that will create reducing engine performance and cylinder head service life
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 sagg ing bending and formation of water pockets The exhaust
line must be at least as large an I D as the O D of the exhaust
elbow hose attachment nipple It should be increased in size by
12 10 for every 10 feet beyond the first 20 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 gas will cause rapid deter ioration of Again seasonal inspection of the interiors of the metal
portion of the exhaust system is advised in order to remove scale and
carbon EXHAUST GAS 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
15 Max PSI 3 Mercury 39
2 For turbocharged engines
Pressure Test Mercury Test Water Column
075 Max PSI 112 Mercury 1912
WATER CONNECTIONS
From Heal
Seacocks and strainers should be of the type at least one size greater
than the inlet thread of the sea water
pump The strainer should be of the type Exnau1
Elbow
which may be withdrawn for cleaning while
the vessel is at sea Mount the the water line to ensure 10
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 as well as
between the raw water cooling system outlet and the exhaust system
This takes up vibration and permits the engine to be moved slightly
when it is being realigned Do not use street elbows in or discharge piping to t6e exhaust system All pipe and fit
tings should be made of bronze Use sealing compound at all connec
tions to prevent air leaks The neoprene impeller in the sea raw
water pump never should be run dry
COOLANT RECOVERY TANK
Your Westerbeke diesel is
designed for and supplied with a
remote coolant recovery tank
FILL CAP
Once the eng ine has been f i lIe d COOLANT
via its pressure topping off can be fr
RECOVERY
TANK
done through the recovery tank
Coolant level can be easily the recovery tank above CABIN
the eng ine and inside the cabin
sail locker or engine it will always be care that the between the engine and the
recovery tank is run so that it
will not chafe or kink
FUEL TANK AND FILTERS
Fuel tanks may be constructed of fiberglas monel aluminum plain
steel or ternepla te I f made of f iberg las be cer tain that the
in ter ior is gelcoated to prevent fiber s fr om con tamina ting the fuel
system Copper or galvanized fuel tanks should not be used Great
care should be taken to ensure that the fuel system is so that airlocks are eliminated and precautions taken to
filter contaminants from the fuel
A primary fuel filter of the type should be
installed between the fuel tank and the fuel lift pump A is available from the list of accessories The secondary fuel
filter is fitted on the engine between the fuel lift pump and the
injection pump and has a replaceable filter element
The fuel supply to the engine should be such that it will allow
the fuel lift pump to maintain a positive to the injection pump under all operating conditions of the
engine Minimum fuel supply line size is 14inch ID
Fuel return should be plumbed back to the tank using a minimum of
14inch LD hose The fuel return at the tank should extend down
into the tank as if it were a pickup This is particularly the top of the fuel tank is below the top of the the return down into the tank as if it
were a pickup pre
vents fuel from syphoning out of the engine fuel system via the return
line and allowing air to enter the eng ine s fuel system when the
return terminates at the top of the tank
To ensure 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 injection equipment when the engine is
started for the first time
FUEL PIPING
We recommend fuel hose or copper tUbing together with both for the supply line and the return line
Run the tubing or hose in the longest pieces obtainable to avoid
the use of unnecessary fittings and connectors The shutoff valve in
the line between the fuel tank and engine should be of the fuel oil
type and it is important that all joints be free of pressure leaks
Keep fuel lines as far as possible from exhaust pipe for 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
Do not use spr ingloaded check valves in the fuel supply line to good quali ty manual fuel shutoff valves Spr ing
loaded check valves tax the fuel lift pumps ability to
draw fuel from the fuel tank through the check valve This can result
in fuel starvation and engine stoppage
Do not use fuel tanks with fuel pickup tubes having gauze in them These screens can clog easily stopping fuel flow
result ing in eng ine stoppage pickup tubes should be open final connection to the engine should be through hoses This will absorb vibration from
between the engine and
metal fuel line when INSTRUMENT This panel is prewired with 15 feet of harness and a
6prong plug into the engine harness The panel contains ignition key pushbuttons for PREHEAT and
START indicator lamps for low oil pressure high coolant low DC charging Also mounted in the panel are lamps to panel and a sonic alarm buzzer
Deluxe Panel This panel is prewired with 15 feet of harness and a
6prong plug into the engine harness The panel contains oil pressure guage water temperature guage DC
voltmeter ignition switch pushbuttons for PREHEAT and START and a
sonic alarm buzzer
NOTE Alarm Buzzer An engine alarm system is standard with
each propuls ion unit Two switches are installed on the
engine one to sense oil pressure and one to sense cooling
water temperature Should a loss of oil pressure or high
cooling water temperature occur the respective switch will
trip activating the alarm buzzer and alerting the operator
Operator should note that the alarm buzzer will sound when
the ignition key is turned on After the engine is started
and oil pressure rises above 2025 PSI the alarm buzzer will
turn Westerbeke diesel engines are supplied prewired with a
6prong plug to accept either the standard or deluxe Two additional plugin connectors are adjacent to this plug
for connecting to the alarm buzzer leads adjacent to the panel follow all instructions on the DC wir ing with each unit especially those
relating to fusec ir cui t
breaker requirements Generators and DC battery batteries should be located as close to the engine as
possible to avoid voltage drop through long leads It is bad practice
to use the starter batter ies for other services unless they require
low current 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 provide
charg ing current for this system by means of a second alternator or
alternator output batteries must be of a type which permits a high rate of
discharge Diesel starting
Carefully utilize the recommended wire sizes shown in the Plan installation so the battery is close to the engine and
use the following cable sizes
1 for distances up to 8 feet
10 for distances up to 10 feet Multistrand
20 for distances up to 13 feet Copper Cable
30 for distances up to 16 feet
on the engine model those with mechanical on the injection pump should be operated with a sheathed push
pull cable located in the cockpit area These mechanical are generally springloaded to the run position
NOTE On earlier W46 models the mechanical shutoff lever
was a standard feature La ter models had an electr ic fuel
shutoff solenoid in the injection pump as a standard feature
and the option of a mechanical shutoff lever or cable attachment brackets are provided on for the attachment of throttle shift and
when used These brackets are designed to accept Morse style
contol cables Singlelever or duallever controls can be used
NOTE Singlelever controls should not be used with models
that already have throttle and engine shutoffs as a combined
lever on the cables should be installed in accordance with the installation instructions After control cables are and secured check for full travel
of the cable that the transmission shift lever moves fully into the
selected mode Forward or Reverse that it positions the lever pro
perly in Neutral and that these positions correspond with the posi
tion of the control lever in the the throttle lever on the injection pump and ensure that
full movement of the throttle lever is allowed by the cable from the
idle stop screw to the full throttle stop On models having shutdown lever check that the lever moves fully into the
shutoff position and returns to its full run l4
FOR FIRST START
The engine for safety reasons is shipped DRY with lubri
cating oil drained from the crankcase and fluid drained from Therefore be sure to follow these recommended proce
dures carefully before 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 Sb
tion of this manual for the proper amount of oil the sump do not neglect to include filter quantity
2 Fill the cooling system with a mixture of antifreeze and fresh
water 5050 The mixture should be strong enough to protect Open air bleed petcocks on the exhaust manifold or ther
mostat housing when installed 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 with a Cetane
rating of 45 or better
5 Ensure that the battery is fully charged and the is SYSTEM
The fuel injection system of a compression ignition depends upon very high fuel pressure dur ing the to function correctly Minute
movements of the produce this high fuel pressure However if any air is pre
sent inside the highpressure line this air will act as a cushion and
prevent the correct pressure as well as fuel injection from it is essential that all air is bled from the any part of the system has been opened for
repair or Westerbeke selfbleeding fuel system on the Model W46 If you run out of fuel make a filter change or in
any other way disassemble the fuel system the system will then con
tain air which may prevent the engine from starting If this should
occur turn the keyswitch on allow the electric pump to run for two
minutes and crank the engine for approximately seven seconds If the
engine has not started wait for approximately thirty seconds more of
electric pump action and crank engine again These time periods may
vary from engine to engine
NOTE The selfbleeding feature on the Model W46 relates
to the engines fuel system only
Fill any large pr imary filter water separator with clean
diesel fuel
The previous procedures are basic for all initial engine startups or
for restarting engines that have stopped due to lack of FOR STARTING
1 Check the coolant level in plastic remote recovery tank The
level should be roughly half way between Full and Add
NOTE In installations using metal remote expansion tank
24177 for domestic water heater locations the plastic
remote recovery tank is not needed Maintain metal tank
half full when system is cold
2 Check the engine oil level in sump
3 Check transmission lubricant level
NOTE In Combinations VDrive has
separate lubrication Check See that there is fuel in the tank and that the fuel shutoff
valve is open
5 Ensure the engine starting battery is fully charged and all
electr ical connections have been proper ly made Pay par t icular
attention to the battery ground connection to the engine and that
the instrument panel harness is fully plugged into the engine har
ness plug Turn the battery selector switch to ON
6 Check that the seacock is open and all hose connections are tight
Hose material used between seacock strainer and engine raw water
pump should be of good wall construction andor Check the exhaust connections to engine and make certain that all
clamps holding hoses to engine and muffler are tight Ensure that
the raw water supply to exhaust elbow is plumbed through good
hose preferably and that this hose is properly
routed to prevent THE ENGINE COLD
1 Check to make certain that the PULLTOSTOP lever is pushed back
into the RUN position This was used on earlier models and was
later replaced by an electric shutoff solenoid incorporated into
the fuel injection pump that functioned by turning the ignition
key ON or OFF The manual shutoff was retained as an option
2 Place the transmission shift lever in the neutral position This
is particularly important with engines having hydraulic
A neutral safety switch on the transmission pre
vents starter energizing should the shift lever on the hydraulic
transmission be other than in neutral start
3 Open the throttle halfway Turn the ignition key ON This will
energ ize the instrument panel cause the sonic alarm buzzer to
sound engine not running no oil pressure electric fuel pump to
function and the electric run solenoid innthe injection pump to be
energized to run
4 Preheat for 15 20 seconds
Panels with keyswitches Push in on the key to activate the pre
heat and hold it in
Panels with pushbuttons Push in on the PREHEAT button to acti
vate preheat and hold it in
Generators Depress PREHEAT switch and hold
5 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
NOTE PREHEAT must be depressed to energize START
Generators Continuing to hold PREHEAT depressed press the START
switch
6 Star t Once the eng ine starts release the keyswitch push
buttons and return the throttle immedia tely 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 ensure that there is raw water
coolant discharge with the exhaust
7 If the engine fails to start in 20 to 30 seconds of cranking
discon tinue the start ing and allow the starter to cool for a
period of time at least twice that used when cranking Then
repeat steps 4 through 6
CAUTION
Excessive cranking can damage the starter as well as fill
the exhaust system between the muffler and engine with raw
cooling water possibly allowing raw water into the engine
Shut the thruhull sea cock and open it once engine starts
Investigate a hardstarting problem and correct it
STARTING THE ENGINE WARM
If the engine is warm and has been stopped for a short period of time
place the throttle in a position the transmission in
NEUTRAL then depress the PREHEAT and START buttons Once engine
starts release both buttons and place the throttle in idle position
NOTE PREHEAT button must be pushed in order to energize
START button
NOTE Always make certain that the starter pinion has
stopped revolving before reengaging the starter other
wise the flywheel ring gear or starter pinion may be
damaged
Extended use of the preheat beyond the time periods stated should also
be avoided to prevent damage to the preheat under any circumstances use or allow anyone else to use
starting ether to start your engine If your engine will not start
then have a qualified Westerbeke marine mechanic check it
WHEN THE ENGINE STARTS
1 Check for normal oil pr essure immed ia tely upon eng ine start ing
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 cr ankcase oil After the eng ine 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 eng ine s internal oil passages and the 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
in to forward and one into rever se then add fluid as necessary
Check fluid level before each day of operation
WARNING
The cooling system is pressurized when the engine is at or
above operating temperature The pressure in the system
must be released with caution as the filler cap is removed
It is advisable to protect the hands against escaping stearn
or water as the cap is turned
5 Check expansion tank water level This is done by stopping the
engine and removing the fresh water fill cap from the manifold
expansion 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 es
caping steam or water Leave the cap in this position until all
pressure has been released Then press the cap firmly downward
to clear the safety stops and continue turning until it can be
lifted off
NOTE Systems with metal remote expansion tanks coolant
level should be checked at this tank and the level main
tained at about half full The fill cap on the engine
should not be removed while checking 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
full when recovery tank is used the tank collects coolant
from the eng ine through expansion as the eng ine reaches
operating temperature 170 190F returning coolant to
the engine through contraction as the engine cools
6 Warmup instructions As soon as possible get the boat underway
but at reduced speed until water temperature gauge indicates
130150F If necessary engine can be warmed up with the
transmission in neutral at 1000 1500 RPM
7 Transmission operation Always reduce engine speed to idle 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 Generator run at noload
3 Engines equipped with stop handles Pull the handle out and hold
until the eng ine stops completely The sonic alarm buzzer will
sound when oil pressure drops Turn off keyswitch
Engines with keyswitch shutoff Just turn the key OFF
NOTE Oil pressure gauge and water temperature gauge will
remain close to normal readings shown while engine
was running when instrument panel is deenergized by
turning key OFF
4 Turn off the keyswi tch Some models do not use the stop lever
they are equipped instead with a fuel solenoid which shuts off the
fuel supply when the keyswitch is turned to the OFF position
5 Close the seacock at operators Disconnect power to system with battery switch at operators
discretion
OPERATING 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 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 as water and
dirt in fuel can cause additional trouble resulting in service
life of the injection system being 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 and requiring system bleeding
8 Do not be alarmed if the temperature gauge shows a high reading
following a sudden stop after eng ine has been oper ating at full
load This is caused by the release of residual heat from the
heavy metal masses near the combustion chambers To prevent this
run engine at idle for a short period before stopping it A high
temperature reading after a stop does not necessarily signal alarm
against restarting If there is no functional difficulty tem
peratures will quickly return to normal when engine is 20
TWELVE 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 keep fuel tank full
3 Check cooling water temperature frequently to make sure it is
in the 170 190 F range during operation
4 Check engine coolant prior to each days use
5 Investigate any oil leaks immediately
6 Check transmission lubricant prior to each days use
7 Check engine lube oil level in sump prior to each days use
NEVER
8 Race the engine in neutral when cold
9 Run the engine unless the gauge shows proper oil pressure
10 Tamper with the injection pump
11 Use cotton waste or fluffy cloth for cleaning or store fuel
in a galvanized container
12 Subject the engine to prolonged overloading or continue to
run it if black smoke comes from the exhaust as this is an
indication of an overload 21
you have taken delivery of your engine it is important that
you make the following checks immediately after the first 50 hours of
its operation
NOTE Transmissions generally require fluid change after
the first 25 to 30 hours of operation Refer to the Trans
mission Section of this manual for HOUR CHECKOUT INITIAL
Do the Retorque the cylinder head
bolts
2 Retorque the rocker br acket
nuts and adjust valve rocker
clearance
3 Change fuel filter elements
4 Change engine lubricating oil
and oil filter
S Check for fuel and lubr ica t ing
oil leaks Correct if
necessary
6 Check cooling system for leak s
and inspect water level
7 Check for loose fittings
clamps connections nuts
bolts Vbelt tensions etc
Pay particular attention to
loose engine mounts and engine mount fittings These could cause
Check condition of zinc anode in engine heat exchanger
9 Adjust engine idle speed if needed
10 Check for proper movement and security of throttle and shift
CHECK
1 Check sea water strainer Clear any accumulated debris
2 Check primary fuel filterwater separator Drain any water pre
sent in the separator
3 Check coolant level in recovery tank Maintain half full when
cold
4 Check lubricating oil level in sump Maintain level at full mark
5 Check lubricant level in transmission andor VDrives Maintain
at full mark on dipstick
6 Visually check over engine for any noticeable abnormalities ie
loose belts brackets leaks etc
SEASONAL CHECK
1 Every 100 hours of engine operation or at the end of the season
even if 100 hours is not reached change the engines lubri
cating oil and oil filter Use correct spec oil and Westerbeke
oil filter
2 Check coolant level Add if necessary
3 Check zinc anode Clean or replace as needed
4 Check security of nuts and bolts and electrical Check belts tension and condition of belts and hoses Replace
as needed
6 Clean and replace fuel filter element in primary filterwater
separator
7 Check starting battery condition of charge and electrolyte level
Add distilled water as needed
8 Check that air intake silencer is clean and Check sea water pump to ensure there are no leaks the impeller is
in good condition and the cam and front cover are not showing
signs of wear Replace as required
10 Replace secondary fuel filter element and filter element in base
of electric fuel pump
11 Change lubr icant in ive Refer to the
Transmission Section of this manual for details
IMPORTANT NOTE It is mandatory that the check 1 be
performed when total operating time reaches 150 hours
In some instances this total may be reached before the
end of your sailing 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 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 level
2 Lubrication System With the engine warm drain the 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 You may find it advantageous to punch a couple of
holes in the lower and upper portion of the filter to allow oil to
drain off into the plastic bag with paper towels before attempting to
remove the filter
When installing the new oil filter be sure to apply a small amount of
oil on the sealing Or ing a the base of the filter Fill the sump
with the correct amount of oil for your engine model Use an oil with
an API Spec CC Run the engine and check for proper oil level and
pressure and ensure that there are no leaks
Do not leave old engine lubricating oil in the sump over the winter
layup per iod Lubr icating oil and combustion deposits combine to
produce harmful chemicals which can reduce the life of internal Transmission Drain the lubricant from your transmission andor
Vdr ive Refill with the proper lubr icant 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 useed are 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 eng ine and allow it to run for 5 to 10
minutes to ensure that no air is left in the fuel system and check for
any leaks that may have been created in the fuel system during 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
refill the bucket with 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 the impeller from the raw water pump some antifreeeze mixture
will spill so use a container to catch it Examine the impeller
If impeller needs to be replaced acquire a new impelller and a cover
gasket place in a plast ic bag and retain for later plastic bag to pump to avoid misplacing the parts
6 Place a clean cloth lightly soaked in oil 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 see it next Spring
cannot
and you attempt to start your engine you may need the assistance of a
servicing dealer Make a note to remove this cloth prior to startup
The exhaust thruhull sea cock 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
Th is is a good time to check the secur i ty of the coupling to the
propeller shaft Ensure 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 the mast stepped and the rigging tuned
8 Controls and Linkage Check the secur ity of control the engine and transmission Lubricate these controls and ensure
that they move freely Engines with pUlltype shutoff levers should
be left in the run position during winter storage
9 Starter Motor Lubrication and cleaning of the starter drive
pinion is advisable if access to the starter permits its easy remo
val Disconnect the starter battery before attempting to remove the
starter Take care to replace proper ly any electr ical from the starter
10 Removing the injector s from the cylinder head and squir ting 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 or this procedure It will prevent
the adhering of the piston
rings to the cylinder walls Ensure that you have the proper hardware
to replace the sealing washers for the injectors and return 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 kit and order items not
on hand or replace those items used during the Winter layup such as
filters and zinc pencils
12 Batteries If batteries are to be left on board dur ing the
winter storage period ensure 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 them
OILS
Lubr icating oils are available for Westerbeke Diesel eng ines which
offer an improved standard of performance to meet the requirements of
modern operating conditions such as sustained high speeds and a good brand of oil that has an API Service Spec of CC 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
MAJOR DATA AND Engine Model W46 Propulsion
Fresh water cooled with
exchanger system 4stroke
inline vertical indirect
injected type of Cylinders Four Inline Stroke in mmin 84 x 94 3307 x Displacement in cccuin 2084
Ratio Pressure
at 150 200 RPM in kgcm2 psi 31 440 Normal
25 3555 Horse Power 46 HP at 3000 RPM max
42 HP at 3000 RPM cont
Idle Speed in RPM 700 850 neutr al
No Load Maximum Speed in RPM 3220
Cruise Speed in RPM 2000 2500
Firing Order 1 3 4 2
Direction of Rotation as viewed
from flywheel end
Fuel 2 Diesel Cetane rating 45 or
better
Engine Lubricating Oil Class API CC or in inches mm Length 3672 Unit Width 1813 4605
Height 2399 Dry in Ibskg 535 Sleeves Dry type made of special cast
iron
Number of Piston Rings Two compression rings one oil
scraper with spring Arrangement Timing Intake Open 30 BTDC
Close 50 ABDC
Exhaust Open 74 BBDC
Close 30 ATDC
valve Clearance Intake and
Exhaust Cold in inches rom 0009 0010 l2Volt reduction type
16 KW
FUEL SYSTEM
Fuel Lift Pump l2Volt plunger type replace
able filter in qts cc 023 225 free flow every fif
teen seconds or better
Fuel Lift Capacity in ft m 4 12
Fuel Injection Timing 23 1 BTDC
Fuel Injection Pump DPA Injection pump
J3942F580 late
J3942F490 early
Type Distributor type automatic
advance with mechanical gover
nor Self Injectors Bosch type spray angle
o degrees
142 10
Injection Pressure in psi kgcm2 1706 0 120 O
Fuel Filter Spinon replaceable paper
element type 24363
LUBRICATION SYSTEM
Oil Pump Trochoid type
Oil Pressure in psi kgcm2 Idle 2030 175 246
Idlerated rpm 28
LUBRICATION SYSTEM
Valve on oil
filter adapter
Oil Filter SpinOn Fullflow
replaceable 35828
Oil Sump Capacity in qts ltrs 7 66
Filter Capacity in qts ltrs 1 94
Oil Cooler Fresh water cooled full flow
FRESH WATER COOLING Pump Centr ifugal type with metal
impeller belt in qts ltrs
per minute at 3000 RPM pump speed 81 6 in F C 180 82 wax type
Cooling System Capacity in qts ltrs 100 95 approximate
COOLING SYSTEM RAW WATER
Raw Wa ter Pump Positive displacement neoprene
type impeller Gear driven 12
npt Rate in gal ltrs per minute
at 3000 rpm engine speed measured
at discharge into exhaust elbow 95 100 359 378
Heat Exchanger Copper tube type with
removable end caps and zinc
anode
DC ELECTRICAL 12Volt DC negative ground
DC Alternator 50Amp 12Volt internal
voltage plugs Sheathed type one per
cylinder 105 Volts 83 29
DC ELECTRICAL SYSTEM
l2Volt 16 KW reduction type
Starter Current Draw Cranking Cold 225250 Mechanical Variety of
transmission and
reduction ratios available
consult Master 18inch diameter x 10 pitch
using standard transmission two blade or l8inch x 8 pitch three blade
Propeller should allow engine
to reach its rated speed
3000 RPM 100 at full open
throttle 30
ENGINE OVERHAUL
The following sections contain relating to the proper opera
tion character istics of the major com
ponen ts and systems of the eng ine
Included are disassembly rework instructions for the guidance
of and staffed mar ine
engine service and rebuilding necessary procedures should be under
taken only by such operating character istics are
included in the Operation Section of replacements should be made only with
genuine Westerbeke Data and 27
Engine Disassembly 32
Engine Inspection and Repair 42
Reassembly 63
Fuel Injection Pump System 77
Oil Pump 77
Cooling System 81
Fresh Water Pump 82
Ra w Wa t e r Pump 85
Fuel Injector Nozzles 91
Serial Number Location on Engine Block
ENGINE FOR Clean the exterior of the engine of any deposits of dirt and oil
B Be careful not to damage each disassembled component part
C Arrange parts in the order of disassembly Mark or label parts as
needed to ensure proper mating and reassembly Keep parts clean
D Drain all fluids and oil from engine block and transmission prior
to engine Place the engine on a suitable stand or bench for Remove the engine electrical harness in its entirety Tag ter
minal ends to help ensure proper Oil Sump Drain Heat Exchanger Drains
Coolant Drain
On Engine ENGINE EQUIPMENT AND PARTS
Remove parts in the following order
1 Remove the engine starting motor
2 Remove the tr ansmiss ion and
related hardware
Transmission overhaul should be
accomplished by the authorized service Remove the transmission damper
plate from the engine 32
4 Remove oil cooler and oil hoses Note location of oil hoses on oil
filter bracket for correct NOTE Reversing of lube oil cooler hoses on the oil filter
bracket will prevent proper oil Remove engine heat exchanger and related hoses
NOTE Lube oi 1 cooler and heat exchanger can be cleaned and
by a conventional automotive radiator shop
6 Remove the engine bellhousing circuit solenoid
mounting platelifting eye
7 Remove the engine flywheel
NOTE Loosen the front
crankshaft pulley nut before
removing the Remove engine Remove the engine alternator
drive belt support bracket and
adjusting strap
Flywheel Bolt Pattern
10 Remove the sea
water pump Set aside for ex Disconnect wire
amination and possible leave sender unit
in the elbow
Remove the hose from the elbow
on the thermostat cover remove
the wire from the over
temperature sending unit
remove the thermostat cover
gasket and Remove the fresh water cir
culating pump with connecting
hoses Remove bypass hose
between tee fitting below ther
mostat and upper front portion
of exhaust manifold Bypass
installed on production units
C609 and on
13 Remove the exhaust manifold
expansion tank in its entirety
Disassemble separately clean
all surfaces install new
gaskets when assembling Use
good quality gasket cement
14 Remove the air intake Remove the highpressure injec
tion lines between injection
pump and Remove the air intake manifold
and breather hose
17 Remove the engine oil filter
and mounting bracket from the
engine block
18 Remove the eng inemoun ted fuel
filter with electr ic fuel lift
pump and related lines Note Scribe
the positions of sealing
washer s that a ttach fuel lines
to the fuel filter the injec
tion pump and the electric
fuel pump
19 Remove the fuel injection pump
NOTE Scr ibe rna ting marks on pump body flange and the timing
gear case before removal
A Early Models Early model injection pumps had tapered drive shafts each with
a woodruff key that fit into the injection pump drive gear and
was held in place in the drive gear by a threaded tang used to
drive the raw water pump
Pump Removal Procedure
1 Remove drive tang locking plate and unscrew drive tang
2 Manually rotate engine to position keyway in injection pump
drive gearshaft at 1200 This is important so that when
the injection pump is removed the woodruff key will not drop
down into the front cover
3 Remove fuel supply and return line from the injection pump
4 Loosen the three bolts holding injection pump to front cover
plate
OTE Inner holddown bolt for injection pump is removed
with the aid of a 10mm flexible 14inch drive socket
5 Place a soft metal drift punch against the threaded drive
shaft end of the injection pump protruding through the drive
gear With a hammer give the drift punch a sharp blow
This should dislodge the pump from the drive gear
6 Remove the injection pump holddown bolts and carefully so
as not to drop the drive shaft woodruff key into the cover
withdraw the injection pump
NOTE Although the drive gear will appear very loose in its
position it will not change mesh with its drive idle gear
B Later Models Later style injection pumps each have a splined dr ive shaft
with a master spline The drive gear has a dash mark on the
front indicating which splines must engage the master spline on
the drive shaft ensuring the injection pump is in the correct
timing sequence with the engine
Pump Removal Procedure
1 Remove the fuel supply and return lines from the injection
pump
2 Remove the three bolts that hold the injection pump onto the
front cover plate and withdraw the pump from the engine
NOTE When reinstalling the injection pump the drive tang
plate bolted to the front of the drive gear must be removed
to expose the dash mark that indicates the splines which mate
with the master spline on the inject ion pump dr ive shaft
when reinstalling the shaft in the drive gear
21 Removal of the fuel injectors
a Remove the fuel return line from the top of the injectors by
removing the four 25mm attaching nuts
NOTE There are sealing washers between the injector
return banjos and the injector s These sealing washers
should be replaced upon b With a suitable 3Dmm deep socket unscrew the injectors
from the cylinder head
c Remove the copper injector sealing washers from the head once
the injectors are removed
NOTE These sealing washers should be replaced upon d Put injectors aside for cleaning and rebuilding in shop or
by an authorized CAVBOSCH Injection Repair Shop
in the following order
1 Remove cylinder head rocker
cover
2 Remove the rocker shaft
assembly as follows
a Loosen and remove union nut
b Loosen and remove short
bolts 2 and long bolts
c Remove rocker shaft assembly
d Remove oil pipe 5 and 0
rings 2 pcsto be replaced
with new ones
e Remove valve push rods and
valve caps
f Remove intake manifold
8 7 5 3
3 Remove the cylinder head 2 4 6
0 0 0 0
0 0 0
assembly as follows
14 13
a Loosen cylinder head bolts 0 0 0
10 J 17 9
in reverse order of
tightening and remove 11
12 16 15
b Remove the cylinder head and
Cylinder Head Bolt Tightening Sequence
gasket
4 Remove the oil pan and oil pump
assembly as follows
a Loosen and remove attaching
bolts and remove oil pan and
gasket
b Loosen and remove attaching
bolts and remove oil pump
5 Removal of front gear train
a Remove front crankshaft
pulley retaining nut and
pUlley
b Remove timing gear cover
Early models Remove injec
tion pump drive gear with
cover
c Remove idler gear retaining
bolt 1
thrust plate 2
idle gear 3 and bushing
d Remove camshaft retaining
nut 4 thrust plate and
gear 5
6 Remove the camshaft assembly as
follows
a position engine block so
that the cylinder head
mounting surface is down
b Carefully withdraw the
camshaft 1 from the engine
block
c Remove all push rod solid
lifters from engine block
7 Remove the front plate and
injection pump assembly as
follows
a Loosen attaching bolts 1
b Remove front plate
c Late models injection pump
drive gear is retained on
bear ing on fr on t plate use
suitable puller to remove
8 Remove the flywheel and back
plate
9 Remove the connecting rod
bearing caps and bearings
lower shells by loosening
and removing the attaching
bolts Keep each cap and
bearing with respective
10 Remove the main bearing caps by loosen
ing and removing the attaching bolts
11 Remove the a Withdraw each rod and piston as
sembly from the bottom of the block
b Loosely replace the bearing and rod
caps Make sure that each bearing
and rod cap is replaced in the exact
location from which it was originally
removed Also make sure that the
caps are not turned 1800 when
replaced
Revised January of 1988 7 11
12 Remove the main bearing Disassembly piston and con
necting rod as follows
a Remove compression rings 1
and oil ring by using piston
ring tool A
b Remove oil scraper expander
spr ing 2
c Remove snap ring 3 by
using snap ring tool B
d Remove piston pin 4 by
using drift punch C f
e Remove piston pin bushing
and connecting rod bearing
upper
NOTE Heating the piston
by resting the piston crown
down on an electric hot
plate will allow for easier
removal of the piston pin
14 Disassemble the rocker shaft
assembly as follows
a Remove snap rings 1 on
both ends of each rocker
shaft
b Remove rocker assembly 2
c Remove rocker shaft bracket
d Remove rocker assembly 4
e Remove rocker shaft spring
15 Disassemble the cylinder head
as follows
a Remove glow plugs
b Loosen and remove bolts
securing exhaust manifold
c Remove exhaust manifold 6
d Loosen and remove thermostat
cover capscrews and washer s
123 and remove ther
mostat cover 4
e Remove thermostat 5
gaskets 6 and spacer 7 8 e
from cylinder head
f Remove valve cotters 8
depress valve spr ing by
valve Ii fter
g Remove retainer 9
h Remove valve spring 10
i Take out valve 11
j Remove valve guide 12 from
cylinder head 13 by using
remover A
Valve guide
remover Z5C C
1 I 12
I 30 158 13
Dimensions in mm
Par t 36519
INSPECTION AND HEAD
Inspection
Check the gasketed sur face of
the cylinder head for flatness
by using a straightedge and
thickness gauge as in the case
of checking the crankcase sur
faces Refer to page 54
Crankcase paragraph 2 This
check is to be made with the
precombustion chamber jets
removed
Use a surface grinder to reface
the cylinder head as
necessary to the specified
flatness
I I I
Unit mm in C D E
Item Standard Repair limit
Checking cylinder head gasketed surface
Warpage of gasketed for flatness
005 max 02
surface of cylinder
00020 0008
head
2 Precombustion Chamber Jet
Replacement
Do not remove the chamber jets unless their
replacement is necessary To
remove the jet if cracks are
noted in it or if head must be
machined to ease it out by driving with a
flatfaced drift pin inserted Removing precombustion chamber jet
through the glow plug hole as
shown
Before installing the jet wash D
the precombustion chamber
cavity clean and drive the jet C
into position with its orifice
poin ting to the center of the
cylinder Calk one portion
with a punch
AIntake port
BExhaust port
CJet
DCaulking position A B
Valve Guides and Valve Seats
1 Check each valve for carboning
burning wear or other defects
on the head also check cap end Valve guide
and stem for cracks Replace remove
the valve if damaged
2 Check each valve guide for ose
wear Remember the guide wears
more rapidly at the ends it Il
P
Measure the inside diameter of
f 30 I 158
the guide at each end and at
the middle from both direc
tions Measure the outside
Dimensions in rom
diameter of each valve stem
If the measurement exceeds the
Material S53C
repair 1 imi t given in the table Valve guide removal tool Wear on valve guide
below replace the valve guide
3 Valve face and valve seat
Check valve face and valve seat for wear and contact If the
valve face is worn excessively reface it by using a valve
refacer To reface the valve proceed as follows
Unit mm in
Service
Item Standard
limit
Clearance Intake
0055 0085 015
of valve 000217 000335 00059
stem in 00700100 020
valve guide Exhaust
00079
Valve guide 18 03
length out 0709 0012
side hole
8 0045
0060 01
Intake 0004
0315 000177
000236
Valve stem
diameter 8 0060
Exhaust
0080 015
0315 000236 00059
000315
Unit mm in1
Nominal Repair
Item Standard Service limit
value limit
Angle 30
Valve Sinkage 08 0031
0008
13
I 0
0051
seat
Width 14 0055
Ol4 16 rzI A Face
00055 0063
Reface up to angle
Valve seatVJ
tage
Valve margin 17 0067 O1 12 Counterbore Valve
O004 0047 margin
Valve Refacer
a Set the valve refacer to an 366 exhaust
angle of 45 degrees 446 intake
Installing 1
b When gr inding the valve intake valve
inserts 5
remove the least amount of
rna ter ial to proper ly reface 2iJj Cylinder head
gasketed
the valve and if the margin surface
is less than 12 rom 0047
in replace the valve 3
Valve seat cutter
Repair an excessively worn Installing 4
valve seat by using a valve exhaust
valve inserts
grinder or valve seat
cutter
ICaulking body
c When using a valve seat 2Valve insert
cutter carefully apply a 3Cylinder head
4Valve guide
uniform pressure to the SCaulking ring
valve seat to prevent uneven
cutting After cutting
reface the seat by rotating
the cutter with No400 sand
paper placed between the
cutter and seat
d If valve seat width is over
cut repair it using a
30 degree cutter I f valve
seat width exceeds 16 rom
0063 in due to wear
replace the seat Also
replace the seat when valve
sinkage exceeds 13 rom
0051 in
Exhaust Intake
Valve Seat cylinder head to a temperature of 80C to 100C 176F to 2l2F
and cool the valve seat sufficiently in ether or alcohol ice Valve seat may be cooled in liquid the valve seat into cylinder head and leave the head
and seat
until they cool down to room Unit mm in
A 8 C D
33 002 41 0025
Valve seat
0 0 78 01 28 01
dimensions 130 0008 161 0009 8 0307 0004 011 0004
Intake valve Exhaust
insert caulking valve insert
tool caulking tool
part if365l6 Par t if 36517
Valve each spr ing for cr acks and check it for squareness fr ee
length and asinstalled length against these sparelfess tIm
valve spring tester
slIrjiKe gage
plate
Unit mm in
Repair
Item Standard
limit
4885 476
Valve spring free length
19232 1874
0425
Valve spring squareness max
Load compress spring to
initial working lenfth 19 1 15
43 mm 169 in 419 221 3308
manifold
To check exhaust the end plates Clean
the gasket surfaces and remove any
carbon buildup inside the using new end plate
gaskets and good quality 45
Cylinder Sleeves
1 Using a cylinder gauge take ID
measurements in two directions
parallel and transverse to the
crankshaft axis on each
cylinder sleeve at the three
locations indicated below
If wear reaches the repair
limit rebore the sleeve to the
next specified oversize
Unit mm in
Repair Service
Item Standard
limit limit
84 0035 Crankcase gasketed surface
0 020 07 I
Cylinder sleeve ID 3 307 goo 138 0008 0028
Out of OOIS
000059
roundness
max
Taper 00020
2 Two over sizes are provided
for 025 and 05 rnm000984 I
and 001969 in After
rebor ing be sure to hone the positions for checking sleeve bore diameter
bore to the specified oversize
accurately within plus 0035mm
000138 in or minus 0 mm
Machining the bores of all four
sleeves to the same oversize is
recommended Pistons and piston
rings are available for the two
oversizes
3 I f any sleeve bor e is unevenly
worn determine the oversize
which the sleeve is to be
rebored on the basis of the
maximum wear noted This will Removing ridge with ridge reamer
ensure perfect roundness in the
oversize bore
NOTE If the cylinder sleeves are found in good condition
with the wear far less than the repair limit it 1S per
missible to rebuild the engine with replacement piston rings
In these cases be sure to ream off the ridge and as
necessary hone the bore to remove any glossy surface
Pistons and Piston Rings
1 Pistons
Inspect each piston for any
abnormal wear of its sliding
surface cracks at the crown
and evidence of melting or
fusion Examine the ring
grooves for stepped wear and
sloped wear Replace those
pistons found in bad Piston clearance in the bore
Using a micrometer measure
each piston at the positions
listed below and compute the
radial clearance at each posi
tion by referr ing to the bore
diameter of its sleeve deter
mined in the previous text
Unit mm in B
Item Service
Standard
limit
Standard 8390 33031
025 00098 oversize 8415 33130
Diameter 02
at skirt A 050 00197 0008
8440 33228
oversize
0545 0610 B
Top 002146 002402
Top of 2nd ring 0425 0490
land 001673 001929
Fit in B
cylinders Bottom of 3rd 0245 0310
ring land 000965 001220
0085 0150
Skirt 000335 00059 I
3 Replacing pistons
Replace the piston with a new
Front of engine
one if the measurement exceeds
the serv ice limit When any
pistons have to be replaced
the variance in weight among
the pistons must not exceed the
limit It is recommended that
the cylinder number be stamped
on the pis ton selected for use
in a particular cylinder for
convenient When the cylinder sleeves are
Piston weight
bored to the oversize the
pistons and piston rings of the Piston weight marking
same oversize dimension should
be used There are two over
sizes for pistons and piston
rings 025 and
050mm 001969 in The
variance in weight among the
pistons per engine should be 3
grams Oloz max
4 Piston ring gaps
Always check piston ring gaps
before assembling rings on Piston ring
piston Insert rings into the
cylinder squarely by using a Checking piston ring gap
piston Check gaps with feeler
gauge
Unit mm in
Service
Item Standard limit
030 050 15
Piston ring gap
00118 00197 0059
5 Piston ring grooves
Insert the compression and oil
rings of known thicknesses into
the grooves measure the side
clearance with a feeler gauge
Unit mm in
Repair
Item Standard
limit
No1 compression 0050 0080 020
Fit in ring ring 000197 000315 00079
grooves
No2 compression ring 0025 0060 015
Oil ring 000098 000236 00059
6 Replacing piston rings
If the rings are replaced the
gap width will exceed the stan
dard value but this is not
important provided that the
service limit is not exceeded
7 Piston pin bosses
Check the piston pin bosses by
referring to the text which
Pins Piston Pin Bosses and
Piston Pin Bushings
1 Check the pin clearance in the
pin boss of the piston by com
puting the difference between
the two diameter readings one
taken on the pin and the other
in the boss I f the compu ted
difference clearance exceeds
the repair 1 imi t replace the
piston pin with a new one Use a micrometer to measure piston
pin bushing and piston pin
Unit mm in
Repair
Item Standard
limit
25 0006
Piston pin
diameter
0984 J00024
2 Check the clearance of the pin in the bushing fitted to the small
end of the connecting rod by computing the difference between the
two diameter readings If the computed difference clearance
exceeds the repair limit replace the pin or the bushing
whichever is badly worn
Unit mm in
Item Standard Repair
limit
25 lOlO
Piston pin boss 0
0984 00039
Piston pin clear 00016 005
ance in piston 0 000063 00020
pin boss
25 l045
Piston pin 0020
bushingID 0 984 l00 177
000079
0020 0051
Piston pin clearance
000079 008
in piston pin bushing 00031
000201
hend check tWist cheolc
Checking connecting rod for Rod Alignment Check the connecting rod for
evidence of cracks especially
cr acks in the fillets of its
small and large ends Replace
the rod if any crack is noted
in the fillets
2 Mount each connecting rod in
the connecting rod aligner and
check for bend and twist as
shown in the In
a twisted connecting rod the
bearing is not trued to the
small end bushing Such a rod
must be corrected with the use
of a press Checking connecting rod for twist
3 If a connecting rod aligner is
not available the rod may be
checked as follows
a To check the rod for bend
measure C and i as shown in IOil
figure a above I f the
measurement at C is greater
than O 05rnm per 100rnm
000197in per 3937 in
of i straighten the rod a Checking the connect b Checking the connect
withthe use of a press ing rod for bend ing rod for twist
Checking connecting rod
b To check the rod for twist
measure C as shown in figure
If the measurement at C
1S greater than O05mm per
lOOmm O00197in per
3937in of t correct the
rod
4 To check the rod with a piston
place the rod on the sur face
plate as shown below insert a
round bar of the cr ankpin
diameter into and through its
large end bore and take
measurements at A and B The
difference between the two
measurements tells the straight
ness of the rod
When one or more connecting
rods are to be replaced select
new rods so that the var iance
in weight among the rods is
within the value given in the
Checking connecting rod on surface plate
Unit gram ozl
Variance in weight 5
among connecting rods Check the connecting rod end
playas follows
Tighten the capscrews to
55kgm 398 Ibft Use a
feeler Gauge to measure the
end play end play the
clearance between the large end
and cr ank arm If the
clearance measured exceeds the o
service limit replace the con 0
necting rod or bearing
Unit mm in
Service
Item Standard
limit
Connecting rod 0l5035 050
end play 00059 00138 00197
6 Check the bearings as follows
a Inspect each bearing for evidence of wiping or fatigue failure
scratches by imbedded dirt particles and improper seating on
the bore Determine by inspection whether the bear ing should
be repaired or replaced
b Check the radial clearance between crankpin and bearing if
the repair limi t specified below is exceeded by the checked
clearance replace the bearing Where the crankpin is to be
ground to the next undersize use a replacement bearing of that
undersize
The two bearing undersizes are O25mm O00984in and O50mm
O01969in
Unit mm in
Repair
Item Standard
limit
58 035
0055 020
Crankpin diameter
2283 000138 0008
00217
Radial clearance
0035 0100 0200
between bearing
and crankpin 000138 000394 D Dl D2
positions for measuring connecting rod
bearing with a 52
c Check the contact pattern of
the bearing
on the crankpin by placing
the large end into its
operating position with the
crankshaft laid out on a
bench and by applying a
paste of red lead or
Prussian blue to visualize
the contact Be sure to
tighten the capscrews to
the specified torque
55kgm 398Ibft The
contact should occur over
75 of the entire surface
if not replace the The above job of checking the contact pattern may be
eliminated where the crankpin is ground to the and the bearing has been replaced This is because
a replacement bear ing is precis ionfinished to ensure the
specified extent of contact
d Check each bearing shell for
crush Shells found to be
loose in the bore or have an CrushO to 004 rnrn
excessive crush must be 00016 in
replaced A crush of up to
O04mm OOIGin which o
will yield to a load of
350kg 772Ib is pre
scr ibed As in the case of
the main bear ing shells
some crush is needed for
securing a proper fit
connecting rod bearing crush
without which the bearing
might roll or jump in place
resulting in localized over
loading and consequent flak
ing burning or fatigue
failure
Check to be sure that the
crush disappears to allow
the bear ing cap to mate the
large end positively when
the capscrews are tightened
to 55kgm 398 lbft
Inspect the outside and inside
surfaces for evidence of
cracking Visually examine the
cylinder bores for scuffing
rusting erosion or any
abnormal wear Using a
str aigh tedge check the top
face for rna t ing with cylinder
head front face for mating
with front plate and rear face
for mating with rear plate
for flatness
2 Make sure that the top face of
the crankcase is flat within
the standard specified below Checking crankcase top for flatness
If the standard is exceeded
reface the top by using a sur
face grinder to make it flat
within the specified standard
Unit mm in A
Repair
Item Standard
limit
Warpage of crankcase 005 max 02mm 8 I I
gasketed surface 00020 0008 I I
C D
Checking crankcase top for Journals
a Inspect each journal for
surface flaws such as
roughing scratches pitting
and burns and as neces
sary repair the journals by
grinding to the next under
size or replace the
cr ankshaft
b Measure each journal with a
micrometer take a total of
four readings to determine
the wear outofround and
taper cylindr icali ty If
any of the limits are
exceeded repair by grinding
to the next undersize or
replace the crankshaft positions for measuring journal
with a 54
NOTE If the fit or clearance
of main bearings on journals is
still in excess of O2rnrn
O008in even if new bearings
are used or if the taper or out
of roundness is not less than
O03rnrn OOOI2in grind the
journals to the next Crankpins
a Inspect each crankpin for
surface flaws such as
roughing scratches pitting
and burrs repair the crank
pins as necessary by
grinding to the next under
size or replace the
cr ankshaft
b Using a micrometer measure each crankpin take a total of four
readings to determine the wear outofround and taper If
any of the limits is exceeded repair by grinding to the next
undersize or replace the Unit mm in
Repair Service
Item Standard
limit limit
65 0015
Diameter of 0035 015 09
journal
2 559000059 00059 0035
000138
Out of round
ness of crank
pins and journals om 00004 003
max 00012
Taper of crank
pins and journals
58 0035
Diameter of 0055 020
crankpin 228rO00138 0008
000217
00079
003 0089
Fit of journals Uneven
00012
in main bearings wear
000350
00012
c Grinding the crankshaft
The crankshaft journals and crankpins must be refinished to a
dimension smaller by 0100 to 0120mm 000394 to 000472in
than the undersize of bearings to be used
Example If 050mm 001969in undersize bearings are to
be used
The journals must be refinished to
65050100 to 0120
to The crankpins must be refinished to
58050100 to 0120
to When grinding the crankpins and journals be sure to reproduce
the same fillet radius shoulder radius as the original one
Too small a radius of fillet will result in of
crankshaft while too large a fillet radius will cause the
bearing to ride on the radius and thereby result in a bearing
failure
CAUTION
Be extremely careful not to grind off the radius part beyond
the desired dimension An overground radius part can be
cor r ected only by gr ind ing off the shoulder face If thi s
occur s it will pr esen t problems in obtain ing a proper end
clearance
Also check the crankpin and journals for hardness They should
have a hardness of 620 or more according to the Vickers Hard
ness Number I f necessary
r eharden the cr ankpins and Unit mm in
journals and check them for Undersize Journals to be refinished to
cracks by conducting a 025 64 75 005 2 magnaflux magnetic 00098 0035 000138
particle test 050 0015 2 645 0035 000138
00197
3 End Play
Check the crankshaft for end
play as shown by using a
thickness guage at the thrust
bearing If the limi t is
reached replace the thrust
plate
Unit mm in
Repair
Item Standard
limit
Journal width 01000189 03
for thrust 000394 000744 0012
bearing
Checking crankshaft end play
The end play is due to the differ
ence between the width of thrust
bear ing and the dimens ion A indi
cated below
4 Runout
Support the crankshaft as shown
and roll it to measure its
deflection with a dial gauge
Distortion is onehalf on the
deflection dial gauge reading
if it exceeds the standard
reduce it by bending the
crankshaft in a press
Journal width for thrust bearing
Unit mm in
Repair
Item Standard
limit
002 05
Crankshaft runout
00008 Main Bearing
Inspect each main bearing for
evidence of wiping or fatigue
failure scratches from im
bedded dirt particles and Checking crankshaft for runout
improper seating on the bore
bearing cap Upon inspec
tion determine whether the
bearing should be replaced or
Check each main bearing that
will be installed during engine
reassembly to determine the
specified radial clearance
The checking procedure is as
follows
Measuring main bearing ID
Install the main bearings in
the crankcase without the
crankshaft securing each
bear ing cap by tightening the
bolts to 85 kgm 615 Ibft
and measure the diameter from
two positions A and B as
indicated in the Measure the journal with a
micrometer From these
readings compute the radial
clearance
Unit mm in
positions for measuring main bearing
Repair
Item Standard
limit
Fit of main
003 0089 02
bearings on
00012 00035 0008
journals
Crush
0004 mm
Check each mainbearing shell
for crush Shells that are
loose in the bor e or have an
excessive crush must be
replaced A crush of up to
O04mm O0016in which will
yield a load of 500kg
11031b is recommended
Main bearing Check the camshaft end playas outlined for the timing gears
Where the end play exceeds the repair limit replace the thrust
plate
Unit mm in
Nominal Repair
Item Standard
value limit
50 005 0112
Camshaft end
000197 03
play 0197 000441 0012
2 Inspect the camshaft journals for abnormal wear and damage the
camshaft must be replaced if any of the three journals is found in
Using a micrometer measure each cam of the camshaft to read Dl
cam height and D2 diameter then compute the difference bet
ween Dl and D2 If this difference is less than the service
limit replace the camshaft
Unit mm in
Item Standard Repair limit
01 46916 03
Intake 01 02
I 84708 000394
cam 001181 6184
profde 0 O2
01 h 6684 024346
026315
Exhaust
profde
01 45944 03
000394
180882 001181
Dt D2 7344
01 02
6844
026945
028913
Checking camshaft runout
4 Check the camshaft for runout
Straighten the camshaft in a
press or replace it as
necessary
Unit mm in
Service
Item Standard
limit
002 00008 005
Camshaft runout 00020
5 Measure the diameter of each
journal in two directions to
compute the fit or clearance
in the camshaft hole
Measuring camshaft Use a micrometer to measure the
ID of respective camshaft
bosses and compute the fit on
each journal If the fit
exceeds the repair limit
machine the holes and install
bushings
Unit mm in
Repair
Item Standard
limit
Fit of camshaft 0040 0090 015
holes on journals 000157 000354 00059
Measuring camshaft hole to
Tappets and Tappet Holes
1 Inspect the riding face of each tappet for wear contact pattern
and cracks Replace defective tappets
2 Check the fit of the tappet in the hole and confirm with the
repair limi t in the char t ind ica ted below I f the limit is
exceeded replace the tappet I f the hole is wor n r esul t ing in
an excessive radial clearance even with a new tappet the crank
case must be replaced
Unit mm in
Repair Service
Item Standard
limit limit
0035 0098
Fit of holes 013 010 hole
on tappets 000138
00051 00039
000386
Tappet hole 010
diameter 22087 and Ring Gear
1 Check the flywheel for cracks and the crankshaft flywheel dowel
pin for proper fit
2 Check the threads of the flywheel retaining bolts for stretch and
other defects Replace the bolts as needed
3 Check the ring gear for broken or excessively worn teeth If the
teeth are defective remove the gear from the flywheel and replace
it with a new one
Timing Gear Case and Oil Seal
1 Check the timing gear case for signs of cracks and inspect the
condition of the dowel pin holes
2 Check the oil seal for excessive wear and defects replace it
when stated conditions are present Closely inspect the oil seal
when excessive oil leaks from the crankshaft end
Timing Gears
1 It is important that the
backlash in each mesh is within
the repair limit If the limit
is exceeded r educe the
backlash by replacing the worn
gear To measure backlash
place a feeler gauge squarely
between two gear teeth
Unit mm in
Repair
Item Standard
limit
Backlash 012 024 03
00047 00095 0012
2 Check the r ad ial clear ance be
tween the idler bushing and
shaft by measur ing with a
micrometer Compute the
clear ance fr om the read ing s
taken and if the repair limit
is exceeded replace the
bushing
Unit mm in
Repair
Item Nominal Standard
limit
Fit of shaft 0025 0075
36 01
in idler
1417 000098 00029 5 0004
bushing
3 Check the idler end play with a
thickness gauge Replace the
thrust plate to reduce the
play if the thickness gauge
reading exceeds the repair
limit
Unit mm in
Repair
Item Standard
limit
001 035
Idler end play
0 0004 00138
Checking idler end play
4 If the idler shaft must be
replaced use the idler shaft
puller for removal as
illustrated When installing
the replacement shaft the oil
holes must be properly aligned
5 Inspect the timing gear as
follows
a Camshaft gear Idler shaft puller
Replace the gear if teeth
Part 36515
show ev idence of flak ing or
excessive wear or if the
keyway is galled worn or
disfigured Make certain
that the camshaft gear when
Removing idler shaft
mounted on the camshaft has ICrankcase
no more end play than O4mm 2Puller
3Stud lO
OOl57in To check the 4Idler shaft
end play use a dial gauge 5Nut
I f the reading exceeds the
repair limit replace the
thrust plate Important
this gear is to the camshaft
Unit mm in
Item Standard Repair
limit
Camshaft end play
005 0112 03
000197 000441 0012
b Injection pump drive gear
Inspect the gear teeth for damage and condition of the mounting
bolt holes Replace the gear if observed to be damaged
c Crankshaft gear
Replace the gear if teeth show signs of defective tooth con
tact excessive wear or other defects
d Idler gear
Inspect the idler gear teeth and when necessary replace the
gear
6 Inspect the gear case for cracks and for evidence of oil leakage
at the part ahead of the crankshaft A cracked case must be
replaced Inspect the cr ankshaft pulley Examine condition of
the surface in contact with the oil seal and check the keyway
and key for wear Replace the pulley if found 62
Reassemble the connecting rod
and piston as follows
a Press bushing into small end
of the connecting rod
Ensure that the oil holes in
bushing and rod are aligned
b Heat piston on a hot plate
to between 100C and 120C
212F and 248F Install
small end of connecting rod Combustion
chamber side
into boss and connect piston
and piston pin by slowly Camshaft
side
inserting piston pin into
piston
NOTE Insert snap ring into
one end in advance
Install the connecting rod
to the p is ton so tha t the
cylinder number side will
face the camshaft and the Stamped
combustion chamber side of cylinder
number side
the piston will face away
from the camshaft when the
assembly is installed on the
cr ank shaft
Piston and connecting rod assembly
c Install compression rings
and oil control ring as
shown in illustration at top
right using standard piston 1
ring expanding tool
NOTE No 2 ring has an R
marked on its top side Be
sure that this side faces the
piston crown when installed in
its groove as shown in
illustration at center right
d Install No 3 oil control 2
ring and expander as shown
in illustration at bottom
right ICompression rings
20il control ring
This mark faces the piston crown
2 Reassemble the cr ankcase as
follows
a Press three camshaft bush
ings 1 into camshaft holes
in crankcase by using
adapter A If the fit
exceeds the repair limit
machine the holes and connecting part
install new bushings
Make certain the oil holes
in cam bush ings align with
Driving
Driving in camshaft bushing Oil control ring and expander installed
b Drive idler shaft 2 into
crankcase by using installer
c Lightly apply engine oil to
the crankpins and install
main bearings upper
Securely engage the bearings
with the Install the piston assembly as
follows
No1 ring gap
Install upper bearing 1 into the large end
of connecting rod Apply
engine oil to the internal sur
face of bearing and on the
ex ternal per iphery of piston
Posi t ion piston ring s so that
ring gaps are located 90 in No2
relation to each other as
shown Then insert piston
assembly 2 into crankcase Precombustion chamber side
Alignment marks on the con
necting rod must face the
camshaft side Put attaching
capscrews 3 into rod in
advance Insert piston
assembly into its cylinder with
the aid of a pistonring
installing tool
NOTE Pistonrod assembly is
installed from crankshaft side
of engine block
4 Install the crankshaft as
follows
a Install thrust plate 1 and
two woodruff keys 2 to the
crankshaft and drive on
crankshaft gear 3 by using
suitable hollow drift A
b Install crankshaft to the
Install the rna in bear ing caps
as follows
a Apply eng ine oi 1 to the
crankshaft journals and
pins and install the
crankshaft into the crank
case securely Attach lower
main bearing 1 to main
bearing cap 2 front
center and rear and install
the cap in place by aligning
it with dowel pin A on
b Measure the crankshaft end
play with a thickness gauge
Replace No1 main bearing if
the end play is out of spe
cification Tighten main
bearing capscrews 3 to a
torque of 85 kgm 61 463
Ibft
NOTE Rotate crankshaft to
ensure no unusual binding or
resistance Install the connecting rod
bearing caps as follows
a Install lower bearing 2 into cap 1 and
apply eng ine oi 1 to the
internal surface of the
bear ing Then install the
cap with the matching mark
on the cap aligned with mark
A on the rod
b Tighten connecting rod
clamping nuts to a torque of
55 kgm 39771 Ibft
NOTE Rotate the Install the retainers and
gaskets as follows
a Install retainers 1 to the
external peripheries of main
bear ing caps No1 and No3
with the flange facing the
inside of the case
b Apply good quality gasket
cement on both sides of oil
pan gasket 2 and attach it
to crankcase Make sure
tha t the gasket is comple
tely attached in the grooves
A in the caps
c Apply gasket cement to both
ends of rubber packing 3
and insert the packing into
d Install sleeve onto the rear
end of cr ank sha ft Apply
clean eng ine oi 1 to the
internal surface of oil seal
1 and secure it with bolts
2 by using an oil seal
aligner
e Apply gasket cement to the
tip of bolts 3 as they fit
into the four throughbolt
holes in the bearing cap
Tighten the bolts to a
torque of O4kgm 29
lbft
8 Install the front plate as
follows
a Apply gasket cement to both
sides of the front plate
packing and attach the
packing to the front face of
crankcase Secure front
plate 1 with injection
pump fastened by two bolts
2 The tightening torque
of the bolts is 21 kgm
152 lbft
b Heat camshaft gear on a hot
plate to between l50C and
l80C and fit gear to shaft
c Apply a light film of oil to
the camshaft journals and
bushings Then carefully
install the camshaft into
engine block
d Tighten camshaft thrust
plate to crankcase gaining
access to the thrust plate
and securing bolts through
machined holes in camshaft
gear
9 Install the idler gear as
follows
a Install idler gear by
rna tching the timing mark on
each gear
10 Install the oi 1 pump assembly
as follows Timing gear match marks meeting
each other
a Install oil pump 1 into ICamshaft gear
the oil pump installation 2Crankshaft gear
hole in the crankcase and 3Idler gear
mesh the pump drive gear 4Injection pump gear
with the camshaft pump drive
gear
b Install one end of the oil
strainer stay 2 to No 2
bearing cap with distance
piece 3 inserted between
both Install the other end
of the stay to oil strainer
4 by bolts 5
11 Install the oil pan and torque
pan bolts to 07 kgm 51
lbft
12 Install the backplate and
flywheel as follows
a Install dowel pins in
crankshaft end and engine
block
b position back plate to
engine block fitting over
dowel pins and bolt to
block
c position flywheel on crank
shaft using aligning dowel
Unit kgm llrft
Flywheel bolt 85 05
tightening torque 615 36
13 Reassemble the cylinder head as
follows
a Press valve guide 2 into
cylinder head 1 as shown
in illustration on right
lCylinder head
2Valve guide
AValve guide installer
BAs installed length 18 rnm 0709 in
Part 36518
Valve guide installation tool
Install stem seal 3 to the
valve guide Completely fit
the breast of the seal in the
guide groove
b Install valve 4 valve
spring 5 and retainer 6
in this order Compress the
spring with a valve lifter
to install valve cotter 7
securely Install caps 8
when installing rocker shaft
assembly 1 9
c Install thermostat nozzle Cylinder head asembly
holders glow plugs and lCylinder head 2valve guide 3stem seal
exhaust manifold to the 4valve 5valve spring 6Retainer 7valve
cylinder head cotter 8valve cap 9combustion chamber jet
14 Install the cylinder head
assembly as follows
a Apply liquid packing to both
sur faces of the new gasket
1 with a brush or spray
gun After waiting 3 or 4
minutes place the gasket on
the crankcase 2 and
install cylinder head 3
Use two guide bolts 4 to
prevent the gasket from
moving when placing cylinder
head on the crankcase
b Tighten the cylinder head
bolts to a torque of 12 kgm 14 12 10 11
868 Ibft at exhaust side o 0 o 0
and 105 kgm 76 Ibft at
intake side in the sequence o
shown in the cylinder head 1
bolt tightening illustra
tion 2 3 7
15 Install the push rods and Cylinder head bolt tightening sequence
rocker shafts as follows
a Insert the push rods 1
into the tappets
b Install rocker shaft as
sembly as follows
c Insert Orings 3 into oil
pipe 2 and connect the oil
pipe to the front and rear
rocker shafts Then tem
porarily install each
bracket to the cylinder
head
d Temporarily tighten two or
three threads on the oil
pipe union nut and connec
e Secure tne preinstalled
brackets by tightening four
bolts at the front and rear
sides uniformly to a torque
of 15 kgm 1085 Ibft
Tighten the long bolts 4
fir st
f Connect oil pipe to connector securely Then adjust the valve
clearance to 02Smm OOlin for both intake and exhaust
valves in cold Adjust valve clearance as follows
The valve clearance specification for this engine is 02Smm
00098 in for both in take and exhaust valves Th is value assu
mes that the engine is at normal temperature there being no tem
perature difference throughout the body of the engine The
checking and adjusting procedure is as follows
a Rotate the crankshaft slowly
to bring the piston in No1
cylinder to Top Dead Center
TDC This can be
accomplished by observing
rocker arms of No4
cylinder As you turn the
crankshaft the exhaust
valve rocker arm of this
cylinder rises stop turning
the crankshaft just when
intakevalve rocker arm
beg ins to go down after
exhaustvalve rocker arm has
come up all the way Under this condition adjust valve
clearance in the usual manner on the intake and exhaust valves
of No1 cylinder intake valve of No2 cylinder and exhaust
valve of No 3 cylinder
b Turn the crankshaft one complete rotation 360 and hold it
there Adjust the clearance on intake and exhaust valves of
No 4 cylinder exhaust valve of No 2 cylinder and intake
valve of No 3 cylinder
Coolant bypass hose
17 Install the rocker cover and
gasket
18 Install the fresh water pump
assembly as follows
a Install water pump assembly
b Install the bypass hose bet
ween the manifold and tee
below the 72
19 Install the timing gear case
1 to the front plate pro
perly Use sealing washers
behind the head of bolt 2 to
prevent oil Install front crankshaft pull
ey Take care not to damage
front crankshaft seal when
slipping pulley onto crankshaft
and through the front seal
21 Install the DC charging
alternator mounting bracket and
mount the Install alternator drive belt
as follows
a Attach fan belt to the
pulley
b Adjust the fan belt tension
to a slack of 12mm 12in
23 Install the starting motor
24 Install the oil filter mounting adaptor filter oil lines and
lube oil cooler with all related hoses
25 Install transmission drive damper to the Install the bellhousing transmission adaptor plate and
Install all four mounting brackets and mounting Install flow control and heat exchanger with related plumbing
Replace hoses and clamps as needed
29 Install rear lifting eye with preheat solenoid and main DC circuit
breaker
30 Install senders and switches Make certain all contacts are
clean
31 Reinstall engine electrical harness
FUEL INJECTION PUMP
Two styles of injection pumps were used with this DPA J3942F490
This type had a taperedkeyed drive shaft
Later DPA J3942F580
This type had a splined drive shaft with a master spline
The injection pump is mounted to the engine front plate It is
secured to the front plate by three studs with Ilmm hex nuts Early Model Injection pump
a Rotate engine so as to position keyway in pump drive gear
at 1200 oclock
b Rotate injection pump drive shaft to position keyway at
1200 oclock Insert woodruff key in keyway
c Carefully slide pump onto the engine mounting flange and
guide the tapered drive shaft with woodruff key into the
drive gear
d When drive shaft is positioned in the drive gear secure
in drive gear by threading raw water pump drive tang onto the
pump drive shaft protruding from the drive gear
e Snug the injection pump up to the front plate with the
three securing nuts and washers position the 23 scribe
mark on the pump flange in line with the scribe on the front
cover Tighten the three securing nuts
1200
Injection pump
side marks
Flange plate
sIde mark
Late Model Injection Pump
a Remove drive tang plate from front of injection pump drive gear
and locate scribe mark on face of gear that designates mating
splines for master spline on injection pump drive shaft
b Locate master spline on injection pump drive shaft and position
to correspond to scribe mark on drive gear by rotating
injection pump drive shaft
c Carefully slide the injection pump onto the engine mounting
flange centering the master spline with the scribe mark on the
drive gear and engage the two
d Snug up on the injection pumps three securing nuts and rotate
the injection pump so as to align the 23 scribe on the injec
tion pump flange with the timing scr ibe on the front cover
Tighten the 3 securing nuts
Injection PUil
Flange plate side marks
Master spline side mark
scribe
o 0
VIEWED FROM SEA WATER
PUMP Injection Pump Timing
a Locate timing pointer on
front gear cover This
pointer is located at about
the 10 OOoclock position
when viewing the front
crank shaft pulley
Timing pointer
Front pulley
b The front crankshaft pulley has timing marks embossed on its cir
cumference from O top dead center TDC to 40 before top dead
center BTD in fivedegree increments Locate the 20 and 25
marks and place a visible mark halfway between the two points to
represent 23
c Rotate the eng ine by hand to
position the number one piston
on its compression stroke
Continue rotating the engine to
align the 23 mark on the
crankshaft pulley with the
timing pointer and stop
d On the side of the injection
pump body is an oval cover
plate mounted to the pump body
by two screws that are wir ed
together Cut the connecting
lock wire remove the screws
and cover plate inc Iud ing the
gasket
NOTE Some fuel will be lost
from inside the pump when this
cover is removed Be prepared
to catch it in a Inside the opening in the injection pump is a circlip and the
rotor body of the pump The rotor body has a scr ibe mark on it
with the Letter E stamped above it The scribe mark should
align with the topflat surface of the circlip If the mark does
not align loosen the injection pump secur ing nuts and gently
rotate the injection pump body up or down to align the scribe mark
with the circlip flat The pump is now statically timed to the
engine Secure the pump to its mounting flange replace the pump
side cover and gasket and lock wire the side cover attaching
bolts
NOTE Do not overtighten the side cover attaching bolts
Reattach fuel supply and return lines to and from injection pump
Connect highpressure injector lines between the injection pump
and injectors Do not cross or mix up these lines
E Scribe mark
LUBRICATING SYSTEM
1 Lube Oil Circulation
A trochoid rotary pump draws oil from the oil pan through the oil
strainer and delivers it under pressure to a fullflow oil filter
then the cleaned oil is forwarded into the oil gallery inside the
crankcase From the gallery the oil is distr ibuted to the
various parts of the engine The pump is driven from the
camshaft The oil filter is a replacable element
through which the oil is forced
2 Oil pump
The pump is loca ted ins ide the righthand rear por t ion of the
crankcase Its main shaft is driven from the skew gear formed to
the camsha ft
21 Disassembly
a Loosen and remove the four capscrews and washers 9lO
securing oil strainer II gasket 12 and oil pump cover 8
to the oil pump 3 and separate the strainer gasket and
cover from oil pump case
b To facilitate removal of
outer rotor 5 turn the
oil pump case upside down
c Drive out the oil pump drive
gear taper pin 2 and 3
remove drive gear I from
main shaft 4 Pullout the
main shaft from pump case
d Drive out inner rotor pin
7 and separate inner rotor
6 and outer rotor 5 from
22 Inspection
a Running clear ance between
outer rotor and inner rotor
Using a feeler gauge check
the clearance at var ious
positions If the reading
exceeds the service limit
replace both rotors
Unit mm in
Service
Item Standard Checking clearance
limit
Clearance between
0013 015 025
inner rotor and
000051 00059 00098
outer rotor
b Sliding clearance between
rotors and cover
This clearance is required
not to be gr ea ter than
OlSmm OOOOS9lin If
this limit is exceeded grind
off the rna ting face of the
body to reduce the clear
ance
Unit mm in
Repair
Item Standard
limit
Checking rotorto cover clearance
Clearance between 004009 015
rotors and cover 00016 00035 00059
c Radial clearance between
outer rotor and pump body
Insert a feeler gauge be
tween the outer rotor and
the body If the clearance
checked is gr ea ter than the
limit replace the worn
part
Unit mm in
Repair
Item Standard
limit
Checking rotortobody clearance
Clearance of outer 02028 05
rotor in body 00079 00110 0020
d Rotor Shaft Diameter
Unit mm in
Inspect the shaft for Service
damage and check it for Item Standard
limit
wear by measuring with a
micrometer Determine the Rotor 126g
shaft
available clearance of the diameter 0496 OO24
OO16
shaft in the pump body from
the micrometer readings if Shaft to
the serv ice limit in terms O0400085
body
of clearance value is clearance
000157 OOO335
exceeded or if the shaft is
in badlydamaged condition
replacement is Reassembly
a Install inner rotor to pump
shaft with pin
b Place pump shaft in pump
case Install pump drive
gear to the shaft with pin
c Place outer rotor in pump
case and install pump case
cover complete with gasket
and oil strainer
NOTE If pump shaft or drive
gear has been replaced a new
pin hole must be made by dril
ling through the gear mounted
on the shaft
d After replacing the cover
check to be certain that the
match marks are correctly
indexed If the cover is in
the wrong position relative
to the case the pump will
not draw in oil Tighten
the bolts after check ing to
be sure that the marks are
correctly matched Fitting covertocase by matching marks
e After reassembling the pump complete with its strainer immerse
the strainer in a pool of oil and run the drive gear by hand to
make certain that the pump is capable of sucking oil in
3 Oil Filter
The filter is mounted on the righthand side of the crankcase at
its center part The oil bypass valve for letting the oil bypass
the filter is actually a relief valve located in the center por
tion of the element This valve is set to open when the differen
tial pressure across the filter rises to when the valve opens the oil flows directly from
the inlet side to the outlet side The filter must be
serviced regularly or before the filter becomes so dirty that it
actuates the bypass valve
The oil filter has a builtin
relief valve operating in
response to the oil pump
discharge pressure This valve
starts relieving when the
pressure rises to 303kgcm2
4343psi thereby bleeding
theexcess oi 1 to the oi 1 pan
and limiting the pressure of
oil reaching the engine oil
gallery to a constant level
31 Disassembly
1 Remove filter 1 and relief
valve 2 from filter
bracket 3
32 Inspection
The filter should be replaced
after each 100 hours of opera
tion or whenever its filter
ing per formance has not iceably
deter ior ated Inspect the
filter to notice any signs of
rupture or fissure if so
replace filter Visually exa
mine examine the filter bracket
for any distortion and cracks
COOLING SYSTEM
FRESH AND RAW WATER
DI WATER INJECTED ELBOW
V MANIFOLD
I t l lJ
COOLANT RECOVERY TANKf
HEAT EXCHANGER
TO HOT WATER TANK
OIL LINES
1 Fresh Water Circuit
INCOMING RAW WATER
Refer to the illustration above Fresh water coolant is cir
culated through the circuit by the beltdriven fresh water pump
mounted on the front of the engine block
The circulating pump draws coolant from the discharge side of the
hea t exchanger and moves it through the eng ine blockhead The
thermostat located in a housing at the top forward part of the
cylinder head controls the operating temperature of the engine by
opening and closing to regulate coolant flow through the engine
blockhead
The coolant passes through the opened thermostat and the exhaust
manifold to the lower discharge of the manifold through the lube
oil cooler The coolant then passes through the domestic water
heater flow controller and into the engines heat exchanger where
it is finally cooled by the raw water circuit
2 Raw Water Circuit
Raw water is drawn into the raw water pump positive neoprene impeller type by the suction action of the impeller in
the pump This raw water is pumped to the raw water inlet of the
heat exchanger where it passes through the tubes inside the
exchanger and removes heat from the fr esh water coolant flowing
around the outside of the tubes Refer to the cooling system
illustration
The raw water is then discharged from the exchanger and then may
be dir ected to the tr ansmiss ion oi 1 cooler I t then passes in to
the exhaust injection elbow to be mixed with the exhaust gases
cooling them as this mix falls into the exhaust muffler and is
pushed overboard by exhaust gas
3 Thermostat
The thermostat is a wax type
designed to maintain engine
operating temperature between
170190F Disassembly
a Remove thermostat cover 2 4
5 1
by loosening and removing
4 2
bolts 1 and washer
b Remove thermostat 3
gaskets 4 and spacer 5 I
from engine block 6 o
4 Fresh Water Pump
The water pump is the centrifu 3
gal type Its bearings are
lubr icated by water pump 10
bearing grease applied thru the
zerk fitting on the side of the 8
lBolt 6Snap ring
pump 2Cover 7Bearing
3lmpeller 8Shaft
4Jnit seal 9Bearing
5Spacer 1 aHousing
41 Disassembly
a Loosen and remove water pump
shaft nut and lock washer
remove water pump pulley
and woodruff key
Remove pump cover 2 by
loosening and removing cover
attaching bolts 1
c To remove impeller 3 sup
port the shaft with a stand
and unscrew impeller
NOTE The impeller is thread
mounted on the shaft The
thread is d Remove spacer 5 from the
shaft at the pulley side of
the pump case
e Remove snap ring 6 from
the pulley side of the pump
case
f Pull shaft 8 off the
pulley side of the pump case
and remove bearings 7 and
9 from the Inspection
a Examine the pump operation
by slowly rotating it If
the pump is erratic in rota
tion replace bearings
bearings
b Visually check the impeller for corrosion or breakage Replace
a defective impeller Also check for signs of rubbing If
such rubbing is evident check the cause The impeller and
case or cover if found damaged due to rubbing must be
replaced with new ones
c Check the condition of the unit seal Replace the seal if it
is badly worn or damaged
d Check the pump shaft bearing journals for wear Replace the
shaft if the journals are excessively worn
e Check the sur faces of the pump case where the bear ings are
fitted for excessive wear or damage Replace the case or the
pump assembly if those sur faces on the case are found in bad
condition
NOTE Upon assembling the water pump tur n i t by means of the
pulley making certain that the pump rotation is smooth without any
signs of Reassembly
a Install bearings 2 on pump
shaft l and install the
shaft in pump case 4
b Install snap ring 5 in
pump case on pulley side
c Install larger half of unit
seal 7 in the pump case
and smaller half of seal in
the impeller 8 screw the 1
impeller onto the shaft
d Install cover 9 3
e Install spacer 3 onto the
pulley side of the shaft 2
position the woodruff key in
the shaft keyway and
install the pulley onto the
shaft fasten the pulley
to the shaft with the lock
washer and water pump shaft
f Rotate the shaft to check
that the impeller does not
interfere with cover
g Apply water pump grease thru the Zerk fitting 12 cubic inches Do not 84
5 Raw Water Pump
The pump is a positive replacement type pump engine driven with
a replaceable neoprene Disassembly
a Remove front cover scr ews
and washers 13 14 and
front cover 12 with gasket 5
b with a pair of screw drivers
positioned 180 apart on the
impeller 10 carefully pry
the impeller from the shaft
and out of the pump body
13
c Remove screw 7 and take 12
cam 8 out of the pump 11
d Remove key 3 from the 10
impeller shaft 2
e Support the pump base in an
arbor press or similar press
and push the impeller shaft
2 and bearings 4 out of
the pump housing 6
f Properly support bearings 4 and remove from shaft 2 In
some disassembly bear ings may remain in pump housing In
those cases support the housing and push bearings out
g Push seal 9 from inner housing
Note placement of seal in housing seal lip to reinstall
correctly
52 Inspection
a Visually examine impeller 10 Look for any cr acked or wor n
impeller blades Ma ter ial should be flex ible Replace if
suspected
b Visually examine cover 12 inner surface Replace if there is
any indication of wear or grooving from the impeller turning on
the inner surface
c Check cam 8 for wear Replace as needed
d Check bearings 4 and rotate Look for binding and any indi
cations of damage
e Visually examine shaft 2 for wear in the areas of the bearing
journals and the area of seal 9 contact Replace if badly
worn or damaged
f Visually examine pump housing 8 for any wear or damage in the
areas of the shaft bearing outer journals and housing area
where the impeller turns in
Sea Water Pump
Mounting Stud
6 Raw Water Pump Engine Mounting
a Care must be taken when
mounting the raw water pump
to the mounting flange
The slotted drive in the
shaft of the sea water pump Lock Washer
should fit onto the drive
tang fr om the eng ine The
slotted dr i ve and the tang
should not be forced against
each other when the raw water
pump is secured This would
JiFlat Washer
cause undue stress on the
pump bearings and the drive
SeaWater
tang gear Pump
b Alignment is just as critical as the drive clearance The raw
water pump intentionally has no pilot because the location of
the timing cover and the mounting flange vary when bolted to
the engine To assure that the pump shaft is axial centered
with the driving tang install the pump with its gaskets just
snuggly With the fuel lever on the injection pump in the OFF
position crank the engine for a few seconds so the raw water
pump will align with the drive tang Visually verify movement
of the pump as it aligns during cranking Secure the pump by
tightening up on its four holddown nuts
NOTE This procedure must be followed any time the raw
water pump is removed or loosened for any reason
FUEL SYSTEM
1 Fuel Injection Pump DPA
Descr iption
The DPA injection pump is a
distributor type pump con
sisting of a transfer pump
fuel pumping plunger distri
buting device automatic ad
vance mechanical governor and
control linkage which are
built into a compact light
weight pump housing Function
ally this pump features a pair
of pumping plunger s for me ter DPA Fuel Injection Pump
ing and delivering fuel
21 20 19 18 17 16 15 14 13 12 11
3 1 2 4 5 6 7 8 9 10
IDrive hub seal 8Head locating stud ISMetering valve
2Governor weight 9Shutoff solenoid valve 16Plunger
3Drive shaft IOEnd plate regulating valve 17Cam roller
4Thrust sleeve IITransfer pump 18Governor spring
SPump housing 12Head rotor assembly 19Governor arm bracket
6Automatic advance 13Hydraulic head 20Governor arm
7Cam advance screw 14Rotor 21Shutoff shaft
DPA Fuel Injection pump Sectional View
NOTE Ref
drive shaft
3 Dr ive Shaft
later pumps
earlier pumps had a
had a splined drive
keyed
shaft
with master spline
2 Fuel Filter
The fuel fi lter is a sp inon type Its mounting housing has
a manual priming pump
a Servicing
Remove the filter element by unscrewing it from the filter
housing with the aid of a small filter wrench Care should
be taken to catch any fuel that may be spilled while removing
the filter
NOTE In installations with fuel tanks located above engine
height to prevent fuel syphoning when the filter is
removed shut the fuel OFF at the tank shutoff during this
servicing Turn the fuel back ON once a new filter has been
installed Install the new filter simply by applying some
fuel to the sealing gasket of the filter and screwing it
carefully onto the filter housing Tighten approximately 34
of a turn once the sealing gasket contacts the housing Turn
the ignition key ON to activate the fuel pump This will
prime the filter and vent any air from it
NOTE The manual priming pump on the filter housing may be
used to accomplish this same function without having to turn
the ignition key ON It takes approximately 20 pumps to
prime the filter
FUEL
RETURN
ElECTRIC LIFT PUMP
FUEL FILTER
ASSEMBLY
THROTTLE INCOMING FUEL
CARTRIDGE
INJECTOR PUMP
3 Fuel pump
This is a transistor type 12Volt DC 1
fuel pump The motion of the pump plunger is
controlled by a circuit
The osc illator section incor 2 6
porates transistors diodes and
resistors
When the transistor circuit is
closed and the solenoid coil is
excited a sucking force acts
on the plunger This forces
it down against the spring
force and the fuel pushing up
the deli very valve that leads
in to the plunger When the II Diaphragm 6 Pluner
2 Oscillator 17 Outlet vain
transistor circuit is opened 3 Solenoid coil IR Spring
the plunger is pushed back 4 I ilter 19 Inkt valve
upward by the spring force IS hltLr l IVLr
forcing the fuel out of the Fuel Pump
ou tlet por t and at the same
time the inlet valve opens and
the fuel enter s the lower
and Reassembly of the Electric Fuel pump for this fuel pump is totally enclosed only
the cover filter and plunger assembly require a 17mm wrench remove the cover 1 See illustration below
Then the cover gasket 2 magnet 3 and filter 4 can be removed
from the pump body 5
II Cover
2 Cover gasket
3 Magnet
4 hlter
5 Body
6 Spring retainer
7 Washer
8 Oring
9 Valve
10 Plunger spring
I I Plunger
12 Plunger tube
Removing Plunger
Removing Filter
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 Or ing 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 air
CAUTION
The plunger tube 12 has very small wall thickness Be
careful not to deform the tube during removal of the plunger
parts Carefully 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 secure assembled parts with the
retainer
2 Install the filter element and then the magnet and gasket in the
cover and tighten the cover with a 17mm 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 17mm wrench and replace the
filter element
2 Checking the Electric Fuel pump on the ignition switch for a generator use 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 electr ical connections and switch Fuel flow is 225cc 48 pints every 15 seconds The pump should maintain a positive
fuel inlet pressure to the injec
tion pump during engine 90
4 Idling and Maximum NoLoad Speed Adjustments
These adjustments are initially made at the factory during engine
testing To adjust idle speed loosen the 8mm locknut and adjust
the stop screw 1 clockwise to increase idle speed or
to lower idle speed normal idle speed is between
out to lower 8 rnrn stop screw normal idle speed is between
700850 RPM
This may vary with install
ations and reduction gears 1
used Noload speed is
adjusted and sealed at the
factory with 8mm stop screw
2 RPM full open throttle in
neutral is 3220 RPM Do not
tamper with this adjustment
NOTE Propeller load should
hold engine speed between
29003000 RPM full open
throttle underway and in for
ward gear
Any time RPM is questionable ensure that tachometer calibration
is correct with engine speed before attempting other Fuel Injection Nozzles
a Description
The injection nozzle pro 9 If
vides a means of spraying
fuel delivered under
pressure from the injection 8
pump into the precombustion 6
chamber The noz zle spr ays
oil in a conical pattern
of droplets 5
The mating surfaces of the 4
nozzle holder body dis
tance piece and nozzle are
to 1r
be oil tight
lRetaining nut
The injection pressure is 2Nozzle tip
adjusted by an adjusting 3Distance piece
washer Increasing the 4Pressure pin 2
SSpring
thickness of the washer will 6Washer
increase the spr ing tension 7Nozzle holder
and hence the injection 8Gasket
pressure and vice versa 9Nut
Inspection Nozzle Sectional view
b Removal and 1 Removal Sequence
a Connectors 1 4 Pcs
b Fuel Feed pipes 2
c Fuel return pipe 3
d Fuel leakoff pipe 4
nuts 5 4 pcs
e Fuel injection nozzle
assemblies
2 Installation Sequence
Unit kgm lbft
Follow the reverse of remo Fuel injection nozzle 5 05
val sequence tightening torque 362 36
CAUTION
After removing injection nozzles be certain to cover dis
connected ends of injection pipes and nozzle holes in
cylinder head to prevent entry of dirt
c Disassembly and Reassembly
NOTE Before disassembly collect data on the nozzle
by testing it for injection pressure beginning of in
jection spray pattern and internal all in
the manner already descr ibed Throughout the disassembly
cleaning and reassembly work handle each nozzle assembly
with care to protect in particular the nozzle tip
1 Disassembly Sequence
a Retaining nut 1 hold 8
it in a vise
Nozzle holder 2
Nozzle tip 3
d Distance piece 4
e Pressure pin 5
f Spring 6
g Washer 7
lRetaining nut
2Nozzle holder
3Nozzle tip
4Distance piece
5Pressure pin
6Spring
7Washer
8Nut
9Gasket
Disassembling Nozzle Holder
Injection Nozzle Assembly Disassembled View
2 Reassembly Sequence
Follow the reverse of disassembly sequence
NOTE If the needle valve and nozzle proper have to be re
placed be sure to wash the replacement parts in a pool
of kerosene after removing their protective films of
plastic wash off the rust preventive oil from the nozzle
proper by strok ing the needle valve back and for th in the
needle valve stem bore
d Inspection
Needle valve and nozzle body
1 Immerse needle valve and nozzle body in a pool of clean kero
sene insert the valve into the body and move the valve
back and forth to be sure that the sliding contact is smooth
without evidencing any excessive clearance The entire
injection nozzle must be replaced if the fit is found
defective
2 Visually examine the nozzle body with a magnifying glass
having a power of 4 or 5
3 Inspect the needle valve for distortion or damage at its
seating part and for wear of its end face in contact with
the pressure pin
4 Poor sea ting contact may be corrected if the defective
condition has not advanced too far by lapping the valve
against the seat with a coat of clean lube oil applied to
the sea ting faces If this does not help the injection
nozzle must be replaced
Nozzle holder and distance piece
Check the fit between nozzle holder and distance piece
Determine the quality of the fit from contact patterns obtained
with the use of red lead paste defective fit will be obvious
by an abnormally high rate of return oil leakoff flow
Pressure spring and pressure pin
1 Replace any pressure spring that is broken cracked or
otherwise defective and out of square Inspect each spring
carefully for these defects
2 Inspect each pressure pin for wear at its end faces one for
pressure spring and the other for needle valve
Leakoff pipe packing
If the packing is found to be in a deteriorated condition
replace it
4 Testing and Adjustment
Injection Pressure
The pressure at which the needle valve unseats itself against
the force of the pressure spring is referred to as valve
opening pressure or pressure
however it will be referred to as injection EEessure in this
manual The value of this pressure is specified it is checked
and adjusted as follows
a Install the injection nozzle in the nozzle tester and
operate the manual pumping handle of the tester several
times to prime the nozzle
b Move the lever in an upanddown cycle of one per second to
pressurize the injection nozzle while observing the indica
tion of the test pressure gauge As the nozzle begins to
spray the deflected gauge needle will indicate the
injection pressure
Unit kgcm 2 psi
Repair
Item Standard
limit
Injection
pressure
I201 I 7064 14 2
11015642
c If the indicator reading is below the limit increase the
thickness of the washer used on the pressure spring
Increasing the washer thickness by lmm 004in increases
the injection pressure by about lOkgcm2 l42psi Washer
stock for adjustment purposes is available in 20 sizes
ranging from 10mm 00394in up to l9Smm 00768in
in increments of OOSmm 00020in each
Spray Pattern
The injection nozzles used in the present engine are the
throttle type Some throttling action takes place when the
needle valve begins to unseat limiting the amount of sprayed
fuel during the initial stage of each fuel injection Thus
each slug of sprayed fuel may be regarded as comprised of two
portions initial throttled spray and terminating main spray
1 2 3 4 5 6
UlI IllI llilJ lWJ llilJ lliI
II t
IfI i II
Checking injection pressure lGood on nozzle tester 2Spray cone too large 5fissured spray
30ff center spray 6hirling spray
possible patterns of spray
When tested on the nozzle tester the injection nozzle can two spray types for visual inspection Initial throttled spray
occurs when the tester lever is operated at a rate of 60 up and down in one second terminating main spray occurs
when the lever is operated rapidly at a rate of 4 to Initial Throttle Spray
When the nozzle is producing this spray only the atomization is
generally poor and the pattern is straight then conical Evidence
of fuel dribbling after injection is also present
All these are due to the injected fuel being throttled by the
pintle protruding from the valve
While the nozzle is producing this spray check the needle valve
for chattering in synchronism with the cyclic motion of the lever
if so then the needle valve is free from any sticking or hitching
tendency If not the nozzle and needle valve must be cleaned by
washing and then retested
Evidence of offcenter spray or spray indi
cates that the injection nozzle needs thorough cleaning
b Terminating Main Spray
With the tester lever operated at a rate of 4 to 6 cyclesper
second the initial throttle spray is minimally visible The
spray under this condition may be regarded as main spray
The main spray should be a good straight cone consisting of
fuel particles without any large droplets finely
atomized fuel particles without any large droplets and should
terminate with no dribble or dripping fuel at the tip
Seating Tightness
An injection nozzle tested and adjusted as above and found to pro
duce a good spray pattern may be reused in the engine provided that
it passes this final test seating tightness test
With the injection nozzle mounted on the nozzle tester raise the
pressure slowly to 100 or 110kgcm2 1422 or 1564psi the set pressure of 120kgcm2 1706psi so that the needle
valve will not unseat Hold the pressure and observe the nozzle tip
there should be no evidence of fuel oozing out to form a dribble If
such evidence is noted the contacting faces of the needle valve and
seat must be repaired by lapping in the manner previously suggested or
the entire injection nozzle must be replaced
NOTE Check injection nozzle for spray pattern every 1200
hours and remove carbon deposits around nozzle tip Over
haul or replace as needed
HBW SHORT PROFILE SAILING BRIEF Type HBW Short Profile Sailing Gears are equipped with a iven helical gear ing system The multipledisc clutch
requir es 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 fluid level checks see GEAR CASING
The rotating parts of the HBW transmission are accommodated in an oil
tight casing divided into two halves in the plane of the cooling ribs ensure good heat dissipation rigidity
A fluid filler screw with dipstick and a fluid drain plug are screwed
into the gear casing The filler screw is provided with a shaft for actuating the multipledisc clutch extends through a
cover on the side of the gear casing
3 GEAR SETS
The transmission is equipped with shaved casehardened helical gears
made of forged lowcarbon alloy steel The mUltispline driving the transmission with the engine is hardened as well
The driven shaft propeller side of the transmission is fitted with a
forged coupling flange except on the Vdrive model
4 MULTIPLEDISC CLUTCH INCLUDING OPERATION POWER TRAIN
The engine torque is applied to the input shaft 36 in the of rotation and in shifting position A forward via
gear 44 the clutch discs 51 and 52 to the
external disc carr ier 57 and from there via the guide sleeve 59
to the output shaft 66
In shifting position B reverse the torque is transmitted from the
input shaft 36 via the in termedia te gear not shown in gear 65 clutch discs 51 and 52 to the external disc
carrier 57 the guide sleeve 59 and the output shaft 66
transmission uses a 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 comprises a number of balls which by the rotary movement of
the external disc carr ier are urged against inclined sur faces 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 automa tically by the spr ingloaded 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
Input
Power flow in lever position
5 SHAFT the input and the output shafts are carried in roll bearings
The in termedia te gear and the movable gear s are carr ied in sturdy
needle roller SHAFT sealing of the input and output shafts is provided by rings The running surface on the shafts is transmissions are
The bearings supplied with splash fluid and fluid DELIVERY safety reasons the gearbox is NOT filled with fluid 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 fluid The residual oil remaining in after draining acts as a preservative and provides
reliable protection against corrosion for at least one year if the
units are properly stored
2 PAINTING THE COVER THE RUNNING SURFACES AND SEALING LIPS OF THE RINGS ON BOTH SHAFTS BEFORE PAINTING Make certain that the
breather hole on the oil filler screw is not closed by the plates should remain clearly legible
3 CONNECTION OF GEARBOX WITH ENGINE
A damping plate between the engine and the to compensate for minor alignment errors and to protect the input
shaft from external forces and loads Radial play should be at 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 fluid 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 permanently exceed an angle of 20 degrees 15 degrees for
the Vdr ive model See gearbox also can be mounted with the output shaft in the Interchange the fluid dipstick and the fluid drain plug in
this case
6 OPERATION OF chang ing r equir es min imal effor t The gearbox is su it able remote control Upon loosening the retaining screw the
actuating lever see illustration can be moved to any for the control elements cable or rod linkage Make cer
tain that the lever does not contact the actuating lever cover
plate the minimum distance between the lever and cover should control cable or rod should be arranged at right angles to the
actuating lever in the neutral position of the lever
A larger amount of lever travel is not if the lever travel is shorter proper gear engagement might
be impeded which will result in damage from premature wear and
excessive heat Minimum Travel inner hole used
30mm
I
J
I
I
Shift Cable Attachment from Rear
o Shift Arm Securing Bolt
The position of the cover plate underneath the actuating lever to ensure equal lever travel from neutral to position
A or B
CAUTION
Do not loosen the capscrews mounting this assembly Removal
or disturbing of the shift cover will void all warranty res
ponsibilities 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
is indicated by the index mark on the dipstick see To check lIulCllevel TransmiSSion In Operation
TransmiSSion Casing
Surlace
VenT
Full Mark
FlUid Level
Do nOI screw In tor 0
fluid 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 If this temperature is to be exceeded an optional fluid
cooler is 104
3 OPERATION OF GEARBOX
The zero position of the operating lever on the control console must
coincide with the zero position of the actuating lever on Shifting is initiated by a cable or rod linkage via the
actuating lever and an actuating cam The completion of the gear
changing operation is changing should be smooth not too slow and continuous Direct changes from forward to reverse are since the multipledisc
clutch permits gear changing at high
RPM including sudden reversing at top speeds in the event of danger
4 OPERATION WITHOUT of the propeller without load eg while the boat is
sailing being towed or anchored in a river and idling the engine
with the propeller stopped will have no detrimental effects on of the propeller shaft by an additional brake is not required
as 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 filled completely with fluid of the same grade to Protect the input shaft and the output flange by means of
an anticorrosive coatingif required
6 PREPARATION FOR 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 Automatic Transmission Fluid ATF Type A or
Dexron II is 105
2 OIL QUANTITY
HBW 5 approximately 04 liter
HBW 10 approximately 06 liter
HBW 20 approximately 08 liter
HBW 50 approximately 03 liter
HBW 100 approximately 035 liter
HBW 150 approximately 055 liter
HBW 150V approximately 10 liter
HBW 220 approximately 075 liter
HBW 250 approximately 075 liters
HBW 360 approximately 140 liters
HBW 360A approximately 150 liters
HBW 400 approximately 200 liters
HBW 450 approximately 180 liters
3 FLUID LEVEL CHECKS
Check the fluid level in the transmission daily Correct fluid level
is indicated by the index mark on the dipstick See item 1 Always use the same fluid grade when topping off
4 FLUID the fluid for the fir st time after 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 fr equent in check the zero position of the operating lever on the and of the actuating lever on the
gearbox at this time
The minimum lever travel from the neutral position to the OA OB should be 35mm for the outer and 30mm for the
inner pivot point Make certain that these minimum values are Check the cable or rod linkage for easy movability see
item 6 under of the transmission in the field is not recommended If
an overhaul or repair is needed the work should be done by Westerbeke
or an authorized Westerbeke service center
WARNER eng ines are furnished with Warner hydraulic direct dr ive
and reduction gear direct drive transmission consists of a planetary gear set a for
ward clutch a reverse clutch an oil pump a pressure regulator and
rotary control valve All parts are contained in a cast iron with the necessary shafts and connectors to provide and neutral operation A direct
drive ratio is used for all
forward operation In reverse the speed of the output shaft is equal
to the input shaft speed but in the opposite dir ection is used to provide a quieter operation that can be obtained
with spur gearing
Oil pressure is provided by the crescent type pump The drive gear is
keyed to the drive shaft and operates at transmission input speed to
provide screened oil to the pressure the regulator valve the oil is directed through the proper cir
cuits to the bushings and antifriction bearings requiring A flow of lubricant is present at the required parts whenever
the front pump is turning and the supplied lubricant is positive in
forward neutral and reverse unit has seals to prevent the escape of oil
Both the input and output shafts are coaxial The input shaft is
splined for the installation of a drive damper and the output shaft
is provided with a flange for connecting to the propeller shaft
2 CONTROL LEVER position of the control lever on the transmission when in
forward should be shifted to the point where it covers the letter F
on the case casting and is located in its proper position by the pop
pet ball
CAUTION
The Warranty is cancelled if the shift lever poppet spring
andor ball is permanently removed the control lever is
changed in any manner or repositioned the linkage between
remote control and transmission lever shift lever does not
have sufficient travel in both directions This does not
apply to transmissions equipped with Warner Gear electrical
shift 107
3 properties of the oil used in the transmission are to the proper function of the hydraulic system Therefore
it is imperative that the recommended oil automatic ATF Type A be used
CAUTION
Be certain the cooler is properly installed and the trans
mission contains oil before cranking or starting the engine
4 CHECKING OIL LEVEL
The oil level should be maintained at the full mark on the oil level prior to starting engine
5 FILLING AND CHECKING THE HYDRAULIC SYSTEM
Check daily before starting the engine The hydraulic circuit inclu
des the transmission oil cooler cooler lines and any gauge to the circuit The complete hydraulic circuit must be
filled when filling the transmission and this requires purging the
system of air before the oil level check can be made The air will be
purged from the system if the oil level is maintained above the pump
suction opening while the engine is running at approximately 1500 RPM
The presence of air bubbles on the dipstick indicates that the system
has not been purged of air
New applications or a problem installation should be checked to ensure
that the oil does not drain back into the transmission from the cooler
and cooler lines To inspect for oil drain back check the oil after the eng ine has been shut off and again after the
engine has been stopped for more than one hour overnight A noticeable increase in the oil level after this indicates that the oil is
draining from the cooler and cooler
lines The external plumbing should be changed to prevent any STARTING transmission selector in neutral before starting the from any selector
position to any other selector position may
be made at any time and in any order if the engine speed is below 1000
RPM it is recommended that all shifts be made at the lowest speed
7 NEUTRAL
Move the shift lever to center position the springloaded bail will
enter the chamfered hole in the side of the shift lever and will pro
perly locate the lever in neutral position with shift lever so flow of oil to clutches is blocked at the control valve of power transmission is
ensured
8 FORWARD
Move the shift lever to extreme forward position the will enter the chamfered hole in the side of the shift lever and
will properly locate lever in forward position
9 REVERSE
Move the transmission shift lever to extreme rearward position ball will enter the chamfered hole in the side of the
shift lever and will properly locate it in the reverse sail with the propeller turning or at trolling speeds with one
of two engines shut down the gear maintains adequate cooling COOLING passages inside the cooler will sometimes become clogged this
will reduce cooling capacity and cause Back flushing
of the cooler will sometimes help to flush the foreign material from
the cooler passages The cooler and hose should be thoroughly flushed
or replaced in the event a failure has occurred Metallic the failure tend to collect in the case of the cooler and gra
dually flow back into the lube system Replace oil cooler to of the new hoses may collapse and reduce or completely shut off flow
to the cooler Collapsed hoses are usually caused by ag ing of the
hoses or improper hose installation Hose installation should be made
with no sharp bends Hoses should be routed so there is no possibi
Ii ty for eng ine sh i ft ing to cause hoses to pull loose or A visual inspection of hoses while under way will detection of faulty or complete
loss of water flow can be caused by a faulty
water pump A rubber water pump impeller will sometimes fail and
after such a failure the cooler passages may be restr icted by the
particles of rubber from the failed impeller Water pump be caused by improper or faulty plumbing or an air leak on the
inlet side of the pump The water pump may not prime itself or may
lose its prime when inlet plumbing is not properly is possible for cross leaks to occur inside the cooler to flow into the water or water flow into
the oil
ROUTINE CHECKS AND CHECKS
1 PROPELLER AND OUTPUT SHAFT ALIGNMENT This check also should be
made any time the propeller strikes a heavy object and after any acci
dent where the boat has stopped suddenly Shaft alignment should also
be checked after the boat has been lifted by a hoist or moved onto SHIFT LEVER POSITIONING The selector controls must position the
sh i ft lever exactly in F Nand R selection pos it ions with the ball
poppet centered in the shift lever hole for each position
3 BOLT TORQUE Check all bolts for COOLER CONNECTIONS Check water lines oil lines and leakage Make sure lines are securely fastened to
prevent
shi ft ing
5 CHANGING OIL A seasonal oil change is recommended in Work boats require more frequent changes Change oil any time
the oil becomes contaminated changes color or becomes TRANSMISSION FLUID Automatic transmission fluids are use in all CHECKS
1 Check transmission oil level
2 Check for any signs of oil leakage in the bellhousing at surfaces or at the output shaft oil seal
3 A quick visual check of the general condition of the equipment may
detect any faulty Listen for any unusual noises and investigate to determine the
cause of any such water from transmission oil cooler This will prevent
freez ing in cooler clima tes and prevent harmful deposits 110
GENERAL CHECKS
1 Check coupling alignment each time a transmission is replaced in
the boat
2 Check shift linkage adjustment to ensure that the lever is positioned so that the springloaded ball enters
the chamfered hole in the side of the shift lever
3 Connect an oil cooler into the cooler circuit before cranking or
starting the engine Various cooler circuits have been used and
the correct cooler connections should be located from prior to making the cooler Use a cooler of sufficient size to ensure proper cooling
5 Check engine rotation transmission pump setting and the pro
peller rotation prior to assembling the transmission to engine
6 Check oil pressure and temperature when transmission that a problem exists
7 Use the recommended fluid for filling the Fll the transmission prior to starting the engine
9 Check oil level immediatly after the engine has been shut off
10 Use a clean container for handling transmission fluid
11 Replace cooler line after a transmission failure prior to
installing a new or rebuilt Check fluid level at operating III
WALTER ALIGNMENT DIRECT COUPLED the propeller shaft flange onto
the propeller shaft and tighten the two
clamping bolts on the spli t hub none on GEAR A selflocking set screw is pro FLANGE
vided for the propeller shaft flange
spot dr ill the propeller shaft and then
securely tighten the set screw Many are ruined by improper shaft FEELER
GAGE
flange alignment Accurate alignment will
ensure a smooth operating drive train and
eliminate many problems that arise due Final alignment should not
be attempted until the boat has been
allowed to settle in the water After FLANGE
the engine has been installed adjust the
mounts per instructions FLANGE ALIGN MENT
until the pilot diameters of the gear
shaft flange and the propeller shaft
flange engage freely Butt the flange
faces together Without rotating either flange check with a feeler
gauge in at least four places as shown in the illustration If the
max imum feeler gauge that can slip between the flange faces at any
point is 003 the unit is properly aligned If a thicker gauge can
be inserted at any point the engine must be readjusted until is obtained Turn the propeller shaft flange one quarter
of a turn without moving the gear shaft flange Try inserting the
003 feeler gauge as described above The gap will not change if
the propeller shaft is straight If it increases the shaft or flange
is bent and must be removed and straightened Rotate the flange in two more quarterturn increments and repeat the pro
cedure The pilot diameters must be rechecked to ensure that they
still engage freely Secure the two flanges together with the heat
treated bolts and special highcollared lockwashers ALIGNMENT INDEPENDENT MODELS
The engine must be adjusted so that the alignment of the is within 3 An accurate steel rule should be used for this
purpose as shown in the illustration On short installations using a
flexible joint assembly the faces of the flexible joint must be
parallel within 18 Measure this in at least four places around the
diameter without rotating the assembly With long installations using
the 36 tubular drive shaft also on all RVIODs the distance from
the 33A spool adapter to the bores in the universal joint which is
welded to the tubular shaft must be measured on both s ides of the
joint Rotate the shaft exactly one quarter turn and measure to the
same joint The four distances must be equal within 18 Do not
measure to the joint end that is on the spool adapter This distance
will not vary with mis
alignmen t as the join t
is bolted and cannot
ZERK FITTING
move Put the JI 31A
alignment gauge on the
machined diameter of
24ASEAl the JI 24 cover and slide
JIA ALIGNMENT GAul
it comple tely around
It will indicate how
w 27 SPLINEO
CONNECTING
the engine must be SHORT INSTALLATION
SHAF I
moved to center the REMOVE SCREW TO GET
splined shaft in the AN ACCURATE MEASUREMENT
WRONG
oil seal Remeasur e r
ZERK FITTING
the joints to see if
they are still parallel
within 18 It is
important that both
alignments be It is poss ible for the splined LONG INSTALLATION
RV20 RV30
shaft to be perfectly centered and the to be out more than 3 of the JI 26 selfaligning bear ing and
seals may occur due to misalignment The zerk
fitting located on the cross of the should be greased with a light The above procedure should be
repeated after the boat has been placed in
operation It is possible for the eng ine to LONG INSTALLATION
RVl0 RV40 48
slightly shift and settle especially if it has
rubber ALIGNMENT INDEPENDENT the propeller shaft flange onto the
propeller shaft and tighten the two on the split hub none on RVIO A ADJUSTING SCREW
LOCKING set screw is provided for the pro
LOOSEN SLIGHTLY TO
peller shaft flange Spot dr ill the propeller ADJUST and securely tighten the set screws
All Vdrives are supplied with 3way brackets 2way on the RVIO and
RV20 as standard equipment The brackets
must face downward to properly absorb The mounting plates can be removed and
reversed to fit wider engine bed centers RV10 RV20
Before installing the Vdr ive loosen all the
nuts on the mounting brackets and check to see
that the studs are in the center of the slots
center of the slots Retighten the nuts Place the Vdr ive on the
engine bed lining it up by eye with the propeller shaft flange as
closely as possible Firmly bolt down the Vdrive through the in the mounting plates
Loosen the locking nuts on the adjusting screws Slightly loosen the
nuts on the mounting brackets just enough to be able to move good installations are ruined by improper propeller shaft Accurate alignment will
ensure a dr ive
train and eliminate many problems that ar ise due to alignment should not be attempted until the boat has been
allowed to settle in the water Adjust the Vdr ive until the of the gear shaft flange and the propeller shaft flange
engage freely Butt the flange faces together without flange check with a feeler guage in at least four places as
shown in the illustration If the maximum feeler guage that can slip
between the flange faces at any point is 003 the unit is If a thicker guage can be inserted at any point the Vdrive
must be readjusted until proper alignment is obtained Turn the pro
peller shaft flange one quarter turn without moving the gear shaft
flange Try inserting the 003 feeler guage as described above The
gap will not change if the propeller shaft is straight If it
increases the shaft or flange is bent and must be removed Rotate the propeller shaft flange in two more quarter
turn increments and repeat the procedure The pilot diameters must be
rechecked to ensure that they still engage freely Tighten the nuts
on the mounting brackets and the locking nuts on the adjusting the set screws from the brackets none on RVlO or RV20 spot
drill and securely tighten Recheck the flange alignment to make sure
the Vdr ive did not move out of alignment Secure the two with the heattreated bolts and special highcollared lock
washers supplied
ADJUSTING SCREW
LOCKING NUT
GEAR SHAFT
FLANGE
LOOSEN SLIGHTLY
TO ADJUST
BRACKETS
FEELER
GAGE
FLANGE ALIGNMENT
MOUNTING PLATE
RV 30 RV40 RV 48
WATER AND SWITCH up the water lines to the two pipe connections on the Vdr ive
intake and exhaust lines are Generally one line
from the seacock to the Vdrive and another from the Vdrive to the
intake of the engine water circulating pump are utilized In some
cases scuppers through the hull are connected to and from the Vdrive
to provide independent water cooling and are actuated by the movement
of the water With closed cooling systems the Vdrive should into the system between the cooler and the suction side
of the water pump Proper operating temperatures are from 140 to
l80F although safe operating temperatures may be as high as 2l0F
On the models equipped with an oil circulating pump the oil pressure
drop switch and the l2Volt warning light should be hooked up per the
wiring diagram The switch may be grounded to any part of the Vdrive
or engine either terminal may be used for the ground
OIL FILL
Pullout the oil level gauge
screw the breather cap and fill the
Vdrive with SAE 30 motor
through the breather elbow On the
12 BREATHER CAP WATER DRAIN
UNSCREW FOR
OIL FILL
WATER LINE
OIL LEVEL
GAGE
PULL UP TO
RVlO only the oil may be added by REMOVE
r emov ing the plug in the top
cover See table below oil capacities The
amount varies with the angle The oil level should
be checked with the oil level gauge
fully inserted in the unit The I
proper level is between the Hand L 12A BREATHER J
WATER LINE
marks on the gauge Add a 2ounce ELBOW
WATER DRAIN
tube of Molykote which is supplied with
each Vdrive for extra lubrication and breakin It provides protec
tion against scoring or galling of gears bearings and other moving
parts Additional Molykote after breakin is not required Reinstall
the breather cap The oil level should be rechecked after the unit
has been run and allowed to sit for about a minute Add oil RVlO RV20 RV30 RV40
RV48
Oil capacity 1 pint 2 pints 3 pints 4 pints 4
DEALER propeller shaft and engine alignment must be checked and
cor r ected if necessary befor e the boat is delivered Final align
ment should not be attempted until the boat is allowed to settle in
the water The oil level must be checked and oil added if the boat is being run the water connections should be checked
for leak s The oi 1 pr essur e drop switch and warning ligh t i f the
Vdr ive is equipped with an oil circulating pump should be checked
for proper operation Do not transport the boat with the coupling connected Damage to the shaft shaft log and Vdrive
can result
pressure drop warning light is
mounted on the instrument panel on
Vdrives equipped with an oil cir OIL LEVEL LINE
WATER
GAGE
culating pump The warning light will PULL UP TO
REMOVE
stay on until the boat gets under way
and the engine speed increases to suf
ficient RPM for the pump to This normally occurs 1200 RPM but the actual
speed may vary by as much as 400 RPM
Extended cruising at low RPM such as
when trolling is not harmful to the
Vdrive even though the warning light
may stay Ii t Normal operation is
between 6 to 12P 81 The ligh t will
go on when the oil pressure drops
below 2P8I Loss of oil andor 49 oil level are the major DROP SWITCH
causes of pressure drop The oil
level should immediately be restored
and while running the boat the unit should be checked for leaks If
the oil level is normal and the light stays lit when the boat cruising speed the wir ing should be checked for loose connections If the wiring is
correct and the light remains
lit the 49 pressure drop switch which is mounted on the side of the
Vdr ive see should be checked for proper switch can easily be removed and an accurate oil pressure in its place If the pressure is normal the
switch should
be replaced If the pressure is below normal the oil lines should be
checked for blockage The pump should be inspected and replaced if
necessary The pump is standard on the RV48 and an optional feature
on other models not available on the RVIO
The oil level should be checked several times dur ing the on Vdrives without pumps see OIL FILL
A clatter or rattle in the Vdrive at low RPM is due to the over
riding of the propeller during the compression stroke of the annoying it is not harmful It may be reduced by adjusting
the idle speed andor tuning up the engine for smoother OIL CHANGE AND JOINT LUBE
After the first 100 hours of operation and every season andor
500 hours thereafter the oil should be changed Run the boat to warm
up the Vdrive to operating temperature Turn off the engine Remove
the plug in the 6B bottom cover that is opposite the 438 oil
s tr ainer Re install aft er dr ain ing Disconnect the oi 1 hose leading
from the 438 strainer leave the elbow on the strainer Unscrew the
strainer and clean the outside surface Reinstall the strainer and
the oil hose Unscrew
the two magnetic plugs that are
located on cor
ners of the main housing
The plugs can be checked to see if
they are magnetic only after remo
tt1C HOUSING
val Touch the inside face with a
metallic object such as a STANDARD PLUG
lNOT Clean them Usually there are four
plugs in the bottom part of the
main housing
are magnetic
Only two of these
The other two need
not be removed see with SAE 30 motor oil to the
proper level see FILL The Z erk fitting on the
external universal joint should be
greased with a light alemite lubri
cant see ENGINE WATER DRAIN
For protection from freezing during winter layup remove the small
pipe plugs located diagonally opposite on the front and back of the
housing marked Water Drain see On the RVIO only one
of the water lines going into the watercooled bottom cover must to drain the water
3 FLANGE AND ENGINE the boat is launched after being in drydock the lineup of the
Vdr ive to the propeller shaft flange and the eng ine to the Vdr ive
should be rechecked and corrected if necessary Some engines with
rubber mounts may sag and must be raised with adjustments or shims for
proper alignment see Flange Alignment and Engine Alignment
MARINE ENGINE DC ELECTRICAL SYSTEM
KEYSWITCH TWO PUSHBUTTONS DRAWING 33685
1 This system is supplied on most Westerbeke Diesel Propulsion
engines The start circuit and are activated by
turning ON the ignition switch To start the engine depress the
PREHEAT button to activate the starting aids glow plugs
Continue to hold the PREHEAT depressed and depress the START
button this will energize the starter and crank the engine
Once the engine starts release both buttons
NOTE START switch will not function unless PREHEAT button is
depressed as the PREHEAT circuit supplies voltage to the START
button when depressed
voltage is applied to the instruments fuel solenoid fuel li ft
pump and to other electr ical devices via the ON posit ion of the
Later models that have the fuel shutoff solenoid incorporated in
the injection pump are shut off with the key switch These models
have the option of mechanically shutting off the engine as well
Early models were shut off mechanically The option for electri
cal shutoff is available for these early models by the purchase
of a shutoff solenoid to replace the deactivated one in the
injection pump
The DC circuit is protected by a circuit breaker located on the
engine Any time excessive current flows the circuit breaker
will trip This is a manual reset breaker which must be reset
before the engine will operate electrically again
CAUTION
The builderowner must ensure that the instrument panel
wir ing and eng ine are installed so that electr ical devices
cannot come in contact with sea water
The latest information regarding your engines electrical system
is included in the wiring diagram shipped with the engine Be
sure to study this wiring diagram and all notes thereon
ACTIVATION BY seE NOT e
wT SENDER
8 FUEL
e SOL rUL lifT tu P
70100
1j iVZIVII2 7W33
WJ2 Wl8 nOwIOO
If EQUIPPE
v
OPTIONAL
SPLITTER
e SERVICE
o ATTERY
CPT10NoL
8 AMMETER
PREHEAT SOL
9SEE NOTEB
OP SENDER
SEE NOTE II
NOT USED eRN IZVDC
0
NEUTRAL
S4FETY
SWITCH
SERifS I ALTERNATOR
12OLT CAMP
Diagram
I Z vDC 8ATTERY BATTERY RETURN
STMlr SOL rARTR
t
0QIES JNR HAT PRrHArfR AN ON OF NlrCH MUST 81
INrD IN noIS lINe TO DISCONNEcr
ns TIE E 8A tYAN AfEIGNCr WHEN F
EAIIINr HE 80ATL VOLT Esei ENGIIVE J TAIZTERS TYPICAiAW
AL eRNATOR
206 To 300PS rii CeANKIf
WITH CONTiNuouS
rIN O S AF2 VDe WIL IVOiVNlAUY SERVE tHESE tUNCTToNS
r JCL 5WlrCH MUS uSD TO MAKe CIRCUlr
9iH VvARNq SNDEI2 ONNECTToN
CONTACT Wlrjl 8 MAY OAMAE 5ENDE
CO L JETUlN E TtlRpuH EN6INE 8LOCIC
FO WIRING OF AUXILLAIY ALTEIiNATORS SEE HE FOLLOoNlNG DIARAIoIS
MOroiOlA 8 5 AMP 232
vfOrOROLA 720 AMP IIZ3 I
7CE tVIUE 33
IO 64
1 IF ADDITIONAl SWlrCHES ARE RCXPD TO START
PREFURE
1XL tOUST NIOM
THE OIL PReSSURE MANIFeu D TO A NEAOY BuLKHEAD AND
vfOUNTED Ar IE
ALARM 0 P SoW
ApPLY jLASrtC Of IGHT A i9 TA CONNEC TeD
0 CAUTION
TtllS PDUCT BY A VAJII RES
WT SW cIRCUI KeR Loc rD NEAR rHE STATER AND AS CLOSE
To THe SOURCE o f CJRNr AS POsSIBLE
DIAlfV ANYWHELE IN rI INJTRfMElVr PANE
tPf THE 8EAJE roFfl MOST1Ntitvc DiS VYll jdPr POwY
BEAIIP DISCONNECTS THIR rVEL SUPPLY THEREroltfc TJI
Jusr THAi rlllZ
NSTRIIMENr PANe
TO PIEVENr CONiAC
8ETWeeN LEC7ICA evCE AND SAL W4C2
35 SWITCH START I
34 ALGeNArOI 1 50
RfA VIW
P4NL r tESS rU
Z PANL COMPLcrE
30 IA L lVI
OIL PREsS w NC
WATeR rtMPr W NO
c7 FUEL LIFT PuMP I
2 AMMEri OPTiONAL I
25 SPL I TrEIZ OPTlOVAi
24 CLOW PLUGS W30 W6 4EACII
23 GLOW PLUGS W40 I
z NUrRI4I SAceTY sw PAIOH I
2 NEUTA sAETr Sll W4RfIIEf I
Pl4WEL lEIS
PANeL
I
8 SUPPRSSIO KIT ALi I
17 TACH Klr AlTERNATO 1
Ie AL rERNAlo1e SI A
15 SENDEE WATER TEMP I
14 SOINOID FUl
SENDEe OIL PRe slIee
peE HEA r1I 511
0 CleeVlr OREAKR 20ANJ I
STAIT2FQ ANE FNe I
8 wf RNESS NCIN I
7 HARNES
KEYSWlrCH tIGlIlnO
VOLrMEr1Z
PANEL
SVlITCH PREHAT
lll GAUGE
2 wr1ZTEMP GAUG I
I rACHOMETGR I
ITE OE5CRI PTION Oiy iAs TN
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lAARIIJ llr El
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VJLI MEHFII f Sw IS TwO PVSH8uTTONS
2228 4 338S
Glowplug Starting Aid
A glowplug can be checked for an
open circuit fault by using a cir
cuit tester and checking the con
tinuity between the on top of the connection removed and
the cylinder head I f there is no
con tinui ty the glowplug should ShutOff Solenoid
The fuel shutoff solenoid is
located on the fuel injection pump
lower rear at about the 600
oclock position This solenoid is
activated by 12 Volts when the
ignition switch is turned ON An
armature inside of the solenoid is
lifted and allows fuel flow to the
pumps dis tr ibution head Turning
the key switch OFF deenergizes
rE Magnet Valve
this solenoid releases the plunger
and with the spring behind it
shuts the fuel off positively 0 Ring
stopping the eng ine I f the sole Spring
noid appears not to be operating
no fuel delivery to injectors when engine with wiring connections and ensure
with a voltmeter that 12 Volts is
present at the solenoid terminal
when the ignition key is ON If
voltage is present at the solenoid
and it does not operate replace
the solenoid as a voltmeter can be a useful instrument in determining the status of
your electrical system and will warn you when an abnormality occurs
The voltmeter will indicate differently depending when the readings
are 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 two hours If the
reading is between 11 and 115 Volts then the battery is about and should be charged to ensure its usefullness If the
engine is started and the needle does not go up it indicates that no
charge is being delivered to the battery
When the battery is being charged the needle should be between 126
and 13 Volts The needle may move up to about the 146Volt range
toward the end of the charge cycle at which time the needle drops
back to the range as voltage regulation controls If the battery voltage exceeds 15 Volts this the battery is being overcharged and damage to the
battery will
occur if left unchecked The voltage regulator is most likely the battery is not being charged having electrical loads placed
upon it and no charging current applied it is normal for the needle
to indicate between 114 and 126 tachometer is operated by pulses generated from anyone of phases The pulse frequency is determined by the rota
tional speed of the alternator rotor The rotor speed is the engine crankshaft speed and the ratio of the the to the crankshaft pulley The
tachometer in an is calibrated by Westerbeke for a particular engine model with
panel standard alternator if an optional alternator ie 90 Amp
is used to operate the tachometer the calibration should be when a tachometer is replaced the new instrument must
CAUTION
When calibrating the tachometer use a Phillips screwdriver
with an insulated shaft
1 Use a motor tester with an RPM indicator another tachometer or a
strobotach to determine the speed of the turning Remove the plastic plug and flat washer located on the rear of the
tachome te r
3 Insert an insulated Phillips screwdriver into the calibration
control slot and slowly turn it 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 flat bulletins when issued ar e sent to dis tr ibu tor s and dealer s
These can be obtained by inquiring at the dealer for copies of pertaining to your model
WIRING DIAGRAM 90 AMP ALTERNATOR WHITE TO 11 TE R M I NAL OF
EXCITATION I IGN SWITCH
TO RUN SWITCH
RED ILlNE 21
FOR DIESEL ENGINES
VOLT SENSE
BATTERY TERMINAL ONLY
BEING CHARGED I SEE NOTE It is mandatory for this LOAD
voltage sensing wire to be con
nected directly and physically
to the positive terminal of the
battery being charged It must
not be connected to any point alternator will not CHECKING ALTERNATOR AFTER HOOKUP
LINE 1 122 128V 122 128V 140 150V
LINE 2 0 30 50V 140 150V
OUTPUT 122 128V 122 128V 140 150V
IGN OFF IGN ON ENGINE RUNNING
ENGINE NOT ENGINE NOT 1500 RPM
RUNNING RUNNING

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